Range Rover Workshop Manual 2007-2010 PDF

CONTENTS
1: General Information
100: Service Information
100-00: General Information
Description and Operation
About This Manual
How To Use This Manual
Important Safety Instructions
Standard Workshop Practices
General Service Information
Health and Safety Precautions
Solvents, Sealants and Adhesives
Special Tool Glossary
Road/Roller Testing
DTC: Module Name: Bluetooth Module
100-01: Identification Codes
Identification Codes
100-02: Jacking and Lifting
Jacking
Lifting
Vehicle Recovery
100-03: Maintenance Schedules
Maintenance Schedules - Gasoline Engines
Maintenance Schedules - Diesel Engines
2: Chassis
204: Suspension
204-00: Suspension System - General Information
Specification
General Procedures
Front Camber, Caster and Toe Adjustment
Four-Wheel Alignment (57.65.04)
204-01: Front Suspension
Specification
Front Suspension
Removal and Installation
Front Lower Arm (60.35.02) (60.35.03)
Front Lower Arm Bushing (60.35.26)
Front Shock Absorber (60.30.02)
Front Stabilizer Bar (60.10.01)
Front Stabilizer Bar Link (60.10.02/60.10.04)
Rear Lower Arm (60.40.09)
Rear Lower Arm Ball Joint (60.15.04)
Rear Lower Arm Bushing (60.35.26)
Shock Absorber and Spring Assembly (60.30.25/99)
Front Wheel Bearing and Wheel Hub (60.25.14)
Wheel Knuckle (60.25.01)
Disassembly and Assembly
Shock Absorber and Spring Assembly
204-02: Rear Suspension
Specification
Rear Suspension
Lower Arm (64.35.54)
Lower Arm Ball Joint (64.15.08)
Lower Arm Bushing (64.35.15)
Lower Arm Rear Bushing (64.35.15)
Rear Stabilizer Bar (64.35.08)
Rear Stabilizer Bar Link (64.35.24)
Toe Link (64.35.70)
Upper Arm (64.35.60) - TDV8 3.6L Diesel
Upper Arm (64.35.60) - 4.4L NA V8 - AJ41/4.2L SC V8 - AJV8
Upper Arm Ball Joint (64.15.07)
Upper Arm Bushing (64.35.22) - TDV8 3.6L Diesel
Upper Arm Bushing (64.35.22) - 4.4L NA V8 - AJ41/4.2L SC V8 - AJV8
Upper Arm Front Bushing (64.35.20)
Upper Arm Rear Bushing (64.35.21)
Wheel Bearing and Wheel Hub (64.15.14)
Wheel Knuckle (64.35.10)
204-04: Wheels and Tires
Wheels and Tires
Diagnosis and Testing
Wheels and Tires
Tire Pressure Monitoring System (TPMS)
Tire Low Pressure Sensor (74.10.05)
Tire Pressure Monitoring System (TPMS) Front Antenna (86.53.16)
Tire Pressure Monitoring System (TPMS) Module (86.54.05)
Tire Pressure Monitoring System (TPMS) Rear Antenna (86.53.17)
Wheel and Tire (60.25.06)
204-05: Vehicle Dynamic Suspension
Specification
Vehicle Dynamic Suspension
General Procedures
Air Suspension System Depressurize and Pressurize (60.50.38)
Ride Height Adjustments (60.90.03)
Air Spring Solenoid Valve
Air Suspension Air Filter (64.50.12)
Air Suspension Compressor (60.50.10)
Air Suspension Compressor Drier (60.50.09)
Air Suspension Control Module (60.50.04)
Air Suspension Front Solenoid Valve Block (60.50.11)
Air Suspension Muffler (64.50.01)
Air Suspension Rear Solenoid Valve Block (64.50.11)
Air Suspension Reservoir (60.50.03)
Air Suspension Reservoir Solenoid Valve Block (60.50.05)
Air Suspension Solenoid Valve Block (60.50.11)
Air Suspension Switch
Fill Solenoid Valve
Front Air Shock Absorber (60.30.02.45)
Front Air Spring (60.21.01)
Front Vertical Accelerometer
Rear Air Shock Absorber (64.30.02.45)
Rear Air Spring (64.21.01)
Suspension Height Sensor (60.36.01)
204-06: Ride and Handling Optimization
Specification
Ride and Handling Optimization
Ride and Handling Optimization
Ride and Handling Optimization Switch (86.65.11)
205: Driveline
205-00: Driveline System - General Information
Specification
205-01: Driveshaft
Specification
Driveshaft
Universal Joints
Front Driveshaft (47.15.02) - 4.4L NA V8 - AJ41/4.2L SC V8 - AJV8
Front Driveshaft (47.15.02) - TDV8 3.6L Diesel
Rear Driveshaft (47.15.03) - 4.4L NA V8 - AJ41/4.2L SC V8 - AJV8
Rear Driveshaft (47.15.03) - TDV8 3.6L Diesel
Driveshaft Universal Joint (47.15.06)
Driveshaft Center Bearing
Driveshaft Slip Yoke
Driveshaft Alignment Bushing
205-02: Rear Drive Axle/Differential
Specification
Rear Drive Axle and Differential
General Procedures
Differential Draining and Filling (51.25.02)
In-Vehicle Repair
Axle Housing Bushing (51.15.43) - 4.4L NA V8 - AJ41/4.2L SC V8 -
AJV8
Axle Housing Bushing (51.15.43) - TDV8 3.6L Diesel
Axle Shaft Seal
Differential Locking Module (51.30.01)
Differential Locking Motor (51.15.03)
Drive Pinion Seal (51.20.01)
Rear Axle Oil Temperature Sensor (51.15.06)
Axle Assembly (51.15.01)
Differential Support Insulator - 4.4L NA V8 - AJ41/4.2L SC V8 - AJV8
205-03: Front Drive Axle/Differential
Specification
Front Drive Axle and Differential
General Procedures
Differential Draining and Filling (54.15.02)
In-Vehicle Repair
Drive Pinion Seal (54.10.20)
Differential Breather Tube
205-04: Front Drive Halfshafts
Specification
Front Drive Halfshafts
Halfshaft Joint
Front Halfshaft LH (47.10.01)
Front Halfshaft RH (47.10.02)
Halfshaft Bearing (47.10.41)
Halfshaft Seal LH (54.10.18)
Halfshaft Seal RH (54.10.21)
205-05: Rear Drive Halfshafts
Specification
Rear Drive Halfshafts
Rear Halfshaft (47.11.01)
Outer Constant Velocity (CV) Joint Boot (47.11.03)
Inner Constant Velocity (CV) Joint Boot (47.11.16)
Halfshaft Bearing (51.10.29)
206: Brake System
206-00: Brake System - General Information
Specification
General Procedures
Front Brake Disc Runout Check (70.12.15.01)
Rear Brake Disc Runout Check (70.12.36.01)
Brake System Bleeding (70.25.02) - Vehicles With: High Performance
Brakes
Brake System Bleeding (70.25.02) - Vehicles With: Standard Brakes
Brake System Pressure Bleeding (70.25.02)
Component Bleeding - Vehicles With: High Performance Brakes
Component Bleeding - Vehicles With: Standard Brakes
206-03: Front Disc Brake
Specification
Front Disc Brake
Brake Disc (70.12.10) - Vehicles With: Standard Brakes
Brake Disc (70.12.10) - Vehicles With: High Performance Brakes
Brake Pads (70.40.02) - Vehicles With: Standard Brakes
Brake Pads (70.40.02) - Vehicles With: High Performance Brakes
Brake Caliper (70.55.24) - Vehicles With: Standard Brakes
Brake Caliper (70.55.24) - Vehicles With: High Performance Brakes
206-04: Rear Disc Brake
Specification
Rear Disc Brake
Brake Disc (70.12.33)
Brake Pads (70.40.03)
Brake Caliper (70.55.25)
Brake Caliper
206-05: Parking Brake and Actuation
Specification
Parking Brake
General Procedures
Parking Brake Shoe and Lining Adjustment (70.40.11)
Parking Brake Shoes Bedding-In (70.40.12)
Parking Brake Actuator (70.35.48)
Parking Brake Cable LH
Parking Brake Cable RH
Parking Brake Shoes (70.40.09)
Parking Brake Switch (70.35.46)
206-06: Hydraulic Brake Actuation
Hydraulic Brake Actuation
Brake Fluid Reservoir (70.25.31) - Vehicles With: Standard Brakes
Brake Fluid Reservoir (70.25.31) - Vehicles With: High Performance
Brakes
Brake Master Cylinder (70.30.08) - Vehicles With: Standard Brakes
Brake Master Cylinder (70.30.08) - Vehicles With: High Performance
Brakes
Brake Pedal (70.35.01) - Vehicles With: 6-Speed Automatic
Transmission - 6HP26
Brake Pedal and Bracket (70.35.03) - Vehicles With: 6-Speed Automatic
Transmission - 6HP26
Brake Pedal Motor
206-07: Power Brake Actuation
Specification
Brake Booster
Brake Booster (70.50.01) - Vehicles With: Standard Brakes
Brake Booster (70.50.01) - Vehicles With: High Performance Brakes
Brake Vacuum Pump (70.50.19) - 4.4L NA V8 - AJ41/4.2L SC V8 - AJV8
206-09A: Anti-Lock Control - Traction Control
Specification
Anti-Lock Control - Traction Control
Anti-Lock Control - Traction Control - VIN Range: 263535->ONWARDS
Anti-Lock Brake System (ABS) Module (70.25.12) - Vehicles With:
Standard Brakes
Anti-Lock Brake System (ABS) Module (70.25.12) - Vehicles With: High
Performance Brakes
Front Wheel Speed Sensor (70.65.30)
Rear Wheel Speed Sensor (70.65.31)
206-09B: Anti-Lock Control - Stability Assist
Specification
Yaw Rate Sensor (70.70.35)
211: Steering System
211-00: Steering System - General Information
Specification
General Procedures
Power Steering System Filling and Bleeding
Power Steering System Flushing
211-02: Power Steering
Specification
Power Steering
General Procedures
Power Steering Control Valve Actuator (57.10.05)
Power Steering Fluid Cooler (57.15.11) - 4.2L SC V8 - AJV8
Power Steering Pump (57.20.14) - 4.2L SC V8 - AJV8
Steering Angle Sensor (57.40.02)
211-03: Steering Linkage
Specification
Steering Gear Boot (57.10.29)
Tie Rod End (57.55.07) - 3-Door
Tie Rod End (57.55.07)
211-04: Steering Column
Specification
Steering Column
Ignition Switch Lock Cylinder
Steering Column (57.40.01) (57.40.06)
Steering Column Shaft (57.40.22)
Steering Column Tilt Motor
Steering Column Telescopic Motor
Steering Wheel (57.61.01)
Tilt/Telescopic Motors
211-05: Steering Column Switches
Specification
Hazard Flasher Switch (86.65.50)
Ignition Switch (86.65.02)
Steering Column Control Switch
Steering Column Multifunction Switch LH (86.65.55)
3: Powertrain
303: Engine
303-00: Engine System - General Information
Specification
Engine (12.90.09.01) - 4.4L NA V8 - AJ41/4.2L SC V8 - AJV8
General Procedures
Bearing Inspection
Camshaft Bearing Journal Clearance
Camshaft Bearing Journal Diameter
Camshaft End Play
Camshaft Lobe Lift
Camshaft Surface Inspection
Connecting Rod Cleaning
Connecting Rod Large End Bore
Crankshaft End Play
Crankshaft Main Bearing Journal Clearance
Cylinder Bore Out-of-Round
Cylinder Head Distortion
Exhaust Manifold Cleaning and Inspection
Piston Inspection
Piston Pin Diameter
Piston Pin to Bore Diameter
Piston Ring End Gap
Piston Ring-to-Groove Clearance
Valve Spring Free Length
Valve Stem Diameter
303-01A: Engine - 4.2L SC V8 - AJV8
Specification
Engine
General Procedures
Valve Clearance Check (12.29.73)
Valve Clearance Adjustment (12.29.76)
Engine Oil Draining and Filling (12.60.05)
In-Vehicle Repair
Camshafts RH (12.13.20)
Camshafts LH (12.13.21)
Crankshaft Pulley (12.21.01)
Crankshaft Front Seal (12.21.14)
Crankshaft Rear Seal (12.21.20)
Cylinder Head LH (12.29.04)
Timing Drive Components (12.65.13)
Valve Cover LH (12.29.43)
Valve Cover RH (12.29.44)
Engine Mount LH (12.45.11)
Engine Mount RH (12.45.12)
Flexplate (12.53.13)
Oil Level Indicator and Tube (12.60.09)
Auxiliary Oil Cooler Thermostat (12.60.17)
Oil Pump (12.60.26)
Oil Filter Housing (12.60.27)
Oil Pan (12.60.44)
Oil Cooler (12.60.68)
Engine Front Cover (12.65.01)
Exhaust Manifold LH (30.15.10)
Exhaust Manifold RH (30.15.11)
Auxiliary Oil Cooler
Crankshaft Main Bearing Carrier (12.21.42)
Removal
Engine (12.41.01.99)
Disassembly
Engine
Assembly
Engine
Installation
Engine (12.41.01.99)
303-03A: Engine Cooling - 4.2L SC V8 - AJV8
Specification
Engine Cooling
General Procedures
Cooling System Draining, Filling and Bleeding (26.10.01)
Cooling System Pressure Test
Coolant Expansion Tank (26.15.01)
Cooling Fan (26.25.19)
Radiator (26.40.01)
Thermostat (26.45.01)
Coolant Pump (26.50.01)
Coolant Manifold (26.30.64)
303-03D: Supercharger Cooling
Specification
Supercharger Cooling
General Procedures
Supercharger Cooling System Draining, Filling and Bleeding (19.46.01)
Radiator (26.40.10)
Intercooler Hose
303-04A: Fuel Charging and Controls - 4.2L SC V8 - AJV8
Specification
Fuel Charging and Controls
Fuel Rail (19.60.04)
Fuel Injector (19.60.10)
Throttle Body Gasket
303-04D: Fuel Charging and Controls - Turbocharger
Turbocharger
Turbocharger
Turbocharger LH
Turbocharger RH
Turbocharger Actuator Rod
303-05A: Accessory Drive - 4.2L SC V8 - AJV8
Specification
Accessory Drive
Cooling Fan Belt (26.25.01)
Cooling Fan Belt Tensioner (26.25.02)
Accessory Drive Belt (86.10.03)
Accessory Drive Belt Tensioner (86.10.06)
Accessory Drive Belt Idler Pulley (86.10.23)
303-06A: Starting System - 4.2L SC V8 - AJV8
Specification
Starting System
Starter Motor (86.60.01)
303-07A: Engine Ignition - 4.2L SC V8 - AJV8
Specification
Engine Ignition
Spark Plugs (18.20.02)
Ignition Coil-On-Plug (18.20.44)
303-07C: Glow Plug System
Specification
Glow Plug System
Glow Plug System
Glow Plugs (19.60.31)
303-08B: Engine Emission Control - 4.2L SC V8 - AJV8
Engine Emission Control
303-12A: Intake Air Distribution and Filtering - 4.2L SC V8 - AJV8
Specification
Intake Air Distribution and Filtering
Air Cleaner (19.10.01)
Air Cleaner Element (19.10.10)
Supercharger (19.46.15)
Supercharger Outlet Pipe (19.46.16)
Intake Air Resonator (19.70.03)
Charge Air Cooler LH (19.46.19)
Charge Air Cooler RH (19.46.18)
Throttle Body Elbow (19.22.43)
303-13A: Evaporative Emissions - 4.2L SC V8 - AJV8
Specification
Evaporative Emissions
General Procedures
Evaporative Emission System Leak Test (17.90.02.01)
Evaporative Emission Canister Purge Valve (17.15.39)
Evaporative Emission Canister Vent Solenoid
Evaporative Emission Canister (17.15.13)
303-14A: Electronic Engine Controls - 4.2L SC V8 - AJV8
Specification
Electronic Engine Controls
General Procedures
Powertrain Control Module (PCM) Long Drive Cycle Self-Test
Powertrain Control Module (PCM) Short Drive Cycle Self-Test
Engine Oil Pressure (EOP) Sensor (12.60.50)
Oil Temperature Sensor (12.60.65)
Engine Coolant Temperature (ECT) Sensor (18.30.10)
Crankshaft Position (CKP) Sensor (18.30.12)
Throttle Position (TP) Sensor (18.30.17)
Camshaft Position (CMP) Sensor LH (18.30.25)
Camshaft Position (CMP) Sensor RH (18.30.26)
Knock Sensor (KS) (18.30.30)
Manifold Absolute Pressure (MAP) Sensor (18.30.56)
Fuel Temperature Sensor (19.22.08)
Heated Oxygen Sensor (HO2S) LH (19.22.16)
Mass Air Flow (MAF) Sensor (19.22.25)
Catalyst Monitor Sensor LH (19.22.71)
Intake Air Temperature (IAT) Sensor (18.30.09)
Fuel Rail Pressure (FRP) Sensor (19.22.29)
307: Automatic Transmission/Transaxle
307-01A: Automatic Transmission/Transaxle - 4.2L SC V8 - AJV8
Specification
Automatic Transmission
General Procedures
Transmission Fluid Drain and Refill (44.24.02)
Transmission Fluid Level Check (44.24.06)
In-Vehicle Repair
Selector Shaft Seal (44.15.34)
Transmission Control Module (TCM) (44.15.46)
Output Shaft Seal (44.20.21)
Fluid Pan, Gasket and Filter (44.24.04)
Main Control Valve Body (44.40.01)
Transmission Support Insulator (12.45.08)
Transmission (44.20.01)
307-01D: Automatic Transmission/Transaxle - 3.6L V8 - TdV8/4.4L NA V8 - AJ41/4.2L SC
V8 - AJV8
Input Shaft Seal
307-02A: Transmission/Transaxle Cooling - 4.2L SC V8 - AJV8
Transmission Cooling
Transmission Fluid Cooler (44.24.10)
307-05A: Automatic Transmission/Transaxle External Controls - 4.2L SC V8 - AJV8
Specification
External Controls
General Procedures
Selector Lever Cable Adjustment (44.30.04)
308: Manual Transmission/Transaxle, Clutch and Transfer Case
308-07A: Four-Wheel Drive Systems
Specification
Four-Wheel Drive Systems - 3.6L (TdV8) Diesel
Four-Wheel Drive Systems - 4.2L/4.4L
Transfer Case Shift Motor (41.30.03)
High/Low Range Sensor (41.30.07)
Transfer Case Clutch Solenoid (41.30.08)
308-07B: Transfer Case
Specification
Transfer Case
General Procedures
Transfer Case Draining and Filling (41.20.04)
In-Vehicle Repair
Transfer Case Input Shaft Seal (41.20.50) - 4.2L SC V8 - AJV8
Transfer Case Front Output Shaft Seal (41.20.51) - 4.2L SC V8 - AJV8
Transfer Case Rear Output Shaft Seal (41.20.54) - 4.2L SC V8 - AJV8
Removal
Transfer Case (41.20.25.99) - 4.2L SC V8 - AJV8
Installation
Transfer Case (41.20.25) - 4.2L SC V8 - AJV8
309: Exhaust System
309-00A: Exhaust System - 4.2L SC V8 - AJV8
Specification
Exhaust System
Catalytic Converter LH (17.50.03)
Catalytic Converter RH (17.50.04)
Exhaust System (30.10.08)
Tailpipe (30.10.22)
310: Fuel System
310-00: Fuel System - General Information
Specification
General Procedures
Diesel Filter Water Drain-Off
Fuel System Pressure Release (19.50.02) - 4.2L SC V8 - AJV8
Fuel System Pressure Check (19.50.13) - 4.4L NA V8 - AJ41/4.2L SC
V8 - AJV8
Fuel Tank Draining (19.55.02)
310-01A: Fuel Tank and Lines - 4.2L SC V8 - AJV8
Specification
Fuel Tank and Lines
Fuel Pump Module (19.45.03)
Fuel Tank Filler Pipe (19.55.07)
Vapor Vent Box
Fuel Tank (19.55.01)
Fuel Filter (19.25.03)
310-02A: Acceleration Control - 4.2L SC V8 - AJV8
Acceleration Control
303-01C: Engine - TDV8 3.6L Diesel
Specification
Engine
Engine
General Procedures
Engine Oil Draining and Filling (12.60.05)
In-Vehicle Repair
Camshaft LH (12.13.02)
Camshaft RH (12.13.03)
Crankshaft Front Seal (12.21.14)
Crankshaft Pulley (12.21.01)
Crankshaft Rear Seal (12.21.20)
Cylinder Head LH (12.29.04)
Cylinder Head RH (12.29.05)
Engine Mount LH (12.45.11)
Engine Mount RH (12.45.12)
Exhaust Manifold LH (30.15.10)
Exhaust Manifold RH (30.15.11)
Flexplate (12.53.13)
Intake Manifold Plenum Chamber
Oil Pan (12.60.44)
Oil Pump (12.60.26)
Timing Drive Components (12.65.13)
Valve Cover LH (12.29.43)
Valve Cover RH (12.29.44)
Removal
Engine (12.41.01.99)
Disassembly
Engine
Assembly
Engine
Installation
Engine (12.41.01.99)
303-03C: Engine Cooling - TDV8 3.6L Diesel
Specification
Engine Cooling
Engine Cooling
General Procedures
Cooling System Partial Draining, Filling and Bleeding
Cooling System Partial Draining and Vacuum Filling
Cooling System Pressure Test
Auxiliary Radiator
Coolant Expansion Tank (26.15.01)
Cooling Fan (26.25.19)
Cooling Fan Shroud (26.25.11)
Cooling Module
Radiator (26.40.01)
Thermostat (26.45.01)
303-03D: Supercharger Cooling
Specification
General Procedures
Supercharger Cooling System Draining, Filling and Bleeding (19.46.01)
Radiator (26.40.10)
Intercooler Hose
303-04C: Fuel Charging and Controls - TDV8 3.6L Diesel
Specification
General Procedures
Fuel Injection Component Cleaning
Fuel Injector Balance and Spill Check (19.90.08)
Fuel Injectors LH
Fuel Injectors RH
Fuel Pump (19.45.08)
Fuel Rail LH
Fuel Rail RH
Throttle Body (19.22.44)
303-04D: Fuel Charging and Controls - Turbocharger
Turbocharger
Turbocharger
Turbocharger LH
Turbocharger RH
Turbocharger Actuator Rod
303-05C: Accessory Drive - TDV8 3.6L Diesel
Specification
Accessory Drive
Accessory Drive
Accessory Drive Belt (86.10.03)
Accessory Drive Belt Tensioner (86.10.06)
Accessory Drive Belt Idler Pulley (86.10.23)
303-06C: Starting System - TDV8 3.6L Diesel
Specification
Starting System
Starting System
Starter Motor (86.60.01)
303-07C: Glow Plug System
Specification
Glow Plug System
Glow Plug System
Glow Plugs (19.60.31)
303-08A: Engine Emission Control - TDV8 3.6L Diesel
Specification
Crankcase Vent Oil Separator (17.10.04)
Exhaust Gas Recirculation (EGR) Cooler (17.45.38)
Exhaust Gas Recirculation (EGR) Valve LH (17.45.16)
Exhaust Gas Recirculation (EGR) Valve RH (17.45.17)
Exhaust Gas Recirculation (EGR) Valve Outlet Tube (17.45.18)
303-12C: Intake Air Distribution and Filtering - TDV8 3.6L Diesel
Air Cleaner (19.10.01)
Air Cleaner Element (19.10.10)
Charge Air Cooler (19.46.19)
303-14C: Electronic Engine Controls - TDV8 3.6L Diesel
Specification
Electronic Engine Controls - 3.6L (TdV8) Diesel
Camshaft Position (CMP) Sensor (18.30.24)
Crankshaft Position (CKP) Sensor (18.30.12)
Crankshaft Position (CKP) Sensor Ring (18.30.14)
Engine Control Module (ECM) (18.30.03)
Engine Coolant Temperature (ECT) Sensor (18.30.10)
Engine Oil Pressure (EOP) Sensor (12.60.50)
Exhaust Gas Temperature Sensor
Fuel Rail Pressure (FRP) Sensor (19.22.29)
Fuel Temperature Sensor (19.22.08)
Knock Sensor (KS) LH (18.30.28)
Knock Sensor (KS) RH (18.30.30)
Manifold Absolute Pressure and Temperature (MAPT) Sensor
Mass Air Flow (MAF) Sensor (19.22.25)
307: Automatic Transmission/Transaxle
307-01C: Automatic Transmission/Transaxle - TDV8 3.6L Diesel
Specification
General Procedures
Transmission Fluid Drain and Refill (44.24.02)
Transmission Fluid Level Check (44.24.06)
In-Vehicle Repair
Fluid Pan, Gasket and Filter (44.24.04)
Main Control Valve Body (44.40.01)
Output Shaft Seal (44.20.21)
Selector Shaft Seal (44.15.34)
Transmission Control Module (TCM) (44.15.46)
Transmission Support Insulator (12.45.08)
Transmission (44.20.01)
307-01D: Automatic Transmission/Transaxle - TDV8 3.6L Diesel/V8 4.4L Petrol/V8 S/C
4.2L Petrol
Input Shaft Seal
307-02C: Transmission/Transaxle Cooling - TDV8 3.6L Diesel
Specification
Transmission Fluid Cooler (44.24.10)
307-05C: Automatic Transmission/Transaxle External Controls - TDV8 3.6L Diesel
Specification
External Controls
General Procedures
Selector Lever Cable Adjustment (44.30.04)
Selector Lever Assembly (44.15.04)
Selector Lever Cable (44.15.08)
Selector Lever Gate Finish Panel
Selector Lever Knob (44.15.07)
Selector Lever Position Sensor
308: Manual Transmission/Transaxle, Clutch and Transfer Case
308-07A: Four-Wheel Drive Systems
Specification
Four-Wheel Drive Systems - TDV8 3.6L Diesel
Four-Wheel Drive Systems
Transfer Case Shift Motor (41.30.03)
High/Low Range Sensor (41.30.07)
Transfer Case Clutch Solenoid (41.30.08)
308-07B: Transfer Case
Specification
Transfer Case
General Procedures
Transfer Case Draining and Filling (41.20.04)
In-Vehicle Repair
Transfer Case Input Shaft Seal (41.20.50) - TDV8 3.6L Diesel
Transfer Case Front Output Shaft Seal (41.20.51) - TDV8 3.6L Diesel
Transfer Case Rear Output Shaft Seal (41.20.54) - TDV8 3.6L Diesel
Removal
Transfer Case (41.20.25.99) - TDV8 3.6L Diesel
Installation
Transfer Case (41.20.25) - TDV8 3.6L Diesel
309: Exhaust System
309-00C: Exhaust System - TDV8 3.6L Diesel
Specification
Exhaust System
Catalytic Converter (17.50.01)
Catalytic Converter LH (17.50.03) - Vehicles Without: Diesel Particulate
Filter (DPF)
Catalytic Converter RH (17.50.04) - Vehicles Without: Diesel Particulate
Filter (DPF)
Catalytic Converter LH (17.50.03) - Vehicles With: Diesel Particulate
Filter (DPF)
Catalytic Converter RH (17.50.04) - Vehicles With: Diesel Particulate
Filter (DPF)
Diesel Particulate Filter (DPF)
Diesel Particulate Filter (DPF) Differential Pressure Sensor
Exhaust System (30.10.08) - Vehicles Without: Diesel Particulate Filter
(DPF)
Exhaust System (30.10.08) - Vehicles With: Diesel Particulate Filter
(DPF)
Tailpipe (30.10.22)
310: Fuel System
310-00: Fuel System - General Information
Specification
General Procedures
Diesel Filter Water Drain-Off
Fuel System Pressure Check (19.50.13) - TDV8 3.6L Diesel
Fuel Tank Draining (19.55.02)
High-Pressure Fuel System Bleeding - TDV8 3.6L Diesel
Low-Pressure Fuel System Bleeding (19.50.07) - TDV8 3.6L Diesel
310-01C: Fuel Tank and Lines - TDV8 3.6L Diesel
Specification
Fuel Tank and Lines
Fuel Tank and Lines
Auxiliary Fuel Cooler
Fuel Cooler
Fuel Filter Element (192502)
Fuel Tank (19.55.01)
Fuel Tank Filler Pipe (19.55.07)
310-02C: Acceleration Control - TDV8 3.6L Diesel
Specification
Acceleration Control
Accelerator Pedal (19.20.01)
310-03B: Speed Control - TDV8 3.6L Diesel
Speed Control
Speed Control Switch
4: Electrical
412: Climate Control System
412-00: Climate Control System - General Information
Specification
General Procedures
Air Conditioning (A/C) System Recovery, Evacuation and Charging
(82.30.02)
412-01: Air Distribution and Filtering
Specification
Air Distribution and Filtering
Center Registers
Driver Side Register
Driver Side Register Trim Panel (76.46.12)
Passenger Side Register
Passenger Side Register Trim Panel (76.46.13)
Plenum Chamber (80.15.62)
Upper Center Registers
412-02A: Heating and Ventilation
Specification
Heating and Ventilation
Blower Motor (80.20.15)
Heater Control Valve
Heater Core (80.20.29)
Heater Core and Evaporator Core Housing
412-02B: Auxiliary Heating
Specification
Auxiliary Heater
Auxiliary Heater
Fuel Fired Booster Heater - 4.2L SC V8 - AJV8
412-03A: Air Conditioning
Specification
Air Conditioning
Air Conditioning (A/C) Compressor (82.10.20) - 4.2L SC V8 - AJV8
Condenser Core (82.15.07) - 4.2L SC V8 - AJV8
Condenser Fan - 4.2L SC V8 - AJV8
Evaporator Core (82.25.20) (82.25.22)
Thermostatic Expansion Valve (82.25.01)
Air Conditioning (A/C) Compressor (82.10.20) - TDV8 3.6L Diesel
Condenser Core (82.15.07) - TDV8 3.6L Diesel
Condenser Fan - TDV8 3.6L Diesel
Evaporator Core (82.25.20) (82.25.22)
Receiver Drier (82.17.03) - TDV8 3.6L Diesel
Thermostatic Expansion Valve (82.25.01)
412-03B: Auxiliary Climate Control
Specification
Auxiliary Climate Control
Auxiliary Climate Control Assembly (82.26.22)
Auxiliary Evaporator Outlet and Inlet Line
Auxiliary Footwell Vent/Duct Blend Door Actuator
Auxiliary Heater Core and Evaporator Core Housing
Auxiliary Temperature Blend Door Actuator (82.26.34)
Auxiliary Blower Motor (82.26.33)
Auxiliary Blower Motor Resistor
Evaporator Core (82.26.20)
Heater Core (82.26.19)
Register
412-04: Control Components
Control Components
Ambient Air Temperature Sensor (80.40.31)
Climate Control Assembly (80.10.02)
Defrost Vent/Register Blend Door Actuator (80.10.36)
Driver Side Recirculation Blend Door Actuator
Driver Side Temperature Blend Door Actuator (80.10.37)
Footwell Vent/Duct Blend Door Actuator
Instrument Panel Blend Door Actuator (80.20.09)
In-Vehicle Temperature Sensor (82.20.93)
Passenger Side Recirculation Blend Door Actuator
Passenger Side Temperature Blend Door Actuator (80.10.38)
Sunload Sensor (82.20.92)
413: Instrumentation and Warning Systems
413-00: Instrument Cluster and Panel Illumination
Specification
Instrument Cluster and Panel Illumination
413-01: Instrument Cluster
Specification
Instrument Cluster
Instrument Cluster (80.20.01.99) (88.20.01)
413-06: Horn
Specification
Horn (86.30.09)
Horn Switch (86.30.01)
413-07: Clock
Clock (88.15.07)
413-08: Information and Message Center
Information and Message Center
413-09A: Warning Devices
Specification
Low Washer Fluid Warning Indicator Switch
413-09B: Engine Protection System
Specification
Engine Protection System Module
413-13: Parking Aid
Specification
Parking Aid
Parking Aid
Front Inner Parking Aid Sensor (86.54.21)
Front Parking Aid Speaker
Front Outer Parking Aid Sensor (86.54.22)
Parking Aid Camera
Parking Aid Module (86.54.10)
Rear Parking Aid Sensor
Rear Parking Aid Speaker (86.54.19)
414: Battery and Charging System
414-00: Charging System - General Information
Specification
Charging System
General Procedures
Battery Charging
414-01: Battery, Mounting and Cables
Specification
Battery and Cables
Battery (86.15.01)
Battery Tray (76.10.30)
Auxiliary Battery Tray (76.10.31)
414-02A: Generator and Regulator - 4.2L SC V8 - AJV8
Specification
Generator
Generator (86.10.02)
414-02C: Generator and Regulator - TDV8 3.6L Diesel
Specification
Generator
Generator (86.10.02)
415: Information and Entertainment Systems

415-00: Information and Entertainment System - General Information
Information and Entertainment System
Cellular Phone
415-01A: Audio Unit
Specification
Audio System
Audio Unit (86.50.81)
Audio Unit Amplifier
Compact Disc (CD) Changer
Integrated Control Panel (ICP)
Rear Auxiliary Audio Controls
Satellite Radio Tuner
Steering Wheel Audio Controls
Subwoofer Amplifier
Television (TV) Amplifier
Television (TV) Amplifier and Fuel Fired Booster Heater Transceiver
Unit
Television (TV) Receiver
415-01B: Information and Entertainment System
Intercom System
415-02: Antenna
Specification
Antenna
Antenna
Antenna Module
Power Antenna
415-03: Speakers
Specification
Speakers
Front Door Speaker (86.50.10)
Rear Door Speaker (86.50.12)
Instrument Panel Speaker (86.50.11)
Quarter Panel Speaker (86.50.48)
Tailgate Speaker (86.50.47)
415-07: Video System
Video System
Video System
Digital Versatile Disc (DVD) Player
Portable Camera
Portable Camera Docking Station
Rear Passenger Entertainment Control Panel
Video System Module
417: Lighting
417-01: Exterior Lighting
Specification
Exterior Lighting
Headlamps
General Procedures
Headlamp Adjustment (86.40.17)
Adaptive Front Lighting Module (86.54.06)
Front Fog Lamp (86.40.96)
Headlamp Assembly (86.40.49)
Headlamp Bulb (86.40.09)
Headlamp Switch (86.65.09)
High Mounted Stoplamp (86.41.32)
Lamp Outage Module
License Plate Lamp (86.40.86)
Rear Lamp Assembly (86.40.70)
Side Turn Signal Lamp (86.40.53)
Stoplamp Switch (70.35.42)
Trailer Module
417-02: Interior Lighting
Interior Lighting
Center Interior Lamp
417-04: Daytime Running Lamps (DRL)
Daytime Running Lamps (DRL)
418: Electrical Distribution
418-00: Module Communications Network
Specification
Communications Network
Central Junction Box (CJB) (86.70.56)
Engine Junction Box (EJB)
418-01: Module Configuration
General Procedures
Module Configuration
418-02: Wiring Harnesses
Specification
Wiring Harness
General Procedures
Wiring Harness Repair
Engine Wiring Harness (86.70.17) - 4.2L SC V8 - AJV8
Tailgate Wiring Harness
419: Electronic Feature Group
419-01A: Anti-Theft - Active
Specification
Anti-Theft - Active
Anti-Theft Transceiver Module
Hood Switch (86.77.20)
Inclination Sensor
Intrusion Sensor
419-01B: Anti-Theft - Passive
Anti-Theft - Passive
Passive Anti-Theft System (PATS) Module (86.77.07)
419-07: Navigation System
Navigation System
Navigation System
Navigation System Digital Versatile Disc (DVD) Unit
Navigation System Traffic Module
419-08: Cellular Phone
Cellular Phone
Cellular Phone Antenna (86.53.11)
Microphone
Portable Support Electronics (PSE) Module
419-10: Multifunction Electronic Modules
Module Controlled Functions
Generic Electronic Module (GEM)
Information and Entertainment Module
Multifunction Voice Activated Module
5: Body and Paint
501: Body and Paint
501-00: Body System - General Information
Specification
Body
Body
Body
501-02: Front End Body Panels
Cowl Panel Grille
Engine Undershield (76.10.50)
Fender (76.10.24)
Fender Splash Shield (76.10.48)
Headlamp Mounting Bracket
Radiator Grille Support (76.10.12)
Radiator Splash Shield (76.11.81)
501-03: Body Closures
Body Closures
Door
Liftgate Strut
Tailgate Strut
501-05: Interior Trim and Ornamentation
Specification
A-Pillar Trim Panel (76.13.26)
B-Pillar Trim Panel
C-Pillar Lower Trim Panel (76.13.34) (76.13.37)
C-Pillar Upper Trim Panel (76.13.35)
Cowl Side Trim Panel (76.13.27)
Engine Cover (12.30.50) - 4.2L SC V8 - AJV8
Front Door Speaker Grille
Front Door Trim Panel (76.34.01)
Front Scuff Plate Trim Panel (76.49.17)
Headliner (76.64.15)
Liftgate Lower Trim Panel
Liftgate Upper Trim Panel
Loadspace Trim Panel
Rear Door Trim Panel (76.34.04)
Rear Scuff Plate Trim Panel
Rear Quarter Trim Panel (76.13.12)
Sun Visor
Tailgate Trim Panel (76.49.23)
501-08: Exterior Trim and Ornamentation
Exterior Trim
Exterior Trim
Exterior Trim
Power Side Step
Front Fender Moulding (76.43.54)
Front Fender Trim Panel
Front Door Lower Moulding
Power Side Step
Power Side Step Hinge
Power Side Step Motor
Radiator Grille (76.55.03)
Rear Door Lower Moulding
Rear Fender Splash Shield (76.10.49)
Roof Moulding (76.43.68)
Rear Quarter Panel Moulding (76.43.55)
Rear Spoiler
Rocker Panel Moulding
Tailgate Moulding (76.43.99)
Towbar
501-09: Rear View Mirrors
Specification
Rear View Mirrors
Exterior Mirror (76.11.10)
Exterior Mirror Glass (76.11.08)
Exterior Mirror Motor (76.11.09)
Interior Rear View Mirror
501-10: Seating
Seats
Seats
Climate Controlled Seat Switch
Front Seat (78.10.44/99)
Front Seat Backrest Cover (78.90.08)
Front Seat Backrest Lower Rear Cover
Front Seat Backrest Heater and Blower Assembly
Front Seat Cushion Heater and Blower Assembly
Front Seat Cushion Cover (78.30.01)
Front Seat Head Restraint - Vehicles With: Head Restraint Video
Display
Front Seat Head Restraint - Vehicles Without: Head Restraint Video
Display
Front Seat Head Restraint Motor
Front Seat Recliner Motor (78.70.34)
Lumbar Assembly
Lumbar Control Switch
Seat Armrest (78.10.01)
Seat Control Switch
Rear Seat (78.10.70/78.10.71)
Rear Seat Armrest
Rear Seat Backrest Cover (78.90.72)
Rear Seat Cushion Cover (78.40.70)
501-11: Glass, Frames and Mechanisms
Glass, Frames and Mechanisms
Glass, Frames and Mechanisms
General Procedures
Heated Window Grid Wire Repair
Lead Terminal Repair
Door Window Glass Adjustment
Door Window Glass Adjustment
Rear Quarter Window Glass Adjustment
Rear Quarter Window Glass Adjustment
Liftgate Window Glass Adjustment
Power Door Window Initialization
Power Door Window Initialization
Power Rear Window Initialization
Heated Window Grid Wire Repair
Lead Terminal Repair
Windshield Reseal
Door Window Glass and Rear Quarter Window Glass Adjustment
Driver Door Window Control Switch
Front Door Window Regulator Motor
Front Door Window Glass (76.31.01)
Liftgate Window Glass (76.31.22)
Rear Door Window Glass (76.31.02)
Rear Door Window Regulator Motor
Rear Quarter Window Glass (76.81.20)
Windshield Glass (76.81.01)
Windshield Moulding
Rear Door Fixed Window Glass (76.31.31)
501-12: Instrument Panel and Console
Instrument Panel
Floor Console
Overhead Console
Floor Console (76.25.01)
Floor Console Cup Holder
Floor Console Extension
Floor Console Stowage Compartment
Floor Console Stowage Compartment Lid
Floor Console Upper Panel (76.25.11)
In-Vehicle Crossbeam
Instrument Panel Center Reinforcement (76.46.34)
Instrument Panel Lower Section (76.46.05)
Instrument Panel Reinforcement
Instrument Panel Upper Section (76.46.04)
Lower Center Registers Panel Assembly
Lower Glove Compartment
Lower Glove Compartment Lid
Overhead Console (76.25.02)
Upper Glove Compartment
Upper Glove Compartment Lid
501-14: Handles, Locks, Latches and Entry Systems
Handles, Locks, Latches and Entry Systems
Locks, Latches and Entry Systems
General Procedures
Tailgate Striker Adjustment (76.28.03)
Liftgate Striker Adjustment (76.37.28)
Exterior Front Door Handle (76.58.07)
Exterior Door Handle Mechanism
Front Door Latch (76.37.12)
Ignition Lock Cylinder (57.40.28)
Liftgate Latch (76.37.19)
Tailgate Latch (76.37.83)
Tailgate Latch Actuator
Tailgate Release Switch
501-16: Wipers and Washers
Specification
Wipers and Washers
Rain Sensor (84.12.11)
Rear Window Wiper Motor (84.35.12)
Rear Window Wiper Pivot Arm
Windshield Washer Pump (84.10.21)
Windshield Washer Reservoir (84.10.03)
Windshield Wiper Intermittent Wipe Relay
Windshield Wiper Motor (84.15.12)
Windshield Wiper Pivot Arm
Wiper Linkage Assembly
501-17: Roof Opening Panel
Roof Opening Panel
General Procedures
Roof Opening Panel Alignment (76.84.82)
Air Deflector
Roof Opening Panel Glass (76.84.03)
Lifter Arms
Roof Opening Panel (76.84.01)
Roof Opening Panel Motor (76.84.07)
Roof Opening Panel Shield
501-19: Bumpers
Specification
Front Bumper (76.22.49)
Front Bumper Cover (76.22.72)
Front Bumper Lower Cover (76.22.78)
Rear Bumper (76.22.52)
Rear Bumper Cover (76.22.74)
501-20A: Safety Belt System
Specification
Safety Belt System
Front Safety Belt Buckle (76.73.30)
Front Safety Belt Retractor (76.73.13)
Rear Center Safety Belt Buckle (76.73.64)
Rear Center Safety Belt Retractor
Rear Safety Belt Buckle (76.73.30)
Rear Safety Belt Retractor
501-20B: Supplemental Restraint System
Specification
Air Bag and Safety Belt Pretensioner Supplemental Restraint System
(SRS)
Air Bag Supplemental Restraint System (SRS)
General Procedures
Air Bag Disposal
B-Pillar Side Impact Sensor (76.74.23)
Clockspring (76.74.20)
Driver Air Bag Module (76.74.01)
Driver Lower Air Bag Module
Front Seat Side Air Bag Module
Front Side Air Curtain Module
Occupant Classification Sensor (76.74.76)
Passenger Air Bag Deactivation (PAD) Switch (76.74.19)
Passenger Air Bag Module (76.74.02)
Side Air Bag Module (76.74.30)
Side Air Curtain Module (76.74.40)
501-25A: Body Repairs - General Information
Sealer, Underbody Protection Material and Adhesives
501-25B: Body Repairs - Water Leaks
Water Leaks
501-25C: Body Repairs - Corrosion Protection
Corrosion Protection
501-26: Body Repairs - Vehicle Specific Information and Tolerance Checks
Body and Frame
501-27: Front End Sheet Metal Repairs
Auxiliary Front Crossmember
Fender Apron Panel
Fender Apron Panel Closing Panel
Fender Apron Panel Front Extension
Fender Apron Panel Inner Reinforcement
Fender Apron Panel Reinforcement Front Section
Fender Apron Panel Reinforcement Rear Section
Front Side Member and Suspension Top Mount Assembly
Front Side Member Closing Panel
Front Side Member Extension
Hood Latch Panel (76.16.22)
Side Member Deformation Element
501-28: Roof Sheet Metal Repairs
Roof Panel
501-29: Side Panel Sheet Metal Repairs
A-Pillar Assembly
A-Pillar Reinforcement
B and C-Pillar Assembly
Rocker Panel (77.40.60)
Rocker Panel Inner Reinforcement
Rocker Panel Section
501-30: Rear End Sheet Metal Repairs
Inner Quarter Panel (77.40.37)
Quarter Panel (77.40.09)
Quarter Panel Lower Extension
Rear Crossmember
Rear Crossmember Section
Rear Floor Panel
Rear Floor Panel Section (77.70.02)
Rear Lamp Mounting Panel (77.80.25)
Rear Quarter Upper Panel
Rear Side Member
Rear Side Member Section (77.70.07)
Spare Wheel Well
501-36: Paint - General Information
Tools and Equipment for Paint Repairs
502: Frame and Mounting
502-00: Uni-Body, Subframe and Mounting System
Rear Subframe Bushing - 4.4L NA V8 - AJ41/4.2L SC V8 - AJV8
502-02: Full Frame and Body Mounting
Specification
Transmission Support Crossmember (76.10.09 or 76.10.92) - 4.4L NA
V8 - AJ41/4.2L SC V8 - AJV8
Service Bulletins
Fuel Fired Burning Heater Diagnostic's

Range Rover (LM) - Drone Noise on Supercharged Vehicles with 20
inch Wheels
E-Box Cooling Fan Noise
All Land Rover - Special Equipment Release Notification
All Land Rover - Electronic Product Quality Report (EPQR)
Enhancements
All Land Rover - Special Service Tools on EPQR
Range Rover (LM) - Sensor Cluster Fault Diagnosis
Range Rover (LM) - Internal Control Module Faults Relating to the
ABS Module Diagnosis
Range Rover (LM) - CAN Faults Relating to the ABS Module
Diagnosis
Range Rover (LM) - Wheel Speed Sensor Concerns Diagnosis
Range Rover (LM) - Storage Location of Front Towing Eye
Range Rover (LM) - Spare Key Location
Range Rover (LM) - Special Tool Notification
Height Sensor Procedure Change
General Information - About This Manual
Introduction
This manual has been written in a format that is designed to meet the needs of technicians worldwide. The
objective is to use common formats and include similar content in each manual.
This manual provides general descriptions for accomplishing diagnosis and testing, service and repair work with
tested and effective techniques. Following them will help to ensure reliability.
Important Safety Instructions
Appropriate service methods and correct repair procedures are essential for the safe, reliable operation of all
motor vehicles as well as the personal safety of the individual carrying out the work.
Anyone who departs from the instructions provided in this manual must first establish that personal safety or
vehicle integrity is not compromised by the choice of method, tools or components.
Warnings, Cautions and Notes in This Manual
WARNING: Warnings are used to indicate that failure to follow a procedure correctly may result in
personal injury.
CAUTION: Cautions are used to indicate that failure to follow a procedure correctly may result in damage
to the vehicle or equipment being used.
NOTE: Notes are used to provide additional essential information required to carry out a complete and
satisfactory repair.
Generic warnings or cautions are in their relevant description and operation procedure within section 100-00. If
the generic warnings or cautions are required for a procedure, there will be a referral to the appropriate
description and operation procedure.
If a warning, caution or note only applies to one step, it is placed at the beginning of the specific step.
Trustmark Authoring Standards (TAS) Removal and Installation Procedures
NOTE: TAS style procedures can be identified by steps that have no accompanying step text and the
magenta color of the electrical connectors and fasteners such as nuts, bolts, clamps or clips.
A TAS removal and installation procedure uses a sequence of color illustrations to indicate the order to be
followed when removing/disassembling or installing/assembling a component.
Many of the TAS procedures will have the installation information within the removal steps. These procedures
will have the following note at the beginning of the procedure:
NOTE: Removal steps in this procedure may contain installation details.
Items such as O-ring seals, gaskets, seals, self-locking nuts and bolts are to be discarded and new components
installed unless otherwise stated within the procedure. Coated nuts or bolts are to be reused, unless damaged
or otherwise stated within the procedure.
Specification procedures will contain all technical data that are not part of a repair procedure.
TAS Graphics
Colors used in the graphic are as follows:

Blue - Indicates the target item, item to be removed/installed or disassembled/assembled
Green and Brown - Indicates a secondary item that needs to be detached, removed/installed or
disassembled/assembled prior to the target item
Magenta - Indicates electrical connectors and fasteners such as nuts, bolts, clamps or clips
Pale Blue - is for the special tool(s) and general equipment.
There may be multiple steps assigned to one illustration.
Numbered pointers are used to indicate the number of electrical connectors and fasteners such as nuts, bolts,
clamps or clips.
Items in the illustration can be transparent or use cutouts to show hidden detail(s).
TAS Symbols
Symbols are used inside the graphics and in the text area to enhance the information display. The following
paragraphs describe the various types and categories of symbols.
Prohibition symbols advise on prohibited actions to either avoid damage or health and safety related risks.
Health and Safety symbols recommend the use of particular protection equipment to avoid or at least reduce
the risk or severity of possible injuries.
Warning symbols are used to indicate potential risks resulting from a certain component or area.
Instruction symbols are used to apply sealer, lubricant, weight, tape or cleaning detergent to a component.
Location symbols are used to show the location of a component or system within the vehicle.
Gearshift lever or selector lever position symbols are used to show which gearshift lever or selector lever
position is to be set.
Pointer symbols are used to draw the attention to components and give special instructions such as a required
sequence or number of components. The number of components is reflected by the value inside the luty arrow.
A sequence number is located inside the circle. Numbers inside circles are also used to allocate special
information such as tightening torques or chemicals to a particular component.
Movement arrows are used to show three dimensional or rotational movements. These movements can include
specific values inside the symbol if required.
Standard tool symbols recommend the use of certain standard tools. These tools can include dimension values
if required.
The following graphic illustrates a set of symbols that are used to provide detailed information on where to
apply a material.
Measurement symbols provide detailed information on where to carry out a specific measurement. These
symbols can include specific values if required.
Special Tools and Torque Figure(s)
Special tools will be shown with the tool number in the illustration. The special tool number(s), general
equipment, material(s) and torque figure(s) used for the procedure step will be shown in the text column.
General Information - How To Use This Manual
Copyright Statement
Copyright. Land Rover Ltd., 2005
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted
in any form, electronic, mechanical, photocopying, recording or other means, without prior written permission
of Land Rover Ltd., Banbury Road, Lighthorne, Warwick, CV35 0RG
How to use This Manual
This manual covers all aspects of 2006 model year updates in order to service the vehicle effectively, and is to
be used in conjunction with the existing workshop manual Part number: LRL0477.
The manual is structured into five main sections, General Information, Chassis, Powertrain, Electrical and Body
and Paint with each section dealing with a specific part of a vehicle system.
Each of the five main sections contain sub-sections dealing with items which form a part of that specific
system.
Pages at the start of the manual list all sections available. Each section has a contents list detailing, where
applicable, Specifications, Description and Operation, Diagnosis and Testing, General Procedures and Repair
Procedures.
Where components need to be removed or disassembled in sequence, each operation in the sequence will be
identified numerically and also graphically in an accompanying illustration.
NOTE: Dimensions quoted are to design engineering specifications with service limits quoted, where
applicable.
Workshop Manual Organization
The five main sections, together with the areas which they cover are given below:
Section 1 - General Information.

Section 2 - Chassis.
Section 3 - Powertrain.
Section 4 - Electrical.
Section 5 - Body and Paint.
Sub-section numbers appear after the initial section number, for example, Section 412-03 covers air
conditioning, which is part of the electrical section.
In the number given above, the first digit of the number '4' indicates the section i.e. Electrical.
The second and third digits '12' of the number indicate the vehicle system i.e. Air Conditioning.
The last two digits of the number '03' indicate the part of the system covered by the sub-section i.e. Air
Conditioning Compressor.
General Information - Important Safety Instructions
Safety Notice
Appropriate service methods and correct repair procedures are essential for the safe, reliable operation of all
motor vehicles, as well as the safety of the person doing the work. This manual provides general directions for
accomplishing service and repair work with tested effective techniques. Following them will help assure
reliability.
There are numerous variations in procedures, techniques, tools, and parts for servicing vehicles, as well as in
the skill of the person doing the work. This manual cannot possibly anticipate all such variations and provide
advice or cautions as to each. Accordingly, anyone who departs from the instructions provided in the manual
must first establish that neither personal safety or vehicle integrity is compromised from choices of methods,
tools or parts.
General Information - Standard Workshop Practices

Vehicle in Workshop
When working on a vehicle in the workshop always make sure that:
Where practicable, the parking brake is applied and the wheels are securely chocked to prevent the
vehicle moving forwards or backwards.
Whenever possible, the ignition key is removed before any work is carried out on the vehicle.
If the engine is to be run, there is adequate ventilation, or an extraction hose is used to remove
exhaust fumes.
There is adequate room to raise the vehicle and remove the wheels, if necessary.
Fender covers are always installed if any work is to be carried out in the engine compartment.
Where practicable, the battery is disconnected if working on the engine, underneath the vehicle, or if
the vehicle is raised.
CAUTIONS:
Prior to disconnecting the battery, refer to the Electrical Section of this manual - Battery
disconnection/connection and the following paragraphs.
For additional information, refer to: Specifications (414-00 Charging System - General Information,
Specifications).
When electric arc welding on a vehicle, always disconnect the generator wiring to prevent the possibility
of a surge of current causing damage to the internal components of the generator.
If using welding equipment on the vehicle, a suitable fire extinguisher is readily available.
Battery - General
WARNING: It is essential that a period of 10 minutes elapses after the battery is disconnected
before any work is undertaken on any part of the SRS.
CAUTIONS:
After re-connecting the battery, the steering wheel must be turned to full left-hand and right-hand lock
(with engine running). This allows the DSC system to relearn the steering wheel position. Failure to do so will
result in a variety of instrument warning lights being illuminated.
Prior to carrying out any procedures which involve disconnecting/connecting the battery, refer to the
Electrical Section of this manual - Battery disconnection/connection.
For additional information, refer to: Specifications (414-01 Battery, Mounting and Cables, Specifications).
A discharged battery condition may have been caused by an electrical short circuit. If this condition
exists there will be an apparently live circuit on the vehicle even when all normal circuits are switched off. This
can cause arcing when the jumper cables are connected.
Jump Starting a Vehicle
CAUTIONS:
While it is not recommended that a vehicle is jump started, it is recognized that this may occasionally be
the only practical way to mobilize a vehicle. Reference should be made to the following and also to the
Electrical Section of this manual - Jump Starting.
It is advisable not to use starter/charger sets for jump starting but if this is unavoidable, make sure that
the sets are not used in the 'START' mode.
Always make sure that the jumper cables are adequate for the task.
Always make sure that the slave battery is of the same voltage (12 volts) as the vehicle battery. The
batteries must be connected in parallel.
Make sure that the battery terminals of both batteries are fully tightened.
Where another vehicle is used to jump start a disabled vehicle, make sure that the two vehicles are
not touching.
It is advisable that the engine of the donor vehicle is switched off during jump starting; take care to
make sure that the battery of the donor vehicle does not also become discharged.
Always make sure that switchable electric circuits are OFF before connecting jump cables. This
reduces the risk of arcing occurring when the final connection is made.
Following jump starting of a disabled vehicle, the discharged battery must be checked for serviceability and
recharged as soon as possible to avoid permanent damage.
Do not rely on the generator to restore a discharged battery. For a generator to recharge a battery, it would
take in excess of eight hours continuous driving with no additional loads placed on the battery.
Trickle charging (defined as voltages <16 volts) may be carried out with the battery connected. Make sure that
the battery terminals are fully tightened prior to trickle charging.
CAUTION: Boost charging may only be carried out with the battery disconnected from the vehicle.
Towing the Vehicle
WARNING: When towing is necessary, reference must be made to the Jacking, Lifting and Towing Section
of this Manual.
When the vehicle is being towed the ignition switch must be in position II (steering lock released and warning
lights illuminated). Only then will the steering, turn signal lamps, horn and stop lamps be operational. Failure
to follow these instructions may result in personal injury. It must be noted that with the engine not running,
the power steering and brake booster will be inoperative therefore, greater effort will be needed to steer the
vehicle and apply the brakes.
General Installation Instructions
Component removal
Whenever possible, clean components and the surrounding area before removal.
Blank off openings exposed by component removal.

Following disconnection, seal fuel, oil or hydraulic lines immediately using suitable blanking plugs or
caps.
Seal open ends of exposed oil ways using suitable tapered hardwood plugs or conspicuous plastic
plugs.
Immediately a component is removed, place it in a suitable container; use a separate container for
each component and its associated parts.
Clean bench and provide marking materials, labels and containers before disassembling components.
Disassembling
Observe scrupulous cleanliness when disassembling components, particularly when brake, fuel, air suspension
or hydraulic system parts are disassembled. A particle of dirt or cloth fragment could cause a serious
malfunction if trapped in these systems.
Blow out all tapped holes, crevices, oil ways and fluid passages with dry, compressed air.
WARNING: Suitable eye protection must be worn.
Discard all seals and O-rings and replace with new when reassembling.
Use suitable marker ink to identify mating parts, do not use a scriber or centre punch as they could
initiate cracks or distortion.
Wire or tape mating parts together where necessary to prevent accidental interchange.
Suitably identify parts which are to be renewed and parts requiring further inspection. Keep these
parts separate.
To make sure that the correct replacement part has been obtained, do not discard a part due for
renewal until after comparing it with the new part.
Cleaning components
Always use cleaning agents which are suitable for the work being undertaken and the components being
cleaned. NEVER use gasoline (petrol) as a cleaning agent (degreaser). Always make sure that the component
being cleaned is compatible with the cleaning agent.
Always follow the manufacturer's instructions regarding the use of cleaning agents and make sure that the
environment in which the work is being undertaken is suitable. See Health and Safety Precautions for further
information regarding cleaning.
General inspection of components
All components should be inspected for wear or damage before reassembling.
Always make sure that component to be inspected is clean and free from oil or grease.
When a component is to be checked dimensionally against design specified values, use the
appropriate measuring equipment i.e. micrometers, verniers, surface plates, dial test indicators (DTI).
Always make sure that all measuring equipment is correctly calibrated before use.
Reject a component which is not within specified values/limits or if it appears to be damaged.
A component may be reinstalled if dimensions obtained during checking are at the maximum
tolerance limit and it is in an undamaged condition.
Bearing journal clearances should be checked where necessary using Plastigage.
Gaskets, seals and O-ring seals are to be re-used unless damaged.
Joints and Joint Faces
All gaskets should be installed dry unless stated otherwise. Always apply the specified lubricant to O-rings and
install O-rings using the fingers only.
Use gasket removal spray and/or plastic scrapers to remove traces of old gasket.
CAUTION: DO NOT use metal scrapers or emery cloth as these may damage the sealing surfaces.
Many joints use sealants instead of gaskets as the sealing medium. Where this is the case, the sealant together
with its part number will be found listed in the relevant repair operation and also in the sealants table.
CAUTION: Always remove all traces of the old sealant prior to reassembly. Use plastic scrapers, specified
solvents where available or dry, lint free cloth. DO NOT use metal scrapers or emery cloth as these may
damage the sealing surfaces. Make sure that sealing surfaces are free from oil or grease as sealants will not
adhere properly to contaminated surfaces.
Do not allow sealant to enter tapped holes or oil ways.
Locking Devices
Always replace locking devices with one of the same design and of the correct size.
Tab washers
Always release locking tabs before loosening fixings, do not re-use tab washers.
Locknuts
Always use a backing spanner when loosening and tightening locknuts, brake and fuel pipe unions.
Roll pins
Always install new roll pins of the correct size.
Circlips
Always install new circlips ensuring that they are of the correct size for the groove.
Woodruff keys
Woodruff keys may be re-used provided there is no indication of wear or distortion.
Remove any burrs from edges of keyways using a fine file.
Split pins
Never attempt to straighten and re-use a split pin, always make sure that replacement pins are of the correct
size for the hole in which they are to be installed.
Screw Threads
Damaged nuts, bolts and screws must always be discarded. Attempting to recut or repair damaged
threads with a tap or die impairs the strength and fit of the threads and is not recommended.
NOTE: During certain repair operations, it may be necessary to remove traces of thread locking agents using
a tap. Where this is necessary, the instruction to do so will appear in the relevant operation and it is essential
that a tap of the correct size and thread is used.
Some bolts are coated with a thread locking agent and unless stated otherwise, they must not be re-
used. New bolts having the same part number as the original must always be installed. When nuts or
bolts are to be discarded, the repair operation and relevant torque chart will include an instruction to
that effect. Do not use proprietary thread locking agents as they may not meet the specification
required. See also Encapsulated ('Patched') Bolts and Screws.
Always make sure that replacement nuts and bolts are at least equal in strength to those that they
are replacing. Castellated nuts must not be loosened to accept a split pin except in recommended
cases when this forms part of an adjustment.
Do not allow oil or grease to enter blind holes, the hydraulic action resulting from tightening the bolt
or stud can split the housing and also give a false torque reading.
Always tighten a nut, bolt or screw to the specified torque figure, damaged or corroded threads can
give a false torque reading.
Nut and bolt loosening and tightening sequences, where given, must ALWAYS be followed. Distortion
of components or faulty sealing of joints will result if the sequences are not followed. Where an
instruction is given to tighten in stages, these stages must be adhered to; do not attempt to combine
stages particularly where certain stages involve tightening by degrees.
To check or re-tighten a fixing to a specified torque, first loosen a quarter of a turn, then retighten to
the specified torque figure.
Unless instructed otherwise, do not lubricate bolt or nut threads prior to installation.
Where it is stated that bolts and screws may be re-used, the following procedures must be carried out:
Check that threads are undamaged.

Remove all traces of locking agent from the threads.
CAUTION: DO NOT use a wire brush; take care that threads are not damaged.
make sure that threads are clean and free from oil or grease.
Apply the specified locking agent to the bolt threads.
Bolt and Nut Identification
An ISO metric bolt or screw made of steel and larger than 6 mm in diameter can be identified by either of the
symbols ISO M or M embossed or indented on top of the bolt head.
In addition to marks identifying the manufacturer, the top of the bolt head is also marked with symbols
indicating the strength grade e.g. 8.8, 10.9, 12.9, 14.9. Alternatively, some bolts and screws have the M and
strength grade symbol stamped on the flats of the hexagon.
Encapsulated ('Patched') bolts and screws
Encapsulated ('patched') bolts and screws have a thread locking agent applied to the threads during
manufacture. Most thread locking agents are colored, the band of color extending for 360 around the thread.
Some locking agents however, are neutral in color and may not be so easily identified apart from a slightly
darker area of thread where the locking agent has been applied. The locking agent is released and activated by
the tightening process and is then chemically cured to provide the locking action.
Self-locking bolts and screws
Unless stated in a specific repair procedure, self-locking bolts and screws i.e. nylon patched or trilobular thread
can be re-used provided that resistance is felt when the locking portion enters the female thread.
Nylon patched bolts and screws have a locking agent either applied to, or inserted in the threaded portion.
They are identified by the presence of a colored section of thread extending approximately 180 around the
thread or by a colored plug inserted into the bolt.
Trilobular bolts have a special thread form which creates a slight interference with the thread of the hole or nut
into which it is screwed.
CAUTION: Do Not re-use self-locking fasteners in critical locations e.g. drive plates/flywheel or engine
bearings. Do not install non self-locking fasteners where a self-locking fastener is specified.
Trilobular bolts should not be used as a substitute for patched bolts.

Nut identification
A nut with an ISO metric thread is marked on one face or one of the hexagonal flats with the strength grade
symbol 8, 12, 14. Some nuts with the strength grade 4, 5 or 6 are also marked and some have the metric
symbol M on the hexagonal flat opposite the strength grade marking.
A clock face system is sometimes used as an alternative method of indicating the strength grade. The external
chamfers or a face of the nut is marked in a position relative to the appropriate hour mark on a clock face to
indicate the strength grade.
A dot is used to locate the 12 o'clock position and a dash to indicate the strength grade. If the grade is above
12, two dots identify the 12 o'clock position.
When tightening a slotted or castellated nut, never loosen it to insert a split pin except where specified as part
of an adjustment procedure. If difficulty is experienced in correctly positioning the slot, alternative washers or
nuts should be selected.
Where a nut is tightened to adjust or maintain bearing pre-load, the tightening procedure must be adhered to.
Self-locking nuts
Unless stated otherwise, self-locking nuts once removed must be discarded and new nuts of the same type and
strength grade installed.
Air Suspension
Always make sure that suitable eye protection is worn when working on the air suspension system.
Ball and Roller Bearings
When removing and installing bearings, make sure that the following practices are observed to make sure
component serviceability:
CAUTION: Service tools have been developed for removing the majority of bearings; these must always
be used where specified.
Remove all traces from bearing under inspection by cleaning with a suitable degreasant; maintain
absolute cleanliness throughout operations.
Conduct a visual inspection for markings on rolling elements, raceways, outer surfaces of outer or
inner surfaces of inner rings. Reject any bearings found to be marked since marking in these areas
indicates onset of wear.
Hold inner race of bearing between finger and thumb of one hand and rotate outer race to check that
it revolves absolutely smoothly. Repeat holding outer race and rotating inner race. DO NOT spin the
bearing.
Rotate outer ring gently using a reciprocating movement whilst holding inner ring; feel for any check
or obstruction to rotation. Reject bearing if movement is not absolutely smooth.
Check bearing for blueing or signs of overheating.
Lubricate bearing with the specified lubricant.
Inspect bearing surface of shaft and bearing housing for discoloration or other markings which
indicate overheating of bearing or movement between bearing and seating.
Before installing bearing, make sure that shaft and bearing housing are clean and free from burrs.
If one bearing of a pair shows signs of wear, overheating etc., it is advisable to replace bearings as a
pair unless it is suspected that one bearing may have been faulty when installed, was installed
incorrectly or the fault arose due to oil seal failure.
Never reinstall a bearing unless it is in a fully serviceable condition.
When installing a bearing to a shaft, only apply force to the inner ring of the bearing. When installing
a bearing into a housing, only apply force to the outer ring of the bearing.
CAUTION: Service tools have been developed for installing the majority of bearings; these must always
be used where specified.
In the case of grease lubricated bearings, fill the space between the bearing and outer seal with the
recommended grade of grease before installing the seal.
CAUTION: When a waxed oil seal (installed dry) type of oil seal is to be installed, take great care that
grease does not contaminate the running surface of the seal.
Always make suitable reference marks between the components of separable bearings e.g. taper roller
bearings when disassembling to make sure correct location of components when assembling. Never
install new rollers in an outer ring, always install a new bearing assembly.
Brake Pads and Linings
Always install the correct grade and specification of brake pads and linings. When replacing these items,
always replace as complete axle sets.
Brake Hydraulics
Always observe the following recommendations when working on the braking system:
WARNING: Do not mix brake fluid of different specifications.
Always use two spanners when loosening or tightening brake pipes or hose connections.
Make sure that hoses run in a natural curve and are not kinked or twisted.
Install brake pipes and hoses securely in their retaining clips and make sure that they cannot contact
a potential chafing point.
Containers used for brake fluid must be kept absolutely clean.
Do not store brake fluid in unsealed containers, the fluid will absorb water which will lower the boiling
point of the fluid.
Do not allow brake fluid to be contaminated with other fluids such as mineral oil and do not put brake
fluid in a container which has previously been used for storing other fluids.
Do not re-use brake fluid which has been bled from the system.
Always use brake fluid or a suitable brake cleaning fluid to clean hydraulic components.
Unless stated otherwise, use only clean brake fluid to lubricate hydraulic seals and components.
Always install blanking plugs to hoses, pipes or components immediately after disconnection.
Check thread compatibility of original equipment with replacement components.
Observe absolute cleanliness when working with hydraulic components.
Pipes and Hoses
When removing or installing flexible hydraulic pipes and hoses, make sure that the following procedures are
observed to make sure component serviceability:
Prior to removal, clean area around hose or pipe end which is to be disconnected.
Obtain appropriate blanking plugs or caps before disconnecting hose or pipe end fittings in order that
connections can be plugged immediately following disconnection.
Always install blanking plugs or caps to pipes and unions immediately following disconnection.
Clean hose or pipe and blow through with an air line.
WARNING: Suitable eye protection must be worn.
Check hoses externally for cracks, separation of plies, security of end fittings and external damage;
replace faulty hoses.
Check pipes for signs of corrosion and chafing, replace as necessary.
CAUTION: If pipes are found to be chafed, rectify clips, mounting points etc., to prevent further problems
in service.
When installing hoses, make sure that no unnecessary bends are introduced and that hoses are not
kinked, twisted or positioned close to potential chafing points.
When installing pipes, make sure that pipes are positioned and clipped clear of potential chafing
points.
Always replace sealing washers installed to banjo bolts, sealing plugs etc.
Always use a backing spanner when tightening unions and do not over tighten union nuts or banjo
bolts.
After engagement of 'quick-fit' connection hoses, perform a 'tug' test to make sure connection is
secure.
After any work on hydraulic systems, always check for fluid leaks whilst a second operator applies
working pressure to the brake pedal or operates the system that has been worked on.
Fuel system hoses
Some fuel hoses are made up of two laminations, an armoured rubber outer sleeve and an inner viton core.
Whenever a hose is removed, make sure that the inner bore is inspected to check that the viton lining has not
become separated from the outer sleeve.
WARNING: Never attempt to repair fuel hoses or rectify leaking 'quick-fit' connectors. The fuel hose and
connectors must be replaced as an assembly.
Fuel system hose clips
Certain fuel system hose clips are of the 'break-off head' type where a slot in the screw head shears off when
the clip is tightened to a specific torque. These clips may be removed using a screwdriver and must be
replaced with new clips on reassembly. Clips must be tightened until the portion of the slot shears off. Do not
attempt to tighten clips by any other method, do not install any other type of clip.
'Quick-fit' connections are also installed to certain fuel hoses. After engagement of 'quick-fit' connections,
perform a 'tug' test to make sure connection is secure.
Other fuel system hose clips are of the 'Jubilee' type and there may be a tamper proof cover installed over the
screw head. This cover must be carefully removed before slackening the clip and should be replaced after final
tightening, ensuring that the internal hexagon on the cover is correctly located on the clip screw.
Cooling system hoses
CAUTION: The following precautions must be observed to make sure that the integrity of the cooling
system hoses and their connection to the system is maintained.
Hose orientation and connection
Correct orientation of cooling system hoses is important to make sure that hoses do not become fatigued or
damaged through contact with adjacent components.
Where orientation marks are provided on the hose and corresponding component, the marks must be aligned
when the hose is installed. Hoses must be installed fully on to their connection points, usually a moulded form
on a pipe provides a positive indicator.
Hose clips
Markings are usually provided on the hose to indicate the correct clip position. If no markings are provided,
position the clip directly behind the retaining lip at the end of the stub pipe. Worm drive clips should be
orientated with the crimped side of the drive housing facing towards the end of the hose or the hose may
become pinched between the clip and the stub pipe retaining lip. Unless otherwise stated, worm drive clips
should be tightened to 3 Nm (2 lb-ft). Make sure that hose clips do not foul adjacent components.
Oetiker clips may be removed by bending the tag (arrowed) and releasing the free end of the clip. Clips must
not be re-used. When installing new clips, make sure clip is positioned on hose before tightening and make
sure that when clip is tightened, the tag is located in the longitudinal slot in the free end of the clip (arrowed in
illustration).
'Quick-fit' connections are also installed to certain hoses/pipes. Inspect 'quick-fit' connections for damage, prior
to connection. Replace if damaged. After engagement of 'quick-fit' connections, perform a 'tug' test to make
sure connection is secure.
Heat protection
Always make sure that heat shields and protective sheathing are in good condition; replace if damage is
evident. Particular care must be taken when routing hoses close to hot engine components such as the exhaust
manifolds and exhaust gas recirculation (EGR) pipes. Hoses will relax and deflect slightly when hot, make sure
this movement is taken into account when routing and securing hoses.
Electrical Precautions
General
The following guidelines are intended to make sure the safety of the operator whilst preventing damage to the
electrical and electronic components of this vehicle.
Equipment
Prior to commencing any test procedure on the vehicle, make sure that the relevant test equipment is working
correctly and that any harness or connectors are in good condition. It is particularly important to check the
condition of all plugs and leads of mains operated equipment.
Polarity
Never reverse connect the vehicle battery and always make sure the correct polarity when connecting test
equipment.
High voltage circuits
Whenever disconnecting live ht circuits, always use insulated pliers and never allow the open end of the ht lead
to contact other components, particularly ECU's.
Vehicles installed with Navigation
CAUTION: The following precaution must be observed as failure to comply may result in damage to the
navigation system computer hardware.
A minimum period of two minutes must have elapsed from the ignition being switched to the 'OFF' position
prior to disconnection of the battery.
Vehicles with Bi-Xenon headlamp bulbs installed
WARNING: The following precautions must be observed as failure to comply may result in exposure to
ultra-violet rays, severe electric shock, burns or risk of an explosion.
Safety goggles and gloves must be worn.

Make sure that headlamps are switched off before removing bulbs.
Do not touch the glass portion of the bulb.
On no account should headlamps be switched on with the bulb removed from the headlamp.
Bulb testing may only be carried out with the bulb installed in the headlamp.
Bulbs must be disposed of in accordance with the local authority bye-laws.
Connectors and harnesses
The engine compartment of a vehicle is a particularly hostile environment for electrical components and
connectors. Always observe the following:
Make sure electrically related items are dry and oil free before disconnecting/connecting test
equipment.
Make sure that disconnected electrical connectors and sensors are protected from any possible oil,
coolant or other liquid contamination. Any such contamination could impair performance or lead to
component failure.
Never force connectors apart or pull on the wiring harness.
Always make sure locking tabs are disengaged before disconnecting electrical connectors etc. and
make sure that correct orientation is achieved before connection.
Make sure that any protection covers, insulation etc. are replaced if disturbed.
Having confirmed that a component is faulty, carry out the following:
Switch off the ignition and disconnect the battery.

Remove the component and support the disconnected harness.
When replacing electrical components, keep oily hands away from electrical connections and make
sure that locking tabs on connectors are fully engaged.
Battery Disconnection/Connection
Always refer to the Electrical Section of this manual - Battery Disconnect/Connect prior to attempting to
connect or disconnect the battery.
For additional information, refer to: Specifications (414-00 Charging System - General Information,
Specifications).
Fuel Handling Precautions
The following information lists basic precautions which must be observed if fuel is to be handled safely. It also
outlines other areas of risk which must not be ignored. As this information is issued for basic guidance only,
consult your local Fire Department where any doubt as to personal and environmental safety exists - See also
Health and Safety Precautions.
General precautions
Always have the correct type of fire extinguisher containing Foam, CO2, Gas or powder accessible when
handling or draining fuel or dismantling fuel systems. Fire extinguishers must also be located in areas where
fuel is stored.
Make sure that suitable warning signs are exhibited.
Keep all sources of ignition well away from areas where fuel is being handled.
Make sure that any lead lamps are flameproof and kept clear of spillage.
WARNINGS:
Do not disassemble or reassemble fuel system components whilst vehicle is over a pit.
No one should be permitted to repair components associated with fuel without first having specialist
training.
Always disconnect the vehicle battery before carrying out disassembly, reassembly or draining work on a fuel
system.
Fuel tank and system draining
Draining must be carried out in accordance with the procedures given in the relevant Fuel System section of
this manual.
WARNINGS:
Never drain fuel or work on a fuel system while the vehicle is over a pit. Extraction or draining of fuel
must be carried out in a well ventilated area.
Never switch on or operate mobile (cellular) phones in the vicinity of vehicles when operations are being
carried out on the fuel system.
Always attach fuel vapor warning labels to fuel tanks immediately after draining.
Containers used for storing fuel must be clearly marked with the contents and placed in a safe storage
area which meets the requirements of the local authority.
CAUTION: Some fuel lines are now installed with 'quick release' connectors. If a connector is damaged,
no attempt must be made to repair the connector, a new fuel line and connector(s) assembly must be
installed.
Always release pipe clips fully before attempting to disconnect fuel pipes.
Fuel tank repairs
CAUTION: No attempt should be made to repair a plastic fuel tank. If the structure of the tank is
damaged, a new tank must be installed.
Oil seals
Never use a seal which has been improperly stored or handled.
Take great care when removing old seals that the sealing surfaces and seal housing are not damaged.
Carefully examine seal before installation to make sure that it is clean and undamaged.
Make sure that the surface on which the seal is to run and also the seal housing is clean and free from
burrs or scratches. Renew the component if the sealing surface cannot be restored.
Special tools and protection sleeves are provided for installing the majority of seals and must be used
when specified.
Many seals are now coated with a protective wax and DO NOT need to be lubricated prior to
installation. Always check the relevant repair procedure which will state if a seal must be installed dry.
Never touch these seals with oily hands as the oil will contaminate the protective coating and affect
the sealing properties of the seal; also, make sure that installation tools and protection sleeves are
free from oil and grease. Seals which must be lubricated prior to installation should have the
recommended lubricant applied to the areas specified in the repair procedure.
Make sure that a seal is installed the correct way round. For example, the lip of the seal must face
towards the lubricant which it is sealing.
When installing an oil seal, make sure that it is positioned square to shaft and housing. Where the seal
is to be installed to a housing prior to installing over a shaft, take care not to allow the weight of an
unsupported shaft to rest on the seal.
Always use the recommended special tool and protection sleeve to install an oil seal. If no tool is
specified, use a suitable mandrel approximately 0.4 mm (0.015 in) smaller than the outside diameter
of the seal. Use adhesive tape on the shaft to protect the sealing lip of the seal.
Press or drift the seal in to the depth of its housing if the housing is shouldered or flush with the face
of the housing where no shoulder is provided. Make sure that the seal is not tilted in the housing when
it is installed.
Supplemental Restraint System (SRS) Precautions
WARNING: Do not install rear facing child seats in the front passenger seat.
The SRS contains components which are potentially hazardous to service personnel if not handled correctly.
The following guidelines and precautions are intended to alert personnel to potential sources of danger and
emphasise the importance of ensuring the integrity of the SRS components installed to the vehicle.
WARNING: The following precautions MUST be adhered to when working on the SRS:
The correct procedures must always be used when working on SRS components.
Persons working on the SRS must be fully trained and have been issued with the safety
guidelines.
The air bag modules contain extremely flammable and hazardous compounds. Contact with
water, acids or heavy metals may produce harmful or explosive results. Do not dismantle,
incinerate or bring into contact with electricity before the unit has been deployed.
Always replace a safety belt assembly that has withstood the strain of a severe vehicle
impact or if the webbing shows signs of fraying.
Allow a period of 10 minutes to elapse after disconnecting the battery before undertaking
any work on the SRS.
Always disconnect the vehicle battery before carrying out any electric welding on a vehicle
installed with SRS.
CAUTION: Do not expose air bag modules or safety belt pre-tensioners to temperatures exceeding 85 C
(185 F).
It should be noted that these precautions are not restricted to operations performed when servicing the SRS.
The same care should be exercised when working on ancillary systems and components located in the vicinity
of SRS components; these include but are not limited to:
Driver air bag, clockspring.

Passenger air bag.
Side Air Curtains - front and rear.
Safety belt pre-tensioners.
SRS harnesses, link leads and connectors.
Making the system safe
Before working on or in the vicinity of SRS components, make sure the system is rendered safe by performing
the following operations:
Remove the ignition key.

Disconnect the battery, earth lead first.
Wait 10 minutes for the SRS power circuit to discharge before commencing work.
NOTE: The SRS uses energy reserve capacitors to keep the system active in the event of electrical supply
failure under crash conditions. It is necessary to allow the capacitors sufficient time to discharge (10 minutes)
in order to avoid the risk of accidental deployment.
Installation
In order to make sure system integrity, it is essential that the SRS system is regularly checked and maintained
so that it is ready for effective operation in the event of a collision. Carefully inspect SRS components before
installation. Do not install a part that shows signs of being dropped or improperly handled, such as dents,
cracks or deformation.
WARNING: The integrity of the SRS is critical for safety reasons. Make sure the following precautions are
always adhered to:
Do not install accessories or other objects to trim panels which cover air bags.
Never install used SRS components from another vehicle or attempt to repair an SRS
component.
When repairing an SRS system, only use genuine new parts.
Never apply electrical power to an SRS component unless instructed to do so as part of an
approved test procedure.
Special fixings are necessary for installing an air bag module do not use other fixings and
make sure that all fixings are tightened to the correct torque.
Always use new fixings when replacing an SRS component.
CAUTIONS:
Take care not to trap air bag modules when installing interior trim components.
Make sure SRS components are not contaminated by oil or grease.
NOTE: Following safety belt pre-tensioner deployment, the safety belts can still be used as conventional
safety belts but will need to be replaced as soon as possible to make sure full SRS protection.
NOTE: If the SRS components are to be replaced, the part number/bar code of the new unit must be
recorded.
SRS component testing precautions
The SRS components are triggered using relatively low operating currents, always adhere to the following:
WARNING: Never use a multimeter or other general purpose equipment on SRS components. Use only
T4 to diagnose system faults.
WARNING: Do not use electrical test equipment on the SRS harness while it is connected to any of the
SRS components, it may cause accidental deployment and injury.
Handling and storage
Always observe the following precautions when handling SRS components:
Never drop an SRS component. The air bag diagnostic control unit is a particularly shock sensitive
device and must be handled with extreme care. Air bag modules and safety belt pre-tensioners could
deploy if subjected to a strong shock.
Never wrap your arms around an air bag module. If a module has to be carried, hold it by the cover
with the cover uppermost and the base away from your body.
Never transport air bag modules or safety belt pre-tensioners in the passenger compartment of a
vehicle. Always use the luggage compartment of the vehicle for carrying air bag modules and safety
belt pre-tensioner units.
Never attach anything to an air bag cover or any trim component covering an air bag module. Do not
allow anything to rest on top of an air bag module.
Always keep components cool, dry and free from contamination.
Never apply grease or cleaning solvents to safety belt pre-tensioner units, component failure could
result.
Always store an air bag module with the deployment side uppermost. If it is stored deployment side
down, accidental deployment will propel the air bag module with sufficient force to cause serious
injury.
Keep new air bag modules in their original packaging until just prior to installation. Place the old
module in the empty packaging for carriage.
WARNINGS:
When handling any SRS component, hold by the gas generator housing, DO NOT hold by the air bag. Do
not wrap the thumb around the gas generator while holding. Do not drape air bag over shoulder or around
neck. For safety belt buckle type pre-tensioners, hold by the piston tube, with the open end of the piston tube
pointing towards the ground and the buckle facing away from your body. Do not cover the end of the piston
tube. DO NOT hold buckle type pre-tensioners by the bracket assembly or cable. Never point the piston tube
towards your body or other people.
Air bag modules and safety belt pre-tensioners are classed as explosive devices. For overnight and
longer term storage, they must be stored in a secure steel cabinet which has been approved as suitable for the
purpose and has been registered with the local authority.
Store air bag modules or safety belt pre-tensioners in a designated storage area. If there is no
designated storage area available, store in the locked luggage compartment of the vehicle and inform the
workshop supervisor.
CAUTION: Improper handling or storage can internally damage the air bag module making it inoperative.
If you suspect the air bag module has been damaged, install a new module and refer to the
deployment/disposal procedures for disposal of the damaged module.
SRS harness and connectors
Always observe the following precautions with regards to SRS system electrical wiring:
Never attempt to modify, splice or repair SRS wiring.

Never install electrical equipment such as a mobile telephone, two-way radio or in-car entertainment
system in such a way that it could generate electrical interference in the air bag harness. Seek
specialist advice when installing such equipment.
NOTE: SRS wiring can be identified by a special yellow outer sleeve protecting the wires (black with yellow
stripe protective coverings are sometimes used).
WARNING: Always make sure SRS wiring is routed correctly. Be careful to avoid trapping or pinching the
SRS wiring.
WARNING: Do not leave the connectors hanging loose or allow SRS components to hang from their
harnesses. Look for possible chafing points.
Impact sensors - inspection
After any degree of side or frontal body damage, inspect the impact sensors. Replace a sensor if there is any
sign of damage.
CAUTION: Take extra care when painting or carrying out bodywork repairs in the vicinity of the impact
sensors. Avoid direct exposure of the impact sensors or link harnesses to heat guns, welding or spraying
equipment. Take care not to damage sensor or harness when reinstalling components.
Clockspring
CAUTION: Always follow the procedure for installing and checking the clockspring as instructed in the
SRS repairs section. Comply with all safety and installation procedures to make sure the system functions
correctly. Observe the following precautions:
Do not unlock and rotate the clockspring when it is removed from the vehicle.
Do not turn the road wheels when the clockspring is removed from the vehicle.
Always make sure the clockspring is removed and installed in its central position and with the front
road wheels in the straight ahead position - refer to SRS repair section for the correct removal and
installation procedure.
If a new clockspring is being installed, make sure the locking tab holding the spring's rotational
position is not broken; units with a broken locking tab must not be used.
Air bag and pre-tensioner deployment
WARNING: During deployment parts of the air bag module become hot enough to burn you. Wait 30
minutes after deployment before touching the air bag module.
Deployment procedures and precautions as detailed in this manual should be strictly adhered to. Only
personnel who have undergone the appropriate training should undertake deployment of air bag and pre-
tensioner modules. The following precautions must be complied with:
Only use deployment equipment approved for the intended purpose.

Deployment of air bag/pre-tensioner modules must be performed in a well ventilated area which has
been designated for the purpose.
Make sure air bag/pre-tensioner modules are not damaged or ruptured before attempting to deploy.
Where local legislation exists, notify the relevant authorities of intention to deploy air bag and
pretensioner units.
When deploying air bag pre-tensioner units, make sure that all personnel are at least 15 metres (45
feet) away from the deployment zone.
Make sure deployment tool is connected correctly, in compliance with the instructions detailed in the
SRS section of this manual. In particular, make sure deployment tool is NOT connected to battery
supply before connecting to air bag module connector.
When deploying safety belt pre-tensioners, make sure pre-tensioner unit is secured correctly to the
seat.
When removing deployed air bag modules and pre-tensioner units, wear protective clothing. Use
gloves and seal deployed units in a plastic bag.
Following deployment of any component of the SRS system within the vehicle, all SRS components
must be replaced. DO NOT re-use or salvage any parts of the SRS system.
Do not lean over an air bag module when connecting deployment equipment.
If a vehicle is to be scrapped, undeployed air bag modules and pre-tensioner units must be manually deployed.
In this case air bags can be deployed in the vehicle. Before deployment, make sure the air bag module is
secure within its correct mounting position. Deployment of the driver air bag in the vehicle may damage the
steering wheel; if the vehicle is not being scrapped, deploy the module outside of the vehicle.
SRS Component Replacement Policy
CAUTIONS:
The Restraints Control Module (RCM) will log a crash fault after every impact which is severe enough to
cause air bag deployment. It is possible to have three crashes/impacts logged after one event where,
for example, a front, side and rollover has occurred. After the third fault is logged, the SRS warning
lamp will be illuminated and the restraints control module (RCM) must be replaced.
The SRS side/front impact sensor(s) must be replaced if there are any signs of physical damage or if the
restraints control module (RCM) is registering a fault.
The following information details the policy for replacement of SRS components as a result of a vehicle
accident.
Impacts which do not deploy the air bags or pre-tensioners
Check for structural damage in the area of the impact paying particular attention to bumper armatures,
longitudinals and bracketry.
Impacts which deploy the air bags or pre-tensioners
The replacement and inspection policy is dependent on the type and severity of the crash condition. The
following guidelines are the minimum that should be exercised as a result of the deployment of specific SRS
components.
Check for structural damage in the area of impact paying particular attention to bumper armatures,
longitudinals and bracketry.
Front Air Bag Deployment - Driver and Passenger
CAUTION: If the front air bags are deployed, the following components must be replaced:
Driver air bag module

Passenger air bag module
Fly leads (where applicable) connecting front air bag modules to SRS harness
Front safety belt buckle pre-tensioner
Rear safety belt pre-tensioners - if installed
Driver safety belt retractor - if installed
Clockspring
Any front impact sensors that have been physically damaged or if a fault is being registered
Restraints Control Module (RCM) if the three crashes/impacts have been stored
Additionally, the following items must be inspected for damage and replaced as necessary:
Front passenger safety belt retractor and webbing, tongue latching function, 'D' loop and body
anchorage point
Rear safety belt buckles, webbing, buckle covers, body anchorage points and tongue latching function
Instrument panel moulding adjacent to passenger air bag module
Steering wheel
Front seat frames and head restraints
Steering column - if adjustment is lost or if there are signs of collapse
Safety belt height adjusters
Rear safety belts
Side Air Bags
CAUTION: If the side air curtains are deployed, the following components must be replaced on the side of
the vehicle on which the deployment occurred:
Side air curtains

Any side impact sensors that have been physically damaged or if a fault is being registered
Front safety belts, retractors and webbing, tongue latching function, 'D' loop and body anchorage
points
Rear safety belt buckles, webbing, buckle covers, tongue latching function, and body anchorage points
Front seat frame and head restraints
Door trim casing
Rear safety belts
Side Air Curtain modules
CAUTION: If the side air curtain modules are deployed, the following components must be replaced on
the side of the vehicle on which the deployment occurred:
Side air curtain modules

Link lead between side air curtain gas generator and restraints control module (RCM) harness
Side air curtain module retaining clips
Internal trim finisher
Front safety belt buckle pre-tensioners
Any side impact sensors that have been physically damaged or if a fault is being registered
Headlining
Component mounting brackets
points
Adjacent trim components
Rear impacts
CAUTION: If the safety belt pre-tensioners are deployed during a rear impact, the following components
must be replaced:
Safety belt pre-tensioners

Front and rear safety belt retractors deployed during the impact

points
Air Conditioning (A/C) System Precautions
The A/C system contains fluids and components which could be potentially hazardous to the service engineer
or the environment if not serviced and handled correctly. The following guidelines are intended to alert the
service engineer to potential sources of danger and emphasise the importance of ensuring the integrity of the
A/C operating conditions and components installed to the vehicle.
Where necessary, additional specific precautions are detailed in the relevant sections of this Manual and also in
the Health and Safety Section. These precautions must be referred to prior to commencing repair operations.
The refrigerant used in the A/C system is HC-134a (Hydrofluorocarbon) R134a.

WARNINGS:
Servicing must only be carried out by personnel familiar with both the vehicle system and the charging
and testing equipment. All operations must be carried out in a well ventilated area away from open flame and
heat sources.
R134a is a hazardous liquid and when handled incorrectly can cause serious injury. Suitable protective
clothing, consisting of face protection, heat proof gloves, rubber boots and rubber apron or waterproof overalls,
must be worn when carrying out operations on the A/C system.
Remedial actions
WARNING: Due to its low evaporating temperature, R134a must be handled with care. R134a splashed
on any part of the body will cause immediate freezing of that area. Also, refrigerant cylinders and
replenishment trolleys when discharging will freeze skin to them if contact is made.
If an accident involving R134a should occur, conduct the following remedial actions:
If liquid R134a enters the eye, do not rub it. Gently run large quantities of eye wash over affected eye
to raise the temperature. If an eye wash is not available, cool, clean water may be used to flush the
eye. After rinsing, cover the eye with a clean pad and seek immediate medical attention.
If liquid R134a is splashed onto the skin, run large quantities of water over the affected area to raise
the temperature. Implement the same action if the skin comes in contact with discharging cylinders.
Wrap the contaminated body parts in blankets (or similar materials) and seek immediate medical
attention.
If the debilitating effects of inhalation of R134a vapour are suspected, seek fresh air. If the affected
person is unconscious, move them away from the contaminated area to fresh air and apply artificial
respiration and/or oxygen and seek immediate medical attention.
Service precautions
Observe the following precautions when handling components used in the system:
A/C units must not be lifted by their hoses, pipes or capillary lines.
Hoses and lines must not be subjected to any twist or stress; the efficiency of the system will be
impaired by kinks or restrictions. Make sure that hoses are correctly positioned before tightening
couplings, and make sure that all clips and supports are utilised.
Flexible hoses should not be positioned closer than 100 mm (4.0 in) to the exhaust manifold unless
protected by heat shielding.
Completed assemblies must be checked for refrigeration lines touching metal panels. Any direct
contact of components and panels may transmit noise and so must be eliminated.
The appropriate torque wrench must be used when tightening refrigerant connections to the stipulated
value. An additional spanner must be used to hold the union to prevent twisting of the pipe when
tightening connections.
Before connecting any hose or pipe, make sure that refrigerant oil is applied to the seat of the new O-
rings, BUT NOT to the threads of the connection.
All protective plugs or caps must remain in place in the component until immediately prior to
connection.
Make sure components are at room temperature before uncapping/unplugging, to prevent
condensation of moisture from the air that enters it.
When disconnecting, immediately plug or cap all pipes to prevent ingress of dirt and moisture into the
system.
Components must not remain uncapped/unplugged, if a system has been left uncapped/unplugged for
24 hours or longer, a new receiver/drier must be installed.
The receiver/drier contains desiccant which absorbs moisture. It must be positively sealed at all times.
A receiver/drier that has been left uncapped for longer than 24 hours must not be used; install a new
unit.
The receiver/drier should be the last component connected to the system to make sure optimum
dehydration and maximum moisture protection of the system.
Whenever a component of the refrigeration system is replaced, it will also be necessary to install a
new receiver/drier unit.
Use alcohol and a clean lint-free cloth to clean dirty connections.
Make sure that all new parts installed are marked for use with R134a.
When a major repair has been completed, a leak test should be conducted; refer to the Repairs
Section of this manual for the correct procedure.
Refrigerant oil
CAUTION: Refrigerant oil (ND-8 PAG) easily absorbs water and must not be stored for long periods. Do
not pour unused refrigerant oil back into the container. Always use an approved refrigerant oil.
When replacing components in the system, drain the refrigerant oil from the component being replaced into a
graduated container. On assembly, add the quantity of refrigerant oil drained to the new component - See
Compressor Replacement in this Section.
A/C Compressor
A new compressor is sealed and pressurised with Nitrogen gas. When installing a new compressor, slowly
release the sealing cap; gas pressure should be heard to vent as the seal is broken.
CAUTION: A new compressor should always be sealed and should be pressurised with nitrogen gas. To
avoid possible oil loss, release the sealing cap(s) slowly. Do not remove the cap(s) until immediately prior to
connecting the pipes to the compressor.
Rapid refrigerant discharge
If the A/C system is damaged as a result of an accident and the system is punctured, the refrigerant will
discharge rapidly. The rapid discharge of refrigerant will also result in the loss of most of the oil from the
system. The compressor must be removed and all the remaining oil in the compressor drained and refilled as
instructed in the air conditioning section of this manual.
Precautions for refrigerant recovery, recycling and recharging
When the A/C system is recharged, any existing refrigerant is first recovered from the system and recycled.
The system is then charged with the required weight of refrigerant and volume of refrigerant oil.
WARNING: Refrigerant must always be recycled before re-use to make sure that the purity of the
refrigerant is high enough for safe use in the system. Recycling should always be carried out with equipment
which is design certified by Underwriter Laboratory Inc. for compliance with SAE J1991. Other equipment may
not recycle refrigerant to the required level of purity.
CAUTIONS:
A R134a Refrigerant Recovery Recycling Recharging Station must not be used with any other type of
refrigerant. Refrigerant R134a from domestic and commercial sources must not be used in motor vehicle
systems.
The system must be evacuated immediately before recharging commences. Delay between evacuation
and recharging is not permitted.
A/C Compressor Replacement
A new compressor is supplied filled with a full charge (X cm) of refrigerant oil.
A calculated quantity of oil must be drained from the new compressor before installation. To calculate the
quantity of oil to be drained:
Remove the drain plug from the old compressor.
Invert the compressor and gravity drain the oil into a calibrated measuring cylinder. Rotate the
compressor clutch to make sure the compressor is completely drained.
Note the quantity of oil drained (Y cm).
Calculate the quantity of oil to be drained from the new compressor using the following formula:X
cm (Y cm + 20 cm) = Q cm
Remove the drain plug from the new compressor and drain Q cm of oil. Install and tighten the
compressor drain plug.
Vehicle Weights
Item kg lb
* Maximum Gross Vehicle Weight (GVW) 3200 7055
Maximum front axle load 1530 3373
Maximum rear axle load 1850 4078
Approximate EEC kerb weights (full fuel tank):
Petrol engine vehicles 2440-2570 5379-5666
Diesel engine vehicles 2435-2570 5368-5666
Maximum weight of unbraked trailer:
On-road 750 1650
Off-road 750 1650
Maximum weight of trailer with overrun brakes:
On-road 3500 7700
Off-road 1000 2205
Maximum roof rack load (Including the mass of the roof rack):
On-road 100 220
Off-road 30 66
* Weight quoted is the maximum weight possible for vehicles in this model range; weights may be
less for certain variants depending upon trim level, territorial requirements etc.
Vehicle Dimensions
Item mm in
Length - including number plate plinth - All models 4950 194.8
Width - All models:
Mirrors extended 2191 86.3
Mirrors folded 2009 79.1
Overall height - All models:
Access height 1820 74.4
Motorway height 1840 72.4
Standard height 1863 73.3
Off-road height 1913 75.3
Wheelbase - All models 2880 113.4
Front overhang - All models 875 34.5
Rear overhang - Vehicles without towbar 1195 47
Rear overhang - Vehicles with towbar 1260 49.6
Front track 1629 64.0
Rear track 1626 64.0
Wading depth 500 19.7
Minimum ground clearance (off-road height) 281 11.06
Approach angle (at EEC kerb weight) 35 35
Breakover angle (at EEC kerb weight) 30 30
Departure angle - Towbar NOT installed (at EEC kerb weight) 29 29
Departure angle - Towbar installed (at EEC kerb weight) - Vehicle at Standard ride height 15.1 15.1
Departure angle - Towbar installed (at EEC kerb weight) - Vehicle at Off-road ride height 17.4 17.4
Published: 11-May-2011
General Information - General Service Information
Copyright Statement
Copyright. Land Rover Ltd., 2005
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted
in any form, electronic, mechanical, photocopying, recording or other means, without prior written permission
of Land Rover Ltd., Banbury Road, Lighthorne, Warwick, CV35 0RG
How to use This Manual
This manual covers all aspects of 2006 model year updates in order to service the vehicle effectively, and is to
be used in conjunction with the existing workshop manual Part number: LRL0477.
The manual is structured into five main sections, General Information, Chassis, Powertrain, Electrical and Body
and Paint with each section dealing with a specific part of a vehicle system.
Each of the five main sections contain sub-sections dealing with items which form a part of that specific
system.
Pages at the start of the manual list all sections available. Each section has a contents list detailing, where
applicable, Specifications, Description and Operation, Diagnosis and Testing, General Procedures and Repair
Procedures.
Where components need to be removed or disassembled in sequence, each operation in the sequence will be
identified numerically and also graphically in an accompanying illustration.
NOTE: Dimensions quoted are to design engineering specifications with service limits quoted, where
applicable.
Workshop Manual Organization
The five main sections, together with the areas which they cover are given below:
Section 1 - General Information.

Section 2 - Chassis.
Section 3 - Powertrain.
Section 4 - Electrical.
Section 5 - Body and Paint.
Sub-section numbers appear after the initial section number, for example, Section 412-03 covers air
conditioning, which is part of the electrical section.
In the number given above, the first digit of the number '4' indicates the section i.e. Electrical.
The second and third digits '12' of the number indicate the vehicle system i.e. Air Conditioning.
The last two digits of the number '03' indicate the part of the system covered by the sub-section i.e. Air
Conditioning Compressor.
General Information - Health and Safety Precautions
Introduction
Modern vehicles contain many materials and liquids which if not handled with care can be hazardous to both
personal health and the environment. Also, many of the procedures associated with vehicle maintenance and
repair involve physical hazards or other risks to health.
This subsection lists some of these hazardous operations and the materials and equipment associated with
them. Precautions necessary to avoid these hazards are identified.
The list is not exhaustive and all operations and procedures and the handling of materials, should be carried
out with health and safety in mind.
Before using any product the Materials Safety Data Sheet supplied by the manufacturer or supplier should be
consulted.
WARNING: Many liquids and other substances used in motor vehicles are poisonous and should under no
circumstances be consumed and should, as far as possible, be kept from contact with the skin. These liquids
and substances include acid, anti-freeze, brake fluid, fuel, windscreen washer additives, lubricants, refrigerants
and various adhesives.
Acids and Alkalis
For example - alkalis such as caustic soda used in cleaning materials; acids such as sulphuric acid used in
batteries.
Both alkalis and acids are irritant and corrosive to the skin, eyes, nose and throat. They cause burns and can
destroy ordinary protective clothing.
Avoid splashes to the skin, eyes and clothing. Wear suitable protective impervious apron, gloves and goggles.
Do not breath mists.
Make sure access to eye wash bottles, shower and soap are readily available for splashing accidents.
Display Eye Hazard sign.
Air Bags
Highly flammable, explosive observe No Smoking policy.
Used within the vehicle as safety restraints.
The inflator contains a high-energy propellant which, when ignited, produces a VERY HOT GAS (2500C).
The gas inflator (generator) used in air bags is Sodium Azide. This material is hermetically sealed in each air
bag module and is completely consumed during deployment. No attempt should be made to open an air bag
inflator as this will lead to the risk of exposure to Sodium Azide. If a gas generator is ruptured, full protective
clothing should be worn when dealing with the spillage.
After normal deployment, gloves and safety goggles should be worn during the handling process.
Deployed air bags should be disposed of in a plastic bag in accordance with local regulations at an approved
chemical waste site.
Following any direct contact with Sodium Azide:
Wash affected areas thoroughly with water.

SEEK IMMEDIATE MEDICAL ASSISTANCE.
Air Bags - Do's
Do store modules in an upright position.

Do keep modules dry.
Do carry modules with the cover side pointing away from the body.
Do place modules with their cover side upwards.
Do carefully inspect modules for damage.
Do stand to one side when connecting modules.
Do make sure all test equipment is properly calibrated and maintained.
Do wash hands after handling deployed air bags.
Air Bags - Do Not
Do Not store highly flammable material together with modules or gas generators.
Do Not store gas generators at temperatures exceeding 80C.
Do Not store modules upside down.
Do Not attempt to open a gas generator housing.
Do Not expose gas generators to open flame or sources of heat.
Do Not place anything on top of a module cover.
Do Not use damaged modules.
Do Not touch a fired module or gas generator for at least 10 minutes after firing.
Do Not use any electrical probes on the wiring circuit.
Air Suspension
Whenever work is being undertaken on the air suspension system, suitable eye protection must be worn.
Air Conditioning Refrigerant
Highly flammable, combustible observe No Smoking policy.
Skin contact may result in frostbite.
Instructions given by the manufacturer must be followed. Avoid naked lights, wear suitable protective gloves
and goggles.
If refrigerant comes into contact with the skin or eyes, rinse the affected areas with water immediately. Eyes
should also be rinsed with an appropriate irrigation solution such as a solution of 9% Sodium Chloride and
Purified Water. DO NOT RUB THE EYES AND SEEK IMMEDIATE MEDICAL ATTENTION.
Air Conditioning Refrigerant
Do Not
Do Not expose refrigerant bottles to sunlight or heat.

Do Not expose refrigerant bottles to frost.
Do Not drop refrigerant bottles.
Do Not vent refrigerant to atmosphere under any circumstance.
Do Not mix refrigerants.
Adhesives and Sealants
Many adhesives and sealants are highly flammable OBSERVE NO SMOKING POLICY. These items, should be
stored in flameproof cabinets in No Smoking areas. Cleanliness and tidiness in use should be observed, for
example disposable paper covering benches. All adhesives and sealants should be dispensed from applicators
where possible; containers, including secondary containers, should be labelled appropriately.
Anaerobic, Cyanoacrylate (super-glues) and other Acrylic Adhesives
Many are irritant, sensitizing or harmful to the skin and respiratory tract. Some are eye irritants.
Skin and eye contact should be avoided and the manufacturer's instructions followed.
Cyanoacrylate adhesives (super-glues) MUST NOT contact the skin or eyes. If skin or eye tissue is bonded,
cover with a clean moist pad and SEEK IMMEDIATE MEDICAL ATTENTION. Do not attempt to pull skin
tissue apart. Use in well ventilated areas as vapors can cause irritation to the nose and eyes.
For two-pack systems see Resin-based and Isocyanate Adhesives/Sealers.
Solvent-based Adhesives/Sealers - See Solvents
Follow manufacturers instructions.
Water-based Adhesives/Sealers
Those based on polymer emulsions and rubber/latex may contain small amounts of volatile, toxic and harmful
chemicals. Skin and eye contact should be avoided and adequate ventilation provided during use.
Hot Melt Adhesives
In the solid state, they are safe. In the molten state they may cause burns and health hazards may arise from
the inhalation of toxic fumes.
Use appropriate protective clothing and a thermostatically controlled heater with a thermal cut-out and
adequate extraction.
Resin-based Adhesives/Sealers, for example Epoxide and Formaldehyde Resin-based
Mixing should be carried out in well ventilated areas as harmful or toxic volatile chemicals may be released.
Skin contact with uncured resins and hardeners can result in irritation, dermatitis, and absorption of toxic or
harmful chemicals through the skin. Splashes can damage the eyes.
Provide adequate ventilation and avoid skin and eye contact.
Isocyanate (Polyurethane) Adhesives/Sealers
See also Resin-based Adhesives
Individuals suffering from asthma or respiratory allergies should not work with or near these materials as
sensitivity reactions can occur.
Over exposure is irritating to the eyes and respiratory system. Excessive concentrations may produce effects
on the nervous system including drowsiness. In extreme cases, loss of consciousness may result. Long term
exposure to vapour concentrations may result in adverse health effects.
Prolonged contact with the skin may lead to skin irritation and in some cases, dermatitis.
Splashes entering the eye will cause discomfort and possible damage.
Any spraying should preferably be carried out in ventilated booths which incorporate facilities for removing
vapors and spray droplets from the breathing zone.
Wear appropriate gloves, eye and respiratory protection.
Antifreeze
May be flammable when undiluted.
Vapors may be given off from coolant antifreeze when heated. Avoid breathing these vapors.
Antifreeze may be absorbed through the skin in toxic or harmful quantities. Antifreeze, if swallowed, can be
fatal; SEEK IMMEDIATE MEDICAL ATTENTION.
Battery Acids
See also Alkalis and Acids.
Gases released during battery charging are explosive. Always remove the battery from the vehicle prior to
charging. Never use naked flames or allow sparks near charging or recently charged batteries. NEVER add acid
to a battery, the chemical reaction produced will be violent and explosive. In cases of eye contact, wash
affected area with copious amounts of water and SEEK IMMEDIATE MEDICAL ATTENTION.
Make sure there is adequate ventilation during battery charging, observe NO SMOKING POLICY.
Brake Pads and Linings
Always fit the correct grade and specification of brake pads and linings. When renewing pads and linings,
always replace as complete axle sets.
Brake and Clutch Fluid
Splashes to the skin and eyes are irritating and in the long term can be damaging, avoid prolonged skin
contact. In cases of eye contact, wash affected area with copious amounts of water and SEEK IMMEDIATE
MEDICAL ATTENTION.
Chemical Materials
All chemical materials should always be used with caution and stored and handled with care. They may be
toxic, harmful, corrosive, irritant or highly flammable and give rise to hazardous fumes and dusts.
The effects of excessive exposure to chemicals may be immediate or delayed; briefly experienced or
permanent; cumulative; superficial; life threatening; or may reduce life expectancy.
Chemical Materials - Do's
Do carefully read and observe hazard and precaution warnings given on material containers (labels)
and in any accompanying leaflets, posters or other instructions. Material health and safety data sheets
can be obtained from manufacturers.
Do remove chemical materials from the skin and clothing as soon as practicable after soiling. Change
heavily soiled clothing and have it cleaned.
Do organise work practices and protective clothing to avoid soiling of the skin and eyes.
Do avoid breathing vapors, aerosols, dusts or fumes; inadequate container labelling; fire and
explosion hazards.
Do wash before job breaks, before eating, smoking, drinking or using toilet facilities when handling
chemical materials.
Do keep work areas clean, uncluttered and free of spills.
Do store chemical materials according to national and local regulations.
Do keep chemical materials out of the reach of children.
Chemical Materials - Do Not
Do Not mix chemical materials except under the manufacturers instructions; some chemicals can form
other toxic or harmful chemicals, give off toxic or harmful fumes or become explosive when mixed
together.
Do Not spray chemical materials, particularly those based on solvents, in confined spaces, for example
when people are inside a vehicle.
Do Not apply heat or flame to chemical materials except under the manufacturers instructions. Some
are highly flammable and some may release toxic or harmful fumes.
Do Not leave containers open. Fumes given off can build up to toxic, harmful or explosive
concentrations. Some fumes are heavier than air and will accumulate in confined areas such as pits.
Do Not transfer chemical materials to unlabelled containers.
Do Not clean hands or clothing with chemicals. Chemicals, particularly solvents and fuels, will dry skin
and may cause irritation leading to dermatitis or be absorbed through the skin in toxic or harmful
quantities.
Do Not use emptied containers for other materials except when they have been cleaned under
supervised conditions.
Do Not sniff or smell chemical materials, even brief exposure to high concentrations of fumes can be
toxic or harmful.
Corrosion Protection Materials
Some corrosion protection materials are highly flammable observe NO SMOKING POLICY.
These materials are varied and the manufacturers instructions must always be followed. The materials may
contain solvents, resins or petroleum products. Skin and eye contact should be avoided. They should only be
sprayed in conditions of adequate ventilation and not in confined spaces.
Dust
Dust or powder produced during repair operations may be irritant, harmful or toxic. Avoid breathing dusts from
powdery chemical materials or those arising from dry abrasion operations. Wear respiratory protection if
ventilation is inadequate.
Fine dusts of combustible material can present an explosion hazard. Avoid explosive limits and sources of
ignition.
Electrical Equipment
Electric shock can result from the use of faulty electrical equipment or from the misuse of equipment in good
condition.
Make sure that electrical equipment is maintained in good condition and frequently tested. Faulty equipment
should be labelled and preferably removed from the work station.
Make sure that flexes, cables, plugs and sockets are not frayed, kinked, cut, cracked or otherwise damaged. If
using cable reel extension equipment, ALWAYS ensure that the cable is fully unwound from the reel.
Make sure that electrical equipment and flexes do not come into contact with water.
Make sure that electrical equipment is protected by the correct rated fuse.
Never misuse electrical equipment and never use equipment which is in any way faulty. The results could be
fatal.
Make sure that the cables of mobile electrical equipment cannot get trapped and damaged, such as in a vehicle
hoist.
Make sure that the designated electrical workers are trained in basic First Aid.
In cases of electrocution:
Switch off the power supply before approaching the victim.

If this is not possible, DO NOT TOUCH THE VICTIM but push or drag the person from the source of
electricity using dry, non-conductive material.
Commence resuscitation if trained to do so.
SEEK IMMEDIATE MEDICAL ATTENTION.
Exhaust Fumes
These contain asphyxiating, harmful and toxic chemicals and particles such as carbon oxides, nitrogen oxides,
aldehydes, lead and aromatic hydrocarbons. Engines should be run only under conditions of adequate exhaust
extraction or general ventilation and not in confined spaces.
Gasoline (Petrol) engine
There may not be adequate warning of odour or of irritation before toxic or harmful effects arise. These may be
immediate or delayed.
Gas Oil (Diesel engine)
Soot, discomfort and irritation usually give adequate warning of hazardous fume concentrations.
Fibre Insulation
The fibrous nature of surfaces and cut edges can cause skin irritation. This is usually a physical and not a
chemical effect.
Precautions should be taken to avoid excessive skin contact through careful organization of work practices and
the use of gloves.
Fire
Many of the materials found on or associated with the repair of vehicles are highly flammable. Some give off
toxic or harmful fumes if burnt; others such as fluoroelastomers when burnt or damaged by excessive heat can
break down and produce highly corrosive hydrofluoric acid - See Fluoroelastomers.
Should any material be in a burnt or overheated condition, handle with extreme caution and wear protective
clothing when handling such items. Dispose of such material in accordance with local regulations.
Decontaminate and dispose of protective clothing immediately after use.
Observe strict fire safety when storing and handling flammable materials or solvents, particularly near
electrical equipment or welding processes.
Make sure, before using electrical or welding equipment, that there is no fire hazard present.
Have a suitable fire extinguisher available when using welding or heating equipment.
First Aid
Apart from meeting any legal requirements it is desirable for someone in the workshop to be trained in First
Aid procedures.
Splashes in the eye should be flushed carefully with clean water for at least ten minutes.
Soiled skin should be washed with soap and water.
In case of cold burns, from alternative fuels, place affected area in cool to cold water.
Individuals affected by inhalation of gases and fumes should be removed to fresh air immediately. If effects
persist, consult a doctor.
If liquids are swallowed inadvertently, consult a doctor giving him the information on the container or label. Do
not induce vomiting unless this action is indicated on the label.
Fluoroelastomers (Synthetic Rubber)
Many 'O' rings, seals, hoses, flexible pipes and other similar which appear to be manufactured from natural
rubber are, in fact, made of synthetic materials called Fluoroelastomers.
Under normal operating conditions, these materials are safe and do not constitute a health hazard. However, if
the materials are damaged by burning or exposure to excessive heat, they can break down and produce highly
corrosive hydrofluoric acid.
WARNING: Contact with hydrofluoric acid can cause serious burns on contact with the skin. If skin
contact does occur, carry out the following steps immediately:
Remove any contaminated clothing.
SEEK IMMEDIATE MEDICAL ATTENTION
Irrigate affected area of skin with copious amounts of cold water or limewater for 15 to 60 minutes.
Foams - Polyurethane
Used in sound and noise insulation. Cured foams used in seat and trim cushioning.
Unreacted components are irritating and may be harmful to the skin and eyes. Wear gloves and goggles.
Individuals with chronic respiratory diseases, asthma, bronchial medical problems, or histories of allergic
diseases should not work in or near uncured materials.
The components, vapors or spray mists can cause direct irritation, sensitivity reactions and may be toxic or
harmful.
Vapors and spray mists must not be inhaled. These materials must be applied with adequate ventilation and
respiratory protection. Do not remove the respirator immediately after spraying, wait until the vapour/mists
have cleared.
Burning of the uncured components and the cured foams can generate toxic and harmful fumes. Smoking,
naked flames or the use of electrical equipment during foaming operations and until vapors/mists have cleared
should not be allowed. Any heat cutting of cured foams or partially cured foams should be carried out in areas
having suitable fume extraction equipment.
Fuels
Avoid skin contact with fuel where possible. Should contact occur, wash the affected skin with soap and water.
Gasoline (Petrol)
Highly flammable - OBSERVE NO SMOKING POLICY.
Swallowing gasoline (petrol) can result in mouth and throat irritation and absorption from the stomach can
result in drowsiness and unconsciousness. Small amounts can be fatal to children. Inhalation into the lungs,
through vomiting, is a very serious hazard.
Gasoline (petrol) dries the skin and can cause irritation and prolonged or repeated contact may cause
dermatitis; if it is allowed to enter the eyes, it will cause severe smarting. Wash affected area with copious
amounts of water and SEEK IMMEDIATE MEDICAL ATTENTION.
Gasoline (petrol) may contain appreciable quantities of benzene, which is toxic upon inhalation and the
concentration of vapors must be kept very low. High concentrations will cause eye, nose and throat irritation,
nausea, headache, depression and symptoms of drunkenness. Very high concentrations will result in rapid loss
of consciousness.
Make sure there is adequate ventilation when handling and using gasoline (petrol). Great care must be taken
to avoid the serious consequences of inhalation in the event of vapour build up arising from spillages in
confined spaces.
Special precautions apply to cleaning and maintenance operations on gasoline (petrol) storage tanks.
Gasoline (petrol) should not be used as a cleaning agent. It must not be siphoned by mouth.
Gas-oil (Diesel Fuel)
Combustible.
Prolonged skin contact with high boiling point gas oils (diesel fuel) may cause serious skin disorders including
skin cancer.
Inhalation into the lungs will cause internal bleeding - SEEK IMMEDIATE MEDICAL ATTENTION.
If swallowed, DO NOT induce vomiting - SEEK IMMEDIATE MEDICAL ATTENTION.
Kerosene (Paraffin)
Used also as heating fuel, solvent and cleaning agent.
Flammable - OBSERVE NO SMOKING POLICY.
Irritation of the mouth and throat may result from swallowing. The main hazard from swallowing arises if liquid
aspiration into the lungs occurs.
Liquid contact dries the skin and can cause irritation or dermatitis. Splashes in the eye may be slightly
irritating.
In normal circumstances the low volatility does not give rise to harmful vapors. Exposure to mists and vapors
from kerosene at elevated temperature should be avoided (mists may arise in dewaxing). Avoid skin and eye
contact and make sure there is adequate ventilation.
If swallowed, DO NOT induce vomiting - SEEK IMMEDIATE MEDICAL ATTENTION.
Gas Cylinders
Gases such as oxygen, acetylene, argon and propane are normally stored in cylinders at pressures of up to 138
bar (13800 kPa) (2000 lbf/in) and great care should be taken in handling these cylinders to avoid mechanical
damage to them or to the valve gear attached. The contents of each cylinder should be clearly identified by
appropriate markings.
Cylinders should be stored in well ventilated enclosures, and protected from ice and snow or direct sunlight.
Fuel gases, for example acetylene and propane should not be stored in close proximity to oxygen cylinders.
Care should be exercised to prevent leaks from gas cylinders and lines and also to avoid sources of ignition.
Only trained personnel should undertake work involving gas cylinders.

General Workshop Tools and Equipment
It is essential that all tools and equipment are maintained in good condition and the correct safety equipment
is used where required.
Never use tools or equipment for any purpose other than that for which they were designed. Never overload
equipment such as hoists, jacks, axle and chassis stands or lifting slings. Damage caused by overloading is not
always immediately apparent and may result in a fatal failure the next time that the equipment is used.
Do not use damaged or defective tools or equipment, particularly high speed equipment such as grinding
wheels. A damaged grinding wheel can disintegrate without warning and cause serious injury.
Wear suitable eye protection when using grinding, chiselling or sand blasting equipment.
Wear a suitable breathing mask when using abrasive blasting equipment or using spraying equipment.
Make sure there is adequate ventilation to control dusts, mists and fumes.
High Pressure Air, Lubrication and Oil Test Equipment
Always keep high pressure equipment in good condition, and regularly maintained, particularly at joints and
unions.
Never direct a high pressure nozzle, for example diesel injector, at the skin as the fluid may penetrate to the
underlying tissue and cause serious injury.
Jacking
Always refer to the Jacking and Lifting section of this manual prior to raising the vehicle off the ground.
When vehicle is to be raised by means of a jack, ensure that it is standing on level ground, that parking brake
is applied and wheels are chocked. ALWAYS use the recommended jacking points and ensure that vehicle jack
has sufficient load capacity for the weight of the vehicle.
WARNING: Do not work on or under a vehicle supported only by a jack. Always support the vehicle on
safety stands.
Ensure that hoists have sufficient load capacity for the weight of the vehicle.
Legal Aspects
There are many laws and regulations relating to health and safety in the use and disposal of materials and
equipment in a workshop.
For a safe working environment and to avoid environmental pollution, workshops should be familiar, in detail,
with the many health and safety laws and regulations within their country, published by both national and local
authorities.
Lubricants and Greases
Avoid all prolonged and repeated contact with mineral oils. All lubricants and greases may be irritating to the
eyes and skin.
Used Engine Oil
Prolonged and repeated contact with engine oil will result in the removal of natural fats from the skin, leading
to dryness, irritation and dermatitis. In addition, used engine oil contains potentially harmful contaminants
which may cause skin cancer. Adequate means of skin protection and washing facilities must be provided.
Do not employ used engine oils as lubricants or for any application where appreciable skin contact is likely to
occur.
Health Protection Precautions
Avoid prolonged and repeated contact with oils, particularly used engine oils.
Wear protective clothing, including impervious gloves where practicable.
Do not put oily rags into pockets.
Avoid contaminating clothes, particularly underpants, with oil.
Heavily soiled clothing and oil-impregnated footwear should not be worn. Overalls must be cleaned
regularly.
First Aid treatment should be obtained immediately for open cuts and wounds.
Use barrier creams, applying them before each work period, to help the removal of oil from the skin.
Wash with soap and water to make sure all oil is removed (skin cleansers and nail brushes will help).
Preparations containing lanoline replace the natural skin oils which have been removed.
Do not use gasoline (petrol), kerosene (paraffin), diesel fuel (gas oil), thinners or solvents for cleaning
skin.
If skin disorders develop, obtain medical advice without delay.
Where practicable, degrease components prior to handling.
Where there is a risk of eye contact, eye protection should be worn, for example chemical goggles or
face shields; in addition an eye wash facility should be provided.
Environmental Precautions
This section provides general information which can help to reduce the environmental impacts from the
activities carried out in workshops.
Emissions to air
Many of the activities that are carried out in workshops emit gases and fumes which can contribute to global
warming, depletion of the ozone layer and/or the formation of photochemical smog at ground level. By
considering how the workshop activities are carried out, these gases and fumes can be minimised, thus
reducing the impact on the environment.
Exhaust fumes
Running car engines is an essential part of workshop activities and exhaust fumes need to be ventilated to
atmosphere. However, the amount of time engines are running and the position of the vehicle should be
carefully considered at all times, to reduce the release of poisonous gases and minimise the inconvenience to
people living nearby.
Solvents
Some of the cleaning agents used are solvent based and will evaporate rapidly to atmosphere if used
carelessly, or if containers are left unsealed. All containers must be firmly closed when not required and solvent
should be used sparingly. Wherever possible, solvents having a low toxicity and flammability should be
selected. Always follow the instructions supplied by the solvent manufacturer. Similarly, many paints are
solvent based and the spray should be used in such a way as to reduce emissions to a minimum.
Refrigerant
It is illegal to release any refrigerant into the atmosphere. Discharge and replacement of these materials from
air conditioning units should only be carried out using the appropriate equipment.
Discharges to water
Most workshops will have two systems for discharging waste water - storm drains and foul drains. Storm drains
should only receive clean water i.e. rainwater. Foul drains will accept many of the normal waste water i.e.
washing water, detergents and domestic type waste BUT NOT oil, petrol, solvent, acids, hydraulic fluid,
antifreeze and similar fluids. If in doubt, always consult the local authority or water company.
Spillages
Every precaution must be taken to prevent spillage of oil, fuel, solvents etc., reaching the drains. All handling
of such materials must take place well away from drains and preferably in an area with a suitable containing
wall to prevent discharge into drains or watercourses. If a spillage occurs, it must be soaked up immediately
using a spill kit where provided.
Checklist
Spillage prevention:
Store liquids in a secure area.
Make sure that taps on liquid containers are secure and cannot be accidentally turned on.
Protect bulk storage tanks from vandalism by locking the valves.
Transfer liquids from one container to another in an area away from open drains.
Ensure lids are replaced securely on containers.
Have spill kits available near to points of storage and liquid handling areas.
Spill Kits
Special materials are available to absorb a number of different substances. They can be in granular form, ready
to use and are supplied in suitable containers. Disposal of used spill absorbing material is dealt with in Waste
management.
Land contamination
Oils, fuels and solvents etc. can contaminate any soil with which they come into contact. Such materials MUST
never be disposed of by pouring on to soil and every precaution must be taken to avoid spillage reaching soil.
Waste materials stored on open ground could either leak or have contaminating substances washed off them
that would contaminate the land. Always store these materials in suitable skips or similarly robust containers.
Legal compliance
Some sites may have a discharge consent for effluent discharge to the foul drain for a car wash etc. It is
essential to know the types of effluent which are allowed to be discharged into the drain and to check the
results of any monitoring carried out by the Water Company.
Where paint spraying operations are carried out it may be necessary to apply to the Local Authority for an air
emissions licence to operate the plant. If such a licence is necessary, additional precautions will be necessary
to comply with the requirements and the results of any air quality monitoring must be checked regularly.
Checklist
Always adhere to the following:
Know what legal consents and licences apply to the operations.
Check that the emissions and discharges comply with legal requirements.
Waste Management
Pollution can be reduced by careful handling, storage and disposal of all waste materials that occur on sites.
Legislation makes it illegal to dispose of waste materials other than to licensed waste carriers and disposal
sites.
This means that it is necessary to not only know what the waste materials are but also to have the necessary
documentation and licences.
Handling and storage of waste
Ensure that waste materials are not poured down the drain or on to soil and are stored in such a way that they
do not escape on to land or soil.
All waste must be segregated into individual types e.g. oils, metals, batteries, scrap components etc. This will
prevent any reaction between different materials and assist in disposal.
Disposal of waste
Dispose of waste in accordance with the following guidelines:
Fuel, hydraulic fluid, anti-freeze and oil: Keep separate and dispose of to specialist contractors.
Refrigerant: Collect in specialist equipment and reuse.
Detergents: Safe to pour down the foul drain if diluted.
Paint, thinners: Keep separate and dispose of to specialist contractor.
Components: Return to supplier for refurbishment or disassemble and reuse any suitable parts.
Dispose of remainder in ordinary waste.
Small parts: Reuse any suitable parts, dispose of the remainder in ordinary waste.
Metals: Can be sold if separate from general waste.
Tyres: Keep separate and dispose of to specialist contractor. DO NOT attempt to dispose of tyres by
burning.
Components/materials containing asbestos: Keep separate and dispose of to specialist

contractor.
Oil and fuel wastes (e.g. rags, used spill kit material): Keep separate and dispose of to specialist
contractors.
Air filters: Keep separate and dispose of to specialist contractors.
Rubber/plastics: Dispose of in ordinary waste.
Hoses: Dispose of in ordinary waste.
Batteries: Keep separate and dispose of to specialist contractors.
Air bags - DANGER EXPLOSIVES: Keep separate and dispose of to specialist contractors.
Electrical components: Return to supplier for refurbishment or disassemble and reuse any suitable
components. Dispose of remainder in ordinary waste.
Catalytic converters: May be sold if kept separate from general waste.
Packaging: Compact/recycle as much as possible and dispose of in ordinary waste.

Office/paper waste: Recycle paper and toner and ink cartridges, dispose of remainder in ordinary
waste.
Noise
Car alarm testing, panel beating, running engines, using air tools etc. are operations which invariably produce
a large amount of noise. The location of such activities and also the time of day must be carefully considered
having regard to the proximity of houses schools etc.
Some operations may produce high noise levels which could, in time, damage hearing. In these cases, suitable
ear protection must be worn.
Solder
Solders are mixtures of metals such that the melting point of the mixture is below that of the constituent
metals (normally lead and tin). Solder application does not normally give rise to toxic lead fumes, provided a
gas/air flame is used. Oxy-acetylene flames should not be used, as they are much hotter and will cause lead
fumes to be produced.
Some fumes may be produced by the application of any flame to surfaces coated with grease, and inhalation of
these should be avoided.
Removal of excess solder should be undertaken with care, to make sure that fine lead dust is not produced,
which can give toxic effects if inhaled. Respiratory protection may be necessary.
Solder spillage and filings should be collected and removed promptly to prevent general air contamination by
lead.
High standards of personal hygiene are necessary in order to avoid ingestion of lead or inhalation of solder dust
from clothing.
Solvents
For example acetone, white spirit, toluene, xylene, trichloroethane.
Used in cleaning and dewaxing materials, paints, plastics, resins and thinners.
Some may be highly flammable or flammable.
Skin contact will degrease the skin and may result in irritation and dermatitis following repeated or prolonged
contact. Some can be absorbed through the skin in toxic or harmful quantities.
Splashes in the eye may cause severe irritation and could lead to loss of vision.
Brief exposure of high concentrations of vapors or mists will cause eye and throat irritation, drowsiness,
dizziness, headaches and, in the worst circumstances, unconsciousness.
Repeated or prolonged exposure to excessive but lower concentrations of vapors or mists, for which there
might not be adequate warning indications, can cause more serious toxic or harmful effects.
Aspiration into the lungs, for example through vomiting, is the most serious consequence of swallowing.
Avoid splashes to the skin, eyes and clothing. Wear protective gloves, goggles and clothing if necessary.
Make sure there is good ventilation when in use, avoid breathing fumes, vapors and spray mists and keep
containers tightly sealed. Do not use in confined spaces.
When spraying materials containing solvents, for example paints, adhesives, and metal coatings, use
extraction ventilation or personal respiratory protection in the absence of adequate general ventilation.
Do not apply heat or flame except under specific and detailed manufacturers instructions.
Suspended Loads
CAUTION: Never improvise lifting tackle.
There is always a danger when loads are lifted or suspended. Never work under an unsupported, suspended or
raised load, for example a suspended engine.
Always make sure that lifting equipment such as jacks, hoists, axle stands and slings are adequate and suitable
for the job, in good condition and regularly maintained.
Viton
In common with many other manufacturers vehicles, some components installed to Land Rover vehicles have
seals, 'O' rings or gaskets which contain a material known as 'Viton'.
Viton is a fluoroelastomer, that is a synthetic rubber type which contains Fluorine. Although Viton is the most
well known fluoroelastomer, there are others, including Fluorel and Tecmoflon.
When used under design conditions fluoroelastomers are perfectly safe. If, however, they are exposed to
temperatures in excess of 400C, the material will not burn, but will decompose, and one of the products
formed is hydrofluoric acid.
This acid is extremely corrosive and may be absorbed directly, through contact, into the general body system.
WHERE CASES OF SKIN CONTACT OCCUR, SEEK IMMEDIATE MEDICAL HELP.
O-rings, seals or gaskets which have been exposed to very high temperatures will appear charred or as a black
sticky substance.
DO NOT, under any circumstances touch them or the attached components.
Enquiries should be made to determine whether Viton or any other fluoroelastomer has been used in the
affected O-ring, seal or gasket. If they are of natural rubber or nitrile there is no hazard. If in doubt, be
cautious as the material may be Viton or any fluoroelastomer.
If Viton or any other fluoroelastomers have been used, the affected area should be decontaminated before the
commencement of work.
Disposable heavy duty plastic gloves should be worn at all times, and the affected area washed down using
wire wool and a limewater (calcium hydroxide) solution to neutralise the acid before disposing of the
decomposed Viton residue and final cleaning of the area. After use, the plastic gloves should be discarded
carefully and safely.
Welding
Welding processes include Resistance Welding (Spot Welding), Arc Welding and Gas Welding.
Resistance Welding
This process may cause particles of molten metal to be emitted at a high velocity, and the eyes and skin must
be protected.
Arc Welding
This process emits a high level of ultra-violet radiation which may cause arc-eye and skin burns to the operator
and to other persons nearby. Gas-shielded welding processes are particularly hazardous in this respect.
Personal protection must be worn, and screens used to shield other people.
CONTACT LENS WEARERS ARE ADVISED TO REVERT TO ORDINARY SPECTACLES WHEN ARC WELDING as the
arc spectrum is believed to emit microwaves which dry out the fluid between the lens and the eye. This may
result in blindness when the lens is removed from the eye.
Metal spatter will also occur, and appropriate eye and skin protection is necessary.
The heat of the welding arc will produce fumes and gases from the metals being welded, the rods and from any
applied coatings or contamination on the surfaces being worked on. These gases and fumes may be toxic and
inhalation of these should be avoided. The use of extraction ventilation to remove the fumes from the working
area may be necessary particularly in cases where the general ventilation is poor, or where considerable
welding work is anticipated. In extreme cases or confined spaces where adequate ventilation cannot be
provided, air-fed respirators may be necessary.
CAUTION: Some of the components installed to the vehicle e.g. the interior cross beam and underbonnet
cross member are manufactured from magnesium alloy. On no account should any welding operations be
attempted on these components.
Gas Welding (and Cutting)
Oxy-acetylene torches may be used for welding and cutting, and special care must be taken to prevent leakage
of these gases, with consequent risk of fire and explosion.
The process will produce metal spatter and eye and skin protection is necessary.
The flame is bright, and eye protection should be used, but the ultra-violet emission is much less than that
from arc welding, and lighter filters may be used.
The process itself produces few toxic fumes, but such fumes and gases may be produced from coatings on the
work, particularly during cutting away of damaged body parts, and inhalation of the fumes should be avoided.
In brazing, toxic fumes may be produced from the metals in the brazing rod, and a severe hazard may arise if
brazing rods containing cadmium are used. In this event particular care must be taken to avoid inhalation of
fumes and expert advice may be required.
SPECIAL PRECAUTIONS MUST BE TAKEN BEFORE ANY WELDING OR CUTTING TAKES PLACE ON
VESSELS WHICH HAVE CONTAINED COMBUSTIBLE MATERIALS, FOR EXAMPLE BOILING OR
STEAMING OUT OF FUEL TANKS.
Warning Symbols on Vehicles
Decals showing warning symbols will be found on various vehicle components.
These decals must not be removed. The warnings are for the attention of owners/operators and persons
carrying out service or repair operations on the vehicle.
General Information - Solvents, Sealants and Adhesives
Solvents
WARNING: Always handle all solvents, sealers and adhesives with extreme care. Some contain chemicals
or give off fumes which can be dangerous to health. Always follow the manufacturers instructions. If in doubt
about any substance, particularly a solvent, DO NOT use it.
CAUTION: If in doubt about the suitability of any proprietary solvent or sealer for a particular application,
contact the manufacturer of the product for information.
The Health and Safety Precautions subsection refers to some commonly used chemicals and materials, hazards
associated with their use, and safety measures to be taken. Some of these chemicals may be included as an
ingredient in a sealer or adhesive.
Sealers
Certain procedures in this manual involve the use of sealants during installation of components. Where a
sealant is required, the application, together with the Land Rover part number is given in the General
Specification at the start of each section and an instruction that a sealant must be used appears in the relevant
repair procedure.
It is essential that the sealant(s) specified for a particular procedure are used, DO NOT use any other sealant.
Always remove traces of old sealant using a plastic scraper or suitable solvent, never use emery cloth or metal
scrapers.
Adhesives
Whenever a procedure involves the use of an adhesive, the adhesive specified must be used and the
manufacturer's instructions regarding application together with any health and safety precautions must be
followed.
General Information - Special Tool Glossary
Service Tools
Special service tools have been developed to facilitate removal, dismantling and assembly of mechanical
components in a cost effective and time efficient manner. The use of such special tools also helps prevent the
potential for damage to components.
Some operations described in this manual cannot be carried out properly without the aid of the relevant service
tools.
All orders and enquiries from the United Kingdom and European countries except Germany, Austria,
Switzerland and Spain and countries not in the following list should be sent direct to:
SPX UK Ltd.,
Genoa House,
Everdon Park,
Daventry,
Northants,
NN11 5YJ
England
Tel: 0044 (0) 1327 303467/303455
Fax: 0044 (0) 1327 706632
e-mail: spxsalesuk@servicesolutions.spx.com
Overseas orders for the following countries should be placed with the local distributor.
Germany, Austria and Switzerland
SPX Europe GMBH,

Porschestrasse 4,
63512 Hainburg,
Germany
Tel: 0049 61829590 0049 61829590
Fax: 0049 6182959299
Spain
SPX Iberica SA,
C/Francisco Aritio,
158 nave 72 (Nudo Oeste),
19004 Guadalajara,
Spain
Tel: 0034 949208381 0034 949208381
Fax: 0034 949208327
North America
SPX Corporation
665, Eisenhower Drive,
Owatonna,
MN 55060,
USA
Tel: 0018 772979110 0018 772979110
Fax: 0018 005787375
Australia
SPX Australia,
28, Clayton Road,
Notting Hill,
Victoria 3168,
Australia
Tel: 0061 00395446222 0061 00395446222
Fax: 0061 00395445222
e-mail: sales@spx.com.au
Japan and East Asia
Jatek Ltd.,
5 - 53, Minawacho 2-chome,
Kohoku-ku,
Yokohama,
Kanagawa 223-0051,
Japan
Tel: 0081 455627700 0081 455627700
Fax: 0081 455627800
General Information - Road/Roller Testing
Road or rolling road testing may be carried out for various reasons and a procedure detailing pre-test checks,
through engine starting and stopping, pre-driving checks, on-test checks to final checks on completion of the
test are given.
Unless complete vehicle performance is being checked, the full road test procedure need not be carried out.
Instead, those items particularly relevant to the system(s) being checked can be extracted.
Pre-Test Checks
WARNING: If the brake system hydraulic fluid level is low, pedal travel is excessive or a hydraulic leak is
found, do not attempt to road test the vehicle until the reason for the low fluid level, excessive pedal travel or
hydraulic leak is found and rectified.
It is suggested that pre-test and functional tests of those systems/circuits which affect the safe and legal
operations of the vehicle, such as brakes, lights and steering, should always be carried out before the road or
rolling road test.
Engine oil level

Engine coolant level
Tires, for correct pressure, compatible types and tread patterns, and wear within limits.
There is sufficient fuel in the tank to complete the test.
Check all around the engine, transmission and under the vehicle for oil, coolant, hydraulic and fuel
leaks. Make a note of any apparent leaks and wipe off the surrounding areas to make it easier to
identify the extent of the leak on completion of the test.
Starting the Engine
NOTE: On initial drive away from cold and within the first 1.5 km (1 mile), do not depress accelerator pedal
beyond half travel until the vehicle has attained a minimum speed of 25 km/h (15 miles/h). Never operate at
high engine speed or with the accelerator pedal at full travel whilst the engine is cold.
With the ignition switched off, check:
The parking brake is applied.

Automatic gearbox: The selector lever is in 'P' - Park
Transfer case: 'H' - High is selected
All instrument gauges read zero.
With the ignition switched on, check:
Ignition controlled warning lights come on.

Engine temperature gauge registers a reading compatible with the engine temperature.
Fuel gauge registers a reading appropriate to the fuel level in the tank.
The operation of the parking brake warning light and fluid level warning indicator light.
On Road Test Check:
CAUTION: At commencement of road testing, check the brake operation while still travelling at low speed
before continuing with the test. If the brakes pull to one side, or appear to be otherwise faulty, do not continue
with the road test until the fault has been found and rectified.
The parking brake releases completely.

Gear changing is smooth, and there are no abnormal noises or vibrations from the gearbox.
The engine power output is satisfactory, acceleration is smooth and accelerator pedal operation is not
stiff or heavy, and engine speed returns to idle correctly.
There is no excessive or abnormally colored smoke from the engine under normal driving, heavy load
or overrun conditions.
Steering operation is smooth, accurate, not excessively heavy or with excessive free play or vibration.
Does not pull to one side and self centres smoothly after cornering.
All instruments register the correct readings and operate correctly.
Switches and controls operate smoothly and positively, warning or indicator lights operate correctly
and the direction indicator control self cancels when the steering is returned to the straight ahead
position.
Heating and ventilation systems work correctly and effectively.
Brakes operate efficiently.
Brake Testing
Avoid brake testing on busy roads where it can cause inconvenience or danger to other road users.
CAUTION: Brake testing which includes heavy brake applications should not be carried out with new
brake pads/discs until the components have bedded-in. New brake friction components will not reach full
efficiency until the bedding-in process is complete. Note that when new parking brake shoes or rear brake discs
have been installed, it is essential that the 'bedding-in' procedure given in Section 206-05 - Parking Brake
Removal and Installation is carried out.
Test the brakes at several speeds within the normal operating range using both light and heavy pedal
pressure. Note any tendency to snatch, pull or drag, and any undue delay in application or release.
Allow the vehicle to coast and note any tendency to pull to one side, or evidence that the brakes are binding.
After stopping the vehicle (not immediately after a period of heavy braking), carefully check the brake
temperature. A disc which feels appreciably hotter than the others, could indicate that the pads on that disc
are binding.
After completion of the test, check for:
Oil, coolant, hydraulic, air and fuel leaks.

Abnormal temperature of any moving components or assemblies, e.g. wheel hubs, transmission etc.,
which might indicate over tightness or lack of lubrication.
Rolling Road Testing
Four-Wheel Rolling Road
CAUTION: When utilising a four-wheel rolling road for testing, ensure all relevant health and safety
requirements are adhered to.
Provided that front and rear rollers are rotating at identical speeds and that normal workshop safety standards
are applied, there is no speed restriction during testing except any that may apply to the tires.
Ensure that the parking brake is released prior to engaging roller driving mechanism.
Two-Wheel Rolling Road
CAUTION: On no account should an attempt be made to carry out any form of testing on a two-wheel
rolling road.
General Information - Diagnostic Trouble Code (DTC) IndexDTC:
Module Name: Bluetooth Module
Bluetooth Module (TEL)
CAUTION: Diagnosis by substitution from a donor vehicle is NOT acceptable. Substitution of control
modules does not guarantee confirmation of a fault, and may also cause additional faults in the vehicle being
tested and/or the donor vehicle.
NOTE: If the control module or a component is suspect and the vehicle remains under manufacturer
warranty, refer to the Warranty Policy and Procedures manual (section B1.2), or determine if any prior
approval programme is in operation, prior to the installation of a new module/component.
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).
NOTE: Check and rectify basic faults before beginning diagnostic routines involving pinpoint tests.
NOTE: Inspect connectors for signs of water ingress, and pins for damage and/or corrosion.
NOTE: If DTCs are recorded and, after performing the pinpoint tests, a fault is not present, an intermittent
concern may be the cause. Always check for loose connections and corroded terminals.
The table below lists all Diagnostic Trouble Codes (DTCs) that could be logged in the Bluetooth Module, for
additional Diagnosis and Testing information refer to the relevant Diagnosis and Testing Section. For additional
information, refer to: Cellular Phone (415-00 Information and Entertainment System - General Information,
Diagnosis and Testing).
DTC Description Possible Causes Action

The 'Receive Audio over MOST
Test' failed and means that the Check the operation of the
audio received at the
microphone. Refer to the electrical
microphone detection point is
Microphone Input - circuit diagrams and check the
B1D79- too low
Signal below allowable microphone (MIC) circuits.
84 Microphone fault
range Renew/repair as necessary. Refer to
Harness/connector fault the warranty policy and procedures
Integrated head unit (IHU) fault manual if a module is suspect.
Clear the DTC and retest. If the
U1A00- Private Communication Internal communications failure problem persists, renew the
Bluetooth Module. Refer to the
88 Network - Bus off
warranty policy and procedures
manual if a module is suspect.
Allow the system to cool, clear the
DTC and check /monitor for re-
Reduced System Bluetooth error - system over- occurrence. If DTC re-occurs suspect
U2001- Function - Component temperature the module. Check and install a new
9A or system operating
module as required. Refer to the
conditions
Warranty Policy and Procedures
Local configuration file is Configure the module using the
Control Module Main missing (not loaded) in the
U201A- manufacturers approved diagnostic
Calibration Data - control module
54 system (file download may take
Missing calibration
several minutes).
Configure the module using the
Bluetooth Module RAM fault manufacturers approved diagnostic
(data memory failure leading to system and download the local
U3000- Control module - Data possible corrupt local configuration file. Clear the DTC and
44 memory failure configuration file) retest. If the problem persists, renew
the Bluetooth Module. Refer to the
Bluetooth Module ROM fault manufacturers approved diagnostic
Control module - (data memory failure leading to system and download the local
U3000- possible corrupt local configuration file. Clear the DTC and
Program memory
45 configuration file) retest. If the problem persists, renew
failure
the Bluetooth Module. Refer to the
MOST not configured correctly - Check and amend the Car
incorrect voice language Configuration File in the Information
U3000- Control module -
installed and Entertainment Control Module
54 Missing calibration
using the manufacturer approved
diagnostic system.
One or more of the received car
configuration file (CCF) data Check and amend the Car
Control module -
U3000- parameters is deemed to be Configuration File using the
Invalid/incomplete
56 invalid manufacturer approved diagnostic
configuration
system.
Check vehicle battery and charging

system. Refer to the relevant section
Battery Voltage - Battery voltage below threshold in the workshop manual. Refer to the
U3003-
Circuit voltage below
16 electrical circuit diagrams and check
threshold
the power supply circuits to the
module.
Check vehicle battery and charging
system. Refer to the relevant section
Battery Voltage - Battery voltage above threshold in the workshop manual. Refer to the
U3003-
Circuit voltage above
17 electrical circuit diagrams and check
threshold
the power supply circuits to the
module.
Identification Codes - Identification Codes
VIN Number
The VIN number will be found in three locations:
1. Stamped on the front of the RH front suspension turret.

2. At the bottom of the windshield glass on the LH side of the vehicle and visible from the outside.
3. UK, Europe and ROW - Not NAS/Canada -On the VIN plate attached to the LH inner wing,
forward of the suspension turret.
4. NAS/Canada - On the Tire Data/Specification label attached to the front of the LH B-pillar.
RH Front Suspension Turret VIN
Windscreen VIN
LH Inner Wing VIN
VIN number - UK, EU and ROW

VIN Position Character Identifies
1 - 3 - World identifier SAL Land Rover (UK)
4,5 - Vehicle type LM Range Rover
6 - Class A Standard
7 - Body style M 4 Door
8 - Engine 3 428PS - AJV8 4.2 SC Petrol
8 - Engine 5 448PN - AJV8 4.4 Petrol
8 - Engine C 306D1 - 6 Cyl 3.0 diesel
9 - Transmission and steering 3 RHD Automatic
9- Transmission and steering 4 LHD Automatic
10 - Model year 6 2006
10- Model year 8 2008
11 - Plant A Solihull
12 - 17 - Serial number 123456 Unique six digit serial number
VIN number - NAS and Canada

1 - 3 - World identifier SAL Land Rover (UK)
4 - Model range M Range Rover
5 - Class E HSE (without luxury pack, with logic 7 and Bi-Xenon)
5 - Class F HSE (with luxury pack, logic 7 and Bi-Xenon)
5 - Class H Westminster/Autobiography
5 - Class N Standard
6 - Body style 1 4 Door Station Wagon
7 - Engine 3 428PS - AJV8 4.2 SC Petrol
7 - Engine 5 448PN - AJV8 4.4 Petrol
8- Transmission and steering 4 LHD Automatic
9 - Check digit * Derived by calculation
10- Model year 8 2008
11 - Plant A Solihull
12 -17 - Serial number 1 2 3 4 5 6 Unique six digit serial number
LH Inner Wing, Forward of Suspension Turret, VIN Plate - Not NAS/Canada
The VIN plate contains the following information:
A - Reserved
B - Engine Description
C - Country
D - Diesel Indicator
E - Reserved
F - Headlamp Code/initial aim value - If shown
G - Colour code/group
H - Type/Approval Number - If shown
I - VIN Number
J - Gross Vehicle Weight
K - Gross Trailer Weight
L - Front Axle Weight
M - Rear Axle Weight
VIN/Certification/Tire Data Label - NAS only

The Certification Label contains the following VIN information:
A - VIN Number
B - Bar code identification
VIN/Tire Pressure Specification Label - Canada only
The Tire Pressure Certification Label contains the following VIN information:
A - VIN Number
B - Vehicle Type
Unit/Assembly Serial Number Locations
3.0 Litre TD6 Diesel Engine Serial Number
The 3.0 Litre TD6 Diesel Engine Serial Number is stamped on the LH side of the cylinder block.
The 4.0 Litre V6 Petrol Engine Serial Number is stamped on the LH side of the cylinder block.
4.2 Litre SC and 4.4 Litre V8 Petrol Engine Serial Number
The 4.2 Litre SC and 4.4 Litre V8 Petrol Engine Serial Number is etched into the LH side of the engine block.
TD6 Automatic Transmission Serial Number

The transmission serial number is on a plate attached to the LH side of the transmission casing.
4.2 SC and 4.4 Litre Automatic Transmission Serial Number
The automatic transmission serial number is stamped on the rear LH side of the transmission casing.
Front Differential Serial Number
The Front Differential Serial Number is stamped on the underside of the differential casing and is located above
the removable cross member.
Rear Differential Serial Number

The Rear Differential Serial Number is stamped on the underside of the differential casing adjacent to the front
mounting.
Transfer Case Serial Number
The Transfer Case serial number is stamped on the RH side of the transfer case and may also be on a bar
coded self-adhesive label attached to the case.
Jacking and Lifting - Jacking
General
WARNING: The following instructions must be adhered to before raising the vehicle off the ground:
Position vehicle on a solid, level surface.

Apply the parking brake.
Select 'P' - PARK on automatic transmission selector and 'H' High on transfer case.
WARNING: If the drive shaft(s) are to be disconnected, it will be necessary to raise all four wheels off the
ground in order that the shaft(s) can be rotated. DO NOT use the customer jack and ensure that the vehicle is
adequately supported on axle stands. With the vehicle raised, it will be necessary to release the park brake and
select Neutral - 'N' in the main transmission to enable the drive shaft(s) to be rotated
CAUTIONS:
To avoid damage to the underbody components of the vehicle, the following instructions must be
adhered to:
Do not position jacks or axle stands under the following components:
Body structure other than any approved jacking or lifting points

Bumpers
Fuel lines
Fuel tank
Brake lines
Front or rear suspension arms
Steering linkage
Transfer case
Front or rear differential units
Transmission
Engine oil pan - See note below
NOTE: For certain repair operations, it may be necessary to support the engine under the oil pan. In this
case, a block of hardwood or a rubber pad must be positioned on the jack lifting pad to protect the oil pan.
Vehicle jack
The jack provided with the vehicle is only intended for use in an emergency such as changing a tire. DO NOT
use the jack for any other purpose. Refer to the Owner's Handbook for the vehicle jack location points and
jacking procedures.
WARNING: Never work under a vehicle supported solely by the vehicle jack.
Hydraulic jack
A hydraulic jack with a minimum lifting capacity of 1500 kg, (3,300 lbs) must be used.
WARNINGS:
Do not commence work on the underside of the vehicle until suitable axle stands have been placed in the
correct position.
Always chock the wheels when jacking. The parking brake may be ineffective when the wheel(s) are off
the ground.
Raising and Supporting the Vehicle
To assist in raising the vehicle, jacking points are provided as shown in the following illustrations.
Raising the Front of the Vehicle
Apply the parking brake.
Select 'P' - PARK on automatic transmission selector.
WARNING: Always chock the rear wheels when jacking the front of the vehicle.
Position the lifting pad of the hydraulic jack under the centre of the front sub-frame, front cross member.
With the vehicle raised to the desired height, position axle stands under, either, the front sub-frame or the
recommended customer jacking points.
CAUTION: Position suitable material between axle stands and component/body to prevent damage.
Carefully lower jack until vehicle rests on axle stands.
WARNING: Before commencing work on the underside of the vehicle, ensure that axle stands are
correctly positioned and vehicle is securely supported.
Reverse procedure when removing vehicle from stands.
Raising the Rear of the Vehicle
Select 'P' - PARK on automatic transmission selector.

WARNING: Always chock the front wheels when jacking the rear of the vehicle.
Position the lifting pad of the hydraulic jack under the centre of the rear sub-frame, rear cross member as
shown.
With vehicle raised to desired height, position axle stands under the rear sub-frame. Alternatively, the axle
stands may be positioned under, either, the recommended customer jacking points or the front mounting
points of the rear sub-frame.
CAUTION: Position suitable material between axle stands and component/body to prevent damage.
Carefully lower jack until vehicle rests on axle stands.

WARNING: Before commencing work on underside of vehicle, ensure that axle stands are correctly
positioned and vehicle is securely supported.
Reverse procedure when removing vehicle from stands.
Jacking and Lifting - Lifting
Vehicle on Wheels - Four-Post Ramp
WARNING: If the drive shaft(s) are to be disconnected, it will be necessary to raise all four wheels off the
ramp in order that the shaft(s) can be rotated. Refer to the 'Wheel Free Lift - Four-Post Ramp' section below
for lifting instructions then release the parking brake and select NEUTRAL 'N' in the transmission.
WARNING: Do not push the vehicle backwards and forwards along the ramp in order to gain access to
the drive shaft fixings.
Position the vehicle on the ramp with the front and rear of the vehicle equidistant from the ends of the ramp.
Chock the wheels, select NEUTRAL in the transmission and where practicable, apply the parking brake.
Wheel Free Lift - Four-Post Ramp
WARNING: The vehicle cannot be supported safely in a wheel free condition using the wheel free facility
of a four-post ramp, and under no circumstances must this method be used.
Raising and Supporting the Vehicle
1. Position vehicle on ramp.
2. Position suspension in 'off-road' height.
3. Apply parking brake.
4. Raise ramp to desired height.
5. Using suitable equipment, raise the vehicle to the desired height and position axle stands to recommended
customer jacking points.
CAUTION: Place suitable material between axle stands and body to avoid damage to vehicle.
6. Lower vehicle slowly until weight of vehicle rests on axle stands and road wheels are just clear of ramp.
7. Ensure that the vehicle is correctly supported on all four axle stands.
8. Lower the ramp to suitable working height.
WARNING: Make sure that the vehicle is stable before commencing work.
NOTE: Return the suspension to 'normal ride height' when the vehicle is removed from the ramp.
Two-Post Lift
CAUTION: If the drive shaft(s) are to be removed, release the parking brake and select NEUTRAL 'N' in
the transmission in order that the shaft(s) can be rotated when the vehicle is raised to the desired height.
1. Position the vehicle with the centre of the lift pillars aligned approximately with the front of the
driver/passenger seat cushions.
2. Extend the lifting arms and position the pad of each lifting arm beneath the recommended customer jacking
points.
3. Raise the vehicle until the wheels are just clear of the ground and check that the pads of each lifting arm are
still correctly positioned.
4. Raise the vehicle to the desired height.
5. Ensure that the vehicle is correctly supported on all four lifting pads, that pads are still correctly positioned
and are in full contact with the body.
WARNING: Ensure that the vehicle is stable before commencing work.
Jacking and Lifting - Vehicle Recovery
Towing/Lashing eyes
CAUTION: The single towing/lashing eyes at the front and rear of the vehicle are designed for vehicle
recovery purposes only and MUST not be used to tow a trailer or caravan.
The front towing/lashing eye is accessible after releasing the towing eye access panel and removing the panel.
CAUTIONS:
Ensure that during towing, the towing attachment does not contact the bumper.
The rear towing/lashing eye should only be used for towing another vehicle or for recovery purposes to
enable this vehicle to be positioned in order that the front towing eye may be used for recovery/towing.
4 Wheel Towing
CAUTIONS:
Suspended towing of this vehicle MUST NOT be attempted, if four wheel towing is not possible, vehicle
must be recovered on a suitable trailer.
The vehicle may be towed for a maximum of 1 hour or 31 miles (50 km) at a maximum speed of 31 mph
(50 km/h), these limits MUST NOT be exceeded.
The following procedures must be followed to ensure that the vehicle is towed in a safe condition and
damage to the vehicle transmission system is prevented.
1. Remove the front towing/lashing eye access panel.
2. Secure the towing attachment from the recovery vehicle to the towing/lashing eye.
CAUTION: Ensure that the towing attachment will not contact the front bumper during towing.
3. Apply the parking brake.
4. Insert ignition key and turn the ignition switch to position 'II'.
CAUTION: If 'N' - Neutral cannot be selected, front and rear driveshafts must be removed before vehicle
is towed.
6. Apply the footbrake and move the automatic transmission selector lever to the 'N' Neutral position.
NOTE: If electrical power is not available, use the manual interlock release tab on the selector lever to move
the selector lever to the Neutral position.
7. Select 'H' - HIGH on the transfer box.
CAUTION: If electrical power is not available, and 'H' - HIGH cannot be selected, the vehicle may not be
towed but must be recovered on a suitable trailer. If, however, the transfer box was in 'H' - HIGH when
electrical power was lost, the vehicle may still be towed.
8. Release the parking brake.
WARNING: Do not release the parking brake until towing is about to commence. Whilst towing, do not
attempt to remove the ignition key and do not turn the key to any position other than 'II'. With the engine
switched off, the power assisted steering system and brake booster will be inoperative thereby resulting in an
increase in the effort required to turn the steering wheel and apply the brakes.
CAUTION: The vehicle tow connections should only be used in normal road conditions, 'snatch' recovery
must be avoided.
On completion of 4 wheel towing
1. Apply the parking brake.
2. Detach towing equipment from towing/lashing eyes.
3. Install the towing eye access panel.
Transporting by trailer
CAUTION: Use the towing/lashing eyes at the front and rear of the vehicle, DO NOT secure lashing hooks
or restraints to any other part of the vehicle.
Position the vehicle, apply the parking brake and select 'N' - Neutral on the automatic transmission selector
lever.
Maintenance Schedules - Maintenance Schedules - Diesel Engines
Torque Specifications
Description Nm lb-ft
Seat frame fixing Torx screws 40 30
Seat belt fixing Torx screws 40 30
Road wheel nuts 140 103
CAUTION: Unless stated otherwise, the following operations must be carried out at every indicated
service interval.
Underbonnet View - TDV8 Diesel Engine
1. Engine oil filler cap

2. Brake fluid reservoir - LHD illustrated, RHD on opposite side
3. Windshield washer fluid reservoir
4.Power steering fluid reservoir
5. Engine oil level indicator
6. Coolant expansion tank
Maintenance Operations
Seats and Safety Belts
Note: The procedures in this section should only be completed when carrying out Service
Inspection 1 and Service Inspection 2.
Front seat fixings
1. Check that the front seat frame fixing Torx screws are secure and that the seat frames show no signs of
movement.
Rear seat frame front fixings
2. Check that the rear seat frame front fixings are secure and that the seat frames show no signs of
movement.
Rear seat frame rear fixings
3. Release the catch and fold the rear seats forwards, check that the rear seat frame rear fixings are secure
and that the seat frames show no signs of movement.
4. Check that the rear seat catch locking bars are secured to the floor and show no signs of movement.
5. Fold the rear seats back on completion.
Front seat controls
6. Check operation of all seat controls.
7. Fully extend each safety belt and check that it returns unassisted; repeat for all belts.
8. Check entire length of safety belt webbing for signs of fraying or damage; repeat for all belts.
9. Connect each safety belt to the correct buckle, check safety belt buckle and tongue are secure; check that
buckle releases tongue correctly.
10. Check all safety belt and buckle mountings and fixings for security.
11. Check front safety belt height adjusters for correct operation.
Lamps, Horns and Warning Indicators
1. Check side, head, fog, reversing and tail lamps for correct operation.
2. Check operation of headlamp automatic levelling system - if installed.
3. Check turn signals and hazard warning lamps for correct operation.
4. Check brake (stop) lamps for correct operation.
5. Check all exterior lamp lenses for clarity and condition; pay particular attention to headlamp and fog lamp
lenses for stone chips or damage.
6. Check horn for loud, clear sound.
7. Switch on headlamps and check that side/headlamp reminder warning sounds when door is opened.
8. Check operation of interior courtesy lamps.
9. Check operation of all instrument pack warning and indicator lamps.

Washers and Wipers
1. Check all wiper blades for condition and signs of splits or damage.
2. Check security of wiper arms.
3. Operate front and rear windshield washers, check that jets are clear and correctly aimed.
4. Operate front and rear wipers at all speeds and check for smooth, smear free operation.
Check High/Low Gear Engagement
1. Select LOW range gear, drive vehicle forwards 3 to 4 vehicle lengths, stop vehicle and select HIGH range
gear - gears must engage smoothly.
Battery
1. Check battery condition by checking color of condition indicator.
Green = O.K.
Black = Battery requires charging
Yellow = New battery required
Pollen Filter
1. Replace pollen filter.

For additional information, refer to: Plenum Chamber (412-01 Air Distribution and Filtering, Removal and
Installation).
Corrosion/Cosmetic Inspection
1. Carry out the annual corrosion/cosmetic inspection using the Annual Corrosion Inspection Sheet.
Wheels and Tires
1. Check that tires comply with manufacturer's specification.

For additional information, refer to: Specifications (204-04 Wheels and Tires, Specifications).
2. Check/adjust tire pressures including spare.

For additional information, refer to: Specifications (204-04 Wheels and Tires, Specifications).
3. Vehicles with Uni-directional tires installed: Mark the wheel to stud relationship of each road wheel and
note location of each road wheel to its respective hub.
4. Loosen road wheel nuts. Raise vehicle to a wheel free condition.

For additional information, refer to: Lifting (100-02 Jacking and Lifting, Description and Operation).
5. Remove the road wheels.
6. Visually check tires for condition, lumps or bulges. Check tread depth across the width of the tire and
around the circumference; ensure that remaining tread depth does not contravene local legislative
requirements.
NOTE: Do not install wheels at this stage.
Braking System
1. Inspect front brake pads for wear.

For additional information, refer to: Specifications (206-03 Front Disc Brake, Specifications).
2. Inspect rear brake pads for wear.

For additional information, refer to: Specifications (206-04 Rear Disc Brake, Specifications).
3. Check brake calipers for signs of fluid leaks.
4. Check brake discs for condition.
5. Check all brake booster and brake system pipes and hoses for condition, chafing and leaks.
6. Clean road wheel hub spigots and apply grease, Land Rover Part Number RYL 105020 to the wheel mating
surface of each spigot.
7. Vehicles with Uni-directional tires installed: Install road wheels to their respective hubs ensuring that
stud to wheel relationship is maintained.
8. Vehicles with NON uni-directional tires installed: Install wheels on the opposite side of the vehicle but
ensure that they on the same axle as they were originally installed.
9. Install road wheel nuts and tighten to 140 Nm (103 lb-ft).
10. Every 3 years or 45,000 miles (72,000 km): Replace brake fluid.
For additional information, refer to: Brake System Bleeding - Vehicles With: High Performance Brakes (206-00
Brake System - General Information, General Procedures) /
Brake System Bleeding - Vehicles With: Standard Brakes (206-00 Brake System - General Information,
General Procedures).
Parking Brake
1.Check the adjustment of the parking brake.

For additional information, refer to: Parking Brake Shoe and Lining Adjustment (206-05 Parking Brake and
Actuation, General Procedures).
Cooling System
1. Check specific gravity of coolant using a hydrometer.
NOTE: A suitable hydrometer is available from the Equipment Programme under Part Number 511 3302 001
00.
2. Top-up cooling system if necessary.
CAUTION: Anti-freeze concentration must be maintained at 50%.
NOTE: Some variation in the illustrations may occur, but the essential information is always correct.
WARNING: Since injury such as scalding could be caused by escaping steam or coolant, do not
remove the filler cap from the coolant expansion tank whilst the system is hot.
CAUTION: Engine coolant will damage the paint finished surfaces. If coolant is spilled,
immediately remove the coolant and wash the area with water.
3. Check the level of coolant in the expansion tank. With the engine cold, the coolant level must be to
the'UPPER LEVEL' indicator mark above the 'COLD FILL RANGE' text on the side of the expansion tank.
Ignore any coolant which may be visible in the top section of the tank.
4. If topping-up is required, remove expansion tank filler cap and top-up coolant level to the 'UPPER LEVEL'
indicator mark.
CAUTION: Always top-up with a 50% mixture of anti-freeze and water.
5. Install expansion tank filler cap, tighten cap until ratchet is heard to 'click'.
6. Every 10 years:Replace the coolant.

For additional information, refer to: Cooling System Partial Draining, Filling and Bleeding (303-03C Engine
Cooling - 3.6L V8 - TdV8, General Procedures).
Air Filtering
1. This procedure should only be completed when carrying out Service Inspection 2: Replace the air
cleaner element.
For additional information, refer to: Air Cleaner Element (303-12C Intake Air Distribution and Filtering - 3.6L
V8 - TdV8, Removal and Installation).
Front End Accessory Drive (FEAD) Belt
1. Check the condition of the ancillary FEAD belt.
2. Remove all traces of mud and dirt from the belt and pulleys.
3. Check the belt for signs of splitting and wear.
Fluid Levels
Brake fluid reservoir
1. Check the fluid level in the brake fluid reservoir, the level must be to the 'MAX' mark on the reservoir; top-
up if necessary.
2. Clean the area around the reservoir filler cap, remove the cap.
3. If necessary, top-up using the recommended fluid to the 'MAX' mark on the reservoir.
For additional information, refer to: Specifications (206-00 Brake System - General Information,
Specifications).
4. Install the reservoir filler cap.
Power steering fluid reservoir
CAUTION: To prevent over filling, check/top-up the system with the engine switched off and the system
cold. Ensure that the steering wheel is in the straight ahead position, do not turn the steering wheel prior to
checking the fluid level.
1. Check that the fluid level is to the mid-way mark between the 'MAX' and 'MIN' marks on the fluid
reservoir, top-up if necessary.
2. Clean the area around the reservoir filler cap, remove the cap.
3. If necessary, top-up using the recommended fluid to the mid-way mark on the reservoir.
For additional information, refer to: Specifications (211-02 Power Steering, Specifications).
CAUTION: Do not fill reservoir above the 'MAX' mark.
Windshield washer reservoir
1. Remove the windshield washer reservoir filler cap.
2. Top-up the reservoir using a mixture of an approved windshield washer fluid and water until the level is to
the bottom of the gauze filter in the reservoir filler neck.

Engine Oil and Filter
1. Renew engine oil and filter.

For additional information, refer to: Engine Oil Draining and Filling (303-01C Engine - 3.6L V8 - TdV8, General
Procedures).
Suspension and Body Mountings
1. Check for free play in all suspension and body mounting rubbers.
2. Check condition of suspension rubber boots and gaiters.
Fuel System
1. Check fuel system pipes, hoses and unions for chafing, leaks and corrosion.
2. Complete this procedure when carrying out Service Inspection 2 only. Renew the fuel filter element.
Oil/Fluid Leaks
1. Check for oil/fluid leaks.
Power Steering
1. Check power steering rod ball joint fixings, gaiters and condition of ball joints and dust covers.
2. Check power steering pipes, hoses and unions for chafing, leaks and corrosion.
Fault Lamp(s)
1. If fault lamp(s) are illuminated, test the associated system using T4 and report findings.
Road Test
1. Carry out road test of vehicle.

For additional information, refer to: Road/Roller Testing (100-00 General Information, Description and
Operation).
General
1. Endorse Service Record.
2. Report any unusual features of vehicle condition and any additional work required.
Suspension System - General Information -
Air Spring Suspension
Item Specification
Independent MacPherson strut with air springs, gas twin tube dampers,
Type - Front height sensors and stabilizer bar. Driver selectable ride heights - Standard,
off-road and access.
Independent with air springs, gas single tube dampers, height sensors and
Type - Rear
stabilizer bar. Driver selectable ride heights - Standard, off-road and access.
* Nominal heights from hub
centre to wheel arch (not
liner):
Front 493 mm (19.4 in)
Rear 483 mm (19.0 in)
* Measurement taken with vehicle at unladen weight
Steering Geometry - Front

Suspension at Standard Ride Height Specification
Castor 6 5' 0 45'
Camber -0 20' 0 45'
Cross Camber 0 45'
King Pin Inclination (KPI) 11 46'
Total Toe:
Vehicles with 4.4L engine 0 0' 0 12'
Vehicles with 4.2L supercharged engine -0 9' 0 12'
Vehicles with 3.6L Diesel engine +0 9' 0 12'
Track 1629 mm (64.1 in)
Steering Geometry - Rear
Suspension at Standard Ride Height Specification
Camber -1 0' 0 45'
Cross Camber 0 45'
Total Toe:
Vehicles with 4.2L supercharged engine 0 12' 0 12'
Vehicles with 3.6L Diesel engine 0 12' 0 12'
Individual Toe:
Vehicles with 4.2L supercharged engine 0 6' 0 8'
Vehicles with 3.6L Diesel engine 0 6' 0 8'
Thrust Angle 0 5'
Track 1626 mm (64.0 in)
Suspension System - General Information - Four-Wheel Alignment

General Procedures
Special Tool(s)
Camber setting tool (LRT-57-
045)
211-318
NOTE: A change in camber means a change in toe, therefore camber must always be adjusted first.
1. NOTE: Only use calibrated equipment recommended by

Land Rover.
Check the tie rod ends, suspension joints, wheel bearings

and wheels and tires for damage, wear and free play.
Check and adjust the tire pressures.
Roll the vehicle backwards and forwards to settle

the steering and suspension.
Make sure the wheel alignment equipment is

properly calibrated.
2. Note the readings from the steering geometry test

equipment and adjust the geometry as required.
For additional information, refer to: Specifications (204-
00 Suspension System - General Information,
Specifications).
3. Adjust the rear wheel alignment.
4. Adjust the rear camber.
Loosen the rear camber adjusting bolt.
Rotate the rear camber adjusting bolt

until the correct value is obtained.
Tighten the nut to 165 Nm (121 lb.ft).
Repeat the above procedure for the other

side.
5. Adjusting the toe.
Loosen the tie-rod end lock nut.
Turn the eccentric and adjust the toe to

the specified value.

side.
6. Adjust the front wheel alignment.

7. Adjust the front camber.
Remove the suspension turret cap.
Break off the damper location pin.
Loosen the damper nut illustrated.

side.
8. Install the special tool.
Loosen the 2 remaining damper nuts.
Adjust the camber to the specified value

by rotating the nut on the special tool.
Tighten the nuts to 56 Nm (41 lb.ft).

side.
9. Adjust the front toe.
10. CAUTIONS:
Do not allow the gaiter to twist.
To prevent damage to the tie rods, use an

additional wrench when loosening or tightening
the components.
NOTE: Both tie rods must be rotated by an equal

amount.
Loosen the tie-rod end lock nut.
Align the steering to straight ahead.
Adjust the steering gear tie rod, rotate

using the hexagon on the tie rod.
Check, and if necessary, repeat the

wheel alignment procedure until the
correct values are obtained.
Tighten the tie rod end lock nut to 55 Nm

(40 lb.ft).

side.
Front Suspension -
Stabilizer bar link nuts + 100 74
Stabilizer bar clamp nuts 56 41
Subframe to body bolts +
Stage 1 - All bolts 165 122
Stage 2 - Rear bolts Then a further 90 degrees Then a further 90 degrees
Subframe to front crossmember bolt 132 97
Rear lower arm ball joint bolts + 60 44
Rear lower arm ball joint nut 80 59
Front lower arm ball joint nut 80 59
Front lower arm to subframe bolt +
Stage 1 165 122
Stage 2 Then a further 90 degrees Then a further 90 degrees
Rear lower arm to subframe bolt +
Stage 1 165 122
Stage 2 Then a further 90 degrees Then a further 90 degrees
Wheel knuckle to shock absorber bolts 250 184
Shock absorber and spring assembly top mounting nuts 56 41
+ New nut/bolts must be installed
Front Suspension - Front Suspension
FRONT SUSPENSION
Front Suspension Components
Item Part Number Description

1 - right-hand (RH) front damper assembly
2 - RH tie rod
3 - Subframe body mounts
4 - Front cross link valve
5 - Stabilizer bar
6 - left-hand (LH) front damper assembly
7 - LH tie rod
8 - LH front hub assembly
9 - LH lower arm
10 - LH stabilizer bar link
11 - LH front height sensor
12 - Front subframe
13 - RH front height sensor (hidden)
14 - RH lower arm
15 - RH stabilizer bar link
16 - RH front hub assembly
17 - Hardened washer (2 off)
The front suspension on vehicles from 2007 model year features a common tubular stabilizer bar across all
engine variants.
The suspension arms have been designed for maximum ground clearance. Suspension geometry can be
adjusted via the strut top mount for camber and on the steering rack track rod ends for toe-in.
The following wheel travels are shown for on road and off-road vehicle operation. The difference between the
two operating conditions is a result of operation of the air suspension front cross-link valve. When the cross-
link valve is opened, the suspension travel is as given for off-road wheel travel. When the cross-link valve is
closed the suspension travel given for on road applies.
The off road mode wheel travel is:
175 mm bump
95 mm rebound
This gives a total of 270 mm off road suspension travel.
The on road standard wheel travel is:
115 mm bump
155 mm rebound
This gives a total of 270 mm on road suspension travel.
NOTE: Overall wheel travel stated above will still be achieved when both wheels are moving in parallel
together.
The front suspension comprises:
Two air spring damping struts

Subframe
Stabilizer bar
Stabilizer bar links
Suspension arms
Two hub assemblies.
Struts
The front suspension struts are a MacPherson twin tube design with the conventional coil spring replaced by an
air spring. The lower end of the strut is connected to the front hub assembly with two bolts. The upper top
mount is attached to the inner fender with three studs and nuts.
The top mount has a bearing installed which reduces the force required on the steering when the strut rotates.
A paper gasket is fitted on the underside of the inner fender, between the inner fender and the top mount. The
gasket prevents the ingress of dirt and moisture into the bearing. When the strut is removed, this gasket must
be replaced with a new item to maintain the performance of the bearing and care must be taken to ensure that
the gasket is correctly positioned.
The damper functions by restricting the flow of hydraulic fluid through internal galleries within the damper. A
damper rod moves axially within the damper. As the rod moves, its movement is limited by the flow of fluid
through the galleries thus providing damping of undulations in the terrain. The damper rod is sealed at its exit
point from the damper body to maintain fluid within the unit and to prevent the ingress of dirt and moisture.
The seal also acts as a wiper to keep the rod outer diameter clean.
NOTE: The dampers fitted to TDV8 vehicles differ to the dampers fitted to petrol vehicles to compensate for
the extra weight and handling characteristics of the vehicle.
The air spring is fitted on the upper part of the strut. Within the strut module the air spring elements comprise
a top plate assembly, an air bag and a base piston. The air bag is attached to the top plate and the piston with
a crimped ring. The air bag is made from a flexible rubber material which allows the bag to expand with air
pressure and deform under load. On the side of the top cap is a connector which allows for the attachment of
the air hose from the cross-link valve. The piston is made from plastic and is shaped to allow the air bag to roll
over its outer diameter.
TDV8 and supercharged vehicles also feature mass attached to the top mount. The mass has no function with
the vehicle suspension but is fitted to improve NVH produced by the braking system.
Subframe
The subframe is fabricated from steel tubing to provide a robust platform for the mounting of the suspension
and engine. The subframe is attached to the vehicle body via six mountings.
The subframe fabrication provides accurate location for the suspension components and the steering rack.
Additional brackets allow for the attachment of the height sensors and the engine mountings. The stabilizer bar
is attached across the rear of the subframe and is mounted in flexible bushes which are secured with 'D'
shaped clamp plates.
Stabilizer Bar and Links
The stabilizer bar is fabricated from 31 mm diameter, spring steel tube with a 5.5 mm wall thickness. The
stabilizer bar operates, via a pair of links, from a bracket mounted on each strut.
The stabilizer bar is attached to the rear of the subframe with two bushes which are bonded to the bar and
cannot be removed. Clamp plates are pressed onto the bushes and must not be removed. The stabilizer bar is
secured to the subframe with the clamp plates which are located on studs on the subframe and secured with
nuts.
Each end of the stabilizer bar is attached to a bracket on each strut via a stabilizer link. This arrangement
allows the stabilizer bar to act on a 1:1 ratio with the wheel travel providing maximum stabilizer bar
effectiveness. A hardened washer is fitted between the ball joint and the strut mounting plate. The hardened
washer prevents the ball joint damaging the bracket, which could lead to loosening of the torque on the nut. It
is important that this washer is in the correct position and the correct, hardened washer is fitted. Failure to fit
the washer or using an incorrect washer will result in relaxation of the torque on the self-locking nut and
damage will be caused to the stabilizer bar link and the strut.
Each stabilizer link has a ball joint fitting at each end mounted at 90 to the axis of the link. The ball joints
improve the response and efficiency of the stabilizer bar. The top ball joint attaches directly to a bracket on the
strut and the lower ball joint attaches to a hole in the stabilizer bar. Both ball joints are secured with self-
locking nuts.
Each link must be attached to the stabilizer bar with the ball joint on the outside of the bar and the locknut
facing inwards. The ball joints on the stabilizer links are not serviceable and if replacement of either is
necessary, a new stabilizer link will be required.
Suspension Links
The front suspension hub assembly is secured to the subframe via two suspension links:
Lower Arm
Each lower arm is fitted with a bush which is secured with a bolt between two brackets on the subframe. The
opposite end of the lower arm is fitted with a tapered ball joint which attaches to the hub assembly. The arm
has a bracket on its upper face which provides for attachment of the air suspension height sensor.
Tie Rod
The tie rod is located rearward of the lower arm. The tie rod is fitted with a compliance bush which is secured
with a bolt between two brackets on the subframe. The opposite end of the tie rod has a tapered hole which
locates on a ball joint which is bolted to the hub assembly.
Hub Assembly
The hub assembly comprises a swivel hub, drive flange and bearing. A seal and bearing are fitted in the swivel
hub and are secured with a circlip. The drive flange has the wheel studs attached to it and locates on the
splined drive shaft and is secured with a stake nut.
The forged swivel hub has a vertical boss with two cross holes. This provides location for the strut assembly
which is secured with bolts and nuts to the swivel hub. Two additional bosses provide location for the brake
calliper.
The lower part of the swivel hub has two threaded holes which allow for the attachment of the ball joint which
locates the outer end of the tie rod. A further tapered hole allows for the attachment of the lower arm ball
joint.
A hole is machined at 90 to the hub bearing. This hole allows for the fitment of the anti-lock brake system
(ABS) wheel speed sensor which is secured with a screw into an adjacent threaded hole. The speed sensor
reads off a target which is part of the drive shaft assembly.
Front Suspension - Front Lower Arm

Special Tool(s)
Ball joint separator
205-754(LRT-54-027)
Removal
1. WARNING: Do not work on or under a vehicle

supported only by a jack. Always support the vehicle on
safety stands.
Raise and support the vehicle.

2. Remove the wheel and tire.
3. Release the height sensor link.
4. CAUTION: Make sure the ball joint seal is not
damaged. A damaged seal will lead to the premature
failure of the joint.
Using the special tool, release the front lower arm

from the wheel knuckle.
Remove the nut.
5. NOTE: LH illustration shown, RH is similar.
Remove the front lower arm.
Remove and discard the nut and bolt.
Installation
1. WARNING: Make sure that a new bolt is installed.
CAUTION: Only tighten the nuts and bolts when the

suspension is in the normal drive position.
Install the front lower arm.
Tighten the nut and bolt to 165 Nm (121 lb.ft).

plus a further 90 degrees.
2. Secure the wheel knuckle to the front lower arm.
3. Secure the height sensor link.

4. Install the wheel and tire.
Tighten the wheel nuts to 140 Nm (103 lb.ft).
5. Check, and if necessary, adjust the wheel alignment.

Front Suspension - Front Lower Arm Bushing
Special Tool(s)
Remover/installer
204-507
Removal
NOTE: bushes must be replaced as a pair
1. Raise and support the vehicle.

2. Remove the wheels and tires.
3. LH front: Release the suspension height sensor
link.
4. Release the LH front lower arm.
Remove and discard the bolt.
5. Using the special tools, remove the front lower

arm bushes.
Installation
1. Using the special tools, install the front lower arm
bushes.

Secure the LH front lower arm.

3. LH front: Secure the suspension height sensor link.

4. Repeat the above procedure for the RH side.
5. Install the wheels and tires.
Front Suspension - Front Stabilizer Bar

Removal
1. Remove the engine undershield.
For additional information, refer to: Engine Undershield
(501-02 Front End Body Panels, Removal and
Installation).

safety stands.
Raise the front of the vehicle.

3. Remove the front wheels and tires.
4. Release the stabilizer bar links from the stabilizer
bar.
Remove the 2 nuts.
5. NOTE: RH illustration shown, LH is similar
Remove the 2 heat shields from the stabilizer

bar.
Remove the 4 nuts.
Remove the 4 bolts.
6. Support the front subframe.

7. Lower the rear of the front subframe.
Loosen the 2 bolts.
Remove and discard the 6 bolts.
8. Release the front stabilizer bar.
Remove the 4 nuts.
9. Remove the front stabilizer bar.
Installation
1. Install the front stabilizer bar.
Locate the front stabilizer bar clamps.

Loosely install the nuts.
2. Secure the front subframe.
Tighten the new bolts to 165 Nm (122 lb.ft).
Tighten the 2 rear bolts a further 90 degrees.
Tighten the bolts to 133 Nm (98 lb.ft).
3. Secure the stabilizer bar links.
4. Tighten the front stabilizer bar clamp nuts to 56 Nm (41

lb.ft).
5. Install the stabilizer bar heat shields.
Tighten the nuts.
Tighten the bolts.
6. Install the front wheels and tires.
7. Install the engine undershield.

Installation).
Front Suspension - Front Stabilizer Bar Link
Removal

safety stands.

3. Release the stabilizer bar link.
Remove the nut.
4. CAUTION: Note the fitted position of the

special washer.
Remove the stabilizer bar link.
Remove the nut.
Collect the washer.
Installation
1. Install the stabilizer bar link.
Install the special washer.

Front Suspension - Rear Lower Arm
Special Tool(s)
205-754(LRT-54-027)
Removal

Using the special tool, release the front lower arm

Remove the nut.
Remove the front lower arm.

Using the special tool, release the rear lower arm

Remove the nut.
7. Remove the rear lower arm.
Installation

Install the rear lower arm.

2. Secure the wheel knuckle to the rear lower arm.

Install the front lower arm.

4. Secure the wheel knuckle to the front lower arm.
Front Suspension - Rear Lower Arm Ball Joint

Special Tool(s)
205-754(LRT-54-027)
Removal
NOTE: The rear lower ball joints can be replaced individually.

safety stands.
2. CAUTION: Make sure the rear lower arm

does not over articulate. Failure to follow this
instruction will lead to premature failure of the
rear lower arm ball joint.
Release the rear lower arm.
Using a suitable tie strap, reposition the

rear lower arm to one side.
3. Remove the rear lower arm and ball joint
assembly.
Remove and discard the 2 Torx bolts.
Remove and discard the tie strap.
4. CAUTION: Make sure the ball joint seal is

not damaged. A damaged seal will lead to the
premature failure of the joint.
Using the special tool, release the rear lower

arm from the ball joint.
Remove the nut.
Installation
1. CAUTION: Make sure that new bolts are installed.
Install the rear lower arm ball joint.
2. CAUTIONS:
Only tighten the nuts and bolts when the suspension

is at the normal ride height. Failure to follow this
instruction will lead to premature failure of the rear lower
arm bush.
Make sure that a new bolt is installed.
Install the rear lower arm.

3. Secure the wheel knuckle to the rear lower arm.

Front Suspension - Rear Lower Arm Bushing
Special Tool(s)
Remover/Installer
204-508
Removal
1. Remove the LH rear lower arm.
For additional information, refer to: Rear Lower Arm
(204-01 Front Suspension, Removal and Installation).
2. Using the special tools, remove the rear lower arm
bushes.
Installation
1. Using the special tools, install the rear lower arm
bushes.
2. Install the LH rear lower arm.

For additional information, refer to: Rear Lower Arm
(204-01 Front Suspension, Removal and Installation).
3. Repeat the procedure for the RH side.
Front Suspension - Shock Absorber and Spring Assembly
Removal
NOTE: Vehicles with high performance brakes have a damper fitted to the top of each front suspension air
spring. The damper is secured with high strength thread adhesive and must be replaced if the air spring is
renewed.

safety stands.

2. Remove the front road wheel.
3. Using the Land Rover approved diagnostic system,
depressurize the air suspension.
For additional information, refer to: Air Suspension
System Depressurize and Pressurize (204-05 Vehicle
Dynamic Suspension, General Procedures).
4. Release the ABS sensor lead and brake line.
Release from the 3 clips.
5. LH side: Release the brake pad wear sensor

lead.
Release from the clip.

special washer.
NOTE: Use an additional wrench to prevent the

ball joint rotating.
Release the stabilizer bar link.
Remove the nut.

7. WARNING: Use a jack to support the hub
and lower arm.
Release the hub from the air suspension spring.
Remove the 2 nuts and 2 bolts.
Lower the jack.
8. Mark the fitted position of the stud to aid assembly.
Remove the nut.
9. CAUTIONS:
Lower the air suspension spring sufficiently

to release the air line connection.
Do not allow the brake caliper to hang on

the brake hose.
NOTE: Models with standard brakes shown,

models with high performance brakes similar.
Release the air suspension spring.
Remove the cap.
Remove the 2 remaining nuts.
10. CAUTION: Before disconnecting or

removing the components, ensure the area
around the joint faces and connections are clean
and dry. Plug open connections to prevent
contamination.
Remove the air suspension spring.
Disconnect the air line.
Remove and discard the gasket.

Installation
1. CAUTIONS:
Make sure the tag on the gasket is visible.
The final tightening of the shock absorber

and spring assembly retaining nuts must be
carried out with the vehicle on its wheels.
NOTE: If installing a new air suspension spring,

remove the air line union.
NOTE: Align stud to mark made on removal.

Install the air suspension spring.
Clean the component mating faces.
Install a new gasket.
Install the air line but do not tighten the

union fully at this stage.
2. Tighten the air line union to 3.5 Nm (2.6 lb.ft).

3. Connect the hub to the air suspension spring.
Fit bolts and tighten nuts to 250 Nm (184 lb.ft).
4. CAUTION: The washer is hardened and must be

fitted in the correct position.

component from rotating.
Connect the stabilizer link.
5. Secure ABS sensor lead and brake line.
Secure into the 3 clips.
6. LH side: Secure the brake pad wear sensor lead.

Secure in the clip.
7. Vehicles with high performance brakes: Install

a new damper.
Apply a 3 mm bead of high strength

retainer STC 50554 to the thread.
Tighten to 20 Nm (15 lb.ft).
Install the cap.
8. CAUTION: The air springs must be fully

pressurised before the weight of the vehicle is applied to
them.
Using the Land Rover approved diagnostic system,

pressurize the air suspension.
9. Install the road wheel.
Tighten nuts to 140 Nm (103 lb.ft).
Front Suspension - Front Wheel Bearing and Wheel Hub

Special Tool(s)
Remover
204-509-3(LRT-60-033/5)
Remover
204-509-2(LRT-60-033/2)
Remover
204-509-1(LRT-60-033/1)
Remover
204-509-2(LRT-60-033/2)
Remover
204-509-4(LRT-60-033/6)
Installer
204-509-08(LRT-60-033-10)
Installer
204-509-10(LRT-60-033-12)
Installer
204-509-09(LRT-60-033-11)
Removal
1. Remove the wheel knuckle assembly.
For additional information, refer to: Wheel Knuckle (204-
01, Removal and Installation).
2. Remove the brake disc shield.
Remove the 3 bolts.
3. Install the special tools to the wheel knuckle.
4. NOTE: Pins locate in the holes marked front.
Install the special tools to the wheel knuckle.
5. NOTE: Outer bearing track will remain on drive flange.
Using the special tools, remove the wheel hub.

6. Remove the special tools.
7. Using the special tools, remove the front wheel
bearings.
Remove and discard the circlip.
9. Remove the front wheel bearing inner track from

the wheel hub.
Installation
1. Locate the wheel knuckle on to the special tools.
2. Using the special tools, install the front wheel

bearings.
Apply suitable sealant to the bearing mating

surface in the wheel knuckle for half its
length.
Install a new circlip.
3. Using the special tools, install the wheel hub.

5. Install the brake disc shield.
Tighten the bolts.
6. Install the wheel knuckle assembly.

Front Suspension - Wheel Knuckle

Special Tool(s)
211-314(LRT-57-036)
205-754(LRT-54-027)
Halfshaft remover/replacer
204-506/3(LRT-60-030/3)
204-506/1(LRT-60-030/1)
204-506/2(LRT-60-030/2)
Retainers - halfshaft
remover/replacer
204-506/5(LRT-60-030/5)
Removal

safety stands.

2. Remove the front wheel and tire.
3. With assistance, remove and discard the halfshaft
nut.
4. Remove the RH front brake disc.

For additional information, refer to: Brake Disc - Vehicles
With: High Performance Brakes (206-03 Front Disc
Brake, Removal and Installation).
5. Release the RH front anti-lock brake system (ABS)
sensor and wiring harness.
Release the clip.
Remove the bolt.
6. Loosen the RH tie rod end locking nut.

Using the special tool release the RH tie rod

end.
Remove and discard the nut.
8. RH side front: Release the suspension height

sensor.
9. Using the special tool release the RH front lower

arm.
Remove the nut.
Loosen the nut and bolt.
10. Using the special tool release the RH rear lower

arm.
Remove the nut.

11. Using the special tools, release the halfshaft from
the wheel hub.

13. Release the halfshaft from the wheel hub.
14. Remove the wheel knuckle assembly.
Installation
1. Install the wheel knuckle assembly.
Tighten the nuts and bolts to 250 Nm (184 lb.ft).
2. Locate the halfshaft in the wheel hub.
Lightly lubricate the halfshaft splines.
Clean the halfshaft and wheel hub splines.
3. Using the special tool, pull the halfshaft in to the wheel

hub.
4. Remove the special tool.
5. CAUTION: Only tighten the nuts and bolts when

the suspension is in the normal drive position.
Secure the RH rear lower arm.
Tighten the rear lower arm nut and bolt to 165 Nm

(122 lb.ft) plus a further 90 degrees.

Secure the RH front lower arm.
Tighten the lower arm nuts and bolts to 165 Nm

7. RH side front: Secure the suspension height sensor.

8. Secure the RH tie rod end.
Install a new nut and tighten to 80 Nm (59 lb.ft).
9. Secure the RH front ABS sensor and wiring harness.
Apply anti-seize compound to the ABS sensor.
Tighten the bolt to 8 Nm (6 lb.ft)
Secure in the clip.
10. Install the RH front brake disc.

11. With assistance tighten the wheel hub nut to 420 Nm
(311 lb.ft).
Use a new nut.
Stake the nut to the halfshaft.
Front Suspension - Shock Absorber and Spring Assembly

Disassembly
WARNINGS:
Ensure the spring compressor Safe Working Load (SWL) meets or exceeds the spring rating quoted in the
Specifcations section.
For additional information, refer to: Specifications (204-00, Specifications).
Always follow the spring compressor manufacturer's instructions.

safety stands.

2. Remove the shock absorber and spring assembly.
For additional information, refer to: Shock Absorber and
Spring Assembly (204-01, Removal and Installation).
3. Install a suitable spring compressor in a vise.
4. Install the shock absorber and spring assembly in the
spring compressor.
Compress the spring just sufficiently to relieve the

spring tension.
5. Remove the shock absorber.
Restrain the shock absorber spindle,

remove and discard the nut.
Remove the upper bush rebound plate

and upper bush.
Remove the upper mounting assembly.
Remove the dust tube and rebound plate

assembly.
Remove the spring aid.
6. Remove the spring from the spring compressor.

7. Clean and inspect the components for
deterioration.
To aid reassembly, mark the position of

the rubber insulator in relation to the
upper mounting plate.
Remove the rubber insulator.
Remove the spacer.
Remove the rebound plate from the dust

tube.
Assembly
1. Install the spring in the spring compressor.
Make sure the spring is installed with the

close coils positioned towards the top of the
shock absorber.
2. Install the spring aid.

3. Install the dust tube.
Install the rebound plate into the dust tube.
4. Install the shock absorber.
Make sure the spring is correctly located in the

spring seat.
5. Install the upper mounting.
Install the spacer and rubber insulator, making

sure the spacer drops over the stud heads and the
insulator is aligned with the mark made
previously.
Install the upper bush and upper bush rebound

plate.
6. Install the shock absorber and spring assembly.

For additional information, refer to: Shock Absorber and
Spring Assembly (204-01, Removal and Installation).
Rear Suspension -
Lower arm to wheel knuckle bolt + 250 184
Upper arm to wheel knuckle bolt + 165 121
Shock absorber to lower arm bolt + 90 66
Shock absorber top nut 27 20
Shock absorber mounting nuts + 63 46
Stabilizer bar clamp bolts 56 40
Stabilizer bar link nuts + 100 74
Toe link ball joint nut + 165 121
Toe link to subframe bolt + 165 121
Height sensor link to lower arm nut 19 14
Height sensor to bracket bolts 5 3.7
Lower arm to subframe bolts + 165 121
Upper arm to subframe bolts + 180 133
Subframe to body bolts + 165 121
+ A new nut or bolt must be installed
Rear Suspension - Rear Suspension

REAR SUSPENSION
Rear Suspension Components

1 - Subframe mounts
2 - right-hand (RH) air spring
3 - RH lower wishbone
4 - Stabilizer bar
5 - left-hand (LH) air spring
6 - LH lower wishbone
7 - Rear cross link valve
8 - RH rear hub assembly
9 - RH damper
10 - RH upper wishbone
11 - LH damper
12 - Compressor assembly
13 - LH rear hub assembly
14 - LH toe control arm
15 - LH upper wishbone
16 - LH rear height sensor
17 - Rear subframe
18 - RH rear height sensor
19 - RH toe control arm
20 - LH stabilizer bar link
21 - RH stabilizer bar link
The independent rear suspension arms have been designed for maximum ground clearance. Wheel alignment
can be adjusted for camber and toe-in using eccentric bolts.
The following wheel travels are shown for on road and off-road vehicle operation. The difference between the
two operating conditions is a result of operation of the rear cross-link valve. When the cross-link valve is
opened the suspension travel is as given for off-road wheel travel. When the cross-link valve is closed the
suspension travel given for on road applies.
The off road mode wheel travel is:
190 mm bump
140 mm rebound
This gives a total of 330 mm off road suspension travel.
The on road standard height wheel travel is:
140 mm bump
190 mm rebound
This gives a total of 330 mm on road suspension travel.
NOTE: Overall wheel travel stated above will still be achieved when both wheels are moving in parallel
together.
The rear suspension comprises:
Two dampers
Two air springs
Subframe
Two upper wishbones
Two lower wishbones
Two toe control arms
Stabilizer bar
Two stabilizer bar links
Two hub assemblies.
Dampers
The rear dampers are unique to Range Rover and are of a mono-tube design manufactured by Bilstein. The
mono-tube design gives the following advantages over conventional twin tube dampers:
Lightweight construction
Excellent high frequency response
Consistent performance - mono-tube design eliminates fluid aeration and emulsification
Larger diameter piston produces increased fluid displacement for a given damper stroke resulting in
more accurate damping control.
The damper comprises a single tube which forms the operating cylinder. The lower end of the cylinder has an
eye which accepts the bush for mounting to the lower wishbone. A piston and rod slides inside the cylinder.
The rod emerges from the top of the cylinder which is fitted with a rod guide and a seal.
A dust cover is fitted to the top of the piston rod and protects the rod from damage. A bump stop is fitted to
the top of the piston rod, under the dust cover, and protects the damper from full travel impacts. A top mount
is attached to the top of the piston rod and is secured with a flanged nut. A hardened washer is fitted between
the shoulder on the piston rod and the bump washer which is fitted inside the dust cover. When the damper is
removed and replaced, care must taken to ensure that the correct hardened washer is refitted in the correct
position. The washer prevents the piston rod shoulder causing damage to the bump washer.
The piston is fitted with reed valves which cover a series of holes, through which oil can pass. A chamber at the
base of the damper is sealed by a free floating piston. The chamber is filled with inert gas. When the damper is
assembled and filled with oil, the gas is in a compressed condition below the piston. On the bump stroke, the
downward movement of the piston displaces oil from the full area (bottom) of the cylinder to the cylinder
annulus (top). The energy required to pump the oil through the piston drillings and reed valves creates the
damping action.
As the piston moves downwards, the volume available on the annulus side of the piston is less than required
by the displaced oil from the full area side. When this occurs, the free floating piston moves downwards,
further compressing the gas and providing the additional volume for the displaced oil and further enhancing the
damping process.
The dampers are located between the lower wishbone and the vehicle body. The lower mounting is fitted with a
bush which provides for the attachment to the wishbone with a bolt and nut. The damper top mounting is
located in a turret in the body and secured to the body with three nuts. A paper gasket is located between the
damper top mounting and the body and prevents the ingress of dirt and moisture into the mounting studs and
corresponding holes in the body. It is important that this gasket is discarded and replaced with a new item
when the damper is removed.
NOTE: The dampers fitted to TDV8 vehicles differ to the dampers fitted to petrol vehicles to compensate for
the extra weight and handling characteristics of the vehicle.
Air Springs
Each air spring comprises a top plate assembly, an air bag and a base piston. The air bag is attached to the top
plate and the piston with a crimped ring. The air bag is made from a flexible rubber material which allows the
bag to expand with air pressure and deform under load. The top plate assembly comprises the plastic top plate
with a spigot which protrudes through a hole in the subframe. On the side of the top cap is a connector which
allows for the attachment of the air hose from the cross-link valve. The piston is made from plastic and is
shaped to allow the air bag to roll over its outer diameter. The base of the piston has a splined stud in the
center and an offset timing peg for correct orientation of the air spring into the lower wishbone.
The air springs are located rearward of the dampers and are retained between the subframe and the lower
wishbone. The air spring is attached to the lower wishbone with a screw which is fitted from the underside of
the wishbone into the splined stud on the base of the piston. The air spring top plate is attached to the
subframe via an integral 'D' shaped spigot which is secured with a retaining clip.
NOTE: The air spring fitted to TDV8 vehicles differs to the air spring fitted to petrol vehicles to compensate
for the extra weight of and handling characteristics the vehicle.
Subframe
The subframe is fabricated from steel tubing to provide a robust platform for the mounting of the suspension
and the rear differential. The subframe is attached to the vehicle body via four, voided rubber mounts.
Two bushes at the front of the subframe and one at the rear allow for the attachment of the rear differential.
Additional brackets, bolted to the subframe, allow for the attachment of the height sensors. The stabilizer bar
is attached across the rear of the subframe and is mounted in flexible bushes which are secured with 'D'
shaped clamps.
Upper and Lower Wishbones
Upper Wishbone
The steel fabricated upper wishbone has two bushes pressed into housings which provide for the attachment to
the subframe. The bushes are located between brackets on the subframe and are secured with bolts and nuts.
The outer end of the upper wishbone has two brackets with slotted holes. A boss on the hub is fitted with a ball
joint which locates between the brackets and is secured with an eccentric bolt, washer and nut. This allows for
the adjustment of the rear wheel camber. Rotation of the bolt moves the eccentric head against a recessed slot
in the bracket, moving the location of the hub in the upper wishbone slots, allowing the camber to be adjusted
to within the set limits. A rubber bump stop is fitted centrally on the upper wishbone to cushion the wishbone
movement when the suspension is at the extremes of its travel.
Lower Wishbone
The lower wishbone is larger than the upper wishbone and is a steel fabrication. Two bushes are pressed into
the wishbone and provide for the attachment to the subframe. The bushes are located between brackets on the
subframe and secured with bolts and nuts. The lower wishbone has a platform which provides for the
attachment of the air spring. A welded bracket allows for the attachment of the anti-roll bar link. A boss on the
hub is fitted with a ball joint which locates between brackets on the lower wishbone. The hub is secured to the
lower wishbone with a bolt and nut. A bracket with a tubular extension provides for the attachment of the
damper lower mounting.
Toe Control Arms
The toe control arm is a forged steel component. One end is fitted with a taper ball joint and the opposite end
has a bush pressed into an integral housing.
The bush locates between brackets on the subframe and is secured with a special eccentric bolt, washer and
nut. This allows for the adjustment of the rear wheel toe-in. Rotation of the bolt moves the eccentric head
within a recessed slot in the bracket, allowing the toe-in to be adjusted within the set limits.
The taper ball joint locates in a tapered hole in the hub and is secured with a nut.
Stabilizer Bar and Links
The stabilizer bar is fabricated from 26.5 mm diameter, solid spring steel. The stabilizer bar operates, via a
pair of links, from a bracket on the upper face of each lower arm.
The stabilizer bar is attached to the rear of the subframe with two bushes which are bonded to the bar and
cannot be removed. Clamp plates are pressed onto the bushes and must not be removed. The stabilizer bar is
secured to the subframe with the clamp plates which are secured with bolts.
The ends of the stabilizer bar are attached to the lower arms via stabilizer bar links.
Each stabilizer bar link has a ball joint fitting mounted at 90 to the axis of the link at each end which improves
response and efficiency. The top ball joint attaches to the stabilizer bar and is secured with a nut. The lower
ball joint attaches to the lower wishbone and is secured with a nut. The ball joints on the stabilizer bar links are
not serviceable and if replacement of either is necessary, a new stabilizer bar link will be required.
A hardened steel washer is fitted between the lower ball joint and the bracket on the lower wishbone. The
hardened washer prevents the ball joint damaging the bracket which could lead to loosening of the nut torque.
When the link is removed it is important to ensure that the correct hardened washer is replaced in the correct
position.
Hub Assembly
The hub assembly comprises a wheel hub, drive flange and bearing. A seal and bearing are fitted in the wheel
hub and are secured with a circlip. The drive flange has wheel studs attached to it and locates on the splined
drive shaft and is secured with a stake nut.
The cast wheel hub has a vertical boss with a cross hole. A ball joint is pressed in the hole and provides the
attachment point for the upper wishbone. The upper wishbone is secured to the wheel hub with a bolt and nut.
An additional boss with two cross holes provide location for the brake caliper.
A second vertical boss with a cross hole at the bottom of the wheel hub provides for the attachment of the
lower wishbone. A ball joint is pressed in the hole and the lower wishbone is secured with a bolt and nut. A
further tapered hole in the wheel hub allows for the attachment of the toe control arm ball joint.
A hole is machined in the wheel hub at 90 to the hub bearing. This hole allows for the fitment of the anti-lock
brake system (ABS) wheel speed sensor which is secured with a screw into an adjacent threaded hole. The
speed sensor reads off a target which is part of the drive shaft assembly.
Rear Suspension - Lower Arm

Removal

safety stands.

3. Remove the rear wheels and tires.

special washer.
Remove the LH stabilizer bar link.
Remove the 2 nuts.
Collect the washer.
Remove the nut.
6. Using a suitable hydraulic jack, support the lower arm.

7. Release the shock absorber from the lower arm.
Remove the bolt.
8. CAUTION: Do not extend or compress the air

spring.
Release the rear air spring from the lower arm.
Remove the bolt.
9. Release the wheel knuckle from the lower arm.
10. Remove the lower arm.
Installation

NOTE: Make sure that new nuts and bolts are installed.
Install the lower arm.

Locate the air spring in the lower arm.

NOTE: Make sure that new nuts and bolts are installed.
Secure the wheel knuckle to the lower arm.
3. Secure the air spring to the lower arm.
Tighten the bolt to 7 Nm (5 lb.ft).
4. Secure the shock absorber to the lower suspension arm.
Tighten the nut to19 Nm (14 lb.ft).
6. Install the LH stabilizer bar link.

9. Install the rear wheels and tires.

Rear Suspension - Lower Arm Ball Joint
Special Tool(s)
Ball joint remover/installer
204-516/1(LRT-64-026/1)
204-516/2(LRT-64-026/2)
204-516/3(LRT-64-026/3)
204-516/4(LRT-64-026/4)
Removal
1. Remove the tie rod.
For additional information, refer to: Toe Link (204-02
Rear Suspension, Removal and Installation).
2. Position jack under damper mounting bracket
to support lower arm.
Release the damper from the lower arm.
Remove the nut and bolt.

3. Remove and discard nut and bolt securing
lower arm to hub.
4. Lower support jack.

5. Release hub from lower arm and support to give access
to ball joint.
6. Remove and discard the circlip.
7. Remove 2 bolts securing brake caliper to hub.
Release caliper from hub and tie aside.
8. Remove Allen screw securing brake disc to drive flange.

9. Remove the brake disc.
10. Remove lower bolt securing brake disc backplate to
hub for access.
11. Remove ball joint using LRT-64-026/1 with
LRT-64-026/3. (RH side illustrated)
Installation
1. Clean ball joint and location in hub.
2. Fit ball joint with circlip groove facing towards
rear using LRT-64-026/3 with LRT-64-026/2
3. Fit new circlip.

4. Clean lower arm and hub mating faces.
5. Align hub to lower arm, fit new nut and bolt.
Tighten the bolt to 250Nm (184 lb.ft)
6. Install the bolt securing the brake disc backplate to hub.
Tighten bolt to 10Nm (7 lb.ft)
7. Ensure mating surfaces of disc and drive flange are

clean.
8. Install the disc to the flange, install the screw.
Tighten screw to 16Nm (12 lb.ft)
9. Install the caliper to the rear hub.
Tighten bolts to 65Nm (48 lb.ft)
10. Secure the spring and damper assembly to the lower

arm.
11. Fit tie rod.

For additional information, refer to: Toe Link (204-02
Rear Suspension - Lower Arm Bushing
Special Tool(s)
Remover/Installer (LRT-64-
028)
204-518
Removal
3. Remove the lower arms.
For additional information, refer to: Lower Arm (204-02
4. Using the special tools, remove the LH lower arm
bushes.
Installation
1. Using the special tools, install the LH lower arm
bushes.

3. Install the lower arms.
For additional information, refer to: Lower Arm (204-02

Rear Suspension - Rear Stabilizer Bar
Removal
1. WARNING: Make sure to support the vehicle with

axle stands.

2. Remove the LH rear air spring.
For additional information, refer to: Rear Air Spring
(204-05 Vehicle Dynamic Suspension, Removal and
Installation).
3. Disconnect the battery ground cable.
00 Charging System - General Information,
Specifications).
4. Remove the exhaust system.
For additional information, refer to: Exhaust System
(309-00A Exhaust System - 4.2L SC V8 - AJV8, Removal
and Installation).

Release the stabilizer bar links from the

stabilizer bar.
Remove the stabilizer bar link nut.
Repeat procedure for the other side.
6. NOTE: RH illustration shown, LH is similar.
NOTE: Note the fitted position of the stabilizer

bar and bushings to aid installation.
Remove the stabilizer bar.
Remove the 2 nuts.
Repeat procedure for the other side.
Installation
1. Install the stabilizer bar.
Tighten the nuts to 56 Nm.
2. NOTE: Use an additional wrench to prevent the ball joint

rotating.
Connect both rear stabilizer bar links to the stabilizer bar.
Tighten the nuts to 100 Nm.
3. Install the exhaust system.

and Installation).
4. Connect the battery ground cable.
Specifications).
5. Install the LH rear air spring.
For additional information, refer to: Rear Air Spring
(204-05 Vehicle Dynamic Suspension, Removal and
Installation).
Rear Suspension - Rear Stabilizer Bar Link

Removal

safety stands.
Raise the rear of the vehicle.


special washer.
Remove the stabilizer bar link.
Remove the 2 nuts.
Collect the washer.
Installation
1. Install the stabilizer bar link.

Rear Suspension - Toe Link
Removal

safety stands.

3. Release the toe link from the wheel knuckle.
Remove the nut.
Remove the nut.
5. Mark the position of the bolt.
6. Remove the toe link.
Collect the washer.

Installation

Install the toe link.
Install a new bolt.
Align the bolt to the marks made previously.
Install the washer.
2. Secure the toe link to the wheel knuckle.
Tighten the nut to19 Nm (14 lb.ft).
Rear Suspension - Upper Arm4.4L NA V8 - AJ41/4.2L SC V8 - AJV8

Removal
and Installation).
5. Release the anti-lock brake system (ABS) wiring
harness.
Release the 3 clips.
6. Release the brake pipe.
Remove the 2 bolts.
7. Release the parking brake cable.
Remove the bolt.
8. Using a suitable hydraulic jack, support the lower arm.
9. CAUTION: Note the position of the bolt.
Release the wheel knuckle from the upper arm.
10. Release the air suspension spring.
Remove the clip.

11. Release the rear shock absorber from the lower
suspension arm.
Remove the bolt.
12. Using a suitable hydraulic jack, support the rear

subframe.
13. Release the rear subframe.
Remove the 2 bolts.
14. Lower the subframe to a maximum of 75 mm (2.95

inches).
Remove the 2 washers.
15. Remove the upper arm.
Remove the 2 bolts.
Installation

Install the upper arm.
Discard old nuts and bolts and then tighten the

new nuts and bolts to 180 Nm (133 lb.ft).
2. Secure the rear subframe.

Install the washers.
3. Secure the rear shock absorber to the lower suspension

arm.
Discard old nut and bolt, then tighten the new bolt
to 90 Nm (66 lb.ft).
4. Secure the air suspension spring.
Install the clip.

Secure the wheel knuckle to the upper arm.
Install a new nut and bolt, and tighten to 165 Nm

(122 lb.ft).
6. Secure the parking brake cable.
7. Secure the brake pipe.
8. Secure the ABS harness.
Secure the clips.


and Installation).
Rear Suspension - Upper Arm Ball Joint
Special Tool(s)
Remover/installer rear upper
arm ball joint
204-525/3

arm ball joint
204-525/2

arm ball joint
204-525/1
Removal
1. Remove the wheel knuckle.
02 Rear Suspension, Removal and Installation).
2. Using the special tools, remove the ball joint.
Position machined face against the

special tool.
Installation
1. Clean the components.
2. CAUTIONS:
Ensure the ball joint seal is not damaged. A

damaged seal will lead to the premature failure of
the joint.
If the push in force is less than 10 kN the

wheel knuckle must be replaced.
Using the special tools, install the ball joint.
Position machined face against the

special tool.
3. Install the wheel knuckle.

Rear Suspension - Upper Arm Bushing4.4L NA V8 - AJ41/4.2L SC

V8 - AJV8
Special Tool(s)
Bush remover/installer
204-514
Removal
3. Remove the upper arm.
For additional information, refer to: Upper Arm - 4.4L NA
V8 - AJ41/4.2L SC V8 - AJV8 (204-02 Rear Suspension,
Removal and Installation).
4. NOTE: Secure the upper arm in a suitable vice.
Using the special tools, remove the upper arm

bushes.
Installation
1. Using the special tools, install the upper arm
bushes.
Align the bushes as shown.
2. Install the upper arm.

For additional information, refer to: Upper Arm - 4.4L NA
V8 - AJ41/4.2L SC V8 - AJV8 (204-02 Rear Suspension,
Rear Suspension - Wheel Bearing and Wheel Hub

Special Tool(s)
Remover
204-509-1(LRT-60-033/1)
Remover
204-509-2(LRT-60-033/2)
Remover
204-509-3(LRT-60-033/5)
Remover
204-509-4(LRT-60-033/6)
Remover 2 off
204-509-6(LRT-60-033/8)
Remover
204-509-7(LRT-60-033/9)
Rear wheel bearing

remover/installer
204-509/10(LRT-60-033/10)
Installer
204-509-9(LRT-60-033/11)
Installer (LRT-60-033/12)
204-509-8
Removal

safety stands.

2. Remove the rear wheels and tires
4. Release the brake disc shield.
Remove the 4 bolts.
5. NOTE: The bearing track will remain on the

wheel hub.
Using the special tools, remove the wheel hub.
6. Remove the brake disc shield.

8. Using the special tools, press out the rear
wheel bearing.
Remove and discard the circlip.
9. Using a bearing separator and the special tool,

remove the rear wheel bearing inner track.
Installation
1. Using the special tools, install the rear wheel
bearing.
2. Install the brake disc shield.
Tighten the M8 bolts to 25 Nm (18 lb.ft).

3. Using the special tools, press the wheel hub
into the rear wheel bearing.

Rear Suspension - Wheel Knuckle

Special Tool(s)
204-506/1(LRT-60-030/1)
204-506/2(LRT-60-030/2)
204-506/3(LRT-60-030/3)
remover/replacer
204-506/5(LRT-60-030/5)
Halfshaft installer adapter
204-506-01(LRT-60-030/4)
Removal

safety stands.

3. With assistance, remove and discard the
halfshaft retaining nut.
Release the nut stake.
4. Remove the rear brake disc.

For additional information, refer to: Brake Disc (206-04
Rear Disc Brake, Removal and Installation).
5. NOTE: Rotate the parking brake shoe retainers
through 90 degrees to release them from the back
plate.
Remove the parking brake shoes as an

assembly with the lower spring and the
adjuster.
Remove the brake shoe upper return

spring.
Remove both shoe retainers.
6. Remove the parking brake shoe expander.
7. Disconnect the rear wheel speed sensor.
Release the clip.
Remove the Allen screw.
8. Release the parking brake cable clip.

9. Disconnect the parking brake cable from the
wheel knuckle.
Remove the bolt.
10. NOTE: Use an additional wrench to prevent

the component from rotating.
Release the toe link.
Remove the nut.

11. CAUTION: Make sure the ball joint seal
is not damaged. A damaged seal will lead to the
Release the lower arm.
Using a trolley jack, support the lower

arm.
12. Using the special tools, release the halfshaft

from the wheel hub.
13. CAUTIONS:
Make sure the ball joint seal is not

damaged. A damaged seal will lead to the
Mark the position of the bolt in relation to

the arm.
Release the upper arm.
Remove the special bolt and discard the

nut.
Remove the special washer.

Remove the wheel knuckle.
Installation

damaged. A damaged seal will lead to the premature failure
of the joint.
Install the wheel knuckle.
Connect to the tie rod.
Install the special bolt to the upper arm.
2. Secure the upper arm and wheel knuckle.
Align the bolt to the marks made previously.
Install a new nut and lightly tighten.

3. Using the special tools, install the halfshaft in
the wheel hub.

of the joint.
Secure the lower arm and wheel knuckle.
Install a new nut and bolt and tighten to 250 Nm

(184 lb.ft).

of the joint.

Install the toe link nut and tighten it to 165 Nm (121

lb.ft).
6. Install a new halfshaft retaining nut and lightly tighten.
7. Install the parking brake cable.
8. Secure the parking brake cable clip.
Tighten the Allen screw to 5 Nm (4 lb.ft)
9. Install the rear wheel speed sensor.
Tighten the Allen screw to 8 Nm (6 lb.ft).
Secure the lead in the clip.
10. Install the parking brake shoe expander.

11. Install the parking brake shoes.
Install the retainers.
Install the return spring.
12. Install the brake disc.

13. Tighten the halfshaft retaining nut to 420 Nm (311
lb.ft).
15. Tighten the upper arm to wheel knuckle nut and bolt to
165 Nm (121 lb.ft).
Wheels and Tires - Wheels and Tires
TIRES
Care must be taken when removing and refitting tires to ensure that the tire pressure sensor is not damaged.

1 - Tire valve and pressure sensor
2 - Tire fitting/removal tool initial start position
3 - High tire and bead tension area
4 - Low tire and bead tension area
When removing the tire, the bead breaker must not be used within 90 degrees of the tire valve in each
direction.
When using the tire removal machine, the fitting arm start position must be positioned as shown in the tire
changing illustration. The wheel can then be rotated through 180 degrees in a counterclockwise direction. This
will relieve the high tension from the tire bead allowing the remaining 180 degrees of the tire to be manually
pulled from the rim.
When refitting the tire, position the fitting arm as shown. Rotate the tire and take care that the bead on the
low tension side of the tire does not damage the sensor.
Tread Act - NAS Only
Vehicles supplied to the North American markets must comply with the legislation of the Transport Recall
Enhancement, Accountability and Documentation (TREAD) act. Part of the requirement of the TREAD act is for
the vehicle to display a label, positioned on the driver's side B-pillar, which defines the recommended tire
inflation pressure, load limits and maximum load of passengers and luggage weight the vehicle can safely
carry. This label will be specific to each individual vehicle and will be installed on the production line.
This label must not be removed from the vehicle. The label information will only define the specification of the
vehicle as it came off the production line. It will not include dealer or owner fitted accessory wheels and tires of
differing size from the original fitment.
NOTE: If tires and wheels of a non-standard size are fitted to the vehicle, the car configuration file must be
updated using a Land Rover approved diagnostic system.
If the label is damaged or removed for body repair, it must be replaced with a new label specific to that
vehicle. A new label is requested from Land Rover parts and will be printed specifically for the supplied VIN of
the vehicle.
TIRE PRESSURE MONITORING SYSTEM (TPMS)
Tire Pressure Monitoring System - Component Location

1 - Initiator
2 - Tire pressure sensor
3 - Instrument cluster
4 - TPMS module
5 - RF receiver
The purpose of the Tire Pressure Monitoring System (TPMS) is to assist the driver in maintaining the vehicles
tire pressures at the optimum level in order to:
improve fuel consumption

maintain ride and handling characteristics
reduce the risk of rapid tire deflation which may be caused by under inflated tires
comply with legislation in relevant markets.
The TPMS measures the pressure in each of the tires on the vehicle (including the spare, if required) and issues
warnings to the driver if any of the pressures deviate from defined tolerances.
NOTE: During a blow out a very rapid reduction in pressure is experienced. The system is not intended to
warn the driver of a blow out, since it is not possible to give the driver sufficient warning that such an event is
occurring, due to its short duration. The design of the TPMS is to assist the driver in keeping the tires at the
correct pressure, which will tend to reduce the likelihood of a tire blow out occurring.
NOTE: TPMS is inhibited when the vehicle is in Delivery mode. For more details on Delivery mode refer to the
PDI manual.
A single TPMS hardware configuration is used. TPMS status information is relayed to the driver with a message
displayed in the instrument cluster message center and a warning indicator light emitting diode (LED).
TPMS Module
The TPMS module is mounted on a bracket adjacent the auxiliary junction box. The module is retained in
position with two plastic locknuts. The three connectors of the module point towards the floor of the vehicle.
The TPMS modules main function is to detect the following:
the tire pressure is below the recommended low tolerance value under inflated tire
the location of the tire on the vehicle.
The TPMS module also communicates with the vehicle instrument cluster to provide the driver with appropriate
warnings that show the importance of the condition detected and indicate the status/failure of TPMS
components.
Tire Location
Because of the requirement for different pressure targets and thresholds for the front and rear tires, the TPMS
module can identify the location of the tires on the vehicle, and assign a received tire pressure sensor
identification to a specific position on the vehicle (i.e. FL (front left), FR (front right), RL (rear left) or RR (rear
right)).
Tire location is performed automatically by the module using an auto-location function. This function requires
no manual intervention by the driver. The TPMS module can automatically learn the position of tires on the
vehicle if the tire pressure sensors or their positions are changed on the vehicle.
The tire learn and location process is ready to commence when the vehicle has been stationary or is traveling
at less than 12 mph (20 km/h) for 15 minutes. This is known as 'parking mode'. The learn/locate process
requires the vehicle to be driven at speeds of more than 12 mph (20 km/h) for 15 minutes. If the vehicle
speed reduces to below 12 mph (20 km/h), the learn process timer is suspended until the vehicle speed
increases to more than 12 mph (20 km/h), after which time the timer is resumed. If the vehicle speed remains
below 12 mph (20 km/h) for more than 15 minutes, the timer is set to zero and process starts again.
The TPMS module can automatically detect, under all operating conditions, the following:
one or more tire pressure sensors have been replaced

one or more tire pressure sensor identifications are missing
one or more alien identifications are being received, i.e. the module can reject identifications from
tire pressure sensors that do not belong to the vehicle
the spare tire and one of the tires in use on the vehicle have exchanged position on the vehicle.
If the tire pressure sensors fitted to the running wheels (not the spare) are changed, the module can learn the
new sensor identifications automatically. The learn function requires no manual intervention by the driver.
If a new sensor is fitted to the spare tire it must have its identification code programmed into the TPMS module
using a Land Rover approved diagnostic system, or used on the vehicle as a 'running' wheel and the vehicle
driven for 15 minutes at more than 12.5 mph (20 km/h).
Spare Tire Identification
Depending on the vehicle specification, the spare tire may or may not be fitted with a tire pressure sensor.
NOTE: Tire pressure sensors cannot be fitted to steel space saver spare wheels.
If the spare tire is fitted with a tire pressure sensor, the TPMS module can detect it, determine that it is the
spare tire and monitor its pressure and issue warnings to the driver accordingly. If the TPMS module expects
the spare tire to be fitted with a tire pressure sensor and it does not, the module will not show a fault to the
driver, however a fault code will be stored in the TPMS module.
If the spare tire is being monitored and the driver replaces a flat running tire with the spare tire, the module
will not continually warn the driver that the original flat tire (now in the spare position) is flat. This prevents
distraction of the driver by constant pressure warnings being issued. The driver is reminded by a message
displayed for 20 seconds at each ignition on cycle that the spare tire is flat.
System Operation
Each time the vehicle is driven, the TPMS module transmits a Low Frequency (LF) (125 KHz) signal to each
initiator in turn. This is received by the tire pressure sensor which transmits a Radio Frequency (RF) (315 or
433 MHz depending on market) signal to the RF receiver. This signal contains coded data which corresponds to
sensor identification, air pressure, air temperature and acceleration data. This signal is communicated to the
TPMS module via a LIN bus.
The system enters 'parking mode' after the vehicle speed has been less than 12.5 mph (20 km/h) for 12
minutes. In parking mode the tire pressure sensors transmit a coded signal to the module once every 13
hours. If the tire pressure decreases by more than 1 lbf/in2 (0.6 bar) the sensor will transmit more often if
pressure is being lost.
The spare tire sensor transmits a signal every 13 hours in the same manner as the road wheels when in
parking mode. If the tire pressure decreases by more than 1 lbf/in2 (0.6 bar) the sensor will transmit more
often if pressure is being lost.
As each wheel responds to the LF signal from the TPMS module, it is assigned a position on the vehicle and is
monitored for the remainder of that drive cycle in that position.
When the vehicle has been parked for more than 15 minutes and then driven at a speed of more than 12.5
mph (20 km/h), the initiators fire in turn for 6 seconds 433MHz systems or for 18 seconds on 315 MHz systems
in the following order:
Front left
6 second pause (for the TPMS module to detect a response from the tire pressure sensor)
Front right
6 second pause
Rear right
6 second pause
Rear left
6 second pause.
Each tire pressure sensor responds in turn so the module can establish the sensor positions at the start of the
drive cycle. This process is repeated up to three times but less if the sensor positions are already known in the
module. The process is known as 'Auto Location' and takes 3 to 4 minutes on 433 MHz systems and 7 to 8
minutes on 315 MHz systems to complete. During this period the tire sensors transmit at regular intervals,
once every 5 seconds on 433 MHz systems and once every 15 seconds on 315 MHz systems. For the remainder
of the drive cycle the tire sensors transmit once every 60 seconds or if a change in tire pressure is sensed until
the vehicle stops and the system returns to parking mode.
Once the wheel position is established, the initiators stop firing a signal and do not fire again until the vehicle
has been parked for more than 15 minutes. The signal transmissions from each wheel sensor continue at 1
minute intervals whilst the vehicle is being driven. This transmission is to monitor the tire pressure.
At 25% deflation the amber warning indicator in the instrument cluster is illuminated and an appropriate
message displayed in the message center.
RF Receiver
The RF receiver is mounted behind the overhead console and connects to the vehicle harness via a fly lead. A 3
way electrical connector faces the rear of the vehicle.
The RF receiver receives transmissions from each of the tire pressure sensors via an internal antenna. This
information is then communicated to the TPMS module via a dedicated Local Interconnect Network (LIN) bus.
Initiator
The initiators are located at the front of the front wheel arches and at the rear of the rear wheel arches and are
secured with two scrivets. The TPMS has four initiators and each has a connector which connects with the body
harness.
The initiator is a passive, Low Frequency (LF) transmitter. Each initiator provides an auto-location feature to
identify tire positions on the vehicle and transmit that data to the TPMS module.
The TPMS module energizes each initiator in turn using LF drivers. The corresponding tire pressure sensor
detects the resulting LF transmission and responds by initiating an RF transmission of its data. This data is
received by the RF receiver and communicated to the TPMS module via a LIN bus. The module can then
determine which sensor is transmitting and its location on the vehicle.
Tire Pressure Sensor
The TPMS system uses active tire pressure sensors which are mounted on each wheel, inside the tire cavity.
The sensor is retained in position by the valve attachment to the wheel structure. The sensors transmit their
RF signals at either 315 MHz or 433 MHz dependent on market requirements.
The sensors periodically measure the pressure and temperature of the air inside the tire plus the centripetal
acceleration acting on the sensor. These measurements are transmitted periodically to the RF receiver located
behind the overhead console.
The tire pressure sensors are self-contained units which have no electrical connections into or out of the
sensor.
The care points detailed in the 'Tires' section of this chapter must be followed to avoid damage to the sensor. If
the sensor is replaced, the nut, seal and washer must also be replaced and the sensor tightened to the correct
torque value as given in the Service Repair manual.
The RF transmission from the sensor contains a unique identification code in its transmission data, so that the
TPMS module can identify the tire on the vehicle. If the sensor is replaced on a 'running' wheel, the new sensor
identification will be learnt when the vehicle is first driven at a speed of more than 12.5 mph (20 km/h) for 15
minutes. If a new sensor is fitted to the spare wheel, the identification for that sensor must be programmed
into the TPMS module using a Land Rover approved diagnostic system or that wheel will not be monitored. The
code is provided on a label with the complete wheel and tire assembly when new and is also printed on the
casing of each sensor.
The replacement spare wheel may also be programmed to the vehicle by using it as a 'running' wheel for 15
minutes at more than 12.5 mph (20 km/h), then replacing it to the spare wheel position.
In order to conserve battery power, the tire sensor module uses different transmission rates when the wheel is
stationary or moving. The wheel speed required to change between the stationary and moving transmission
rates is very low to allow for the requirement for slow off-road driving.
Instrument Cluster Indications

1 - Amber warning indicator
2 - Message center
The warning indications to the driver are common on all vehicles fitted with TPMS. Warnings are conveyed by
an amber LED warning indicator and a text message displayed in the message center.
The warning indicator and message center are driven by CAN messages from the TPMS module. The warning
indicator is illuminated by the cluster software for 3 seconds when the ignition is switched to position II for a
bulb check.
NOTE: If the vehicle is not fitted with the TPMS, the warning indicator will not illuminate at any time.
For additional information, refer to: Information and Message Center (413-08 Information and Message Center,
Description and Operation).
Controller Area Network (CAN)
The TPMS module sends and receives a number of digital messages via the medium speed controller area
network (CAN). The received messages are used for the operation of the TPMS. The transmitted messages
comprise of TPMS status and requests to the instrument cluster to illuminate warnings indicators and/or display
messages in the message center.
Received Messages
The TPMS module receives the messages shown in the following table.
Message Transmitted By
Vehicle speed anti-lock brake system (ABS) module
External ambient temperature - corrected automatic temperature control (ATC) module
Internal ambient temperature - corrected ATC module
Side lamp status central junction box (CJB)
Ignition switch status CJB
Odometer value Instrument cluster
Minute counter Instrument cluster
Vehicle voltage level Instrument cluster
Starter relay status engine control module (ECM)
Diagnostic physical request A Land Rover approved diagnostic system
Diagnostic functional request A Land Rover approved diagnostic system
Engine running status ECM
Master car configuration identification Instrument cluster
Car configuration parameters Instrument cluster
Steering wheel angle Steering angle sensor
Rear suspension load Air suspension control module
Transmitted Messages
The TPMS module transmits the messages shown in the following table.
Message Received By
TPMS diagnostic response A Land Rover approved diagnostic system.
TPMS amber warning indicator request at 25% tire deflation Instrument cluster
TPMS audible alert Instrument cluster
TPMS message display request Instrument cluster
Diagnostics
The TPMS module has a diagnostic connection via the medium speed CAN to enable system status and faults to
be retrieved using a Land Rover approved diagnostic system.
Additionally, an on-board diagnostic routine within the TPMS module constantly monitors the system and alerts
the driver to system faults by illuminating the amber warning indicator, emitting a tone from the instrument
cluster sounder and/or displaying a message in the instrument cluster message center.
Fault Detection
If a sensor fails, the amber warning indicator in the instrument cluster will be illuminated. A message 'XX Tyre
Not Monitored' will be displayed in the message center in addition to the amber warning indicator.
NOTE: 'XX' is the tire position on the vehicle, e.g. FL (front left), FR (front right), RL (rear left) or RR (rear
right).
If more than one sensor fails or the TPMS module develops a fault, the amber warning indicator will be
illuminated. A message 'Tyre Monitoring System Fault' will be displayed in the message center in addition to
the amber warning indicator. This fault could also be caused if RF interference near the vehicle affects the
system signal reception. When the interference has ceased, the fault will be automatically cancelled and the
TPMS will operate normally.
If a tire pressure sensor battery voltage becomes low, the sensor transmits a message to the TPMS module.
The module stores the low battery condition as a fault flag in its memory with no other visual warnings
displayed. If the battery fails, the sensor will stop transmitting and the TPMS module will transmit a message
to display 'FL Tyre Not Monitored' for example in the message center. The dealer should interrogate the TPMS
module for the fault flag using a Land Rover approved diagnostic system to determine the cause of the
message. If the battery has failed, the sensor must be replaced and the stored fault flags removed using a
Land Rover approved diagnostic system. The TPMS module will learn the identification of the new sensor when
the vehicle is driven. If the replaced sensor is fitted to the spare wheel (if fitted), its identification must be
manually programmed into the module using a Land Rover approved diagnostic system or by using it as a
'running' wheel for 15 minutes at more than 12.5 mph (20 km/h), then replacing it to the spare wheel position.
CONTROL DIAGRAM
NOTE: A = Hardwired; F = RF Transmission; N = Medium Speed CAN Bus; 0 = LIN bus; W = LF

Transmission
1 - Fusible link 17E (50A)
2 - Ignition switch
3 - Fuse 36P (5A)
5 - RF Receiver
6 - TPMS module
8 - Tire pressure sensor - spare (if fitted)
9 - Initiator - Rear right hand
10 - Initiator - Rear left hand
11 - Initiator - Front right hand
12 - Initiator - Front left hand
13 - Tire pressure sensor - Rear right hand
14 - Tire pressure sensor - Rear left hand
15 - Tire pressure sensor - Front right hand
16 - Tire pressure sensor - Front left hand
Wheels and Tires - Tire Low Pressure Sensor

Removal
NOTE: It is strongly recommended that the valve seal and steel washer is replaced each time a tire is
changed to avoid a seal failure. The seal and washer must be replaced if the sensor is removed. Removal of the
sensor retaining nut must be regarded as sensor removal. The valve cap must always be in place except when
inflating, releasing pressure or checking pressure.

safety stands.

3. CAUTION: To avoid damage to the tire low

pressure sensor, release the tire bead from the rim, 180
degrees from the valve.
Remove the tire from the wheel.
4. CAUTIONS:
Do not push on the valve.
If the tire low pressure sensor is to be re-

installed, a new washer, seal and nut must be
installed.
Remove the tire low pressure sensor.
Remove the nut.
Release and withdraw the sensor along

the valve axis.
5. If necessary, install a new seal and washer.
Remove and discard the seal and washer.
Install a new washer and seal, making

sure the valve remains pressed fully onto
its seat.
Installation
1. CAUTION: Do not use compressed air to clean the

sensor. Do not clean the sensor with solvents or cleaning
agents of any type, use a clean dry cloth.
2. CAUTION: Do not apply any lubricant to

the new valve.
NOTE: If the sensor is replaced on a 'running'

wheel, the new sensor identification will be learnt
when the vehicle is first driven. If a new sensor is
fitted to the spare wheel the identification for that
sensor must be programmed into the Tire
Pressure Monitoring System (TPMS) module using
T4. The identifcation code is provided on a label
with the complete assembly and is also printed on
the casing of each sensor.
Install the tire low pressure sensor.
Install and hand tighten the nut whilst

keeping the sensor in place.
3. Install the tire and balance the wheel.


Wheels and Tires - Tire Pressure Monitoring System (TPMS) Front
Antenna
Removal

safety stands.

2. Remove the front wheel.
3. Release the front of the fender splash shield.
Remove the plastic nut.
Remove the 6 screws.
4. Remove the tire pressure antenna.
Disconnect the electrical connector.
Installation
1. Install the tire pressure antenna.
Install the 2 clips.
Connect the electrical connector.
2. Secure the fender splash shield.
Tighten the screws.
Tighten the nut.
3. Install the front wheel.

Wheels and Tires - Tire Pressure Monitoring System (TPMS)

Module
Removal
1. Remove the access panel from the loadspace
RH trim panel.
2. Release the auxiliary junction box mounting

bracket.
Remove the 3 bolts.
3. Remove the tire pressure monitoring module.
Disconnect the 2 electrical connectors.
Remove the 2 nuts.
Installation
1. Install the tire pressure monitoring module.
Tighten the nuts.
Connect the electrical connectors.

2. Secure the auxiliary junction box mounting bracket.
3. Install the access panel.

4. Using WDS, initiate a new control module.
Wheels and Tires - Tire Pressure Monitoring System (TPMS) Rear

Antenna
Removal

safety stands.

2. Remove the rear wheel and tire.
3. Remove the tire pressure antenna.
Remove the 2 retainers.
Installation
1. To install, reverse the removal procedure.
3. Initiate a new tire pressure antenna using T4.

Wheels and Tires - Wheel and Tire
Removal

safety stands.

2. NOTE: Left-hand shown, right-hand similar.
Remove the wheel and tire.
Remove the 5 nuts.
Installation
1. CAUTION: Apply a small amount of grease to the

hub and wheel mating surfaces before installation. Make
sure the grease does not come into contact with the
vehicles braking components and the wheel stud threads.
Failure to follow these instructions may result in personal
injury.
To install, reverse the removal procedure.
Vehicle Dynamic Suspension -

Air Suspension - General Specification
Item Specification
Ride height:
Off road 55 mm (2.1 in) above standard
Access - reselectable whilst
40 mm (1.6 in) below standard
vehicle is moving
High speed mode - non-
20 mm (0.8 in) below standard
selectable
Trim height Configured using the Land Rover approved diagnostic system
Height sensors:
Mounted to front and rear subframes with mechanical linkage to suspension lower
Location
arms
Height sensor arm color
coding:
Left hand side, front and
WHITE
rear
Right hand side, front and
BLACK
rear
Height sensor operating
voltages:
Item Specification
Supply voltage 5 volts - supplied by air suspension control module
Left-hand and right-hand rear: Voltage decreases with compression and
Output voltage increases with rebound Left-hand and right-hand front: Voltage increases with
compression and decreases with rebound
Spring/damper module
types:
Front Unguided air spring surrounding twin tube damper
Rear Unguided air spring, separate mono-tube damper
Pressures:
Normal - Front 800 to 1000 kPa (8.0 to 10.0 bar) (116.0 to 145.0 lbf/in)
Normal - Rear 500 to 800 kPa (5.0 to 8.0 bar) (72.5 to 116.0 lbf/in)
Comprises a piston compressor, 12 volt electric motor, solenoid operated exhaust
Air supply unit:
pilot valve, pressure relief valve, air dryer unit and two silencers
Controlled by Air suspension control module
Working pressure 1450 kPa (14.5 bar) (210.3 lbf/in)
Maximum pressure 2700 kPa (27 bar) (391.6 lbf/in)
Air reservoir:
Volume 10.2 liters (622 cu.in)
Nominal working pressure 1440-1550 kPa (14.4-15.5 bar) (208.85-224.8 lbf/in)
Maximum operating
2200 kPa (22 bar) (319 lbf/in)
pressure
Reservoir valve block Incorporates pressure sensor to monitor spring and air reservoir pressures
Valve blocks:
2 corner valves, 1 cross link valve - all mounted at rear of right-hand front wheel
Front
arch behind liner
2 corner valves, 1 cross link valve - all mounted at right-hand rear wheel arch
Rear
behind liner, adjacent to the fuel filler pipe
Air suspension compressor mounting bolts 10 7
Air suspension compressor upper and lower cover bolts 10 7
Voss connector to the front solenoid valve block 2.5 1.7
Voss connector to the rear solenoid valve block 2.5 1.7
Voss connector to the air suspension reservoir 5 4
Air suspension reservoir bolts:
M6 bolt 10 7
Torx bolt 25 18
Air suspension pressure switch 5 4
Air suspension compressor drier screw 3 2.2
Air suspension compressor muffler bolts 10 7
Suspension height sensor Torx bolts 2 1.5
Vehicle Dynamic Suspension - Vehicle Dynamic Suspension
AIR SUSPENSION COMPONENT LOCATION

1 - Reservoir
2 - Control switch
3 - Rear right-hand (RH) damper
4 - Rear valve block
5 - Rear RH air spring
6 - Reservoir valve block
7 - Compressor assembly
8 - Rear left-hand (LH) air spring
9 - Rear LH damper
10 - Rear LH height sensor
11 - Rear RH height sensor
12 - Air suspension control module
13 - Front LH strut assembly
14 - Front LH height sensor
15 - Front valve block
16 - Front RH height sensor
17 - Front RH strut assembly
GENERAL
The air suspension system is a four corner system which is fitted to all models.
The system is electronically controlled by an air suspension control module which controls the air supply unit,
reacts to inputs from four height sensors and distributes air around the system via valve blocks.
The main air suspension system components are:
Air suspension control module

Air supply unit
Four height sensors
Three valve block assemblies
Reservoir
Air harness
Two front struts incorporating air spring damper modules
Two rear air spring modules.
The four corner air suspension system maintains the vehicle height under all operating conditions by controlling
the mass of air in the air springs. The air suspension control module uses signals from the four height sensors
to maintain the correct suspension height, irrespective of vehicle load. Additionally, the system allows the
driver to request ride height changes to improve off-road performance or ease access or loading. The system
automatically adjusts the ride height to improve the vehicle handling and dynamics when speed increases or
decreases. This is achieved by operating pneumatic control valves to increase or decrease the mass of air in
the air springs.
The air suspension system has three driver selectable, pre-determined ride heights and an automated high
speed ride height. A driver interface indicates the selected ride height and height change movement. Additional
information is also relayed to the driver via the instrument cluster message center and by audible warnings
also transmitted by the instrument cluster.
Most height changes can only be made when the engine is running and the driver's and passenger doors are
closed.
The air suspension can be controlled manually by the driver using either a switch on the floor console or a
switch on the door to select the required height change.
The system will temporarily inhibit height adjustments when the vehicle is subject to cornering, heavy
acceleration or heavy braking. The inhibit function prevents unsettling of the vehicle by reducing the effective
spring rates.
Height changes are also restricted for safety reasons, when a door is opened and the vehicle is stationary for
example.
The air suspension system fitted to Range Rover is controlled by the air suspension control module which is
located behind the passenger side of the instrument panel. The control module is housed in a plastic bracket
adjacent the 'A' pillar. The control module monitors the height of each corner of the vehicle via four height
sensors, which are mounted in-board of each road wheel. The control module also performs an 'on-board
diagnostic' function to perform 'health checks' on the system. If faults are detected, codes are stored in the
control module and can be retrieved using the Land Rover approved diagnostic system.
The suspension geometry changes when moving from off-road to access heights. See the following table for
data:
Front Rear
Toe change 30 mins 10 mins
Camber change 90 mins 90 mins
Ride Height Tolerance Control
The air suspension control module has two ride height tolerance bands; normal tolerance and tight tolerance.
The control module considers the vehicle to be at target height if the current height is within the appropriate
tolerance band. Height adjustments are not made until the vehicle height falls outside of the tolerance band for
a pre-determined time. The time period is different depending on if the vehicle is moving or stationary. The
tolerance bands are as follows:
Normal 10 mm
Tight 3 mm.
The tight tolerance band is only used if set by the Land Rover approved diagnostic system for diagnostic
purposes or when the vehicle has been stationary for more than 5 minutes.
OPERATING MODES
The driver can manually select, using the air suspension switch, one of four ride states:
ON-ROAD - this height is the normal operating height of the vehicle

OFF-ROAD - this height is higher than the on-road height and provides improved ground clearance,
approach, departure and breakover angles
ACCESS - this height is lower than the on-road height and makes entering and exiting the vehicle
easier for the occupants
CRAWL (Locked at access) - this mode allows the vehicle to be driven at the access height at low
speeds to provide increased roof clearance in low car parks etc.
HIGH SPEED - A non-selectable, automatic high speed mode is provided which lowers the vehicle height to
improve vehicle handling.
NOTE: Vehicle height changes are restricted if the air suspension control module receives a 'Door Open'
signal from the generic electronic module (GEM) and the speed is less than 5 mph (8 km/h).
An additional 'TRANSPORTATION' mode is also available but is only selectable using the Land Rover approved
diagnostic system. When this mode is active most vehicle systems, in addition to the air suspension, are
inhibited or restricted to a minimal functionality.
If the air suspension control module senses that the vehicle has grounded and lost traction, the control module
can temporarily increase and/or redistribute the volume of air supplied to the affected air spring(s) to
maximize the available traction. This is known as extended mode and will be indicated to the driver by the
lamps on the air suspension switch flashing.
If the air suspension control module senses that the vehicle is prevented from moving upwards or downwards
during a height change or leveling correction, the control module will adopt a safe state and further height
changes will be suspended.
If a fault is detected by the air suspension control module, the control module will reduce the system
functionality dependent on the type and severity of the fault. The control module will also store a fault code
which can be retrieved using the Land Rover approved diagnostic system. If a severe fault occurs, the control
module will attempt to put the vehicle in a safe condition. A fault is relayed to the driver by the instrument
cluster message center and an audible warning emitted from the instrument cluster.
If the detected fault is minor and does not affect vehicle safety, the instrument cluster message center will
display the message 'SUSPENSION FAULT' and a chime will be emitted. The fault should be investigated and
rectified as soon as possible.
If the detected fault is more serious, the message center will display the message 'SUSPENSION FAULT
NORMAL HEIGHT ONLY' and a chime will be emitted. The fault should be investigated and rectified as soon as
possible.
If the detected fault is more severe the message center will display the message 'SUSPENSION FAULT MAX
SPEED 50KPH' and two chimes will be emitted every thirty seconds if this speed is exceeded. The message will
change to 'SUSPENSION FAULT' when the vehicle speed is reduced to less than 31 mph (50 km/h). The vehicle
should be driven slowly until the fault is rectified.
Air Suspension Control Switch

1 - Off-road height light emitting diode (LED)
2 - On-road (normal) height LED
3 - Access height LED
4 - Crawl mode LED
5 - Height change (lowering) switch and LED
6 - Height change (raising) switch and LED
7 - Drivers door module access switch
On-Road Mode
This is the normal ride height for the vehicle.
Off-Road Mode
Off-road mode will only be selectable if the vehicle speed is less than 25 mph (40 km/h). The vehicle will be
raised 55 mm (2.2 in) higher than the on-road mode to provide additional body clearance and improved
approach, departure and breakover angles. If the vehicle speed exceeds 31 mph (50 km/h), the air suspension
control module will automatically lower the vehicle to the on-road mode height. At 25 to 28 mph (40 to 45
km/h) a message is displayed in the message center to warn the driver to slow down or the vehicle will lower.
Access Mode
Access mode lowers the vehicle body height by 40 mm (1.6 in) and provides easier entry, exit and loading of
the vehicle. Access mode can be pre-selected when the vehicle is moving. The vehicle will partly lower as the
vehicle speed decreases, lowering to the full access mode height when the vehicle reaches 5 mph (8 km/h). If
the required road speed is not reached within a predetermined time, the air suspension will return the vehicle
to the previously selected height.
Access mode can be selected at any vehicle speed. When access mode is selected, the response of the air
suspension system will depend on the vehicle speed:
If the vehicle speed is more than 12.5 mph (20 km/h), the air suspension control module will wait for
up to one minute for the vehicle speed to be reduced. The access mode LED and the lowering LED will
flash while the air suspension control module waits for the vehicle speed to be reduced, the on-road
mode lamp will remain illuminated. If the vehicle speed is not reduced sufficiently, the access mode
request will be cancelled after 1 minute.
If the vehicle speed is less than 12.5 mph (20 km/h), the air suspension control module will lower the
suspension to a part lowered height and will remain at this height for up to one minute. The on-road
mode lamp will extinguish as the air suspension control module lowers the suspension to the part
lowered height. The access mode lamp and the lowering LED will illuminate. When part lowered is
reached, the lowering LED will flash. If the vehicle speed is not reduced to less than 5 mph (8 km/h)
in the one minute period, the access mode request will be cancelled.
If the vehicle speed is less than 5 mph (8 km/h), the suspension will be lowered to access mode
immediately. The access mode LED and the lowering LED will illuminate. When the access mode
height is reached, the lowering LED will be extinguished.
Access height may be selected up to 40 seconds after the ignition is turned off, provided that the driver's door
has not been opened within this time.
The suspension will automatically rise from access mode when the vehicle speed exceeds 6.2 mph (10 km/h).
If access mode was selected directly from off-road mode then the system will return to off-road mode when
the vehicle speed exceeds 6.2 mph (10 km/h). Otherwise the system will lift the suspension to On-road height.
Selecting Access Mode Directly from Off-Road Mode
When the suspension is in off-road mode height, pressing the 'Access' height change switch once, or pressing
the lowering switch twice before the lowering LED is extinguished, the control module will lower the suspension
to access mode height. The control module will remember to return the suspension to off-road height
automatically if the vehicle speed increases above 6.2 mph (10 km/h).
Alternatively, pressing the drivers door module access switch once will perform the same function.
Crawl (Locked at Access) Mode
Crawl mode allows the vehicle to be driven at low speeds with the suspension locked at the access mode
height. This allows the vehicle to be driven in low car parks etc. with increased roof clearance.
Crawl mode can be selected up to 21.7 mph (35 km/h) with a long press of the switch in a down direction. The
access mode lamp and the crawl mode lamp will be illuminated. When the control module is in crawl mode, on-
road mode height will be selected automatically if the vehicle speed exceeds 24.8 mph (40 km/h). At 18.6 to
21.7 mph (30 to 35 km/h) a message is displayed in the message center to warn the driver to slow down or
the vehicle will raise. Crawl mode can also be manually cancelled by moving the switch in the up direction for 1
second. The crawl mode lamp will now be extinguished.
High Speed Mode
High speed mode is a non-selectable, automatic mode which lowers the vehicle height by 20mm to improve
vehicle handling. This feature is fully automated and is 'invisible' to the driver.
If the vehicle speed exceeds 100 mph (160 km/h) for more than five seconds, the air suspension control
module initiates the high speed mode. When the vehicle speed reduces to less than 80 mph (130 km/h) for
more than 30 seconds, the vehicle returns to the On-Road height. This function is cancelled if a trailer is
connected to the trailer socket.
Automatic Height Change Warnings
When the suspension is in off-road mode, access mode or crawl mode height, the air suspension control
module will change the suspension height automatically when the vehicle speed exceeds a predetermined
threshold.
When the suspension is at off-road mode or crawl mode height, the control module issues a warning to advise
the driver that the vehicle is approaching the speed threshold. The instrument cluster sounder will emit a
chime, a message will be displayed in the message center and the on-road mode LED and either the raising or
lowering LED will flash.
The off-road mode or crawl mode height speed warning is removed when the vehicle speed is reduced.
SPECIAL MODES
Door Open Functionality
If one or more of the vehicle doors are opened during a height change when the vehicle is stationary, the air
suspension control module will restrict further height change. The door open signal is transmitted by the GEM
on the K bus to the instrument cluster gateway and from the cluster is transmitted on the high speed controller
area network (CAN) bus and received by the air suspension control module. This keeps the vehicle level to the
set height when a door opens to allow for changes in loading conditions.
The LED on the air suspension LED display for the target mode height will remain illuminated and the raising or
lowering LED will flash.
If all of the doors are closed within 90 seconds, the height change will resume. If the 90 second period is
exceeded and all of the doors are not closed, the height change will be cancelled. The mode LED's showing the
previously selected height and the target height will be illuminated. The mode height change can be reselected
by operating the appropriate air suspension switch, however, if the vehicle is driven at speed of more than 5
mph (8 km/h) the control module will continue to raise or lower the vehicle to the target mode height.
Extended Mode
If the vehicle becomes grounded and the traction control becomes operational, the air suspension control
module automatically increases the mass of air in the air springs to raise the vehicle clear of the obstruction.
Extended mode is activated automatically and cannot be selected manually.
When the air suspension control module has activated the extended mode, the off-road mode lamp will flash if
the suspension is above off-road mode height. The off-road mode and on-road mode lamps will flash if the
suspension is between off-road mode and on-road mode heights. The on-road mode and access mode lamps
will flash if the suspension is between on-road mode and access mode. A message will also be displayed in the
message center.
To exit the extended mode, press the air suspension switch briefly in the up or down position or alternatively
drive the vehicle at a speed of more than 2 mph (3 km/h) for 45 seconds.
Additional Lift in Extended Mode
When extended mode has been invoked and the automatic lifting of the vehicle is complete, the driver can
request an additional lift of the vehicle. This can be particularly useful when extended mode has been activated
on soft surfaces.
The additional lift can be requested once the height change LED has extinguished. Press and hold the air
suspension switch in the up position for 3 seconds whilst simultaneously depressing the brake pedal. A chime
from the instrument cluster will sound to confirm that the request has been accepted. The raising LED will be
illuminated while the vehicle is being lifted.
Suspension Prevented From Moving
If the air suspension control module is attempting to change the suspension height and it detects that the
suspension is prevented from moving, the control module will stop all suspension movement. This can be
caused by jacking the vehicle, attempting to lower the vehicle onto an object or raising the vehicle against an
obstruction.
The air suspension switch lamps operate as described for extended mode and the same message is displayed
in the message center. To re-start the air suspension system operating, press the air suspension switch briefly
in the up or down position or drive the vehicle at a speed of more than 2 mph (3 km/h) for 45 seconds.
Periodic Re-leveling
When the vehicle is parked, the air suspension control module 'wakes up' two hours after the ignition was last
switched off and then once every six hours. The vehicle height is checked and if the vehicle is not level within a
pre-set tolerance, small downwards height adjustments may be made automatically.
Transportation Mode
Transportation mode is a factory set mode which locks the suspension to enable the vehicle to be safely lashed
to a transporter. The suspension transportation mode is automatically set when the vehicle is configured for
transportation mode using the Land Rover approved diagnostic system. Transportation mode also affects other
vehicle systems which are inhibited or restricted to a minimal functionality
When the ignition switch is switched off, the vehicle will be lowered onto the bump stops. This ensures that the
securing straps do not become loose should air leak from the air springs.
When transportation mode is active, the air suspension switches are disabled. Periodic re-leveling is also
disabled.
When the engine is started, the air suspension control module will cause the vehicle to rise to a height of
20mm to allow sufficient ground clearance for the vehicle to be loaded. While the height is changing, all the
LED's in the air suspension control switch will flash and a chime will be emitted by the instrument cluster.
When the height of 20mm is reached, all the LED's will illuminate continuously and the chime will stop.
When the engine is switched off, the air suspension control module will cause the vehicle to lower to a height
of 60mm to allow the vehicle to be strapped down. While the height is changing, all the LED's in the air
suspension control switch will flash and a chime will be emitted by the instrument cluster. When the height of
60mm is reached, all the LED's will illuminate continuously and the chime will stop.
Calibration Mode
This mode is used when the air suspension control module has been replaced or a height sensor or suspension
component has been dismantled or replaced.
The following conditions apply when the vehicle is in calibration mode:
The ride height is set to tight tolerance

Fault reaction to vehicle identification number (VIN) mis-match with the Car Configuration File (CCF)
is disabled
The raise, lower, access and hold switches are disabled
System is controlled to on-road height only.
AIR SUSPENSION COMPONENTS
The air suspension comprises the following:
Two front struts incorporating air springs

Two rear air springs
Front and rear valve blocks
Reservoir valve block incorporating a pressure sensor
An air reservoir
Four height sensors
Air supply unit
Air supply pipes
Air suspension control switch.
The air suspension system is controlled by the air suspension control module. The control module is mounted
on a bracket adjacent the passenger side 'A' pillar.
Valve Blocks
Front and Rear Valve Blocks

A - Front valve block
B - Rear valve block
1 - Air inlet/outlet to reservoir valve block (Blue pipe)
2 - RH front air spring harness connection (Yellow pipe)
3 - Isolation rubber mounts
4 - Mounting bracket
5 - Location slots
6 - Electrical connector
7 - RH rear air spring harness connection (Yellow pipe)
8 - Air inlet/outlet to reservoir valve block (Blue pipe)
9 - LH rear air spring harness connection (Black pipe)
10 - LH front air spring harness connection (Black pipe)
Reservoir Valve Block

1 - Air supply unit
3 - Air harness connection to reservoir (Black pipe)
4 - Air inlet/outlet to rear valve block (Blue pipe)
5 - Air inlet/outlet to front valve block (Blue pipe with white tape)
6 - Air harness connection to air supply unit (Black pipe)
7 - Pressure sensor
Front and Rear Valve Blocks
The front and rear valve blocks are similar in their design and construction and control the air supply and
distribution to the front or rear pairs of air spring damper modules respectively.
The difference between the two valves is the connections from the valve block to the left and right hand air
spring damper modules and the valve size. It is important that the correct valve block is fitted to the correct
axle. Fitting the incorrect valve block will not stop the air suspension system from functioning but will result in
slow raise and lower times and uneven raising and lowering between the front and rear axles and may result in
misleading diagnostic trouble code (DTC)'s being set.
The front valve block is attached to a bracket at the rear of the right hand front wheel arch, behind the wheel
arch liner. The valve block has three attachment lugs which are fitted with isolation rubber mounts. The rubber
mounts locate in 'V' shaped slots in the bracket. The valve lugs locate in the holes above the slots and are
pushed downwards into positive location in the slots.
The rear valve block is attached to a bracket at the top of the right hand rear wheel arch, behind the wheel
arch liner and adjacent to the fuel filler pipe. The valve block has three attachment lugs which are fitted with
isolation rubber mounts which locate in the bracket in three slotted holes. The isolation rubber mounts locate in
the 'V' shaped slots and are pushed downwards into positive location in the slots.
The front and rear valve blocks each have three air pipe connections which use 'Voss' type air fittings. One
connection is an air pressure inlet/outlet from the reservoir valve block. The remaining two connections provide
the pressure connections to the left and right hand air springs.
Each valve block contains three solenoid operated valves; two corner valves and one cross-link valve. Each of
the valve solenoids is individually controlled by the air suspension control module.
Reservoir Valve Block
The four way reservoir valve block is located in the air supply unit sealed housing. The valve block is attached
to a bracket at the rear of the air supply unit on three attachment lugs which are fitted with isolation rubber
mounts. The isolation rubber mounts locate in the 'V' shaped slots in the bracket and are pushed downwards
into positive location in the slots.
The valve block controls the storage and distribution of air from the air supply unit and the reservoir and
contains an integral system pressure sensor.
The valve block has four air pipe connections which use 'Voss' type air fittings. The connections provide for air
supply from the air supply unit, air supply to and from the reservoir and air supply to and from the front and
rear valve blocks. The connections from the air supply unit and the front and rear control valves are all
connected via a common gallery within the valve block and therefore are all subject to the same air pressures.
The valve block contains a solenoid operated valve which is controlled by the air suspension control module.
The solenoid valve controls the air supply to and from the reservoir. When energized, the solenoid moves the
valve spool allowing air to pass to or from the reservoir.
The valve block also contains a pressure sensor which can be used to measure the system air pressure in the
air springs and the reservoir. The pressure sensor is connected via a harness connector to the air suspension
control module. The control module provides a 5V reference voltage to the pressure sensor and monitors the
return signal voltage from the sensor. Using this sensor, the control module controls the air supply unit
operation and therefore limits the nominal system operating pressure to 14.5 bar gage (210 lbf/in 2).
The following graph shows nominal pressure values against sensor output voltage.
A - Output voltage (V)
B - Pressure (kPa)
Removal of the reservoir valve block will require full depressurization of the reservoir. The valve block is a non-
serviceable item and should not be disassembled other than for replacement of the pressure sensor.
Valve Block Solenoid Specifications

Description Value
Coil resistance at 20C (68F) 2.05 Ohms 10%
NOTE: Resistance values will vary with coil temperature. Resistance of test leads must be measured before
any readings are taken. Resistance value of the test leads must be subtracted from final solenoid resistance
value.
Air Supply Unit

1 - Cover
2 - Motor electrical connector
4 - Pilot air pipe
5 - Secondary silencer
6 - Air dryer
7 - Base plate
8 - Rubber mount (4 off)
9 - Exhaust valve
10 - Intake pipe
11 - Exhaust silencer
12 - Air harness to front valve block
13 - Air harness to reservoir
14 - Air harness to rear valve block
15 - Secondary silencer
16 - Pilot exhaust valve
17 - Solenoid and sensors electrical connector
The air supply unit fitted from 2006MY is an improved unit providing quieter operation. Two silencer units are
incorporated into the unit assembly to reduce operating noise.
The air supply unit is located in a housing which is mounted in the spare wheel well and secured with four bolts
into threaded inserts to the vehicle floorpan. The unit is isolated from the vehicle body via four rubber isolation
mounts.
The reservoir valve block is also located within the housing on a separate bracket at the rear of the unit.
The unit is connected to the system via a single air pipe to the reservoir valve block. Three air pipes from the
reservoir valve block pass through an aperture in the unit housing and through a grommet in the wheel well. It
is important to ensure that this grommet is not disturbed and correctly installed. Incorrect fitment will allow
water to enter the wheel well leading to possible damage to and failure of the air supply unit.
The unit comprises a piston compressor, a 12V electric motor, a solenoid operated exhaust pilot valve, a
pressure relief valve, an air dryer unit and two silencers.
The electric motor, compressor, air dryer and pressure limiting and exhaust valve are mounted on a frame
which in turn is mounted on flexible rubber mountings to reduce operating noise. The unit is mounted on a
pressed base plate which is located on the floor of the wheel well. The unit is protected by a pressed cover
which is lined with an insulating foam further limiting the operating noise.
The air supply unit can be serviced in the event of component failure, but is limited to the following
components; air dryer, pilot exhaust pipe and the rubber mounts. Removal of the air supply unit does not
require the whole air suspension system to be depressurized. The front and rear valve blocks and the reservoir
valve block are normally closed when de-energized, preventing air pressure in the air springs and the reservoir
escaping when the unit is disconnected.
There are a number of conditions that will inhibit operation of the air supply unit. It is vitally important that
these system inhibits are not confused with a system malfunction. A full list of air supply unit inhibits are given
in the air suspension control module section in this chapter.
1 - Exhaust valve cap
2 - Plunger
3 - Valve seat
4 - Intake silencer port
5 - Delivery valve
6 - Valve guide
7 - Cylinder head
8 - Dryer case
9 - Desiccant
10 - Pilot air pipe
11 - Isolation rubber mount (not fitted to Range Rover)
12 - Motor assembly
13 - Crankcase
14 - Crank
15 - Crankcase cover
16 - Connecting rod
17 - Piston
19 - Spring - slave valve (pressure relief)
Electric Motor
The electric motor is a 12V dc motor with a nominal operating voltage of 13.5V. The motor drives a crank
which has an eccentric pin to which the compressor connecting rod is attached.
The motor is fitted with a temperature sensor on the brush Printed Circuit Board (PCB) assembly. The sensor is
connected to the air suspension control module which monitors the motor temperature and can suspend motor
operation if the operating thresholds are exceeded.
The following table shows the control module operating parameters for the differing air supply unit functions
and the allowed motor operating temperatures.
Motor Operating Temperatures
Leveling Reservoir Filling
OFF 140C (284F) 130C (266C)
ON 120C (248F) 110C (230F)
The following graph shows motor temperature sensor resistance values against given temperatures.
NOTE: This graph is also applicable for the compressor cylinder head temperature sensor.

A - Resistance (kOhms)
B - Temperature (C)
The following graph shows air suspension control module output voltages against motor temperature sensor
temperatures.
NOTE: This graph is also applicable for the compressor cylinder head temperature sensor.
A - Control module input voltage (V)
B - Temperature sensor (C)
Compressor
The compressor is used to supply air pressure to the air suspension reservoir. The air suspension control
module monitors the pressure within the reservoir and, when the engine is running, maintains a pressure of
14.5 bar gage (210 lbf/in2).
The compressor comprises a motor driven connecting rod and piston which operate in a cylinder with a
separate cylinder head. The motor rotates the crank moving the piston up and down in the cylinder bore. The
air in the cylinder is compressed with the up stroke and is passed via the delivery valve through the air dryer
and into the system.
The cylinder head is fitted with a temperature sensor. The sensor is connected to the air suspension control
module which monitors the cylinder temperature and can suspend motor and compressor operation if an
overheat condition occurs.
The following table shows the control module operating parameters for the differing air supply unit functions
and the allowed compressor cylinder head operating temperatures.
Compressor Cylinder Head Operating Temperatures

Leveling Reservoir Filling
OFF 140C (284F) 130C (266C)
ON 120C (248F) 110C (230F)
Refer to the motor temperature sensor graph for compressor cylinder head temperature sensor resistance
values and the air suspension control module output voltage / temperature sensor graph.
Air Dryer
Attached to the compressor is the air dryer which contains a Desiccant for removing moisture from the
compressed air. Pressurized air is passed through the air dryer which removes any moisture in the compressed
air before it is passed into the reservoir and/or the system.
When the air springs are deflated, the exhaust air also passes through the air dryer, removing the moisture
from the unit and regenerating the Desiccant.
The air dryer is an essential component in the system ensuring that only dry air is present in the system. If
moist air is present, freezing can occur resulting in poor system operation or component malfunction or failure.
Pilot Exhaust Valve
Attached to the cylinder head is a solenoid operated exhaust pilot valve. This valve is opened when the air
springs are to be deflated.
The pilot exhaust valve is connected to the air delivery gallery, downstream of the air dryer. The pilot valve,
when opened, operates the compressor exhaust valve allowing the air springs to be deflated.
When the solenoid is energized, pilot air moves the exhaust valve plunger, allowing pressurized air from the air
springs and/or the reservoir to pass through the air dryer to atmosphere.
Exhaust Valve
The exhaust valve operates when the pilot exhaust valve is opened, allowing air returning from the air springs
and/or the reservoir to be exhausted quickly.
The pilot exhaust valve also provides the system pressure relief function which protects the air springs from
over inflation. The valve is pneumatically operated, responding to air pressure applied to it to overcome
pressure from its internal spring. The valve is connected into the main pressure gallery which is always subject
to the system pressure available in either the air springs or the reservoir. The valve is controlled by a spring
which restricts the maximum operating pressure to between 22 to 27 bar gage (319 to 391 lbf/in2).
The minimum pressure in the system is also controlled by the exhaust valve to ensure that, even when
deflated, the air springs contain a positive pressure with respect to atmosphere. This protects the air spring by
ensuring it can still 'roll' over the piston without creasing.
Air Supply Unit Specifications

Description Value
Working pressure 14.5 bar gage
Maximum pressure (stabilized) 22.0 to 27.0 bar gage
Operating voltage 10 to 16.5 Volts (13.5 Volts nominal)
Running current consumption 20-50 Amps depending on load
Maximum start-up current 120 Amps
Pilot Exhaust Valve - Solenoid valve resistance at 20C (68F) 4 Ohms 10%
NOTE: Resistance values will vary with coil temperature. Resistance of test leads must be measured before
any readings are taken. Resistance value of the test leads must be subtracted from final solenoid resistance
value.
There are a number of conditions that will inhibit operation of the air suspension compressor. It is vitally
important that these inhibits are not confused with a system malfunction. A full list of compressor inhibits is
contained in the Air Suspension Control section.
Reservoir
The reservoir is an air storage vessel which provides fast air suspension lift times by the immediate availability
of pressurized air into the system.
The reservoir is located under the RH sill of the vehicle and is fabricated from steel and secured with four bolts
to the underside of the vehicle.
The reservoir supplies pressurized air to the four air springs, via the valve blocks, to enable the air suspension
system to carry out ride height changes.
The rearward end of the reservoir has a 'Voss' air fitting which provides for the connection of the air hose
between the reservoir and the reservoir valve block. The reservoir has a capacity of 9.5 liters (580 in 3). The
nominal working pressure of the reservoir is 14.5 bar gage (210 lbf/in2), with a maximum pressure of 22 bar
gage (319 lbf/in2).
Height Sensors

1 - Bracket - front sensor
2 - Screw
3 - Bracket - rear sensor
5 - Sensor
6 - Lever arm and drop link
7 - Nut
A height sensor is fitted in each corner of the vehicle to monitor the ride height of the vehicle. The sensors are
mounted on the front and rear subframes, with a mechanical link to the suspension lower arms. There are four
different types of sensor fitted.
The front and rear sensors are handed and are colored coded for identification as follows:
Right hand front and rear - black colored lever

Left hand front and rear - white colored lever
If a height sensor is removed from its mounting position for servicing or replacement, the Land Rover approved
diagnostic system must be used to recalibrate the system. Calibration will also be required if the suspension
arm to which the sensor is connected is removed or replaced or if a replacement drop link is fitted.
A calibration routine is performed using the Land Rover approved diagnostic system to read the position of
each corner of the vehicle and record the settings in the control module memory. Once set, the calibration is
not required to be performed unless the air suspension control module is removed or replaced, a height sensor
is removed or replaced or a suspension arm to which the sensor is connected is removed or replaced. If the
removed height sensor is subsequently refitted, the calibration procedure will have to be performed to ensure
the integrity of the system.
The height sensors are attached to brackets on the subframes and are connected to the lower arms by links.
The links allow articulation of the arm to allow for suspension travel. Each sensor is connected by a six pin
multiplug.
The front and rear sensor drop links are serviceable items.
Each sensor comprises a sensor body which contains a single track rotary potentiometer, a lever arm and a
drop link. The sensor is supplied with a reference voltage from the air suspension control module which
measures the returned voltage to determine the sensor arm position. On the front height sensors the voltage
decreases as the vehicle height increases. On the rear sensors the voltage increases as the vehicle height
increases.
The sensors can be checked by applying 5V across the positive and negative terminals and measuring output
signal which should be a nominal 57mV 3% per degree of sensor arm movement.
The following graph shows the vehicle height displacement from normal against output voltage for the front
height sensors. The (blue) center line represents the "nominal" condition but depending on tolerances, the
actual line may lie anywhere between the (green) upper and (red) lower lines.
Front Height Sensor

A - Volts (V)
B - Displacement from normal height (mm)
The following graph shows the vehicle height displacement from normal against output voltage for the rear
height sensors. The (blue) center line represents the "nominal" condition but depending on tolerances, the
actual line may lie anywhere between the (green) upper and (red) lower lines.
Rear Height Sensor

A - Volts (V)
B - Displacement from normal height (mm)
Air Springs

1 - Cover
2 - Seal plate
3 - Nut
4 - Front air spring
5 - Air hose connector
6 - Rear air spring
The air springs on the front and rear suspension are similar in construction. The air springs are manufactured
from a flexible rubber and each air spring forms an air tight cavity which provides the required spring rate for
each corner of the vehicle.
As the air spring is compressed, the rubber material compresses and rolls down the side of the vertical housing
(piston) below the spring. An air connection port is located on the top of each spring and allows air to be added
or removed from each spring. The port is connected via a Voss connector and a plastic tube to the axle valve
block.
Replacement of an individual air spring does not require a full depressurization of the air suspension system.
Only the corner concerned need be depressurized. This is achieved using a routine in the Land Rover approved
diagnostic system.
When servicing of an air spring or a full system depressurization is required, the weight of the vehicle must be
supported before the system is depressurized. On reassembly, the air spring must be fully pressurized before
the weight of the vehicle is applied to it.
AIR HARNESS

1 - Pipe - Main harness
2 - Pipe - Rear valve block to rear left hand air spring
3 - Pipe - Rear valve block to rear right hand spring
4 - Pipe - Front valve block to front left hand air spring
5 - Pipe - Front valve block to front right hand air spring
The system is interconnected via 6 mm diameter blue, yellow and black colored nylon pipes. The yellow pipes
denote the right hand side and the black pipes denote the left hand side. Blue colored pipes are used to show
the pipes which connect the front and rear valve blocks to the reservoir valve.
The air harness comprises a main harness which is located along the full length of the vehicle and connects the
reservoir valve block to the front and rear valve blocks and the reservoir and four separate harnesses which
are used to connect each valve block to the air springs.
The pipes are attached to the subframes and vehicle body with clips. To ensure that the correct routing is
maintained, the pipes have timing marks which align with various clip positions. The timing marks are in the
form of a white band around the pipe, indicating the clip position. If the correct routing is not achieved,
unnecessary tension at the pipe joints will occur resulting in possible early failure.
If a pipe becomes damaged, an in-line connector is available for repair purposes. The pipes are secured to the
body and the chassis with a number of plastic clips.
LEAK DETECTION
Leak detection can be carried out using a Land Rover approved leak detection spray.
If the vehicle appears to be leaking, perform a leak check on all aspects of the system, i.e.; air spring hose
fittings and the associated connections on the valve blocks, air springs and reservoir. Failure to correctly
diagnose leakage will result in unnecessary exchange of serviceable components and recurrence of original
problem.
AIR SUSPENSION CONTROL MODULE
The air suspension system fitted to Range Rover is controlled by the air suspension control module which is
behind the passenger side of the instrument panel. The control module is housed in a plastic bracket adjacent
the 'A' pillar.
The control module monitors the height of each corner of the vehicle via four height sensors, which are
mounted in-board of each road wheel.
The control module has the following modes of operation:
Calibration
Normal
Periodic Wake-Up.
When a new air suspension control module is fitted, the air suspension system will not function until the air
suspension software is loaded and the system calibrated using the Land Rover approved diagnostic system.
Calibration
A calibration routine is performed using the Land Rover approved diagnostic system to access the position of
each corner of the vehicle and record the settings in the control module memory. Once set, the calibration is
not required to be performed unless the air suspension control module is removed or replaced, a height sensor
or bracket is removed, replaced or disturbed or a suspension arm to which the sensor is connected is removed
or replaced. If the removed height sensor is subsequently refitted, the calibration procedure will have to be
performed to ensure the integrity of the system.
If the air supply unit, the reservoir, a valve block, a damper module or the air harness is removed or replaced,
the system will not require recalibration.
Periodic Wake-Up Mode
When the vehicle is parked, the air suspension control module 'wakes up' two hours after the ignition was last
switched off and once every six hours thereafter. The vehicle height is checked and if the vehicle is not level
within a pre-set tolerance, small downwards height adjustments may be made automatically.
SYSTEM OPERATION
Under normal operating conditions, the air suspension control module keeps the vehicle level at the 'current'
ride height. The incoming height signals from the sensors are passed through filters to remove irregular signals
produced by road noise or other irregularities. When the vehicle is stationary or a height change is in progress,
the signals are passed through a 'fast' filter, which tracks the true rate of change of height. When the vehicle is
moving, the signals are passed through a 'slow' filter. The 'slow' filtered signals remove almost all road noise
from the signals and output a true long term average for each corner height. The 'slow' filtered signals cannot
be used to respond quickly during height changes.
The air suspension control module monitors each corner height signal using the fast filtered signals if the
vehicle is stationary or the slow filtered signals if the vehicle is moving. If the height remains in a 'dead band'
which is 10 mm from the target height, the control module does not implement any height adjustment
changes. When the control module detects that a corner has moved outside of the 'dead band', the control
module operates the compressor and/or the valves to raise or lower the corresponding corner(s) back into the
target height.
SYSTEM INHIBITS
A number of conditions exist where a change in ride height is undesirable. To counter this, the air suspension
control module is programmed with a number of system inhibits. If any of the conditions detailed below exist,
the air suspension control module will suspend height changes and height corrections.
Compressor
Compressor Temperature
Two temperature sensors are located within the compressor to prevent overheating. If the temperature of the
motor brush assembly or the compressor cylinder head rise above pre-set limits, the air suspension control
module will inhibit the compressor operation. The limits are detailed in tables in the Air Supply Unit section of
this manual.
Cornering
If the air suspension control module registers a cornering force greater than 0.2g it will inhibit all height
changes and corrections. The system will remain inhibited until the cornering force falls to less than 0.15g. The
air suspension control module receives a message from the lateral acceleration sensor (which is an integral
part of the anti-lock brake system (ABS) yaw rate sensor) on the high speed CAN bus for the cornering force.
Rapid Acceleration
If the air suspension control module registers a rapid acceleration greater than 0.2g it will inhibit all height
changes and corrections. The system will remain inhibited until the rapid acceleration falls to less than 0.15g.
Acceleration is calculated by the control module from a vehicle speed signal received via the high speed CAN
bus.
Rapid Deceleration
If the air suspension control module registers a rapid deceleration smaller than - 0.2g it will inhibit all height
changes and corrections. The system will remain inhibited until the rapid deceleration rises above - 0.15g.
Deceleration is calculated by the control module from a vehicle speed signal received via the high speed CAN
bus.
Vehicle Jack
The air suspension control module will inhibit all height changes and corrections if it detects a corner lowering
too slowly for more than 1.2 seconds. This is interpreted as the corner identified as moving too slowly being
supported on a jack. In this situation, the corner height will not change when air is released from the air spring
because the jack acts as a mechanical prop.
The system will remain inhibited until any of the following conditions exist:
The air suspension rotary switch is moved to the up or down position

The vehicle speed rises to more than 2 mph (3 km/h) for more than 45 seconds.
Door Open
The air suspension control module will stop all height change requests while any of the doors are open. Vehicle
leveling continues with a door open by keeping the vehicle at the height when the door was opened if the
vehicle load changes.
DIAGNOSTICS
The air suspension control module can store fault codes which can be retrieved using the Land Rover approved
diagnostic system. The diagnostics information is obtained via the diagnostic socket which is located below the
instrument panel, above the drivers foot pedals. The socket is protected by a hinged cover.
The diagnostic socket allows the exchange of information between the various control modules on the bus
systems and the Land Rover approved diagnostic system. This allows the fast retrieval of diagnostic
information and programming of certain functions using the Land Rover approved diagnostic system.
Fault Messages
The air suspension has two methods which it can use to inform the driver of a fault in the air suspension
system; the air suspension control switch LED's and the instrument cluster message center.
If the air suspension control module suffers a major failure and there is no air suspension control, all the
control switch LED's will remain unlit.
If a fault occurs and the control module can determine the ride height and the vehicle is not above on-road
height, the driver will be notified via a message in the message center. If the control module cannot determine
the height of the vehicle, or the vehicle is above on-road height and cannot be lowered, a message is displayed
and accompanied with a maximum speed message.
RESERVOIR
The reservoir supplies pressurized air to the four air springs, via the reservoir valve block, to enable the air
suspension system to raise the vehicle more quickly.
The air suspension control module assumes the reservoir has sufficient pressure, which is measured before a
vehicle raise is started. The control module then uses a software model to operate the compressor as required.
SYSTEM PNEUMATIC CIRCUIT
The following schematic diagram shows the connection relationship between the air supply unit, the reservoir,
the reservoir valve block, the cross-link valves and the air springs.
System Schematic Circuit Diagram

1 - Front left hand air spring
3 - Cross link valve
4 - Front right hand air spring
5 - Front left hand corner valve
6 - Front right hand corner valve
7 - Reservoir valve
9 - Pressure sensor
10 - Rear right hand corner valve
11 - Rear left hand corner valve
12 - Rear right hand air spring
13 - Cross link valve
15 - Rear left hand air spring
17 - Pressure relief and exhaust valve
18 - Motor temperature sensor
19 - Electric motor
20 - Compressor
21 - Air dryer
22 - Compressor temperature sensor
23 - Reservoir
AIR SUSPENSION CONTROL DIAGRAM
NOTE: A = Hardwired; D = High speed CAN bus

1 - Ignition switch
2 - Fuse 7P (5A) - central junction box (CJB) - Ignition switch position II supply
3 - Fuse 57P (20A) - Permanent feed from battery
4 - Maxi fuse 62 (40A) - CJB
5 - Battery
6 - Fusible link 5P (100A) - Permanent feed from battery
7 - Maxi fuse 22R (60A) - Permanent feed from battery
8 - Air suspension relay in auxiliary junction box
9 - Fuse 13R (5A) - Battery voltage signal to control module
10 - Compressor and motor
11 - Pilot exhaust valve solenoid
12 - Exhaust valve
14 - Compressor temperature sensor
15 - Control switch
16 - GEM
17 - Driver's door module access switch
20 - Left hand rear height sensor
21 - Right hand rear height sensor
23 - Left hand front height sensor
24 - Right hand front height sensor
25 - CAN bus interface with other control modules
26 - Diagnostic socket
Vehicle Dynamic Suspension - Air Suspension System
Depressurize and Pressurize
General Procedures
WARNINGS:
A small amount of air pressure will be left in the air suspension system.
Eye protection must be worn.
CAUTIONS:
Make sure tailgate, hood and all doors are closed.
Make sure the vehicle is in a clear working area.
1. WARNING: The air suspension is pressurised.

Make sure dirt or grease does not enter the system. Always
wear hand, eye and ear safety standard protection when
working on the system.

Follow the on-screen prompts.
2. Disconnect the Land Rover approved diagnostic system

from the vehicle.
Vehicle Dynamic Suspension - Ride Height Adjustments
General Procedures
Special Tool(s)
Gauge, Ride height
204-557B
CAUTIONS:
Make sure the wheels and tires, tie rod ends, suspension joints and wheel bearings are free from
damage, wear and free play.
Make sure there are no heavy objects in the vehicle.
The ride height must be measured with the vehicle weight supported by the suspension.
With the engine running and all vehicle doors closed, make sure the air suspension is functioning and the
vehicle height can be raised and lowered using the air suspension switch.
Drive the vehicle on to a flat, level surface.
Make sure the steering is in the straight ahead position.
NOTE: This procedure must be carried out after replacement of the air suspension control module, removal or
replacement of a height sensor, removal or replacement of the front or rear suspension arms, replacement of
body panels incorporating suspension fixing points.
1. Using the Land Rover approved diagnostic system, carry

out the ride height adjustments.
2. CAUTION: Make sure the vehicle is not moved

once it has been positioned to take measurements.
Position the vehicle on a flat level surface.

3. Connect IDS to the vehicle data link connector.
Connect the vehicle data link cable into the vehicle

communications module.
Connect the IDS USB Lead into the vehicle

communications module.
Connect the data link cable to the data link

connector.
Connect the IDS USB lead to the IDS USB port.

4. CAUTION: Make sure the ignition switch is turned
off, the park brake is on and the selector lever is in park.
NOTE: IDS already loaded with the latest issue of

software.
Switch IDS on and navigate to the vehicle identification

number (VIN) input screen.
5. Enter the VIN and navigate to the vehicle configuration
menu.
Select setup and configuration.
Select air suspension height calibration and read

all warnings and cautions.
6. NOTE: Do not install the special tool over a

locking wheel nut.
NOTE: Make sure the special tool is square to

the wheel face with the measuring rod in a
vertical position.
NOTE: Take the measurement from the top edge

of the slider on the special tool.
NOTE: Make sure the fender splash shields are

correctly fitted.
Once in the suspension height measurement

screen, use the special tool to measure and
record the height setting from each wheel
center to the wheel arch.
7. CAUTION: IDS will now cause the vehicle height to

change.
Input the ride height measurements taken from the

vehicle into IDS.
8. Using the special tool, repeat the vehicle ride height
measurements.
9. After successful calibration of the air suspension switch
off IDS and return to its original position.
Vehicle Dynamic Suspension - Air Suspension Air Filter
Removal
1. Open the liftgate and tailgate.
2. Remove the spare wheel and tire.
3. Remove the 4 nuts securing the LH rear tail
pipe heat shield.
4. Reposition the LH rear tail pipe heat shield.

5. Disconnect the air suspension intake filter pipe.
6. Detach the air suspension intake filter.
Release the grommet.

7. Remove the LH lower rear quarter trim access
panel.
8. Remove the air suspension intake filter.

Installation
1. Install the air suspension intake filter.
Install the grommet.
2. Install the LH lower rear quarter trim access panel.

3. Attach the air suspension intake filter.
4. Connect the air suspension intake filter.
5. Reposition the LH rear tail pipe heat shield.
Install the nuts.
6. Install the spare wheel and tire.

7. Close the liftgate and tailgate.
Vehicle Dynamic Suspension - Air Suspension Compressor

Removal
CAUTION: If a new air suspension compressor, air compressor drier or air compressor delivery valve kit
is installed due to failure, an air compressor relay must be installed. Failure to follow this instruction may result
in damage to the air suspension system components.
NOTE: There is no need to depressurize the air suspension during this procedure.
1. Remove the loadspace floor panel.

2. Release the wing nut securing the spare wheel to the air
suspension compressor housing. Remove the bolt and
collect the cup.
4. Remove the air suspension compressor cover.
Remove the 4 bolts.
5. Position the air suspension electrical harness

aside.
Remove the electrical tape.

contamination.
Position the air compressor lines aside.
Disconnect the air compressor outlet line.
Release the air suspension reservoir

solenoid valve block, from the
compressor mounting bracket.
7. Remove the air suspension compressor
assembly.
Remove the 4 bolts.
8. NOTE: Do not disassemble further if the

component is removed for access only.
NOTE: Note the fitted position of the washers.
Remove the air suspension compressor lower

cover.
Remove and discard the 4 retainers.
Collect the 4 bolts and washers.

9. Remove the air suspension compressor.
Remove the 3 bolts.
Release the electrical connector from the

clip.
Disconnect and remove the air

suspension compressor inlet line.
Remove the air suspension compressor

muffler.
10. NOTE: Note the orientation of the rubber

mounts.
Remove the rubber mounts.
Remove the electrical harness clip.
Installation
1. Install the rubber mounts.
Install the harness clip.
2. Install the air suspension compressor.
Install the air suspension compressor muffler.
Install and connect the air suspension compressor

inlet line.
3. Install the air suspension compressor lower cover.
Position the washers.
Install the bolts.

4. Install the air suspension compressor assembly to the
vehicle.
5. Install the air suspension compressor lines.
Install the air suspension reservoir solenoid valve

block.
Connect the air compressor outlet line.
6. Position the electrical harness.
Connect and secure the electrical connectors.
7. CAUTIONS:
Make sure the air suspension compressor upper cover

is correctly positioned.
Make sure the electrical harness and air lines are not
trapped.
Install the air suspension compressor upper cover.
Install the cup washer and bolt, tighten the wing

nut.
9. Install the loadspace floor panel.
Vehicle Dynamic Suspension - Air Suspension Compressor Drier

Removal
CAUTION: If a new air suspension compressor, air compressor drier or air compressor delivery valve kit
is installed due to failure, an air compressor relay must be installed. Failure to follow this instruction may result
in damage to the air suspension system components.

safety stands.

2. Remove the air suspension compressor.
Compressor (204-05 Vehicle Dynamic Suspension,
3. CAUTION: Before disconnecting or removing the

components, ensure the area around the joint faces and
connections are clean and dry. Plug open connections to
prevent contamination.
Disconnect the air line from the air suspension

compressor drier.
Release the air line from the retaining clip.
4. NOTE: If equipped, note the position of the air

suspension compressor retaining cable.
Remove the air suspension compressor drier.
Remove the retaining screw.
Remove and discard the O-ring seal.
Installation
1. Install a new O-ring seal.
Lubricate the O-ring with a lithium based grease.
2. NOTE: If equipped, make sure the air suspension

compressor retaining cable is correctly routed around the
compressor cylinder head.
Install the air suspension compressor drier.
Install the retaining screw and tighten to 3 Nm

(2.2 lb.ft).
3. CAUTIONS:
Visually inspect the air line ends for damage or wear.

Replace the air line as necessary.
Pull on the air line to make sure it is securely intalled

in the connector.
Connect the air line to the air suspension compressor

drier.
Attach the air line to the retaining clip.
4. Install the air suspension compressor.

Compressor (204-05 Vehicle Dynamic Suspension,
Vehicle Dynamic Suspension - Air Suspension Control Module

Removal
WARNINGS:
Persons working on the supplemental restraint system (SRS) must be fully trained and have been issued
with the safety guidelines.
Allow a period of 10 minutes to elapse after disconnecting the battery before undertaking any work on
the SRS.
The SRS electrical connectors are unique. DO NOT force, or attempt to connect electrical connectors to
the wrong sockets.
It is imperative that before any work is undertaken on the SRS system, the appropriate information is
read thoroughly.
Always disconnect both battery cables before beginning work on the SRS system. Disconnect the ground
cable first. Never reverse connect the battery.
Take extra care when handling SRS components.
1. Make the air bag supplemental restraint system (SRS)

safe.
For additional information, refer to: Standard Workshop
Practices (100-00 General Information, Description and
Operation).
00, Specifications).
3. Remove the lower glove compartment.
For additional information, refer to: Lower Glove
Compartment (501-12 Instrument Panel and Console,
4. Disconnect the air suspension control module.

5. Remove the air suspension control module.
Installation
1. Install the air suspension control module.
Install the screws.
2. Connect the air suspension control module electrical

connectors.
3. Install the lower glove compartment.
calibrate a new air suspension control module.
Vehicle Dynamic Suspension - Air Suspension Front Solenoid Valve

Block
Removal
Specifications).

safety stands.

3. Remove the front RH fender splash shield.
For additional information, refer to: Fender Splash Shield
Installation).
4. Using T4, depressurize the air suspension.
5. CAUTION: Before the disconnection or removal of

any components, ensure the area around joint faces and
connections are clean. Plug any open connections to
NOTE: Note the air line fitted positions.
Disconnect the 3 air lines from the air suspension front

solenoid valve block.
6. Remove the air suspension front solenoid valve block.
Release the 3 valve block rubber insulators.
7. CAUTIONS:
Break the voss collet to remove, attempting

to slide the collet from the air line will result in
damage.
Visually inspect the air line ends for damage

or wear. Repair or replace the air line as
necessary.
Remove the Voss connectors from the air lines.
Remove and discard the collet and the

union.
Installation
1. CAUTION: Make sure the new Voss connector is

installed and fully tightened with the alignment plug
installed.
NOTE: New air suspension components are supplied with

new Voss connectors tightened to the correct torque. Do
not install new voss connectors if a new component is being
installed.
Install new Voss connectors to the air suspension front

Tighten to 2.5 Nm (1.7 lb.ft).
2. Install the air suspension front solenoid valve block.
Secure the 3 valve block rubber insulators.
Connect the air lines into the Voss connector.
Pull on each air line to make sure it is fully

installed into the Voss connecter.

3. Using T4, pressurize the air suspension.
4. Install the RH fender splash shield.
Installation).
Vehicle Dynamic Suspension - Air Suspension Muffler

Removal
collect the cup.
4. Remove the spare wheel.
Close the tailgate and install the spare

wheel release strap.
Open the tailgate.
Disconnect the spare wheel release strap

and position aside.
Remove the 4 bolts.

6. Remove the air suspension compressor muffler.
Depress the retaining clip.
Installation
1. Install the air suspension compressor muffler.
2. CAUTIONS:

trapped.

nut.

Vehicle Dynamic Suspension - Air Suspension Rear Solenoid Valve

Block
Removal

safety stands.

Specifications).
4. NOTE: Wheel shown removed for clarity.
Remove the RH rear fender splash shield.
Remove the 2 clips securing the rear

fender splash shield to the bumper and
rocker panel.
Remove the 3 plastic nuts.
Remove the fender seal
Disconnect the tire pressure antenna

electrical connector.
5. CAUTIONS:
Before the disconnection or removal of any

components, ensure the area around joint faces and
Visually inspect the air line ends for damage or wear.

Repair or replace the air line as necessary.
Disconnect the 3 air lines from the air suspension rear

6. Remove the air suspension rear solenoid valve
block.
Release the 3 valve block rubber

insulators.
7. CAUTION: Break the Voss collet to
remove, attempting to slide the collet from the air
line will result in damage.
Remove the Voss connectors from the air lines.
Remove and discard the collet and the

union.
Installation

installed.

installed.
Install new Voss connectors to the air suspension rear

Tighten to 2.5 Nm (1.7 lb.ft).
2. NOTE: Make sure the valve block does not become

detached during connection of the air lines.
Install the air suspension rear solenoid valve block.
Secure the 3 valve block rubber insulators.
Connect the air lines into the Voss connector.
Pull on each air line to make sure it is fully

installed into the Voss connecter.
Install the plastic nuts.
Install the screws.
Install the clips.
Install the fender seal.

Specifications).
Vehicle Dynamic Suspension - Air Suspension Reservoir

Removal

safety stands.

Specifications).
4. Remove the closing panel.
Remove the 2 nuts.

5. WARNING: The air suspension system is
pressurised up to 16.8 bar (244 lbf/in). Make sure
no dirt or grease enters the system. Always wear
hand, eye and ear safety standard protection
when working on the system.
CAUTION: Before disconnecting or removing

the components, ensure the area around the joint
faces and connections are clean and dry. Plug
open connections to prevent contamination.
Remove the air suspension reservoir.
Position a transmission jack to support

the component.
Remove the Torx bolt.
Remove the 4 bolts.
Lower the component for access to the

Voss connector.
6. CAUTIONS:
The air line must only be disconnected by

removal of the Voss connector. Do not remove the
air line retaining boss from the air suspension
reservoir. Failure to follow this instruction may
result in damage to the vehicle.
Break the Voss collet to remove, attempting

damage.
Disconnect the reservoir air line.
Remove and discard the Voss connector

and collet.
Remove the support bracket.
Remove the Torx bolt.
Installation
1. Install the support bracket.
Tighten the Torx bolt to 25 Nm (18 lb.ft).

installed.

installed.
Install a new Voss connector to the air reservoir.
Tighten the new Voss connector to 5 Nm (4 lb.ft).
3. Install the air suspension reservoir.
Position a transmission jack to support the

component.
Remove the Voss collet alignment peg.
Connect the air line.
Tighten the Torx bolt to 25 Nm (18 lb.ft).
4. Install the closing panel.
Install the nuts.

Specifications).
Vehicle Dynamic Suspension - Air Suspension Reservoir Solenoid
Valve Block
Removal
3. Remove the air suspension pressure switch.
Switch (204-05 Vehicle Dynamic Suspension, Removal
and Installation).
4. CAUTIONS:
Before disconnecting or removing the

components, ensure the area around the joint
Break the Voss collet to remove, attempting

damage.
Remove the air suspension reservoir solenoid

valve block.
Release the air suspension reservoir

solenoid valve block, from the
compressor mounting bracket.
Disconnect the 3 air lines.
Remove and discard the Voss connector

collets and unions from the air lines.
Remove the 3 rubber insulators.
Installation
1. NOTE: New air suspension components are supplied with
installed.
Install the air suspension reservoir solenoid valve block.
Install the rubber insulators.

Remove the Voss collet alignment pegs.
Connect the air lines.
Mount the air suspension reservoir valve block.
2. Install the air suspension pressure switch.

Switch (204-05 Vehicle Dynamic Suspension, Removal
and Installation).
Vehicle Dynamic Suspension - Air Suspension Switch

Removal
collect the cup.
Close the tailgate and install the spare

wheel release strap.
Open the tailgate.
Disconnect the spare wheel release strap

and position aside.
Remove the 4 bolts.

6. Remove the air suspension pressure switch.
Installation
1. Install the air suspension pressure switch.
Install a new O-ring seal.
Tighten the air suspension pressure switch to 5

Nm (4 lb.ft).
Connect and secure the electrical connector.
2. CAUTIONS:

trapped.

nut.

Vehicle Dynamic Suspension - Front Air Shock Absorber
Special Tool(s)
Air spring tester
204-538
Removal
NOTE: This procedure should also be used to remove the front air spring.

For additional information, refer to: Front Shock
Absorber and Air Spring Assembly (204-05, Removal and
Installation).
2. Remove the nut, rebound washer and rubber
bushing.
Discard the nut.
3. Remove and discard the O-ring seals and

spacer.
4. Remove the nylon retaining pin.
5. Remove the air spring.
Using a soft faced mallet, gently tap the

sleeve support upwards to release it from
the O-ring seals.
Remove and discard the 2 O-ring seals.
6. Remove the rebound plate and spring aid.

7. Remove the shock absorber from the vise.
Installation
1. Install the shock absorber in the vise.
3. Lubricate and install new O-rings to the seal carrier.
4. Install the spring aid and rebound plate.
5. Install the air spring.
Align the piston with the first O-ring seal,

making sure the location tag is correctly
aligned.
Install the new O-ring seals and spacer,

taking care not to damage the seals.
6. Install the rubber bushing and rebound washer.
Make sure the formed insert on the

bushing is located against the O-ring
seal.
Install and lightly tighten the nut.
7. CAUTIONS:
The air supply must be free of any moisture.
If during disassembly the air sleeve is

unrolled, the air sleeve may inflate incorrectly (to
one side). If this occurs, release the air pressure,
and insert a suitable tool that will not damage the
air sleeve or piston (a screw driver handle), into
the side opposite the bulge. Inflate and deflate
until the air sleeve inflates correctly (the air
sleeve will be uniform inside the shroud).
Using the special tool coupled to a tire inflator

with a gauge, apply approximately 2 bar of air
pressure to the air spring to fully seat the piston
over the O-ring seals.
8. Install the nylon retaining pin.

9. Install a new nut and tighten to 98 Nm (72 lb.ft).
10. Check the assembly for leaks.
Inflate the module to 4 bar and check for pressure

loss.
If a leak is suspected, immerse the spring and

shock absorber assembly in a tank of water to
locate the source of the leak.

For additional information, refer to: Front Shock
Absorber and Air Spring Assembly (204-05, Removal and
Installation).
Vehicle Dynamic Suspension - Front Air Spring

Removal
NOTE: Vehicles with high performance brakes have a damper fitted to the top of each front suspension air
spring. The damper is secured with high strength thread adhesive and must be replaced if the air spring is
renewed.

safety stands.

For additional information, refer to: Jacking (100-02,
2. Remove the front road wheel.
4. Release the ABS sensor lead and brake line.
5. LH side: Release the brake pad wear sensor

lead.

special washer.

Release the stabilizer bar link.
Remove the nut.
7. WARNING: Use a jack to support the hub

and lower arm.
Release the hub from the air suspension spring.
Lower the jack.
8. Mark the fitted position of the stud to aid assembly.
Remove the nut.
9. CAUTIONS:
Lower the air suspension spring sufficiently

to release the air line connection.

the brake hose.

Release the air suspension spring.
Remove the cap.
Remove the 2 remaining nuts.

contamination.
Remove the air suspension spring.
Installation
1. CAUTIONS:
Make sure the tag on the gasket is visible.
The final tightening of the shock absorber

and spring assembly retaining nuts must be
carried out with the vehicle on its wheels.
NOTE: If installing a new air suspension spring,

remove the air line union.
NOTE: Align stud to mark made on removal.

Install the air suspension spring.
Install the air line but do not tighten the

union fully at this stage.
2. Tighten the air line union to 3.5 Nm (2.6 lb.ft).

3. Connect the hub to the air suspension spring.
Fit bolts and tighten nuts to 250 Nm (184 lb.ft).
4. CAUTION: The washer is hardened and must be

fitted in the correct position.

Connect the stabilizer link.
5. Secure ABS sensor lead and brake line.
Secure into the 3 clips.
6. LH side: Secure the brake pad wear sensor lead.
Secure in the clip.
7. Vehicles with high performance brakes: Install

a new damper.
Apply a 3 mm bead of high strength

retainer STC 50554 to the thread.
Install the cap.
8. CAUTION: The air springs must be fully

pressurised before the weight of the vehicle is applied to
them.


Vehicle Dynamic Suspension - Rear Air Shock Absorber
Special Tool(s)
Air spring tester
204-538
Band-it Thrift tool
100-050 (LRT-99-019)
Removal
NOTE: This procedure should also be used to remove the rear air spring.

safety stands.

For additional information, refer to: Rear Shock Absorber
and Air Spring Assembly (204-05, Removal and
Installation).
4. Remove the gaiter.
Remove and discard the 2 straps.

5. Remove the nut, rebound washer and rubber
bushing.
Discard the nut.
6. Remove and discard the O-ring seals and

spacer.
7. Remove the nylon retaining pin.
8. Remove the rebound plate and spring aid.

9. Remove the air spring.

sleeve support upwards to release it from
the O-ring seals.
10. Remove the shock absorber from the vise.
Installation
1. Install the shock absorber in the vise.
3. Lubricate and install new O-rings to the seal carrier.
4. Install the spring aid and rebound plate.
5. Install the air spring.
Align the piston with the first O-ring seal,

making sure the location tag is correctly
aligned.
6. Install the new O-ring seals and spacer, taking care not
to damage the seals.
7. Install the rubber bushing and rebound washer.
Make sure the formed insert on the

bushing is located against the O-ring
seal.
8. Install and lightly tighten the nut.
9. CAUTIONS:
The air supply must be free of any moisture.
If during disassembly the air sleeve is unrolled, the

air sleeve may inflate incorrectly (to one side). If this
occurs, release the air pressure, and insert a suitable tool
that will not damage the air sleeve or piston (a screw driver
handle), into the side opposite the bulge. Inflate and
deflate until the air sleeve inflates correctly (the air sleeve
will be uniform inside the shroud).
Install the air spring piston over the O-ring seals.
Using the special tool coupled to a tire inflator with

a gauge, apply approximately 2 bar of air pressure
to the air spring to fully seat the piston over the
O-ring seals.
10. Tighten the top nut to 98 Nm (72 lb.ft).

11. Check the assembly for leaks.
Inflate the module to 4 bar and check for pressure

loss.
If a leak is suspected, immerse the spring and

shock absorber assembly in a tank of water to
locate the source of the leak.
12. Install the gaiter.
Using the special tool, install new straps.

For additional information, refer to: Rear Shock Absorber
and Air Spring Assembly (204-05, Removal and
Installation).
Vehicle Dynamic Suspension - Rear Air Spring

Removal
CAUTION: Do not depressurize the air suspension system before raising the vehicle.
NOTE: It is not necessary to depressurize the whole system, only the side from which the suspension air
spring is being replaced.

safety stands.

2. Remove the road wheel.
3. NOTE: It is not necessary to depressurize the whole
system, only the side from which the suspension air spring
is being replaced.

4. Release the air suspension air line.
5. Release the rear air spring from the sub-frame.
Remove the clip.
6. Release the rear air spring from the lower arm.
Remove the screw.

7. Release the damper from the lower arm.
Remove the bolt and discard the nut.
8. CAUTIONS:
Do not remove the Voss connector from the

air line. Removal of the connector from the line
could cause the connector to scratch the line and
increase the likelihood of a leak.

components, make sure the area around the joint
faces and connections are clean. Plug open
connections to prevent contamination.
With assistance, remove the rear air spring.
Lower the suspension arms.
Release the rear air spring.
Installation
1. CAUTIONS:
Align the air suspension spring to the lower

arm.
Do not tighten the union fully until the air

suspension spring is correctly aligned.
Do not extend or compress the air spring.
With assistance, install the rear air spring.
Clean the components mating faces.
Connect the air suspension air line.

Tighten the union to 4 Nm (3 lb.ft).
2. Secure the rear air spring to the lower arm.
Tighten the screw to 7 Nm. (5 lb.ft).
3. CAUTION: Nuts and bolts must be tightened with

the weight of the vehicle on the suspension.
Engage the damper with the lower arm.
Install bolt and tighten new nut to 110 Nm (81

lb.ft).
4. Secure the air suspension air line.
Secure in the 2 clips.
5. NOTE: Pressurize the system sufficiently to expand the

air suspension spring to its upper location.
Secure the rear air spring to the sub-frame.
Install the clip.

Vehicle Dynamic Suspension - Suspension Height Sensor

Removal
NOTE: This procedure covers removal and installation of both the front and rear suspension height sensors.
NOTE: LH height sensor arms are colour coded white. RH height sensor arms are colour coded black.

safety stands.

2. CAUTION: Note the position of the wiring
harness.
NOTE: LH front height sensor shown, other

height sensors similar.
Disconnect the height sensor electrical

connector.
3. CAUTION: Do not use excessive force to

disconnect the height sensor link.
NOTE: LH front height sensor shown, other

height sensors similar.
Remove the suspension height sensor.
Disconnect the height sensor link.
Installation
1. CAUTION: Make sure that the wiring harness into

the back of the electrical connector is not pulled tightly and
exits the electrical connector with a good bend radius.
NOTE: There should be 25 to 50mm of un-taped wiring

out of the back of the connector. If the taping goes closer
to the connector than this then the excess should be
removed.
Tighten the screws to 2.5 Nm (1.7 lb.ft).
2. CAUTION: Calibration of the air suspension system

must be carried out if the suspension height sensor is
loosened or removed.

calibrate the suspension ride height.
For additional information, refer to: Ride Height
Adjustments (204-05 Vehicle Dynamic Suspension,
Ride and Handling Optimization - Ride and Handling Optimization
Terrain Response - Component Location

1 - engine control module (ECM)
2 - Transfer box control module
4 - Touch Screen Display (TAD)
5 - Terrain Response rotary control
6 - Rear differential
7 - Rear differential control module
9 - Transfer box (center differential and high/low range)
10 - transmission control module (TCM)
11 - anti-lock brake system (ABS) module
INTRODUCTION
The Terrain Response system allows the driver to select a program which aims to provide the optimum
settings for traction and performance for the prevailing terrain conditions. The system cannot be switched off.
The 'special programs off' is the default program and covers all general driving conditions. Four specific terrain
programs are selectable to cover all terrain surfaces.
The system is controlled by the rotary control located on the floor console, rearward of the transmission
selector lever. The rotary control allows the selection of one of the following five programs:
Special programs off

Grass/Gravel/Snow
Mud/Ruts
Sand
Rock crawl.
The rotary-control type selector can be rotated through 360 degrees or more in either direction to select each
program in turn. The instrument cluster will display the selected program in the message center.
The Terrain Response system uses a combination of a number of vehicle subsystems to achieve the required
vehicle characteristics for the terrain selected. The following subsystems make up the Terrain Response
system:
Engine management system

Automatic transmission
Transfer box (center differential)
Rear differential (electronically controlled)
Brake system (DSC/ETC/HDC functions)
Air suspension.
A Terrain Response control module is located, depending on specification, below the rotary control. The control
module detects the program selection made and transmits a signal on the high speed controller area network
(CAN) bus which is received by each of the subsystem control modules.
Each of the affected sub-system control modules contain software which applies the correct operating
parameters to their controlled system for the Terrain Response program selection made.
They also provide feedback for the selected program so that the Terrain Response control module can check
that all systems have changed to the correct operating parameters.
Information is displayed in the instrument cluster message center which informs the driver of improvements
which can be made to the vehicle operating parameters to optimize the vehicle for the prevailing conditions.
Inexperienced off-road drivers may benefit from the automatic assistance of the Terrain Response system and
the driver information. Experienced off-road drivers can select the specific programs for extreme conditions to
access control over the vehicle systems for example, accelerator pedal progressions, transmission shift maps,
accelerator pedal maps or traction settings, which are not accessible on vehicles without Terrain Response.
TERRAIN RESPONSE
Terrain Response Controls
Terrain Response selection is via a rotary control. There are five Terrain Response programs marked around
the control.
Each program is denoted by a symbol which represents the terrain encountered.
Information relating to the suitability of each selected program on different types of surface, is given on the
touch screen, via the '4 x 4 Info' soft key. The displayed text is relevant to the currently selected program.
The Terrain Response control module is located below the Terrain Response rotary control. The module is
connected via a harness connector which also contains the wiring for the: Hill Descent Control (HDC) switch,
transfer box high/low range switch, air suspension control switch and the switch illumination circuits.
Rotary-Control

1 - Special programs off
2 - Grass/gravel/snow program
3 - Mud/ruts program
4 - Sand program
5 - Rock crawl program
7 - Transfer box high/low range switch
8 - Hill Descent Control (HDC) switch
9 - Air suspension control switch
10 - Terrain Response control module
PRINCIPLES OF OPERATION
The following vehicle subsystem control modules are used for the Terrain Response system:
Engine management (ECM)

Transmission control (TCM)
Transfer box control (transfer box and center differential control module)
Rear differential control (rear differential control module - if fitted)
Air suspension control (air suspension control module)
Brake system (DSC/ETC/HDC functions) (ABS module)
Each subsystem operates in different ways in relation to the selected Terrain Response program to achieve the
optimum traction, stability and ease of control for the terrain encountered. The system has a safety factor built
in which ensures that any program can be safely used on any surface, even when an inappropriate program
selection has been made.
Engine Management System (EMS)
The EMS varies the accelerator pedal response to control the engine torque output. The EMS can change the
accelerator pedal maps to change the amount of torque per percentage of pedal travel. The EMS can also
change the accelerator response to control the allowed torque change relative to the percentage pedal travel.
Each terrain program uses a combination of operating parameters for each subsystem. Changing between
terrain programs initiates a different set of operating characteristics which will be noticeable to the driver. The
driver will notice differences in engine and accelerator response when, for example, the accelerator pedal is
held in a constant position and the terrain program is changed from grass/gravel/snow to sand, the driver will
notice the torque and engine speed increase. If the terrain program is changed from sand to grass/gravel/snow
the driver will notice a reduction in torque and engine speed.
NOTE: The change in torque and engine speed can take approximately 30 seconds and care must be taken
not to confuse the Terrain Response system operation with an EMS fault.
Transmission Control
The TCM changes the shift maps for the Terrain Response program selected. This changes the shift points
providing early or late upshifts and downshifts.
On slippery surfaces the transmission will select 2nd gear in high range or 3rd gear in low range for starting
from a standstill to minimize wheel slip. In muddy conditions the transmission will provide maximum torque
output from the transmission. In sand the transmission will provide an output which passes maximum engine
power from the transmission.
In rock crawl special program (low range only) the transmission will select 1st gear for driving off.
Sport mode is only available when the general program is selected and the transfer box is in high range. Sport
mode is disabled in low range and when any Terrain Response special program is selected. CommandShift is
available in any program and also in high or low range.
If the transmission is in 'Sport' mode and a special program is subsequently selected, the transmission will
automatically change to manual 'CommandShift' mode. If a special program is already selected and the
transmission selector lever is moved from drive 'D' to the 'Sport' mode position, the transmission will
automatically change to 'CommandShift' mode.
Transfer Box and Rear Differential Control
The transfer box electronically controlled differential and the rear electronically controlled differential are
treated as one system. The electronic rear differential is an optional fitment on vehicles fitted with the Terrain
Response system. The differential control has two operating strategies; pre-emptive and reactive.
The pre-emptive strategy anticipates and predicts the locking torque value required for each differential to
minimize slip and maximize stability. Each Terrain Response program has a different threshold and input
criteria for the pre-emptive strategy. The pre-emptive strategy improves vehicle traction and composure by
avoiding wheel spin. This is achieved by anticipating the amount of differential lock required for the program
selected. For example, a high locking torque would be applied for rock crawl or slippery surfaces.
The reactive strategy varies the amount of locking torque in response to the actual slip level and the dynamic
behavior of the vehicle. Each Terrain Response program has a different threshold and input for the reactive
strategy. The reactive strategy improves vehicle traction and composure by eliminating any wheel spin which
has occurred after the pre-emptive strategy was applied. The locking torque applied is applicable to the terrain
program selected, for example, very sensitive on slippery surfaces to provide maximum traction and minimize
surface damage.
The Dynamic Stability Control (DSC) function of the ABS can override the Terrain Response differential control
and reduce any applied locking torque during DSC action.
Air Suspension Control
The air suspension control module contains a strategy which provides automatic switching between normal and
off-road heights. Changes in vehicle height settings will be relayed to the driver via the instrument cluster
message center and light emitting diode (LED) illuminated icons on the switch. The automatic selection and
deselection of the vehicle height provides automatic increase and decrease in ground clearance and aims to
provide maximum benefit to the selected terrain program.
On a vehicle fitted with a correctly installed, Land Rover approved trailer socket, if an electrical load is sensed
on the trailer socket, height changes are prohibited and the message center displays a message advising that a
trailer is connected and off-road height is not automatically selected. The driver can raise the suspension
manually using the air suspension switch.
NOTE: The prohibiting of the automatic ride height selection is only operational if a Land Rover approved
trailer socket is fitted and an electrical load is sensed on the socket.
Brake System Control
The ABS module controls several vehicle functions and adjusts the operating parameters of these functions to
optimize the selected Terrain Response program.
Traction control uses different slip/acceleration thresholds to improve traction and vehicle composure. For
example, the system sensitivity is increased on slippery surfaces to reduce wheel spin.
If DSC is switched off (with the DSC switch on the instrument panel) when using a Terrain Response special
program, if the special program is subsequently changed for a different program, DSC is automatically
switched back on.
The stability control uses different threshold values for the selected program to automatically reduce DSC
intervention, removing the requirement for the driver to disable the DSC system in order to reduce engine
intervention which is sometimes induced in extreme off-road conditions. In extreme sand conditions, there
may be an additional benefit of disabling the DSC function using the DSC switch on the instrument panel in
addition to selecting the sand program.
HDC is automatically switched on or off and target speeds are adjusted in response to the Terrain Response
program selected. The responsiveness of the HDC function is also increased where required.
Automatic operation of HDC aims to assist the driver by switching the system on or off when it is of most
benefit. Target speeds for HDC operation are also adjusted according the vehicle operating conditions.
Incorrect Program Usage
Selection of an inappropriate program is discouraged in the following ways:
The active program icon is continually displayed in the instrument cluster message center
The Terrain Response control module 'locks' out certain functions in some programs, e.g. ,
- speed control is only available with the special programs off or grass/gravel/snow program
- transmission 'Sport' mode is deactivated in all special programs.
In any special program, except the grass/gravel/snow program, when the ignition has been in the off
position, continually for more than six hours, the Terrain Response system defaults to the Special
Programs off. When in the grass/gravel/snow program, the Terrain Response system will never default
to the Special Programs off. This is to allow for drivers in cold climates where continuous use of the
grass/gravel/snow program would be beneficial.
The rock crawl program is only available with the transfer box in low range.
Selection of an inappropriate program for the terrain conditions will not endanger the driver or cause
immediate damage to the vehicle. Although, continued use of an inappropriate program may reduce the life of
some components. The driver may notice reduced vehicle response, with the engine and transmission being
less responsive than in the special programs off. Also, in some programs, HDC will remain on, signified by
illumination of the HDC indicator in the instrument cluster. The driver may also notice torque 'wind-up' in the
center and rear differentials causing a 'braking' effect when the vehicle is manoeuvred in some special
programs.
The use of the special programs in the Terrain Response system is monitored by the Terrain Response control
module which records the mileage and time the vehicle has operated in a specific program in high and low
range. This information can be retrieved using an approved Land Rover diagnostic system and used by the
dealer technician to check customer concerns, e.g. high fuel consumption which may be due to continued use
of a certain program.
Driver Information
The instrument cluster contains a message center which displays vehicle information to the driver. The
message center contains the Terrain Response program icons which display the currently selected program. If
no symbol is displayed, no special program is selected and the system is in special programs off.
Any required changes to the subsystems are also passed to the driver in the form of indicator illumination in
the instrument cluster or appropriate messages in the message center, HDC off or air suspension height
change for example.
In certain operating conditions, the Terrain Response system also displays advice or warning messages to
ensure the driver is using the vehicle to its full potential, e.g.,
Steering angle is displayed in the message center to avoid driving in deep ruts with steering lock
applied
gear information is displayed to recommend a gear for slippery conditions
if the system automatically provided off road ride height, but the driver subsequently lowers the
vehicle to normal height, then the system may advise that this will cause a risk of grounding.
The messages which can be displayed in the instrument cluster message center are detailed in the Information
and Message Center section. For additional information, refer to: Information and Message Center (descop
413-08).
DIAGNOSTICS
The Terrain Response control module stores information on detected Terrain Response faults and CAN errors
which can be interrogated using an approved Land Rover diagnostic system. The Terrain Response sub-
systems and the instrument cluster also store fault information relating to CAN errors from the Terrain
Response control module.
The control module also stores the miles traveled and time elapsed in high range for the individual programs
and in low range for use of all programs which can also be retrieved using an Land Rover approved diagnostic
system. This information aids diagnosis of the Terrain Response system and also provides an indication of
Terrain Response system abuse by the driver which can lead to premature component failure.
Terrain Response System Fault Diagnosis
Terrain Response relies on the correct functionality of the five sub-systems. If one of the sub-
systems develops a fault, the Terrain Response system will not function, even though the fault is
NOT in the Terrain Response system. The Terrain Response control module and rotary control
should only be investigated if there are no apparent faults in any of the sub-systems. If a fault in a
sub-system is subsequently corrected, the Terrain Response system will function normally after an
ignition on and off cycle.
Terrain Response Sub-System Faults
If a fault occurs in a sub-system, the driver is alerted by the illumination of a warning indicator and/or an
appropriate message for that sub-system in the instrument cluster message center. There will be no warning of
a Terrain Response system fault.
When a sub-system fault is present and the driver attempts to select a different Terrain Response program
using the rotary control or at the next ignition on cycle, a message 'SYSTEM FAULT SPECIAL PROGRAMS NOT
AVAILABLE' will appear in the message center. This implies that the Terrain Response system has a
fault, but only because a sub-system fault is preventing its operation. This message will be displayed
for 5 seconds per ignition cycle, but is repeated if a further selection is made by the driver using the Terrain
Response rotary control or at the next ignition on cycle.
NOTE: The message 'SYSTEM FAULT SPECIAL PROGRAMS NOT AVAILABLE' can also be generated by a fault
in the Terrain Response rotary control or control module. See following section for details of rotary control or
control module faults.
It is not possible for the Terrain Response control module to cause any fault behavior (warning
indicator illumination or message generation) in any of the five sub-systems. Illumination of a sub-
system warning indicator and/or a sub-system related message will never be associated with a Terrain
Response control module or Terrain Response system fault.
The sub-system control modules can detect a fault with the CAN bus signal from the Terrain Response control
module. If a fault in the Terrain Response system is detected, the sub-system control modules will operate in
the 'special programs off' setting. The sub-system control modules will record a fault code for a failure of the
Terrain Response CAN bus signal. These faults can be retrieved using an approved Land Rover diagnostic
system and will provide useful information to indicate investigation of the Terrain Response control module or
the CAN bus network.
Terrain Response Rotary Control or Control Module Fault
If a fault occurs in the Terrain Response rotary control, all control icon amber LED's will be turned off
(background illumination will remain on) and selection of the control is ignored. The instrument cluster
message center will display a message 'SYSTEM FAULT SPECIAL PROGRAMS NOT AVAILABLE' when the fault
occurs, if the fault is present and the driver attempts to select a special program (if the control module is able
to do this) or at the next ignition on cycle.
If a failure of a control icon amber LED occurs, the Terrain Response system will still function. Any selected
special program will default to 'special programs off' at every ignition on cycle, with the exception of the
grass/gravel/snow program.
The Terrain Response rotary control and the control module are an integral unit. If a fault occurs in either
component, the whole unit will require replacement. BEFORE REPLACING THE TERRAIN RESPONSE
CONTROL MODULE, ENSURE THAT THE FAULT IS NOT IN ANY OF THE SUB-SYSTEM MODULES.
CAN Bus Faults
If a CAN bus fault exists and prevents Terrain Response system operation, all of the Terrain Response control
icon LED's will be illuminated and the control selection ignored.
If the instrument cluster does not receive a Terrain Response system CAN bus message from the Terrain
Response Control module, the message 'SYSTEM FAULT SPECIAL PROGRAMS NOT AVAILABLE' will be displayed
when the fault occurs and will be repeated at every ignition on cycle.
User Error
The following incorrect usage of the system may be misinterpreted as a system fault:
Engine not running - Program changes and driver advisory messages are only available with the
engine running
Rock crawl program selected but transfer box in high range
Special program change attempted with DSC or ABS active (this includes ABS cycling which is
operational when HDC is being used on slippery or loose surfaces).
Special program change attempted with overheat condition present on center or rear differential.
Ride and Handling Optimization - Ride and Handling
Optimization
Principles of Operation
For a detailed description of the Terrain Response system, refer to the relevant Description and Operation
section in the workshop manual. REFER to:
Ride and Handling Optimization (204-06 Ride and Handling Optimization, Description and Operation),
Ride and Handling Optimization (204-06, Description and Operation).
Inspection and Verification
1. 1. Verify the customer concern.
2. 2. Visually inspect for obvious signs of mechanical or electrical damage.
Visual Inspection
Mechanical Electrical
Fuses
Harnesses/Connectors
Terrain response module
* Tire condition, pressures, etc
Engine Control Module (ECM)
Driveline, Engine, Transmission, Suspension,
Transmission Control Module (TCM)
components (correct installation, damage,
etc) Anti-Lock Brake System control module
Active On-demand control module
Dynamic suspension control module *
Controller area network (CAN) circuits
3. 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. 4. If the cause is not visually evident, check for Diagnostic Trouble Codes (DTCs) and refer to the
DTC Index.
DTC Index
NOTE: If the control module/transmission is suspect and the vehicle remains under manufacturer warranty,
refer to the Warranty Policy and Procedures manual (section B1.2), or determine if any prior approval
programme is in operation, prior to the installation of a new module/transmission.
NOTE: Generic scan tools may not read the codes listed, or may read only five digit codes. Match the five
digits from the scan tool to the first five digits of the seven digit code listed to identify the fault (the last two
digits give additional information read by the manufacturer approved diagnostic system).
NOTE: When performing electrical voltage or resistance tests, always use a digital multimeter (DMM)
accurate to three decimal places, and with an up-to-date calibration certificate. When testing resistance,
always take the resistance of the DMM leads into account.
DTC Description Possible Cause Action

The Terrain Response Control Rectify this DTC before attempting to
Module has indicated a rectify others. Record all DTCs logged and
calibration / parameter clear them. With ignition on select a
memory failure for embedded terrain response special program, turn off
systems using FLASH the ignition, then turn back on the ignition
Control Module - memory. This is equivalent to and verify the selected special program is
EEPROM in still active. If the selected terrain response
C1A00- calibration /
46 parameter memory RAM/ROM/EEPROM embedded special program is not still active and has
systems returned to the general program, confirm if
failure
DTC has returned. Repeat procedure again
Corruption in the non-volatile
once more. If DTC is still present install a
memory storage system
new terrain response rotary control and
(EEPROM) in the Terrain
control module. Refer to the warranty
Response Control Module
policy and procedures manual if a module
is suspect
NOTE: If the system is in 'failsafe default
mode due to another issue no LEDs will
illuminate. This fault does not cause the
system to go to 'failsafe default'.
Refer to the Description and Operation

section of workshop manual. Check terrain
Terrain response rotary response system, special program LEDs.
control and control module - One or more of the LEDs is suspected of
LED Circuit - LED short circuit to ground not illuminating as appropriate. With the
C1A01- engine running move the terrain response
component internal Terrain response rotary
96 rotary control through all five programs
failure control and control module -
LED open circuit and confirm the appropriate special
program LED does not illuminate when the
terrain response rotary control is in that
position. Suspect the terrain response
rotary control and control module, check
and install a new terrain response rotary
control and control module as required,
refer to the new module/component
installation note at the top of the DTC
Index.
The terrain response rotary
control is held in an NOTE: Suspect driver error do not
intermediate position replace the terrain response rotary control
(between the special at this time
Rotary Encoder programs) for more than 60
Stuck In seconds
C1A02- Intermediate Check for foreign object preventing correct
Foreign object preventing operation of terrain response rotary
94 Position - correct operation of terrain
unexpected control. Start the vehicle engine, rotate
response rotary control the terrain response rotary control until it
operation
Mechanical damage to the has located a genuine detent, wait 60
terrain response rotary seconds. Stop the vehicle engine, clear the
control DTC and retest
Bus off. The Terrain Response

Control Module has detected
the data bus is not available Refer to electrical circuit diagrams, check
CAN bus open circuit CAN circuit for open circuit, short to
CAN bus short circuit to ground, short to power, repair/renew as
Control Module
U0073- ground necessary. Using the manufacturer
Communication Bus
88 approved diagnostic system, carry out
"A" Off - bus off CAN bus short circuit to network integrity test. Check the system is
power operating correctly and the DTC does not
Failure of another control return
module on the CAN bus
U0100- Lost Communication The Terrain Response Control Using the manufacturer approved
87 With ECM/PCM "A" - Module has not received one diagnostic system, check the Engine
missing message or more expected messages Control Module for DTCs and refer to the
from the Engine Control relevant DTC index. Using the
Module manufacturer approved diagnostic system,
High speed CAN circuit carry out network integrity test. Using the
communications failure manufacturer approved diagnostic system,
re-configure the Engine Control Module.
Open circuit Engine Control
Refer to electrical circuit diagrams, check
Module, powerfeed
power feed and ground supplies, to Engine
Open circuit Engine Control Control Module for open circuit. Check for
Module, ground supply open circuit Engine Control Module high
Engine Control Module speed CAN low circuit. Check for open
disconnected from the high circuit Engine Control Module high speed
speed CAN communication CAN high circuit, repair as necessary
bus
Module high speed CAN low
circuit
Module high speed CAN high
circuit
Engine Control Module not
configured
Engine Control Module failure
The Terrain Response Control

Module has not received one
or more expected messages
from the Transmission Control
Module
High speed CAN circuit
communications failure Using the manufacturer approved
Open circuit Transmission diagnostic system, check the Transmission
Control Module, powerfeed Control Module for DTCs and refer to the
Open circuit Transmission relevant DTC index. Using the
Control Module, ground manufacturer approved diagnostic system,
supply carry out network integrity test. Using the
Lost Communication Transmission Control Module manufacturer approved diagnostic system,
U0101- disconnected from the high re-configure the Transmission Control
with TCM - missing
87 speed CAN communication Module. Refer to electrical circuit diagrams,
message
bus check power feed and ground supplies, to
Transmission Control Module for open
Open circuit Transmission
circuit. Check for open circuit Transmission
Control Module high speed Control Module high speed CAN low circuit.
CAN low circuit Check for open circuit Transmission
Open circuit Transmission Control Module high speed CAN high
Control Module high speed circuit, repair as necessary
CAN high circuit
Transmission Control Module
not configured
failure
The Terrain Response Control Using the manufacturer approved

Module has not received one diagnostic system, check the Transfer Case
or more expected messages Control Module for DTCs and refer to the
from the Transfer Case relevant DTC index. Using the
Control Module manufacturer approved diagnostic system,
High speed CAN circuit carry out network integrity test. Using the
Lost Communication
manufacturer approved diagnostic system,
U0102- with Transfer Case communications failure
re-configure the Transfer Case Control
87 Control Module - Open circuit Transfer Case Module. Refer to electrical circuit diagrams,
missing message Control Module, powerfeed check power feed and ground supplies, to
Open circuit Transfer Case Transfer Case Control Module for open
Control Module, ground circuit. Check for open circuit Transfer
supply Case Control Module high speed CAN low
Transfer Case Control Module circuit. Check for open circuit Transfer
disconnected from the high Case Control Module high speed CAN high
speed CAN communication circuit, repair as necessary
bus
Open circuit Transfer Case
Control Module high speed
CAN low circuit
Open circuit Transfer Case
Control Module high speed
CAN high circuit
Transfer Case Control Module
not configured
failure

from the ABS Module
High speed CAN circuit Using the manufacturer approved
communications failure diagnostic system, check the ABS Module
for DTCs and refer to the relevant DTC
Open circuit ABS Module,
index. Using the manufacturer approved
powerfeed
diagnostic system, carry out network
Lost Communication Open circuit ABS Module, integrity test. Using the manufacturer
With Vehicle ground supply
U0122- approved diagnostic system, re-configure
Dynamics Control ABS Module disconnected
87 the ABS Module. Refer to electrical circuit
Module - missing from the high speed CAN diagrams, check power feed and ground
message communication bus supplies, to ABS Module for open circuit.
Open circuit ABS Module high Check for open circuit ABS Module high
speed CAN low circuit speed CAN low circuit. Check for open
Open circuit ABS Module high circuit ABS Module high speed CAN high
speed CAN high circuit circuit, repair as necessary
ABS Module not configured
ABS Module failure

from the Air Suspension
Control Module
High speed CAN circuit
communications failure Using the manufacturer approved
Open circuit Air Suspension diagnostic system, check the Air
Control Module, powerfeed Suspension Control Module for DTCs and
Open circuit Air Suspension refer to the relevant DTC index. Using the
Control Module, ground manufacturer approved diagnostic system,
supply carry out network integrity test. Using the
Lost Communication Air Suspension Control manufacturer approved diagnostic system,
U0132- With Suspension Module disconnected from the re-configure the Air Suspension Control
87 Control Module "A" high speed CAN Module. Refer to electrical circuit diagrams,
- missing message communication bus check power feed and ground supplies, to
Air Suspension Control Module for open
Open circuit Air Suspension
circuit. Check for open circuit Air
Control Module high speed Suspension Control Module high speed
CAN low circuit CAN low circuit. Check for open circuit Air
Open circuit Air Suspension Suspension Control Module high speed
Control Module high speed CAN high circuit, repair as necessary
CAN high circuit
Module not configured
Module failure
U0155-
Lost Communication The Terrain Response Control Using the manufacturer approved
With Instrument Module has not received one diagnostic system, check the Instrument
87
Panel Cluster (IPC) or more expected messages Panel Cluster (IPC) Control Module for
Control Module - from the Instrument Panel DTCs and refer to the relevant DTC index.
missing message Cluster (IPC) Control Module Using the manufacturer approved
High speed CAN circuit diagnostic system, carry out network
communications failure integrity test. Using the manufacturer
approved diagnostic system, re-configure
Open circuit Instrument Panel
the Instrument Panel Cluster (IPC) Control
Cluster (IPC) Control Module,
Module. Refer to electrical circuit diagrams,
powerfeed
check power feed and ground supplies, to
Open circuit Instrument Panel Instrument Panel Cluster (IPC) Control
Cluster (IPC) Control Module, Module for open circuit. Check for open
ground supply circuit Instrument Panel Cluster (IPC)
Instrument Panel Cluster Control Module high speed CAN low circuit.
(IPC) Control Module Check for open circuit Instrument Panel
disconnected from the high Cluster (IPC) Control Module high speed
speed CAN communication CAN high circuit, repair as necessary
bus
Cluster (IPC) Control Module
high speed CAN low circuit
Cluster (IPC) Control Module
high speed CAN high circuit
Instrument Panel Cluster
(IPC) Control Module not
configured
Instrument Panel Cluster
(IPC) Control Module failure

Module has failed to recognise
a matching master
configuration ID from the CAN Using the manufacturer approved
data bus master diagnostic system, check the CAN
Terrain Response Control configuration in the Terrain Response
Module has incorrect CAN Control Module, check correct software
configuration versions installed and update as
Internal Control
U0300- Module Software CAN bus master not correctly necessary. If similar DTCs from other
configured modules suspect CAN bus or CAN bus
55 Incompatibility - not
master ECU, check CAN bus operation,
configured Message containing check the CAN configuration in the CAN
configuration ID not received bus master module, check correct software
due to CAN bus issue versions installed and update as
Message containing necessary. Check the system is operating
configuration ID not correctly and the DTC does not return
transmitted by CAN bus
master

Module has detected that the
Engine Control Module
component had operated in a
way or at a time that it had
not been commanded to
operate
Using the manufacturer approved
Invalid Data The engine management diagnostic system, check the Engine
Received From system, Engine Control
U0401- Control Module for DTCs and refer to the
ECM/PCM - Module is unable to support
94 relevant DTC index, rectify as required.
unexpected normal terrain response Check the system is operating correctly
operation functionality, the terrain and the DTC does not return
response system will go into
default condition
fault
Engine Control Module failure
U0402- Invalid Data Using the manufacturer approved

94 Received From The Terrain Response Control diagnostic system, check the Transmission
Transmission Module has detected that the Control Module for DTCs and refer to the
Control Module - Transmission Control Module relevant DTC index, rectify as required.
unexpected component had operated in a Check the system is operating correctly
operation way or at a time that it had and the DTC does not return
operate
The transmission system,
is unable to support normal
terrain response functionality,
the terrain response system
will go into default condition
Transmission system fault
failure

had operated in a way or at a
time that it had not been
commanded to operate
Invalid Data The Transfer Case Control Using the manufacturer approved
Received From Module is unable to support diagnostic system, check the Transfer Case
U0403- Transfer Case normal terrain response Control Module for DTCs and refer to the
94 Control Module - functionality, the terrain relevant DTC index, rectify as required.
unexpected response system will go into Check the system is operating correctly
operation default condition and the DTC does not return
Transfer Case Control system
fault
failure

ABS Module had operated in a
way or at a time that it had
Invalid Data operate Using the manufacturer approved
Received From The ABS Module is unable to diagnostic system, check the ABS Module
U0416- Vehicle Dynamics support normal terrain control module for DTCs and refer to the
94 Control Module - response functionality, the relevant DTC index, rectify as required.
unexpected terrain response system will Check the system is operating correctly
operation go into default condition and the DTC does not return
Vehicle Dynamics System
fault
ABS Module failure

Module had operated in a way
or at a time that it had not Using the manufacturer approved
Invalid Data been commanded to operate diagnostic system, check the Air
Received from
U0421- Suspension Control
Air Suspension Control Suspension Control Module control module
Module is unable to support for DTCs and refer to the relevant DTC
94 Module A -
normal terrain response index, rectify as required. Check the
unexpected
functionality, the terrain system is operating correctly and the DTC
operation
response system will go into does not return
default condition
Suspension Control System
fault
Module failure

Module has detected a
mismatch between the Using the manufacturer approved
hardware connected and the diagnostic system, check the vehicle
Car Configuration hardware expected configuration file, rectify as necessary.
U2012- Parameter(s) - Vehicle not correctly Check correct components for vehicle
4A incorrect configured configuration are installed, rectify as
component installed
Incorrect components necessary. Check the system is operating
installed for vehicle correctly and the DTC does not return
configuration
Ride and Handling Optimization - Ride and Handling Optimization

Switch
Removal
2. Remove the floor console upper panel.
For additional information, refer to: Floor Console Upper
Panel (501-12 Instrument Panel and Console, Removal
and Installation).
3. Remove the ride and handling optimization switch.
Installation
1. Install the ride and handling optimization switch.
Install the 6 screws.
2. Install the floor console upper panel.

and Installation).
Driveshaft -
Front Drive (Propeller) Shaft
Item Specification
Type One piece, variable length steel tube.
Constant velocity joints Plunging type, installed at front and rear.
Rear Drive (Propeller) Shaft

Item Specification
Two piece, variable length steel tube with isolated centre bearing and swaged front section to
Type
provide controlled collapse of the shaft during a crash.
Constant velocity Plunging constant velocity joints are positioned at the front and rear of the shaft with a, fixed
joints Hookes type universal joint at the centre.
* Front driveshaft to front axle drive flange Torx bolts:
Stage 1 45 33
Stage 2 Further 90 Further 90
* Front driveshaft to transfer case drive flange Torx bolts:
Stage 1 45 33
* Rear driveshaft to rear axle drive flange Torx bolts
Stage 1 42 31
* Rear driveshaft to transfer case drive flange Torx bolts
Stage 1 42 31
Rear driveshaft center bearing bolts 21 15
Fuel tank heat shield bolts 5 4
Fuel tank heat shield nuts 3 2
* New 'Patched' Torx bolts must be installed
Driveshaft - Driveshaft
Driveshaft - Component Location

1 - Front driveshaft
2 - Rear driveshaft assembly
GENERAL
Drive shafts are used to transmit drive from the transfer box to the front and rear differentials.
The front drive shaft is a 1-piece unit, connected to the transfer box and front differential unit via Constant
Velocity (CV) joints.
The rear drive shaft is a 2-piece unit, supported on a central bearing due to its increased length. The rear drive
shaft is connected to the transfer box and the rear differential via CV joints. These joints allow for angular
deviations of the drive shaft due to acceleration and braking.
The front and rear drive shafts are not serviceable items and a failure will require the replacement of the
complete drive shaft assembly.
FRONT DRIVESHAFT

1 - CV joint
2 - Front drive shaft
The front drive shaft is constructed from 1.7 mm wall tubular steel. A CV joint is attached to each end of the
drive shaft (see 'Halfshaft Joint' section for more information on CV joints). The shaft has an overall nominal
length of 681 mm.
Each CV joint has 6 holes, which allow for attachment to the input flange of the front differential and the front
output flange of the transfer box. The CV joints are secured to the front differential and transfer box with 6
Torx head adhesive retained bolts.
Three compression link washers are fitted under each pair of bolts. The washers are required to prevent
compression of the CV joints attachment flange.
A shroud is pressed over the CV joint. The shroud seals to the joint body using an internal gasket and to the
front output flange of the transfer box using an end cap and internal gasket. This prevents the ingress of dirt
and moisture. The CV joints allow for movement of the drive shaft caused by small movements in the
transmission and transfer box mountings.
REAR DRIVESHAFT ASSEMBLY

1 - Washer
2 - Bolt
3 - Driveshaft - Front
4 - Bolt M12 (6 off)
5 - Shim (3 off)
6 - Nut (2 off)
7 - Shaft bearing assembly
8 - Driveshaft - Rear
9 - Bolt M12 (6 off)
10 - Shim (3 off)
The rear driveshaft comprises front and rear shaft assemblies and a centrally mounted shaft bearing. The rear
driveshaft has an overall length of 1282 mm.
Front Shaft Assembly
The front shaft assembly incorporates a crash feature within the tube, which controls the collapse of the drive
shaft during a crash.
The front shaft assembly comprises a CV joint at the front and a splined shaft at the rear. The front shaft
comprises a tube with welded, splined shafts at each end.
The forward splined shaft accepts the CV joint, which is secured with a circlip. The CV joint is packed with
grease and sealed on both sides with metal shrouds to prevent the ingress of dirt and moisture. The CV joint
(transfer box end) has 6 radial holes, which provide for the attachment to the transfer box rear output flange.
The joint is secured to the output flange with 6 bolts, which screw into threaded holes in the flange. Three
compression link washers are fitted under each pair of bolts. The CV joint is not a serviceable component and a
failure would require replacement of the rear driveshaft assembly. The rear splined shaft mates with splines in
the rear shaft universal joint and is pressed in and fixed with Locktite. A threaded hole is provided in the
splined shaft to secure the front and rear driveshaft sections together. A machined surface on the shaft accepts
the shaft bearing, which is a press fit.
Shaft Bearing Assembly
The shaft bearing assembly comprises a pressed steel housing, a rubber bush and a ball bearing. The rubber
bush is bonded into the housing. An internal metal ring, bonded to the bush, allows for the bearing to be press
fitted into it. The rubber bush allows for small deviations in alignment and also absorbs vibrational forces. The
shaft bearing assembly is located on studs, which are integral with the body, and secured with flanged nuts.
Rear Shaft Assembly
The rear shaft assembly comprises a universal joint at the front and a CV joint at the rear. The rear shaft
comprises a tube with the welded universal joint at one end and a welded splined shaft at the opposite end.
The opposite end of the universal joint has a splined bore, which mates with the splined shaft on the rear of
the front shaft assembly. A bolt and washer is fitted through the splined bore and screws into the splined shaft
on the front shaft assembly, securing the front and rear shaft assemblies together.
The rear CV joint (final drive end) has 6 radial holes, which provide for the attachment to the rear differential
input flange. The joint is secured to the input flange with 6 torx bolts, which screw into threaded holes in the
flange. Three compression link washers are fitted under each pair of bolts. The rear splined shaft mates with
splines in the rear shaft CV joint hub and is pressed in and fixed with Locktite.
Driveshaft - Universal Joints

1 - Universal joint
2 - Rear shaft assembly
3 - Front shaft assembly
The rear driveshaft is a 2-piece unit with a universal joint connecting the rear shaft assembly to the front shaft
assembly. This configuration allows for angular deviations of the driveshaft due to acceleration and braking.
The rear shaft assembly comprises a tube with the welded universal joint at the front and a Constant Velocity
(CV) joint at the rear. The front shaft assembly comprises a tube with a CV joint at the front and a welded
splined shaft at the rear.
The front splined shaft mates with splines in the rear shaft universal joint. A threaded hole is provided in the
splined shaft to secure the front and rear shaft assemblies together.
Driveshaft - Front Driveshaft4.4L NA V8 - AJ41/4.2L SC V8 - AJV8
Removal
CAUTION: It is possible to fit the driveshaft incorrectly. Note the orientation before removal.
NOTE: A small amount of oil may weep from the driveshaft joints during storage. The loss of this oil will not
affect the operation or durabilty of the joint.


safety stands.

3. Remove the transmission support crossmember.
For additional information, refer to: Transmission
Support Crossmember - 4.4L NA V8 - AJ41/4.2L SC V8 -
AJV8 (502-02 Full Frame and Body Mounting, Removal
and Installation).
4. CAUTIONS:
Mark the position of the driveshaft flange in

relation to the drive pinion flange.
To avoid damage to the joint or gaiter, do

not allow the driveshaft to hang.
Release the driveshaft from the transfer case

drive flange.
Remove the 6 Torx bolts and washers,

discard the bolts.
5. CAUTIONS:


Release the driveshaft from the front axle drive

flange.
Remove the 6 Torx bolts and washers,

discard the bolts.
6. Remove the front driveshaft.
Compress the joints to disengage the

drive flanges.
Installation
1. NOTE: A small amount of oil may weep from the
driveshaft joints during storage. The loss of this oil will not
affect the operation or durabilty of the joint.
Install the driveshaft.
Clean the components.
Compress the joints to engage the drive flanges.
2. Attach the driveshaft to the front axle drive flange.
Tighten the new Torx bolts to 45 Nm (33 lb.ft),

then a further 90 degrees.
3. Attach the driveshaft to the transfer case drive flange.
Tighten the new Torx bolts to 45 Nm (33 lb.ft),

4. Install the transmission support crossmember.

and Installation).
Driveshaft - Rear Driveshaft4.4L NA V8 - AJ41/4.2L SC V8 - AJV8

Removal
NOTE: A small amount of oil may weep from the driveshaft joints during storage. The loss of this oil will not
affect the operation or durability of the joint.

Specifications).

safety stands.

(309-00B Exhaust System - 4.4L NA V8 - AJ41, Removal
and Installation).
4. Remove the center heat shield.
Remove the 8 nuts.
5. Remove the fuel tank heat shield.
6. CAUTIONS:



drive flange.
Remove the 6 Torx bolts and washers.

7. CAUTIONS:


Release the driveshaft from the rear axle drive

flange.
8. With assistance, remove the driveshaft.
Remove the 2 driveshaft center bearing

mount nuts.
Installation
1. CAUTION: It is possible to fit the driveshaft

incorrectly. The universal joint must be rearward of the
center bearing when installed in the vehicle.
NOTE: A small amount of oil may weep from the

Attach the driveshaft to the rear axle drive flange.
Tighten the Torx bolts to 44 Nm (32 lb.ft), then a

further 45 degrees.

Attach the driveshaft to the transfer case drive flange.

further 45 degrees.
3. CAUTION: Make sure the center bearing mount is
not under tension and central within the slots.
Attach the driveshaft center bearing mount.
Align the center bearing mount.
4. Install the fuel tank heat shield.
Tighten the screws.
5. Install the center heat shield.
Tighten the nuts.

and Installation).
Specifications).
Rear Drive Axle/Differential -

Sealers
Item Land Rover Part No.
Input shaft splines STC 50554
Differential (ETM) unit locking motor STC 50550
Lubricants
Item Specification
* Recommended lubricant:
'Open' unit Castrol SAF-XO - 75W/90
Electronic torque managed (ETM) unit Castrol SAF Carbon Mod Plus
* Do not use any lubricant other than that specified
Capacities
Unit Service Fill Capacity
'Open' differential 1.14 liters (2.07 pints) (1.03 US quarts)
Electronic torque managed (ETM) differential 1.55 liters (2.81 pints) (1.40 US quarts)
Rear 'Open' Differential
Item Specification
Reduction ratio:
TdV8 Diesel engine 3.54:1
V8 Supercharged Petrol engine 3.73:1
Rear Electronic Torque Managed (ETM) Differential

Item Specification
Electronic torque managed
Up to 2500 Nm (98.5 lbf/ft)
(ETM) range
Electronic torque managed Operates the ball/ramp mechanism and wet clutch. Motor incorporates a
(ETM) motor temperature sensor and is controlled by an ECU
Differential type 4 pin
Reduction ratio:
TdV8 Diesel engine 3.54:1
Item Specification
V8 Supercharged Petrol
3.73:1
engine
Oil drain plug 28 21
Oil filler plug 34 25
Oil temperature sensor 22 16
++ Differential locking motor 10 7
Differential front mounting bolts 100 74
Differential rear mounting bolt
Stage 1 120 89
Stage 2 Tighten a further 180 degrees
* Driveshaft to rear axle drive flange bolts
Stage 1 44 33
Stage 2 Tighten a further 45 degrees
* New ''Patchlok' Torx bolts must be installed
** New nut must be installed
+ Stake nut on completion of tightening operation
++ Apply sealant, Part No. STC 50550 to flange of locking motor
Rear Drive Axle/Differential - Rear Drive Axle and Differential

OPEN REAR DIFFERENTIAL
Component Location
1 - RH rear drive halfshaft
3 - LH rear drive halfshaft
OVERVIEW
The rear differential converts the 'angle of drive' through 90 degrees and distributes drive, via the rear drive
halfshafts, to the rear wheels.
The rear differential for the 4.2L and 4.4L V8 petrol variants utilize the same output ratio of 3.73:1, where as
the TdV8 variant has an output ratio of 3.54:1.
The unit is located centrally in the rear of the chassis and is mounted to the chassis via rubber bushes and
bolts; 2 mounting points at the front of the unit and 1 at the rear.
The cast iron casing comprises 2 parts; a cover and a carrier. The carrier provides locations for all the internal
components. The carrier is sealed to the cover with sealant and secured with 12 bolts. The cover and carrier
have cast ribs, which assist mobility. A breather tube is fitted to the top of the carrier. This allows a plastic
tube to be fitted and routed to a high point under the vehicle body, preventing the ingress of water when the
vehicle is wading.
The carrier contains an oil drain plug. The differential unit contains approximately 1.16 liters of oil from a dry
fill. If oil is being replaced, a smaller quantity of oil will be required due to residual oil retained in the pinion
housing.
The differential is a conventional design using a hypoid gear layout, similar to the front differential. The ratio is
changed by changing the amount of teeth between the crown wheel drive gear and pinion gear. Therefore for,
with a ratio of 3.54:1, the crown wheel drive gear will have 3.54 times more teeth than the pinion gear.
OPEN REAR DIFFERENTIAL INTERNAL COMPONENTS
The differential comprises a pinion shaft and hypoid pinion gear and a crown wheel drive gear with an integral
cage, which houses 2 planet gears. Two sun wheels are also located in the cage and pass the rotational drive
to the drive shafts.
The pinion shaft is mounted on 2 opposed taper roller bearings, with a collapsible spacer located between
them. The spacer is used to hold the bearings in alignment and also collapses under the pressure applied to
the pinion-flanged nut. This allows the flanged nut to be tightened by measuring the torque-to-turn, which
collapses the spacer, setting the correct bearing preload.
The pinion shaft has an externally splined outer end, which accepts and locates the input flange, which is
retained by the pinion nut. The input flange has 4 threaded holes and mates with the rear drive shaft. Four
bolts secure the rear drive shaft to the input flange. An oil seal is pressed into the pinion housing and seals the
input flange to the pinion housing. The pinion shaft has a hypoid gear at its inner end, which mates with the
crown wheel drive gear.
The crown wheel drive gear is located on the differential case and secured with 10 bolts. The differential case is
mounted on taper roller bearings located in machined bores on each side of the pinion housing. Belleville
washers are used to apply the correct bearing preload and hypoid backlash.
The differential carrier has a through hole, which provides location for the shaft. The shaft is supported by a
sun gear and a needle roller bearing. The shaft is fitted with a snap ring at one end, which locates in a
machined groove in the sun gear, locking the shaft in position.
The sun gears are located in pockets in the carrier cage and mesh with the planet gears. Spacers are fitted
between the sun wheels and the carrier and set the correct mesh contact between the planet gears and the
sun wheels. Each sun wheel has a machined bore with internal splines and machined groove near the splined
end. The groove provides positive location for a snap ring fitted to the end of each output flange.
Each output shaft has a spline, which locates in each sun wheel. A snap ring fitted to the splined shaft locates
in the groove of the sun wheel bore and positively locates the output shaft. Oil seals are pressed into each side
of the pinion housing and seals the output shaft.
The operating principles of the front and rear differentials are the same. Rotational input from the drive shaft is
passed via the input flange to the pinion shaft and pinion gear. The angles of the pinion gear to the crown
wheel drive gear moves the rotational direction through 90 degrees.
The transferred rotational motion is now passed to the crown wheel drive gear, which in turn rotates the
differential casing. The shaft, which is secured to the casing, also rotates at the same speed as the casing. The
planet gears, which are mounted on the shaft, also rotate with the casing. In turn, the planet gears transfer
their rotational motion to the left and right hand sun wheels, rotating the drive halfshafts.
When the vehicle is moving in a forward direction, the torque applied through the differential to each sun wheel
is equal. In this condition both drive halfshafts rotate at the same speed. The planet gears do not rotate and
effectively lock the sun wheels to the differential casing.
If the vehicle is turning, the outer wheel will be forced to rotate faster than the inner wheel by having a greater
distance to travel. The differential senses the torque difference between the sun wheels. The planet gears
rotate on their axes to allow the outer wheel to rotate faster than the inner one.
ELECTRONIC TORQUE MANAGED (ETM) REAR DIFFERENTIAL
Component Location

2 - Actuator motor
OVERVIEW
The Electronic Torque Managed (ETM) rear differential is available as an option on both petrol and diesel
derivatives. The output ratio for the ETM rear differential remains the same as the open differentials for both
petrol and diesel derivatives.
The ETM differential has the same functionality as the open rear differential but incorporates a locking feature.
ELECTRONIC TORQUE MANAGED (ETM) REAR DIFFERENTIAL INTERNAL

COMPONENTS
An electronically controlled multi-plate clutch provides a rear differential lock and torque biasing function to
give improved traction performance and vehicle dynamic stability.
A strategy, to electronically control the rear differential multi-plate clutch assembly, has been developed to
provide:
a pre-loading function, increasing locking torque with increased driving torque

a slip controller to increase locking torque under off-road conditions and decrease locking torque for
optimum comfort, e.g. parking.
The unit receives a torque input from the transfer box output shaft, which is passed through the unit to 2
outputs for the rear drive halfshafts.
The unit detects wheel slip via various vehicle system inputs to the ETM rear differential control module and
locks the differential accordingly.
The ETM differential locking and biasing feature is actuated via a Direct Current (DC) motor, which is controlled
by the ETM rear differential control module, via a Pulse Width Modulation (PWM) signal.
Multi-plate Clutch Assembly

1 - Pressure disc
2 - Clutch plate assembly
3 - Pressure disc
4 - Thrust race
5 - Output actuator
6 - Actuator balls
7 - Input actuator
8 - Bearing pre-load spacer
9 - Reduction gearset
10 - Actuator motor
The multi-plate clutch assembly for both centre (transfer box) and ETM rear differentials act in a similar way.
The aim of the multi-plate clutch assembly is to prevent excessive differential slip and therefore maximise the
traction performance of the vehicle. This is fundamentally different from the 'braked' traction control, which
can only counteract differential slip when it occurs.
A certain amount of differential slip is required to allow the vehicle to turn corners and to remain stable under
control of the Anti-lock Braking System (ABS). The transfer box control module monitors the driver's demands
through primary vehicle controls and automatically sets the slip torque at the rear differential, via the ETM rear
differential control module. The system is completely automatic and does not require any special driver input.
The multi-plate clutch assembly actively controls the torque flow through the rear differential and optimises the
torque distribution in the driveline. The clutch assembly biases the torque from the differential to the wheels
with the higher grip and prevents the wheels with the lower grip from spinning.
By turning the input actuator disc, via the motor shaft, the output actuator is rotated. This movement acts on 5
balls in a ramp mechanism between the input and output actuators and gives a defined axial movement. The
movement forces the pressure disc to induce friction between the sun gear and differential case via the clutch
plates supported by the sun gear and the plates supported by the clutch basket on the differential case. This
frictional force inhibits the differential rotation; the differential case and left hand differential side gear are
locked together.
Electronic Torque Managed (ETM) Rear Differential Control Module
The ETM rear differential control module controls the multi-plate clutch actuation. The control module is
mounted on a bracket located on the LH C-pillar, behind the trim.
The control module is connected on the Controller Area Network (CAN) bus and controls the differential
operation using CAN messages from other control modules on the network.
The control module uses 3 connectors for all inputs and outputs. It receives a permanent power supply via a
40A fusible link located in the Battery Junction Box (BJB), and an ignition supply via fuse 24 located in the
Central Junction Box (CJB).
The control module memorises the position of the ETM rear differential motor when the ignition is switched off.
The control module controls the closed loop position sensing system within the motor and regulates the power
supply to the motor.
If the control module is replaced, a Land Rover approved diagnostic tool must be connected to the vehicle and
the ETM rear differential control module self-calibration procedure must be performed. This procedure must
also be performed if the motor or differential assembly is replaced.
If a fault occurs with the ETM rear differential, the control module or 1 of the required input signals, i.e. road
speed signal, the control module records an error code and a warning lamp, in the instrument cluster,
illuminates permanently.
CAN Bus Messages
The CAN bus is a high speed broadcast network connected between various vehicle control modules. It allows
the fast exchange of data between control modules every few microseconds. The bus comprises 2 wires, which
are twisted together to minimise electromagnetic interference (noise) produced by the CAN messages.
The ETM rear differential control module is connected on the CAN bus, via the transfer box control module, and
controls differential operation using CAN messages from other control units on the network. Wheel speed,
steering angle, automatic transmission speed, temperature information, car configuration, axle ratios and
mode inputs, are some of the main signals received by the control module.
The control module also sends messages via the CAN bus to tell other control modules on the network, the
status of the ETM rear differential. The clutch torque and default mode status are some of the main signals
sent out by the control module.
The following table shows the messages that can be displayed in the message centre of a high-line instrument
cluster relating to the ETM rear differential:
Message Description Chime

'TRANSMISSION Rear differential temperature has reached or is approaching the overheat
None
OVERHEAT' 'SLOW DOWN' threshold
Transfer box control module has stopped transmitting CAN bus messages.
'TRANSMISSION FAULT'
Defaults to open centre differential. Message also displayed when fault None
'TRACTION REDUCED'
occurs with ETM rear differential
'TRANSMISSION FAULT' Fault has occurred with ETM rear differential. Stop vehicle at earliest
Single
'STOP SAFELY' opportunity
On vehicles fitted with the low line instrument cluster, in place of the message centre there will be a status
lamp, which has the following logic:
Amber - Over temperature

Red - Failure, stop vehicle
TERRAIN RESPONSE

1 - Terrain Response rotary control knob
The Terrain Response system allows the driver to select a program, which will provide the optimum settings for
traction and performance for the prevailing terrain conditions.
The system is controlled by a rotary control located on the centre console.
The system uses a combination of vehicle subsystems to achieve the required vehicle characteristics for the
terrain selected. The following subsystems form the Terrain Response system:
Engine management system (EMS)

Automatic transmission
Transfer box
Brake system
Air suspension
Each subsystem control module provides a feedback for the selected program so that the Terrain Response
control module can check that all systems are controlling the system correctly. The exception to this is the ETM
rear differential control module, which does not provide feedback to the Terrain Response system as it is a
slave to the transfer box control module.
For additional information, refer to: Ride and Handling Optimization (204-06 Ride and Handling Optimization,
SERVICE
The oil used in the ETM rear differential is Castrol SAF-Carbon Mod Plus. The oil contains unique additives and
friction modifiers, which enhance the differentials operation. No other oil must be used in the ETM rear
differential.
Electronic Torque Managed (ETM) Rear Differential Serviceable Components
Halfshaft seals
Needle roller bearing assembly
Chassis bush/fixings
Actuator motor
Temperature sensor
Control module and bracket
Lubricant
DIAGNOSTICS
The ETM rear differential control module can store fault codes, which can be retrieved by connecting the Land
Rover approved diagnostic tool using ISO-14229 protocol.
The information is communicated via a diagnostic socket.
systems and the Land Rover approved diagnostic tool. The information is communicated to the socket, via the
CAN bus. This allows the retrieval of diagnostic information and programming of certain functions using the
Land Rover approved diagnostic tool.
The ETM rear differential control module uses Diagnostic Trouble Codes (DTC), which relate to ETM rear
differential electrical faults.
ELECTRONIC TORQUE MANAGED (ETM) REAR DIFFERENTIAL CONTROL
DIAGRAM
NOTE: A = Hardwired

1 - Ignition switch
2 - Fusible link (battery)
3 - Actuator motor
4 - Oil temperature sensor
5 - ETM rear differential control module
6 - Fuse (ignition)
Rear Drive Axle/Differential - Differential Draining and Filling

General Procedures
CAUTION: Do not fill the differential with lubricant up to the filler plug. The filler plug is only used to fill
the differential with lubricant, and not to act as a level indicator.

safety stands.

2. Remove the differential case fluid filler plug.
Clean the area around the fluid filler plug.

Position a container to collect spillage.
3. Drain the differential fluid.
Clean the area around the fluid drain

plug.
Remove the fluid drain plug.
4. Install the differential case fluid drain plug.
Tighten the drain plug to 54 Nm (40 lb.ft).
5. CAUTION: Do not fill the differential case with fluid

up to the filler plug hole. The filler plug is only used to fill
the differential case with fluid, and not to act a level
indicator.
Fill the differential with the correct amount of fluid.

02 Rear Drive Axle/Differential, Specifications).
6. Install the differential case fluid filler plug.
Clean the filler plug.
Tighten the filler plug to 34 Nm (25 lb.ft).
Rear Drive Axle/Differential - Axle Housing Bushing4.4L NA V8 -

AJ41/4.2L SC V8 - AJV8
In-vehicle Repair
Removal

safety stands.

and Installation).
5. CAUTIONS:



flange.

components, make sure the area around the joint faces and
Disconnect the axle case breather line.

7. NOTE: Allow the axle to rotate until the drive flange
hangs down.
Lower the rear axle assembly.
Using a transmission jack, support the axle.

Remove the 2 bolts.
8. CAUTION: Note the fitted position of the bush and

mark the sub-frame to aid assembly.
NOTE: Move the axle case rearwards for access.
Using the special tools, remove the rear axle housing

front bushing.
Installation
1. CAUTIONS:
Lubricate the new bush with rubber lubricant to aid

assembly.
Align the new bush to the mark on the sub-frame.
Using the special tools, install the rear axle housing front
bushing.
2. Install the axle assembly.
Tighten the bolts to 100 Nm ( 74 lb.ft).
Tighten the new nut and bolt to 120 Nm (89 lb.ft),

3. Connect the axle case breather line.

4. Attach the driveshaft to the rear axle drive flange.

further 45 degrees.
Tighten the screws.

and Installation).
Rear Drive Axle/Differential - Axle Shaft Seal

In-vehicle Repair
Special Tool(s)
204-506/1(LRT-60-030/1)
remover/replacer
204-506/5(LRT-60-030/5)
204-506/3(LRT-60-030/3)
204-506-01(LRT-60-030/4)
Axle oil seal remover
308-005(LRT-37-004/2)
Impulse extractor
100-012(LRT-99-004)
Installer halfshaft oil seal
308-626/1
Installer/Guide halfshaft oil

seal
308-626/2
Removal
CAUTIONS:
Do not allow halfshafts to hang unsupported at one end or joint damage will occur.
Do not store or install halfshafts with joints at maximum articulation or damage may occur to the joint.
Angularly Adjusted Roller (AAR) joints, used at the inboard end of some halfshafts have no internal
retaining mechanism and can separate.

safety stands.

2. Remove the rear wheel and tire.
3. NOTE: Use an additional wrench to prevent the
Release the tie rod.

4. Release the lower arm.
Using a suitable stand, support the lower

arm.
5. With assistance, release the halfshaft.
Remove and discard the snap ring.

6. Using the special tools, remove and discard the
axle shaft seal.
Installation
1. CAUTION: The axle shaft seal protector

must be left in place until the halfshaft has been
installed.
Using the special tools, install a new axle shaft

seal.
2. CAUTION: Pull on the halfshaft inboard joint to

make sure the clip has fully engaged and retains the
halfshaft inboard joint within the axle case.
With assistance, secure the halfshaft.
Install a new snap ring.
Open the axle shaft seal protector.

NOTE: The axle shaft seal protector is designed

to break into two pieces.
Remove and discard the axle shaft seal

protector.

Secure the lower arm.

(184 lb.ft).

Secure the tie rod.
Install a new nut and tighten to 165 Nm (121

lb.ft).

Rear Drive Axle/Differential - Differential Locking Motor
In-vehicle Repair
Removal

safety stands.

2. Remove the differential locking motor.
Remove the 4 bolts.

differential locking motor upwards to
release it from the locating pegs.
Installation
1. CAUTIONS:
It is essential that absolute cleanliness is observed

when working on the rear differential. Always cover any
open orifices using lint free non-flocking material to prevent
the ingress of foreign matter. Failure to follow this
instruction may result damage to the components.
Make sure that all traces of the old sealant are

removed from the rear differential.
Clean the mating face of both the differential and the

differential locking motor.
2. Apply continuous bead of sealant to the motor
mating face on the differential.
3. CAUTION: The rear differential locking motor teeth

are of a very fine pitch; therefore it is essential that the
rear differential locking motor teeth and locating pegs are
correctly aligned to the rear differential. Failure to follow
this instruction will result damage to the components.
Install the differential locking motor.

calibrate the new differential locking motor.
Rear Drive Axle/Differential - Drive Pinion Seal

In-vehicle Repair
Removal

safety stands.

and Installation).
3. Remove the center heat shield.
Remove the 8 nuts.

5. CAUTIONS:



flange.
Discard the bolts.
6. Remove the 2 driveshaft center bearing mount

nuts.
With assistance, release the driveshaft

and tie aside.
7. Measure the depth of the pinion nut on the

pinion shaft.
Note measurement for installation.

8. CAUTION: This step must be carried out
to make sure that the drive pinion nut is correctly
tightend on assembly.
Accurately scribe a line to mark the drive pinion

shaft to the drive pinion nut and pinion flange.
9. Remove the drive pinion flange retaining nut.
Using the special tool, counter hold the drive

pinion flange.
Note number of turns for installation.
10. Using a two legged puller remove the pinion

flange.
Check flange seal journal for any damage.
Carefully remove and discard the oil seal.

Installation
1. Clean the drive pinion flange.
2. Clean the drive pinion seal mating faces.
3. Using the special tool, install the new drive
pinion seal.
Install special tool 205-821-01 to the seal

face.
5. CAUTION: Make sure adaptor is removed

or damage to the vehicle may occur.
Using the special tool, install the new drive

pinion seal.
Remove the special tools.
6. CAUTION: Make sure the drive pinion flange

scribed marks are aligned.
Install the drive pinion flange.

7. CAUTIONS:
Make sure the mark on the drive pinion nut is

never tightened short of the scribed mark on the
drive pinion shaft.
Make sure the drive pinion flange has no end

float and is free to rotate.
Make sure the scribed mark on the drive pinion

nut is no more than a maximum of 5 degrees past
the scribed mark on the drive pinion shaft.
Install the drive pinion flange retaining nut.
Using the special tool, counter hold the drive

pinion flange.
Install nut to previously noted number of

turns.
Measure the depth of the pinion nut on the

pinion shaft.
8. CAUTION: It is possible to fit the driveshaft

incorrectly. The universal joint must be rearward of the
center bearing when installed in the vehicle.
NOTE: A small amount of oil may weep from the

Attach the driveshaft to the rear axle drive flange.
Remove the cable tie.
Align the driveshaft to the previously noted

position.

further 45 degrees.
Remove the cable tie.
9. CAUTION: Make sure the center bearing mount is

not under tension and central within the slots.
Attach the driveshaft center bearing mount.
Align the center bearing mount.

Tighten the screws.
11. Install the center heat shield.
Tighten the nuts.

and Installation).
13. CAUTION: Make sure the correct specification

and quanity of oil is used.
Check the differential oil level and top up if necessary
Rear Drive Axle/Differential - Rear Axle Oil Temperature Sensor

In-vehicle Repair
Removal

safety stands.

2. Drain the differential lubricant.
For additional information, refer to: Differential Draining
and Filling (205-02 Rear Drive Axle/Differential, General
Procedures).
3. Disconnect the electrical connector.
4. Remove the oil temperature sensor.
Installation
1. Clean the component mating faces.
2. Install the oil temperature sensor.
3. Connect the electrical connector.

4. Fill the differential with the correct amount of lubricant.
Procedures).
Rear Drive Axle/Differential - Axle Assembly

Special Tool(s)
308-005(LRT-37-004/2)
Impulse extractor
100-012(LRT-99-004)
308-626/1
seal
308-626/2
Removal
CAUTIONS:

Specifications).

safety stands.

3. Remove both rear wheels and tires.
For additional information, refer to: Wheel and Tire (204-
04 Wheels and Tires, Removal and Installation).
4. Remove the exhaust system. For additional information,
refer to:
Exhaust System (309-00A Exhaust System - 4.2L SC V8 -

AJV8, Removal and Installation),
Exhaust System (309-00B Exhaust System - 4.4L NA V8 -
AJ41, Removal and Installation),
Exhaust System - Vehicles Without: Diesel Particulate Filter
(DPF) (309-00C Exhaust System - 3.6L V8 - TdV8, Removal
and Installation),
Exhaust System - Vehicles With: Diesel Particulate Filter
and Installation).
Procedures).
7. CAUTIONS:



flange.
8. CAUTION: Make sure that all openings are sealed.

Use new blanking caps.

Release the LH tie rod.
10. Release the LH lower arm.

arm.
11. With assistance, release the LH halfshaft.

NOTE: LH illustration shown, RH is similar.
Release the RH tie rod.
Release the RH lower arm.

arm.
With assistance, release the RH halfshaft.

15. Vehicles with differential locking motor.
Release the 2 wiring harness clips.
16. WARNING: Secure the component to

the transmission jack.
Remove the axle assembly.
Using a transmission jack, support the

axle.
17. With assistance, remove the axle from the transmission

jack.
Using the special tools, remove and discard both

halfshaft seals.
Installation
1. CAUTION: The halfshaft seal protector must

be left in place until the halfshaft has been installed.
Using the special tools, install new halfshaft seals.
2. With assistance, secure the axle to the transmission

jack.
3. NOTE: Make sure that new bolts are installed.
Install the axle assembly.
Tighten the new bolts to 100 Nm ( 74 lb.ft).

4. Vehicles with differential locking motor.
Secure the wiring harness clips.

With assistance, secure the RH halfshaft.
Open the halfshaft oil seal protector.

6. NOTE: The halfshaft seal protector is designed
Remove and discard the halfshaft seal protector.

Secure the RH lower arm.

(184 lb.ft).

Secure the RH tie rod.

lb.ft).

With assistance, secure the LH halfshaft.
Open the halfshaft seal protector.

10. NOTE: The halfshaft seal protector is designed
Remove and discard the halfshaft seal protector.

Secure the LH lower arm.

(184 lb.ft).

Secure the LH tie rod.

lb.ft).

14. NOTE: Make sure that new bolts are installed.
Secure the driveshaft to the rear axle drive flange.
Stage 1: Tighten the bolts to 45 Nm (33 lb.ft).
Stage 2: Tighten a further 45 degrees.
Tighten the screws.
16. Fill the differential with the correct amount of fluid.

Procedures).
17. Install the exhaust system. For additional information,
refer to:

and Installation),
and Installation).

Specifications).
Rear Drive Axle/Differential - Differential Support Insulator4.4L

NA V8 - AJ41/4.2L SC V8 - AJV8
Special Tool(s)
Remover/installer 205-707
LRT-51-022
Removal

safety stands.

and Installation).
5. CAUTIONS:



flange.
Remove the 6 bolts and washers.


7. NOTE: Allow the axle to rotate until the drive flange
hangs down.
Lower the rear axle assembly.
Using a transmission jack, support the axle.

Remove the 2 bolts.
8. CAUTION: Note the fitted position of the bush and

mark the sub-frame to aid assembly.
NOTE: Move the axle case forwards for access.
Using the special tools, remove the rear axle housing

rear bushing.
Installation
1. CAUTIONS:
Lubricate the new bush with rubber lubricant to aid

assembly.
Align the new bush to the mark on the sub-frame.
Using the special tools, install the rear axle housing rear
bushing.
2. Install the axle assembly.
Tighten the bolts to 100 Nm ( 74 lb.ft).


4. Attach the driveshaft to the rear axle drive flange.
Tighten the bolts to 44 Nm (32 lb.ft), then a

further 45 degrees.
Tighten the screws.

and Installation).
Front Drive Axle/Differential -

Lubricants
Item Specification
* Recommended lubricant Castrol SAF-XO - 75W/90
0.75 liters refill (1.3 pints) (1.6 US pints)
Capacity
0.8 liters from dry (1.4 pints) (1.7 US pints)
* Do not use any lubricant other than that specified
Reduction Ratio
Model Specification
4.2L 3.73:1
4.4L 3.73:1
5.0L 3.54:1
3.6L Diesel engine 3.54:1
Description Bolt length Nm lb-ft
Oil drain plug - 54 40
Oil filler plug - 34 25
100 mm -
Stage 1 50 37
Stage 2 90 90
Front drive axle/differential to engine sump bolts
55 mm -
Stage 1 50 37
Stage 2 60 60
- -
* Driveshaft to front axle drive flange Torx bolts: Stage 1 45 33
* New 'Patchlok' Torx bolts must be installed
Front Drive Axle/Differential - Front Drive Axle and Differential

A - Diesel version
B - Gasoline version
1 - Front RH drive halfshaft
2 - CV joint
3 - Engine sump
4 - Front drive shaft
5 - Front LH drive halfshaft
6 - Front differential
OVERVIEW
The front differential converts the 'angle of drive' through 90 degrees and distributes drive, via the drive
halfshafts, to the front wheels.
The front differential is mounted on the LH side of the vehicle sump. The sump has a cast tube through it,
which allows for the fitment of the RH drive halfshaft and separates the engine oil from the differential oil. The
differential unit is secured to the engine sump with 4 bolts. The bolts pass through lugs in the differential
casing and are secured into threaded holes in the sump. An O-ring seal is fitted to the casing and locates in the
sump to provide a seal between the casing and the sump.
The casing comprises two halves with machined mating faces. When assembled, the iron casing halves are
sealed with a thin film of Loctite 574 sealant and secured together with 12 bolts. The LH casing is the carrier
for all the rotating parts and the RH casing is a cover to close the unit and a support for the RH carrier bearing.
A breather tube is fitted to the casings. This allows a plastic tube to be fitted and routed to a high point in the
engine compartment, preventing the ingress of water when the vehicle is wading.
The LH casing is fitted with a drain plug and a filler plug.
The differential is a conventional design using a hypoid gear layout. This employs a hypoid bevel pinion gear
and crown wheel, with the pinion offset above the center line of the crown wheel. This design allows for a
larger pinion gear to be used, which has the advantages of increased gear strength and reduced operating
noise.
The output ratio of the front differential varies depending on the engine variant.
For additional information, refer to: Specifications (205-03 Front Drive Axle/Differential, Specifications).
The ratio is changed by changing the amount of teeth between the crown wheel drive gear and pinion gear. For
example, with a ratio of 3.54:1, the crown wheel drive gear will have 3.54 times more teeth than the pinion
gear.
The differential comprises a pinion shaft and hypoid bevel gear, a crown wheel drive gear with an integral
cage, which houses two planet gears. Two sun wheels are also located in the cage and pass the rotational drive
to the drive halfshaft shafts.
The pinion shaft is mounted on two opposed taper roller bearings with a collapsible spacer located between
them. The spacer is used to hold the bearings in alignment and collapses at a predetermined rate due the
torque applied to the pinion nut. The remaining load is carried as preload in the bearings and is set with the
pinion nut to give the desired assembly torque-to-turn. This can only be performed during first assembly when
new bearings are coated with friction modifier.
An oil seal is pressed into the LH casing and seals the input flange to the differential unit. The pinion shaft has
a hypoid bevel gear at its inner end, which mates with the crown wheel drive gear.
The crown wheel drive gear is located on the carrier and secured with 10 screws. The carrier is mounted on
taper roller bearings located in each casing half. The bearings are press fitted into the casing and a spacer is
located on the outside face to apply preload to the bearing.
The carrier is fitted with a shaft onto which the two planet gears are mounted. The shaft is secured in the
carrier with a roll pin. The sun wheels are located in pockets within the carrier and mesh with the planet gears.
Curved plates are located between the carrier and the sun wheels and hold the sun wheels in mesh with the
planet gears. Each sun wheel has a machined, splined, bore to accept the drive halfshaft. A groove is machined
in the bore to locate the snap ring fitted to the drive halfshaft, providing positive drive halfshaft location.
The operating principles of the front and rear differential are the same.
For additional information, refer to: Rear Drive Axle and Differential (205-02 Rear Drive Axle/Differential,
Front Drive Axle/Differential - Differential Draining and Filling

General Procedures
CAUTION: The fluid filler plug is not a fluid level plug.

Installation).
3. Clean the area around the differential case, fluid drain
and filler plugs.
4. WARNING: Observe due care when

draining, as the fluid can be very hot.
NOTE: Rotate the wheels and tires to drain

excess oil collected in the differential casing.
Drain the differential fluid.
Position a container to collect the fluid.
Remove the differential case fluid drain

plug.
Allow the fluid to drain.
5. Install the differential case fluid drain plug.
Clean the drain plug.
Apply sealant to the thread.
Tighten the drain plug to 54 Nm (40 lb.ft).
6. Remove the differential case fluid filler plug.
7. CAUTIONS:
The fluid filler plug is not a fluid level plug.
If a thread of fluid runs/drips from the filler plug hole

after refilling, the differential has been overfilled. Drain the
fluid and refill with the correct amount.
Fill the front differential case with the correct amount of

fluid.
If the differential has been replaced, fill with 800

ml (1.7 US pints) of fluid.
If the differential has been drained but not

replaced, add 750 ml (1.6 US pints) of fluid.
8. Install the differential case fluid filler plug.
Clean the filler plug.
Apply sealant to the thread.
Tighten the plug to 35 Nm (26 lb.ft).

Installation).
Front Drive Axle/Differential - Drive Pinion Seal

In-vehicle Repair
Special Tool(s)
Flange holding tool
205-053
Remover drive flange
205-824
Installer - drive pinion oil seal
205-820
Impulse extractor
100-012(LRT-99-004)
General purpose puller
100-005A(LRT-99-500A)
Removal
CAUTION: The drive pinion seal must only be renewed once.

Specifications).

axle stands.

3. NOTE: Drain the fluid into a suitable container.
Drain the differential lubricant.

and Filling (205-03 Front Drive Axle/Differential, General
Procedures).
4. Remove the front driveshaft. For additional information,
refer to: (205-01 Driveshaft)
Front Driveshaft - 4.4L NA V8 - AJ41/4.2L SC V8 - AJV8

(Removal and Installation),
Front Driveshaft - 3.6L V8 - TdV8 (Removal and
Installation).
5. Measure the depth of the pinion nut on the
pinion shaft.
Note measurement for installation.
6. CAUTION: This step must be carried out

to make sure that the drive pinion nut is correctly
tightend on assembly.
Accurately scribe a line to mark the drive pinion

shaft to the drive pinion nut and pinion flange.
7. Remove the drive pinion flange retaining nut.
Using the special tool, counter hold the

drive pinion flange.
Note number of turns for installation.

8. Remove the exhaust heat shield.
9. Using the special tool, remove the drive pinion

flange.
10. Using the special tool, remove the drive pinion

seal.
Installation
1. Clean the drive pinion flange.
2. Clean the drive pinion seal mating faces.
3. Using the special tool, install the new drive
pinion seal.
4. CAUTION: Make sure the drive pinion flange

scribed marks are aligned.
Install the drive pinion flange.
5. CAUTIONS:
Make sure the mark on the drive pinion nut

is never tightened past the scribed mark on the
drive pinion shaft.
Make sure the drive pinion flange has no

end float and is free to rotate.
Make sure the scribed mark on the drive

pinion nut is within the tollerance of 5 degrees
before the scribed mark on the drive pinion shaft,
and up to the scribed mark (zero degrees).
Install the drive pinion flange retaining nut.
Using the special tool, counter hold the

drive pinion flange.
Install nut to previously noted number of

turns.
Measure the depth of the pinion nut on

the pinion shaft.
6. Install the exhaust heat shield.
TORQUE: 10 Nm
7. Install the front driveshaft. For additional information,

refer to: (205-01 Driveshaft)
Front Driveshaft - 4.4L NA V8 - AJ41/4.2L SC V8 - AJV8

Front Driveshaft - 3.6L V8 - TdV8 (Removal and
Installation).
8. CAUTION: Make sure the correct specification and

quanity of oil is used.
Fill the differential with the correct amount of lubricant.

Procedures).
Specifications).
Front Drive Axle/Differential - Differential Breather Tube

Special Tool(s)
Differential Breather Tube
Installation Tool
308-794
Removal

axle stands.
Raise the vehicle.

2. Remove the LH front wheel and tire.
3. Clean the area surrounding the differential case breather
tube.
4. Disconnect the breather hose.
5. CAUTION: Take care not to damage the
differential case when removing the breather.
Remove the differential case breather tube.
Using a suitable tool, remove the

differential case breather tube using an
appropriate tool.
Installation
1. NOTE: For Vehicles fitted with straight type
breather.
Position the breather in the correct orientation.
2. NOTE: For Vehicles fitted with angled type

breather.
Position the breather in the correct orientation.

4. Using the special tool install the differential

case breather tube.
5. Connect the breather hose.

7. Lower the vehicle.
Front Drive Halfshafts -

General Specification
Item Specification
Type Fully floating, fixed length, solid shafts incorporating constant velocity joints at each end of shaft
Lubricant
Item Specification
Outboard joint Use grease supplied with replacement boot kit
Inboard joint Use grease supplied with replacement boot kit
Item Specification
Fully floating, solid shafts incorporating 'plug-in' constant velocity joint at inboard end and fixed constant
Type
velocity joint at outboard end of shaft
* Stabilizer bar link nut 100 74
* Stabilizer link nut 100 74
* Tie rod end ball joint nut 80 59
*+ Halfshaft retaining nut 420 311
* New nut must be fitted
+ Stake nut on completion

Front Drive Halfshafts - Front Drive Halfshafts
Front Drive Halfshaft Components
NOTE: 4.2/4.4L V8 petrol version shown

1 - Front RH drive halfshaft
2 - Engine sump
3 - Front driveshaft
4 - Front LH drive halfshaft
5 - Front differential
GENERAL
The front drive halfshafts are handed components with the RH drive halfshaft being longer than the LH drive
halfshaft. Both shafts are of similar construction with constant velocity (CV) joints at each end to allow for
steering and suspension movement.
The front drive halfshafts are similar in their construction. The only difference is the lengths of each shaft. The
LH drive halfshaft has a total length of 677 mm. The RH drive halfshaft is a longer shaft, which passes through
a housing and the engine sump to the differential and has a total length of 1024 mm.
1 - Snap ring (3 off)
2 - Drive shaft
3 - Outer CV joint
4 - Stake nut
5 - Inner CV joint.
The outer CV joint has a target on the outer diameter. This is used by the ABS wheel speed sensor for vehicle
and wheel speed calculations.For additional information, refer to: (206-09A Anti-Lock Control - Traction
Control)
Anti-Lock Control - Traction Control - 3.6L (TdV8) Diesel (Description and Operation),
Anti-Lock Control - Traction Control - 4.2L (Description and Operation),
Anti-Lock Control - Traction Control - 4.4L (Description and Operation).
Each drive halfshaft comprises 2 CV joints and gaiters, an outer tube, a solid shaft and a ball cage assembly.
Front Drive Halfshafts - Halfshaft Joint
Front Drive Halfshaft - Sectional View

1 - Outer CV joint
2 - Clamp
3 - Outer tube
4 - Sealing plug
5 - Ball cage
6 - Shaft
7 - Inner CV joint
8 - Snap ring - differential
9 - Snap ring
10 - Gaiter
11 - ABS sensor target ring.
GENERAL
The CV joints are of the Birfield design. This design uses longitudinal, elliptical grooves, which retain 6 steel
balls. The balls are further retained by a cage. The constant velocity is achieved by the position of the steel
balls. If a centre line is drawn through the balls and the driven hub or differential shaft, the 2 centre lines
always bisect each other at the angle of drive. This condition allows the rotational speed of the driven shaft to
be passed to the driven hub or differential shaft with no loss of rotational speed regardless of the shaft angle.
The CV joints are packed with grease, which is retained in the joint by a synthetic rubber gaiter. The gaiter is
retained at each end by a metal clamp, which provides a water tight seal to prevent the ingress of dirt and
moisture. The CV joints are retained on their respective shaft or tube by an internal snap ring. The snap rings
are located in a groove on each shaft or tube end and locate in a mating groove in the CV joint. The CV joints
can be removed by a sharp tap with a soft mallet on the CV joint housing, which releases the snap ring from
the groove.
The shaft is a sliding fit inside the outer tube, which allows for the small length changes which occur with
articulation of the suspension. The shaft is located in a ball cage, which is retained inside the outer tube. The
ball cage ensures that the shaft is held rigidly in the outer tube whilst allowing it to freely move in and out of
the tube as necessary. A sealing plug is pressed into the outer tube and retains grease around the balls in the
cage.
The inner CV joint shaft is splined and mates with splines in the front differential. A snap ring is located around
the inner shaft and, when fitted in the differential, locates in a mating groove in the differential splined bore.
The CV joint shaft is removed from the differential in a similar manner as removing a CV joint.
Front Drive Halfshafts - Front Halfshaft LH
Special Tool(s)
211-314(LRT-57-036)
205-754(LRT-54-027)
204-506/3(LRT-60-030/3)
204-506/1(LRT-60-030/1)
204-506/2(LRT-60-030/2)
remover/replacer
204-506/5(LRT-60-030/5)
Remover halfshaft inboard
joint
205-735(LRT-54-026)
308-005(LRT-37-004/2)
308-626/1

seal
308-626/2
Removal

safety stands.

nut.
4. Remove the LH front brake disc.

5. Release the LH front anti-lock brake system (ABS)
Release the clip.
Remove the bolt.
6. Loosen the LH tie rod end locking nut.

Using the special tool release the LH tie rod end.
8. LH side front: Release the suspension height

sensor.
9. Using the special tool release the LH front lower

arm.
Remove the nut.

10. Using the special tool release the LH rear lower
arm.
Remove the nut.

the wheel hub.

13. Position a container to collect the fluid spillage.
14. Install the special tool, to the inner halfshaft
joint.
15. LH front: Release the halfshaft from the differential

housing.
17. CAUTION: Keep the halfshaft horizontal to avoid

damaging the seal.
Remove the halfshaft.
Remove the special tool.
18. Remove and discard the clip from the LH halfshaft.

19. Using the special tools, remove and discard
the halfshaft seal.
Installation
1. CAUTION: The seal protector must be left

in place until the halfshaft has been installed.
Using the special tools, install a new halfshaft

seal.

halfshaft inboard joint within the differential case.
Install the halfshaft.
Lubricate the seal.


hub.

Secure the LH rear lower arm.


Tighten the lower arm nut and bolt to 165 Nm

8. LH side front: Secure the suspension height sensor.

9. Secure the LH tie rod end.
Install new nut and tighten to 80 Nm (59 lb.ft).
10. Secure the LH front ABS sensor and wiring harness.
Secure in the clip.
11. Install the LH front brake disc.

(311 lb.ft).
Use a new nut.
13. Install the LH front road wheel and tire.

14. Check and top-up the differential case.

Front Drive Halfshafts - Front Halfshaft RH

Special Tool(s)
211-314(LRT-57-036)
205-754(LRT-54-027)
204-506/3(LRT-60-030/3)
204-506/1(LRT-60-030/1)
204-506/2(LRT-60-030/2)
remover/replacer
204-506/5(LRT-60-030/5)

joint
205-735(LRT-54-026)
Removal

safety stands.

2. Remove the front road wheels and tires.
bar.
Remove the 2 nuts.

nut.

Release the clip.
Remove the bolt.


end.

sensor.
10. Using the special tool release the RH front lower
arm.
Remove the nut.
11. Using the special tool release the RH rear lower

arm.
Remove the nut.

the wheel hub.

joint.
16. RH front: Release the halfshaft from the differential

housing.
18. Reposition the stabilizer bar.

damaging the seal.
With assistance, remove the halfshaft.

20. Remove and discard the clip from the RH halfshaft.
Installation
1. Reposition the stabilizer bar.

With assistance, install the halfshaft.
Lubricate the seal.

hub.



Tighten the lower arm bolt to 165 Nm (122 lb.ft)



Secure in the clip.

(311 lb.ft).
Use a new nut.

Front Drive Halfshafts - Halfshaft Bearing

Special Tool(s)
Halfshaft bearing installer
205-739
(LRT-54-031)
Removal
1. Remove and discard the RH halfshaft seal.
For additional information, refer to: Halfshaft Seal RH
(205-04 Front Drive Halfshafts, Removal and
Installation).
2. Remove the halfshaft support bearing housing.
Remove the 4 bolts.
3. NOTE: Do not disassemble further if the component is

removed for access only.
Remove the halfshaft bearing.
Installation
1. Using the special tool install the halfshaft bearing.
Lubricate the halfshaft bearing with clean

differential oil.
2. Install the halfshaft support bearing housing.
Tighten the 4 bolts to 22 Nm (16 lb.ft).
3. Install the RH halfshaft seal.

For additional information, refer to: Halfshaft Seal RH
Installation).
Front Drive Halfshafts - Halfshaft Seal LH
Special Tool(s)
211-314(LRT-57-036)
205-754(LRT-54-027)
204-506/3(LRT-60-030/3)
204-506/1(LRT-60-030/1)
204-506/2(LRT-60-030/2)
remover/replacer
204-506/5(LRT-60-030/5)
joint
205-735(LRT-54-026)
308-005(LRT-37-004/2)
308-626/1

seal
308-626/2
Removal

safety stands.

nut.
4. Remove the LH front brake disc.

5. Release the LH front anti-lock brake system (ABS)
Release the clip.
Remove the bolt.
6. Loosen the LH tie rod end locking nut.

Using the special tool release the LH tie rod end.
8. LH side front: Release the suspension height

sensor.
9. Using the special tool release the LH front lower

arm.
Remove the nut.

10. Using the special tool release the LH rear lower
arm.
Remove the nut.

joint.

damaging the seal.
LH front: Release the halfshaft from the differential

housing.
Reposition the halfshaft.
14. Remove and discard the clip from the LH halfshaft.

15. Using the special tools, remove and discard
the halfshaft seal.
Installation
1. CAUTION: The halfshaft seal protector

must be left in place until the halfshaft has been
installed.
Using the special tools, install a new halfshaft

seal.

Secure the halfshaft.
Lubricate the seal.
Remove the halfshaft seal protector.

Secure the LH rear lower arm.


Tighten the lower arm nut and bolt to 165 Nm

6. LH side front: Secure the suspension height sensor.

7. Secure the LH tie rod end.
Install new nut and tighten to 80 Nm (59 lb.ft).
8. Secure the LH front ABS sensor and wiring harness.
Secure in the clip.
9. Install the LH front brake disc.

(311 lb.ft).
Use a new nut.
11. Install the LH front wheel and tire.

Front Drive Halfshafts - Halfshaft Seal RH
Special Tool(s)
205-754(LRT-54-027)
211-314(LRT-57-036)

joint
205-735(LRT-54-026)
Oil seal installer
205-736(LRT-54-028)
Removal

safety stands.

2. Remove the front road wheels and tires.
Remove the bolt.

bar.
Remove the 2 nuts.

sensor.
Using the special tool release the RH front lower

arm.
Remove the nut.

Using the special tool release the RH rear lower

arm.
Loosen the nut.
Remove the nut.


end.

joint.
13. Release the clip.

14. RH front: With assistance, remove the halfshaft
and wheel knuckle assembly.
15. Remove and discard the clip from the RH halfshaft.

16. RH front: Remove and discard the halfshaft seal.
Installation
1. Using the special tool, install a new halfshaft seal.
Lubricate the seal with clean differential

fluid.
2. RH front: With assistance, install the wheel knuckle.
3. Secure the wheel knuckle assembly to the shock

absorber and spring assembly.

Tighten the tie rod bolt to 165 Nm (122 lb.ft) plus

a further 90 degrees.

Tighten the lower arm bolt to 165 Nm (122 lb.ft)


Secure the clip.

Remove the container.
Rear Drive Halfshafts -

Recommended Lubricant
Item Specification
Outboard joint Use grease supplied with replacement boot kit (Optimol MS139G)
Inboard joint Use grease supplied with replacement boot kit (Thermax MS141G )
Item Specification
Fully floating, solid shafts incorporating plunging constant velocity joint at inboard end and fixed constant
Type
velocity joint at outboard end of shaft
* Lower arm to wheel knuckle nut 275 203
Toe link bolt 175 129
*+ Halfshaft nut 350 258
* New nut must be fitted
+ Stake nut on completion

Rear Drive Halfshafts - Rear Drive Halfshafts
Rear Drive Halfshaft Components
NOTE: TDV8 version shown

GENERAL
The rear drive halfshafts are identical in their construction with the LH shaft being slightly longer than the RH
shaft. Each shaft has a constant velocity (CV) joint at each end to allow for suspension movement.
Rear Drive Halfshaft Assembly
NOTE: 4.2/4.4L V8 petrol version shown

1 - RH outer CV joint
3 - RH inner CV joint
4 - LH inner CV joint
6 - LH outer CV joint
Each outer CV joint has a target wheel on the outer diameter. This target is used by the ABS wheel speed
sensor for vehicle and wheel speed calculations.For additional information, refer to: (206-09A Anti-Lock Control
- Traction Control)
Anti-Lock Control - Traction Control - 3.6L (TdV8) Diesel (Description and Operation),
Anti-Lock Control - Traction Control - 4.2L (Description and Operation),
Anti-Lock Control - Traction Control - 4.4L (Description and Operation).
Each rear drive halfshaft comprises 2 CV joints (inner and outer), boots and a solid barshaft, which is retained
in the rear differential by a circlip.
The CV joints used on the rear drive halfshafts share the same design and operating principles as the front
drive halfshafts CV joints (see 'Halfshaft Joint' section for more information on CV joints). The rear drive
halfshaft inner joint hubs are retained by peening over the lip of the joint body.
Rear Drive Halfshafts - Rear Halfshaft
Special Tool(s)
204-506/1(LRT-60-030/1)
remover/replacer
204-506/5(LRT-60-030/5)
204-506/3(LRT-60-030/3)
204-506-01(LRT-60-030/4)
308-005(LRT-37-004/2)
Impulse extractor
100-012(LRT-99-004)
308-626/1

seal
308-626/2
Removal
CAUTIONS:

safety stands.

2. Drain the differential lubricant.
5. Release the halfshaft from the differential housing.
Position a container to collect the oil spillage.

6. With assistance, remove the halfshaft.

halfshaft oil seal.
Installation

Using the special tools, install a new halfshaft oil

seal.

With assistance, install the halfshaft.
Install the snap ring.
3. NOTE: The oil seal protector is designed to

break into two pieces.
Remove and discard the halfshaft oil seal

protector.

6. CAUTION: Do not fill the differential with lubricant

up to the filler plug. The filler plug is only used to fill the
deferential with lubricant, and not to act as a level
indicator.
Fill the differential with the correct amount of lubricant.

Rear Drive Halfshafts - Outer Constant Velocity (CV) Joint Boot

Removal

safety stands.

3. Remove the halfshaft.
For additional information, refer to: Rear Halfshaft (205-
4. Clamp the halfshaft in a vise.
5. Remove and discard the 2 clamps from the
outer constant velocity (CV) joint boot.
6. Slide the outer CV joint boot along the halfshaft to gain

access to the outer CV joint.
7. Using a drift against the inner part of the CV
joint, remove the CV joint from the halfshaft.
8. Remove the outer CV joint boot.
Installation
2. Install the outer CV joint boot.
3. CAUTION: Pull on the outer CV joint to make sure

the snap ring has fully engaged.
Install the outer CV joint.
Position the outer CV joint on to the halfshaft,

press the snap ring into it's groove and push the
outer CV joint fully on to the halfshaft.
4. Pack the outer CV joint with the grease supplied.

5. Secure the outer CV joint boot to the outer CV joint.
Secure with the new clamps.
6. Install the halfshaft.

Rear Drive Halfshafts - Inner Constant Velocity (CV) Joint Boot

Removal

safety stands.

3. Remove the halfshaft.
05 Rear Drive Halfshafts, Removal and Installation).
4. Clamp the halfshaft in a vise.
5. Remove and discard the 2 clamps from the
inner constant velocity (CV) joint boot.
6. Slide the inner CV joint boot along the halfshaft to gain

access to the inner CV joint.
7. Using a drift against the inner part of the CV
joint, remove the CV joint from the halfshaft.
8. Remove the inner CV joint boot.
Installation
2. Install the inner CV joint boot.
3. CAUTION: Pull on the inner CV joint to make sure

the snap ring has fully engaged.
Install the inner CV joint.
Position the inner CV joint on to the halfshaft,

press the snap ring into it's groove and push the
inner CV joint fully on to the halfshaft.
4. Pack the inner CV joint with the grease supplied.

5. Secure the inner CV joint boot to the inner CV joint.
Secure with the new clamps.
6. Install the halfshaft.


Rear Drive Halfshafts - Halfshaft Bearing
Special Tool(s)
308-005 (LRT-37-004/2)
Impulse extractor
100-012 (LRT-99-004)
Halfshaft bearing installer
205-819
Removal

safety stands.

3. Remove and discard the halfshaft oil seal.
4. Using the special tool, remove and discard the
halfshaft bearing.
Installation
1. Using the special tools, install a new halfshaft
bearing.
2. Install a new halfshaft oil seal.


Brake System - General Information -
Brake Hydraulic Fluid
Item Specification
* Recommended hydraulic fluid SHELL DONAX YB DOT4 ESL FLUID
CAUTION: * If the above fluid is not available, use a low viscosity DOT 4 brake fluid meeting ISO 4925
Class 6 and Land Rover LRES22BF03 requirements.
Item Specification
Footbrake type:
Vehicles without Hydraulic, servo assisted, self-adjusting with front/rear split hydraulic system, twin piston
Brembo brakes sliding calipers to the front and single piston sliding calipers to the rear
Vehicles with Hydraulic, servo assisted, self-adjusting with front/rear split hydraulic system, opposed
Brembo brakes six piston calipers to the front and single piston sliding calipers to the rear
Twin shoe (leading/trailing) operating on rear wheels and controlled from park brake
Parking brake type
lever in floor console via twin cables
Brake System - General Information - Front Brake Disc Runout

Check
General Procedures
Special Tool(s)
Dial indicator gauge holding
fixture
100-053 (LRT-99-503)
CAUTION: Brake discs must be renewed in pairs, unless one disc requires changing before 1000 miles
(1500 kilometers) from new.
1. Release the brake hose bracket from the wheel

knuckle.
Remove the bolt.
2. CAUTION: The brake pad wear indicator sensor is

easily damaged. Do not use a lever to remove the sensor.
Use fingers only.
LH side only: Disconnect the brake pad wear indicator

sensor.
3. Remove the brake caliper lower bolt.
4. Remove the brake caliper upper bolt.
5. Tie the brake caliper housing aside.

6. Remove the brake caliper anchor plate.
Remove the 2 bolts.
7. Measure the brake disc thickness at four points

around the brake disc.
Renew the brake disc if the thickness is

less than the service limit, or if the
maximum thickness variation is
exceeded. Brake disc thickness, NEW =
30 mm, Service limit = 27 mm.
8. Using the special tool, install a dial indicator
gauge to the brake caliper lower mounting.
Position the dial indicator gauge plunger

5 mm in from the outer edge of the
brake disc.
9. Install the wheel nuts.
Install spacer washers under the wheel

nuts.
Tighten the wheel nuts to 140 Nm (103

lb.ft).
10. Rotate the brake disc one revolution to measure the

brake disc run-out.
Brake disc run-out must not exceed 0.05 mm.
11. If the brake disc run-out is outside the limit. Remove

the brake disc.
12. Make sure the brake disc and hub mating surfaces are
clean.
Tighten the Torx screw to 35 Nm (26 lb.ft).
Install spacer washers under the wheel nuts.

brake disc run-out.
16. If the brake disc run-out is still outside the limit, install
a new brake disc and/or hub.
17. Remove the dial indicator gauge and the special tool.
18. WARNING: Do not use compressed air to clean

brake components. Dust from friction materials can be
harmful if inhaled.
Clean the caliper housing and anchor plate using brake

cleaning fluid.
19. Install the anchor plate.
20. Install the brake caliper housing and fit the top bolt.
21. Install the brake pads.
Install the two clips.
22. Rotate the brake caliper downwards.
23. Connect the brake pad wear indicator sensor.

24. Secure the brake hose retaining bracket to the wheel
knuckle.
25. Depress the brake pedal several times, check the fluid
level in the brake fluid reservoir and top-up with brake
fluid if necessary.
Brake System - General Information - Rear Brake Disc Runout

Check
General Procedures
Special Tool(s)
Dial indicator gauge holding
fixture
100-053 (LRT-99-503)
NOTE: If the parking brake shoes or the brake discs have been removed for access to other components then
DO NOT carry out the bedding in procedure.
1. CAUTION: Do not turn the ignition on when the

parking brake service mode has been set, this will result in
the parking brake being released from the service mode.
Enter the parking brake into the service mode.
Turn the ignition key to position II.

Apply, and hold, the footbrake.
Apply, and hold, the parking brake switch to the

RELEASE position.
Turn the ignition key to position '0' and remove

the key.
Release the footbrake.
Release the parking brake switch.
2. CAUTION: The brake pad wear indicator

sensor is easily damaged. Do not use a lever to
remove the sensor. Use fingers only.
RH side only: Disconnect the brake pad wear

indicator sensor.
3. Remove the brake caliper lower bolt.

4. Remove the brake pads.
Rotate the brake caliper upwards.
Remove the two clips.
5. Remove the brake caliper upper bolt.
6. CAUTION: Do not allow the brake caliper to hang

on the brake hose.
Tie the brake caliper housing aside.

7. Remove the brake caliper anchor plate.
8. Measure the brake disc thickness at four points

around the brake disc.
Renew the brake disc if the thickness is

less than the service limit, or if the
maximum thickness variation is
exceeded. Brake disc thickness, NEW =
20 mm, Service limit = 17 mm.
9. Using the special tool, install a dial indicator

gauge to the brake caliper lower mounting.
Position the dial indicator gauge plunger

5 mm in from the outer edge of the
brake disc.
Install spacer washers under the wheel

nuts.
Tighten the wheel nuts to 140 Nm (103

lb.ft).
brake disc run-out.
12. If the brake disc run-out is outside the limit. Remove

the brake disc.
clean.
Install spacer washers under the wheel nuts.

brake disc run-out.
17. If the brake disc run-out is still outside the limit, install
a new brake disc and/or hub.
18. Remove the dial indicator gauge and the special tool.
19. Install the anchor plate.
20. Install the brake caliper housing and fit the top bolt.

fluid if necessary.
Brake System - General Information - Brake System

BleedingVehicles With: High Performance Brakes
General Procedures
WARNING: If any components upstream of the Hydraulic Control Unit (HCU), including the HCU itself are
replaced, the brake system must be bled using the procedure on T4. This will ensure that all air is expelled
from the new component(s).
NOTE: Bleeding of the complete brake system must be carried out using the procedures given on T4. Where
only the primary or secondary brake circuits have been disturbed in isolation, it should only be necessary to
bleed that circuit. Partial bleeding of the hydraulic system is only permissible if a brake tube or hose has been
disconnected with only minimal loss of fluid.

safety stands.

2. Check that the brake fluid lines are secure and that
there are no signs of a brake fluid leak. If a brake fluid
leak is detected, investigate and rectify the cause of the
leak before bleeding the brakes.
3. Pump the brake pedal until the brake vacuum assistance
is exhausted.
4. WARNING: Do not allow dirt or foreign

liquids to enter the reservoir. Use only new brake
fluid of the correct specification from airtight
containers. Do not mix brands of brake fluid as
they may not be compatible.
CAUTIONS:
Brake fluid will damage paint finished

surfaces. If spilled, immediately remove the fluid
and clean the area with water.
The brake fluid reservoir must remain full

with new, clean brake fluid at all times during
bleeding.
Fill the brake fluid reservoir to the MAX mark.
Disconnect the brake fluid reservoir

Remove the brake fluid reservoir cap.
5. Connect T4 to the vehicle, select diagnostic and proceed

as directed for bleeding the brake system.
6. Starting at the brake caliper furthest away from
the brake master cylinder, loosen the bleed
screw by one-half to three-quarters of a turn.
7. Install the bleed tube to the brake caliper bleed screw

and immerse the free end of the bleed tube in a bleed jar
containing a small quantity of approved brake fluid.
8. CAUTION: The brake fluid reservoir must remain

full with new, clean brake fluid at all times during bleeding.
With assistance, depress the brake pedal steadily through

its full stroke and allow it to return to the rest position.
Repeat the procedure until brake fluid, clean and air-free
flows into the bleed jar.
9. When brake fluid, clean and air-free flows into the bleed
jar, depress and hold the brake pedal down.
10. CAUTION: Make sure the bleed screw
cap is installed after bleeding. This will prevent
corrosion to the bleed screw.
With the brake pedal fully depressed, tighten

the bleed screw to 10 Nm (7 lb.ft).
11. Fill the brake fluid reservoir to the MAX mark.

12. Repeat the brake bleeding procedure for the remaining
rear brake caliper.
Tighten the bleed screw to 10 Nm (7 lb.ft).
13. WARNING: High performance front

brake calipers have two bleed points. The inner
bleed point must be bled before the outer bleed
point. Braking efficiency may be seriously
impaired if an incorrect bleed sequence is used.
CAUTION: Make sure the bleed screw cap is

installed after bleeding. This will prevent corrosion
to the bleed screw.
Repeat the brake bleeding procedure for each

front brake caliper, following the above
sequence.
If access is restricted to the front caliper

outer bleed screws, rotate the road
wheels to gain access.
Tighten the bleed screws to 19 Nm (14

lb.ft).

15. Apply the brakes and check for leaks.
16. Install the brake fluid reservoir cap.
Connect the brake fluid reservoir electrical

connector.
17. On completion, road test the vehicle and check the

brake pedal operation. The pedal travel should be short
with a firm feel.
Brake System - General Information - Brake System

BleedingVehicles With: Standard Brakes
General Procedures
NOTE: Bleeding of the complete brake system must be carried out using the procedures given on T4. Where
only the primary or secondary brake circuits have been disturbed in isolation, it should only be necessary to
bleed that circuit. Partial bleeding of the hydraulic system is only permissible if a brake tube or hose has been
disconnected with only minimal loss of fluid.

safety stands.

is exhausted.

CAUTIONS:


bleeding.


5. Connect T4 to the vehicle, select diagnostic and proceed
as directed for bleeding the brake system.
6. Starting at the brake caliper furthest away from
the brake master cylinder, loosen the bleed
screw by one-half to three-quarters of a turn.



10. CAUTION: Make sure the bleed screw
cap is installed after bleeding. This will prevent
corrosion to the bleed screw.
With the brake pedal fully depressed, tighten

the bleed screw to 10 Nm (7 lb.ft).
12. WARNING: Braking efficiency may be seriously

Repeat the brake bleeding procedure for each brake

caliper, following the above sequence.

connector.

with a firm feel.
Brake System - General Information - Brake System Pressure

Bleeding
General Procedures
replaced, the brake system must be bled using the procedure on T4, to ensure that all the air is expelled from
the new component(s).
NOTE: The following procedure covers bleeding the complete system. Where only the primary or secondary
brake circuits have been disturbed in isolation, it should only be necessary to bleed that circuit. Partial bleeding
of the hydraulic system is only permissible if a brake tube or hose has been disconnected with only minimal
loss of fluid.

safety stands.

2. Check that all the brake line connections are tight and
that there are no signs of leaks.
3. Release the 3 clips and remove the cover.
4. WARNING: Do not allow dirt or foreign liquids to

enter the reservoir. Use only new brake fluid of the correct
specification from airtight containers. Do not mix brands of
brake fluid as they may not be compatible.
CAUTION: Brake fluid will damage paint finished

surfaces. If spilled, immediately remove the fluid and clean
the area with water.

6. Starting at the brake caliper furthest away from the
brake master cylinder, loosen the bleed screw by one-
half turn.

Depress the brake pedal steadily through its full stroke

and allow to return to the rest position. Repeat the
procedure until a flow of clean, air-free fluid is being
pumped into the bleed jar.
8. CAUTION: Make sure the bleed screw cap is

installed after bleeding. This will prevent corrosion to the
bleed screw.
With the brake pedal fully depressed, tighten the bleed

screw to 10 Nm (7 lb.ft).
10. WARNING: Braking efficiency may be seriously

Repeat the brake bleeding procedure for each brake

caliper.
11. Using T4, bleed the braking system.
13. Install the cover.
Brake System - General Information - Component
General Procedures
NOTE: The following manual procedure covers bleeding the brake system for components down stream of the
HCU, where only the primary or secondary brake circuits have been disturbed in isolation. Partial bleeding of
the hydraulic system is only permissible if a brake tube or hose has been disconnected with only minimal loss
of fluid.

safety stands.

is exhausted.

CAUTIONS:


bleeding.


6. WARNING: High performace front brake calipers

have two bleed points. The inner bleed point must be bled
before the outer bleed point. Braking efficiency may be
seriously impaired if an incorrect bleed sequence is used.
Loosen the bleed screw by one-half turn to three-

quarters of a turn.
If access is restricted to the front caliper outer

bleed screws, rotate the road wheels to gain
access.



bleed screw.

screw.
10. Rear brakes: Tighten the bleed screw to 10
Nm (7 lb.ft).
11. Front brakes: Tighten the bleed screw to 19
Nm (14 lb.ft).


connector.

with a firm feel.
Brake System - General Information - Component

General Procedures
NOTE: The following manual procedure covers bleeding the brake system for components down stream of the
HCU, where only the primary or secondary brake circuits have been disturbed in isolation. Partial bleeding of
the hydraulic system is only permissible if a brake tube or hose has been disconnected with only minimal loss
of fluid.

safety stands.

is exhausted.

CAUTIONS:


bleeding.


6. WARNING: High performace front brake calipers

have two bleed points. The inner bleed point must be bled
before the outer bleed point. Braking efficiency may be
seriously impaired if an incorrect bleed sequence is used.
Loosen the bleed screw by one-half turn to three-

quarters of a turn.
If access is restricted to the front caliper outer

bleed screws, rotate the road wheels to gain
access.



bleed screw.

screw.
10. Rear brakes: Tighten the bleed screw to 10
Nm (7 lb.ft).
11. Front brakes: Tighten the bleed screw to 19

Nm (14 lb.ft).


connector.

with a firm feel.
Front Disc Brake -

Item Specification
Disc type Ventilated
Disc diameter:
Vehicles without Brembo brakes 340 mm (13.5 in)
Vehicles with Brembo brakes 360 mm (14.1 in)
Disc thickness:
New 30.0 mm (1.18 in)
Service limit 27.0 mm (1.063 in), unless otherwise specified on the disc
Maximum disc run-out - disc installed 0.05 mm (0.002 in)
Vehicles without Brembo brakes:
Caliper type Sliding pin, twin piston
Piston diameter 48.0 mm (1.9 in)
Pad minimum thickness 3.0 mm (0.12 in)
Vehicles with Brembo brakes:
Caliper type Fixed, opposing four piston
Piston diameter 46 mm (1.8 in)
Brake pad wear warning lead:
Location Front left hand brake pad
Activates at 75% of pad life utilised
Torque Specifications Vehicles without Brembo Brakes
Brake caliper bleed screw 14 10
Brake disc retaining bolt 16 12
* Brake caliper anchor plate to hub bolts:
Stage 1 65 48
Brake caliper housing to anchor plate bolts 35 26
Brake hose union 32 24
* New bolts must be installed
Torque Specifications Vehicles with Brembo Brakes

* Brake caliper retaining bolts:
Stage 1 65 48
Front Disc Brake - Front Disc Brake
COMPONENT LOCATION - 4.4L V8 NATURALLY ASPIRATED

1 - Wheel speed sensor
2 - Brake pad wear sensor lead
3 - Guide pin (2 off)
4 - Guide pin dust cover (2 off)
5 - Brake pad
6 - Guide pin bolt (2 off)
7 - Caliper body
8 - Bleed screw dust cap
9 - Bleed screw
10 - Piston seal (2 off)
11 - Piston (2 off)
12 - Piston dust cover (2 off)
13 - Brake pad retainers
14 - Caliper carrier
15 - Brake disc holding screw
16 - Brake disc
17 - Drive flange assembly
18 - Dust shield screw (3 off)
19 - Dust shield
20 - Front hub
21 - Caliper bolt (2 off)
22 - Wheel speed sensor cap screw
23 - Cable clip
COMPONENT LOCATION - 4.2L V8 SUPERCHARGED AND TDV8

4 - Bleed screw dust cap (2 off)
5 - Bleed screw (2 off)
6 - Caliper clamping bolt (4 off)
7 - Brake pad
8 - Brake pad retainer
9 - Caliper body half, outboard
10 - Caliper body half, inboard
11 - Piston (4 off)
12 - Piston dust cover (4 off)
13 - Piston seal (4 off)
15 - Brake disc
18 - Dust shield
19 - Front hub
21 - Cable clip
22 - Caliper retaining bolt (2 off)
OVERVIEW
All models feature ventilated front disc brakes. 4.4L V8 naturally aspirated vehicle use twin piston sliding
calipers and brake discs. 4.2L V8 supercharged and TdV8 vehicles use 4 piston, opposed piston Brembo
calipers and larger brake discs. These vehicles also have a mass damper attached to the top of each front
suspension strut to improve noise, vibration and harshness (NVH) when braking.
For additional information, refer to: Front Suspension (204-01 Front Suspension, Description and Operation).
On all models the brake caliper is attached to the rear of the hub. The brake pads are made from an asbestos
free material. The inboard brake pad of the left front brake incorporates a wear sensor.
With the sliding calipers, when hydraulic pressure is supplied to the caliper, the pistons extend and force the
inner pad against the brake disc. The caliper body reacts and slides on the guide pins to bring the outer pad
into contact with the brake disc.
With the Brembo calipers, when hydraulic pressure is supplied to the caliper, the two pairs of opposed pistons
extend in the caliper. The two pistons in each side of the caliper force their related brake pads against the
brake disc.
The front brake pad wear sensor is connected in series with the rear brake pad wear sensor, in a circuit
connected to the instrument cluster. When a brake pad incorporating a brake pad wear sensor is approximately
75% worn, the brake pad wear sensor goes open circuit. When the instrument cluster detects the open circuit,
it illuminates the brake warning indicator (red), displays an appropriate warning in the message center and
sounds a warning chime.
At the beginning of each ignition cycle, the instrument cluster performs a 2 second bulb check of the brake
warning indicator. The indicator is illuminated amber for 1 second then red for 1 second.
Front Disc Brake - Brake DiscVehicles With: Standard Brakes
Removal
CAUTION: Brake discs must be renewed in pairs.
NOTE:

safety stands.

3. CAUTIONS:

the brake hose.
LH side: Do not allow the brake caliper to

hang on the brake pad wear warning sensor lead.
Release the brake caliper.
Tie the brake caliper aside.
Installation
clean.

3. Install the brake caliper.
Tighten the new bolts to 65 Nm (48 lb.ft), then a

further 90 degrees.

fluid if necessary.
Front Disc Brake - Brake DiscVehicles With: High Performance

Brakes
Removal
CAUTION: Brake discs must be renewed in pairs.
NOTE:

safety stands.

3. CAUTIONS:

the brake hose.
LH side: Do not allow the brake caliper to

hang on the brake pad wear warning sensor lead.

Installation
clean.

further 90 degrees.

fluid if necessary.
Front Disc Brake - Brake PadsVehicles With: Standard Brakes

Removal
WARNINGS:
Brake pads must be renewed in axle sets only, otherwise braking efficiency may be impaired.
If the brake pad wear warning light has been activated, the pad wear sensor must be replaced.

safety stands.

Use fingers only.

sensor.
Remove the brake caliper lower bolt.
Remove the 2 clips.

Installation

harmful if inhaled.

cleaning fluid.
2. Inspect the caliper piston and slide pin seals for damage.
3. CAUTIONS:
The brake caliper should move freely on both slide

pins.
If necessary, renew the components.
Check the slide pins for correct operation.

4. Position a bleed jar containing a small quantity of
approved brake fluid. Connect the bleed tube to the
bleed screw and loosen the screw.
5. Press the pistons into the caliper housing.
6. Disconnect the bleed tube and remove the jar.


11. Repeat the above procedure for the other side.

fluid if necessary.
Front Disc Brake - Brake PadsVehicles With: High Performance
Brakes
Removal
WARNINGS:
Brake pads must be renewed in axle sets only. Failure to follow this instruction may result in braking
efficiency being impaired.

safety stands.

3. CAUTION: The brake pad wear indicator

sensor is easily damaged. Do not use a lever to
remove the sensor. Use fingers only.
LH side only: Disconnect the brake pad wear

indicator sensor.
Release the lead from the clip.
Remove the 2 retaining pins.
Remove the anti-rattle spring.
Withdraw the brake pads.
Installation

harmful if inhaled.

2. Inspect the caliper piston seals for damage.
5. Repeat the above process for the other 2 pistons.

Position the anti-rattle spring.
Install the pins, making sure the pin collets are

fully engaged in the caliper.
8. LH side only: Connect the brake pad wear indicator

sensor.
Secure the lead in the clip.

fluid if necessary.
Front Disc Brake - Brake CaliperVehicles With: Standard Brakes

Removal

safety stands.


Use fingers only.

sensor.


removing components, ensure the area around
the joint faces and connections are clean. Plug
Disconnect the brake hose from the brake

caliper.
Remove the union.
Remove and discard the two sealing

washers.
Install blanking caps to the exposed

ports.

Remove the brake caliper housing.
Remove the brake caliper upper bolt.
Installation

harmful if inhaled.

cleaning fluid.
2. CAUTIONS:

pins.
Check the caliper slide pins.
Check for correct operation.
Check the condition of the caliper slide pin seals.

Install the brake caliper.
Tighten the brake caliper upper bolt to 35 Nm (26

lb.ft).

Secure the brake caliper.
Rotate the brake caliper downwards.

Tighten the brake caliper lower bolt to 35 Nm (26
lb.ft).
6. Connect the brake hose to the brake caliper.
Remove the blanking caps from the ports.
Install new sealing washers.
Tighten the brake hose union to 32 Nm (24 lb.ft).

sensor.
Secure in the clip.
8. Bleed the brake system.

Front Disc Brake - Brake CaliperVehicles With: High Performance

Brakes
Removal

safety stands.

3. LH side only: Disconnect the brake pad wear
indicator sensor.
Release the lead from the clips.

Remove the 2 retaining pins.
Remove the anti-rattle spring.
Withdraw the brake pads.
5. CAUTION: Before disconnecting or removing

connections are clean. Plug open connections to prevent
contamination.
Disconnect the brake hose from the brake caliper.
Remove the union.
Remove and discard the 2 sealing washers.
6. Remove the brake caliper.
Installation

harmful if inhaled.

2. Inspect the caliper piston seals for damage.

further 90 degrees.

7. Repeat the above process for the other 2 pistons.

Install the anti-rattle spring.
Install the pins, making sure the pin collets are

fully engaged in the caliper.

sensor.
Secure the lead in the clips.

fluid if necessary.
Rear Disc Brake -

Item Specification
Disc type Ventilated
Disc diameter 350 mm (13.5 in)
Disc thickness:
New 20.0 mm (0.78 in)
Service limit 17.0 mm (0.67 in)
Maximum disc run-out - disc installed 0.09 mm (0.003 in)
Caliper type Sliding pin, single piston
Piston diameter 45.0 mm (1.7 in)
Brake pad wear warning lead:
Location Rear right hand brake pad
Activates at 75% of pad life utilised
* Brake caliper anchor plate to hub bolts:
Stage 1 15 11
Brake caliper housing to anchor plate bolts 35 26
Rear Disc Brake - Rear Disc Brake
COMPONENT LOCATION
4 - Caliper bolt (2 off)
5 - Rear hub
6 - Backplate assembly and dust shield
9 - Brake disc
11 - Brake pad retainer
12 - Caliper carrier
13 - Guide pin dust cover (2 off)
15 - Brake pad
16 - Piston seal
17 - Piston
18 - Piston dust cover
19 - Bleed screw
20 - Bleed screw dust cap
21 - Guide pin bolt (2 off)
22 - Caliper body
OVERVIEW
All models feature the same rear disc brake, consisting of a single piston brake caliper, a ventilated brake disc
and a dust shield (integrated as part of the parking brake).
The brake caliper is attached to the rear of the hub. The brake pads are made from an asbestos free material.
The inboard brake pad of the right rear brake incorporates a wear sensor.
When hydraulic pressure is supplied to the caliper, the piston extends and forces the inner pad against the
disc. The caliper body reacts and slides on the guide pins to bring the outer pad into contact with the disc.
The rear brake pad wear sensor is connected in series with the rear brake pad wear sensor, in a circuit
connected to the instrument cluster. When a brake pad incorporating a brake pad wear sensor is approximately
75% worn, the brake pad wear sensor goes open circuit. When the instrument cluster detects the open circuit,
it illuminates the brake warning indicator (red), displays an appropriate warning in the message center and
sounds a warning chime.
At the beginning of each ignition cycle, the instrument cluster performs a 2 second bulb check of the brake
warning indicator. The indicator is illuminated amber for 1 second then red for 1 second.
Rear Disc Brake - Brake Disc

Removal
CAUTION: Brake discs must be renewed in pairs, unless one disc requires changing before 1000 miles
(1500 kilometers) from new.
1. Using the Land Rover approved diagnostic system, drive

the parking brake to the mounting position.
safety stands.

5. CAUTION: Do not allow the brake caliper

to hang on the brake hose.
6. NOTE: Rotate the rear brake disc to locate the

parking brake shoe adjuster.
Release the parking brake shoe adjustment.
Remove the parking brake shoe adjuster

access plugs.
Rotate the parking brake shoe adjuster.

Installation
1. Make sure that the rear brake disc and hub mating
surfaces are clean.
2. CAUTION: Brake discs must be renewed in pairs.
Install the rear brake disc.
Tighten the new bolts to 15 Nm (11 lb.ft), plus a

further 60 degrees.
4. Adjust the parking brake.

For additional information, refer to: Parking Brake Shoe
and Lining Adjustment (206-05 Parking Brake and

Rear Disc Brake - Brake Pads
Removal
WARNINGS:
Brake pads must be renewed in axle sets only, otherwise braking efficiency may be impaired.

safety stands.


Use fingers only.
RH side only: Disconnect the brake pad wear indicator

sensor.
5. NOTE: Note the fitted position.
Remove the brake pads.
Remove the 2 clips.

Installation

harmful if inhaled.
Clean the brake caliper housing and anchor plate using

brake cleaning fluid.
2. Inspect the caliper piston and slide pin seals for damage.
3. CAUTIONS:

pins.
Check the slide pins for correct operation.

5. Press the piston into the caliper housing.
7. CAUTION: If equipped, the adhesive

strips covering the outer brake pads must be
removed before installation. Failure to follow this
instruction may result in damage to the vehicle.
If equipped, remove the adhesive strips from

the 2 outer brake pads.


fluid if necessary.
Rear Disc Brake - Brake Caliper

Removal

safety stands.


Use fingers only.
RH side only: Disconnect the brake pad wear indicator

sensor.


Disconnect the brake hose from the brake

caliper.
Remove the union.
Remove and discard the two sealing

washers.
Install blanking caps to the exposed
ports.

Remove the brake caliper housing.
Remove the brake caliper upper bolt.
Installation

harmful if inhaled.

cleaning fluid.
2. CAUTIONS:

pins.
Check the caliper slide pins.
Check for correct operation.
Check the condition of the caliper slide pin seals.

Install the brake caliper.
Tighten the brake caliper upper bolt to 35 Nm (26

lb.ft).

Secure the brake caliper.
Rotate the brake caliper downwards.
Tighten the brake caliper lower bolt to 35 Nm (26

lb.ft).

sensor.
Secure in the clip.

For additional information, refer to: Component Bleeding
- Vehicles With: Standard Brakes (206-00 Brake System
- General Information, General Procedures).
Parking Brake and Actuation -

Item Specification
Twin shoe (leading/trailing) operating on rear wheels, controlled from a floor
Operation
console EPB switch via an actuator and twin cables.
Minimum brake lining
2.0 mm (0.078 in)
material thickness
* Rear brake disc retaining bolt 16 12
* Brake caliper anchor plate to wheel knuckle bolts:
Stage 1 15 11
* Brake caliper to anchor plate bolts 35 26
Parking brake cable to wheel knuckle bolt 8 6
Parking brake cable to upper arm support clip bolt 5 4
Parking brake actuator bolts 9 7
Parking brake cable to actuator nut 6 4
* New nuts/bolts must be installed
Parking Brake and Actuation - Parking Brake

COMPONENT LOCATION
1 - Parking brake indicators
2 - Emergency release cable
3 - Drum brake (2 off)
4 - Parking brake module
5 - Parking brake cable
6 - Parking brake switch
OVERVIEW
The parking brake is an electrically actuated system that operates drum brakes integrated into the rear brake
discs. The parking brake system consists of:
A parking brake switch.

Left and right drum brakes.
Left and right brake cables.
An emergency release cable.
Two parking brake indicators.
A parking brake module.
The parking brake is operated by the parking brake module, which adjusts the tension of the brake cables to
apply and release the drum brakes. Operation of the parking brake module is initiated by the parking brake
switch.
PARKING BRAKE SWITCH

1 - Operating handle
2 - Switch body
The parking brake switch is used by the driver to apply and release the parking brake, and is installed in the
center console adjacent to the gear shift lever. An electrical connector on the back of the switch provides the
interface with the vehicle wiring. A brake symbol on the switch illuminates when the exterior lamps are
selected on.
There are 3 states for the parking brake switch:
Apply request, when the handle of the parking brake switch is pulled up.
Release request, when the handle of the parking brake switch is pushed down.
Idle, when the handle of the parking brake switch is in the central or rest position.
Microswitches, incorporated into the parking brake switch, are activated by the handle of the parking brake
switch. To determine the operating state of the parking brake switch, the parking brake module monitors the
activity of the microswitches.
DRUM BRAKES
NOTE: right-hand (RH) brake shown, left-hand (LH) brake similar

1 - Dust shield
2 - Adjuster spring
3 - Shoe locating pin and clip
4 - Brake shoe
5 - Return spring
6 - Backplate
7 - Toothed wheel adjuster
8 - Rear brake disc
9 - Adjuster access plug
WARNING: The parking brake may not switch off until 20 minutes after the ignition is switched off.
Automatic re-apply of the parking brake is possible and is not eliminated until this period has expired.
CAUTION: The parking brake module must be isolated from electrical power before attempting to remove
a brake disc from the vehicle. Operation of the parking brake switch while a brake disc is removed may cause
the actuating mechanism in the parking brake module to seize.
Each drum brake consists of a pair of brake shoes installed on a backplate attached to the rear hub carrier.
When the parking brake module tensions the brake cables, the movement is transmitted to an expander, which
acts on both brake shoes. Brake shoe to drum clearance is set with a manual adjuster, which is accessed
through a hole in the brake disc. The adjuster is a conventional toothed wheel adjuster.
After replacement of the brake shoes or brake discs, a bedding in procedure must be performed to ensure the
drum brakes operate satisfactorily.
For additional information, refer to: Parking Brake Shoes Bedding-In (206-05 Parking Brake and Actuation,
BRAKE CABLES

1 - Gearbox
2 - Parking brake module housing
3 - Cable nut
4 - Sealing collar
5 - Threaded connector
6 - Spline shaft
7 - Force sensor
8 - Shoe
9 - Locking cover
10 - Sealing collar
11 - Cable nut
WARNING: The parking brake may not switch off until 20 minutes after the ignition is switched off.
Automatic re-apply of the parking brake is possible and is not eliminated until this period has expired.
CAUTION: The parking brake module must be isolated from electrical power before attempting to remove
a brake disc from the vehicle. Operation of the parking brake switch while a brake disc is removed may cause
the actuating mechanism in the parking brake module to seize.
The brake cables consist of Bowden cables installed between the parking brake module and the drum brakes.
The outer cable is attached to the respective wheel knuckle with a screw. The inner cable attaches to the
expander and is secured in position with a nipple. In the parking brake module, the two inner cables are joined
together via the force sensor and the spline shaft.
The inner cable of the RH brake cable is connected to a nipple on the force sensor by a 'shoe' on the end of the
cable; a locking cover keeps the shoe engaged with the nipple.
The inner cable of the LH brake cable is connected to the spline shaft by a threaded connector (LH thread); a
squared flange at the end of the threaded connector locates in the housing of the parking brake module, to
prevent the threaded connector from turning with the spline shaft.
When the spline shaft turns, the threaded connector of the LH brake cable is screwed into or out of the spline
shaft, which changes the effective length of the inner cables and operates the drum brakes. The ability of the
spline shaft to move axially in the gearbox equalizes the load applied by the inner cables to the two drum
brakes.
EMERGENCY RELEASE CABLE

1 - Pull ring
2 - Quick release fitting
4 - Sealing collar
5 - Spring
6 - Inner cable
7 - Nipple
8 - Pulley wheel
The emergency release cable allows the parking brake to be mechanically released in the event that:
The parking brake is not able to be electrically released due to a system fault.
The battery is disconnected or battery voltage decreases below 7.5 volts while the parking brake is
applied, preventing electrical release of the parking brake.
The parking brake is mechanically released by disconnecting the force sensor from the spline shaft in the
parking brake module. During normal operation, the force sensor and the spline shaft are locked together by a
lever operated pawl on the end of the spline shaft, which engages with a spigot on the force sensor.
The emergency release cable is a Bowden cable installed between the parking brake module and the luggage
compartment. In the luggage compartment, a pull ring is installed on the end of the inner cable. The pull ring
is designed to fit the hook on the end of the jack handle , and when used in combination with a screwdriver
shaft, can be used to pull on the cable.
The pull required to release the latch is approximately 200 N (45 lbf). When the pull ring of the emergency
release cable is released, the spring in the parking brake module retracts the inner cable and the nipple moves
away from the pawl operating lever.
After the emergency release cable has been used to release the parking brake, the next time an apply selection
is made with the parking brake switch, the parking brake module automatically runs through a latching
procedure to reconnect the spline shaft with the force sensor. The parking brake module turns the spline shaft
so that it moves towards the force sensor. The pawl of the spline shaft then re-engages with the spigot of the
force sensor. A second apply selection with the parking brake switch is required to apply the parking brake.
PARKING BRAKE INDICATORS

1 - Red warning indicator (all except NAS)
2 - Amber warning indicator (all except NAS)
3 - Red warning indicator (NAS only)
4 - Amber warning indicator (NAS only)
5 - Message center display
The parking brake has 2 warning indicator lamps and displayed messages in the instrument cluster message
center to alert the driver to the operational condition of the parking brake. For additional information, refer to:
Instrument Cluster (413-01 Instrument Cluster, Description and Operation),

Information and Message Center (413-08 Information and Message Center, Description and Operation).
PARKING BRAKE MODULE
The parking brake module monitors external and internal inputs and adjusts the tension of the brake cables to
operate the drum brakes.
The parking brake module is installed directly on the rear subframe. Two rubber mounts, installed on lugs on
the underside of the parking brake module, locate in holes in the subframe. The remaining corners of the
parking brake module are secured to the subframe with shoulder bolts.
The main components of the parking brake module are:
A PCB (printed circuit board) incorporating the ASIC (application specific integrated circuit) for control
of the parking brake.
An electric motor.
A gearbox.
A splined shaft.
A force sensor.
The splined shaft and the force sensor are connected together by a latch on the end of the splined shaft. The
splined shaft rotates on the latch and moves axially in the gearbox. The latch and the force sensor slide in a
channel in the body of the parking brake module.
To apply or release the drum brakes, the parking brake module controls the operation of the electric motor to
drive the gearbox. The gearbox rotates the splined shaft to increase or decrease the tension in the brake
cables. The parking brake module monitors the load exerted by the brake cables using the input from the force
sensor.
Interior of Parking Brake Module

2 - Housing
3 - Electric motor
4 - PCB
5 - Splined shaft
6 - Gearbox
7 - Force sensor
Inputs and Outputs
A 32 pin electrical connector on the RH side of the parking brake module provides the interface between the
PCB and the vehicle wiring.
The parking brake module is powered by two permanent battery power feeds from the auxiliary junction box
(AJB). A third connection with the central junction box (CJB) provides a battery voltage signal when the
ignition switch is in position II (ignition). Other hardwired inputs include those from the parking brake switch.
In addition to the hardwired connections, the parking brake module is connected to the high speed controller
area network (CAN) bus to enable communication with other vehicle systems.
CONTROL DIAGRAM
NOTE: A = Hardwired connection; D = High speed CAN bus

1 - Battery
2 - Maxi fuse 62P, CJB
3 - Fuse 5P, CJB
4 - Fuse 6R, AJB
6 - Parking brake switch
10 - Fuse 36P, CJB
11 - Ignition switch
The parking brake can be applied at any time provided sufficient battery power is available. For the parking
brake to be released, various pre-conditions are required. The parking brake has manual and automatic
actuating modes, to cater for different operating circumstances, as detailed in the following table:
Actuating Modes
Mode Pre-Conditions Driver Action
Static apply Vehicle speed less than 2.5 km/h (1.6 mph). Pull up parking brake switch.
1. Vehicle speed less than 2.5 km/h (1.6 mph).
2. Engine running.
Static release OR Press down parking brake switch.
Ignition switch in position II and brake pedal or
accelerator pedal pressed.
Pull up parking brake switch as
Dynamic apply Vehicle speed more than 2.5 km/h (1.6 mph).
required.
Release (to neutral position) or press
Dynamic release Vehicle speed more than 2.5 km/h (1.6 mph).
down parking brake switch.
1. Ignition switch in position II.
DAR (drive away 2. Transmission in gear 1, 2 or R (with high range None. Parking brake released
release) selected) or 1, 2, 3 or R (with low range selected). automatically on drive away.
3. Accelerator pedal pressed more than 5%.
Operating Voltages
Actuation of the parking brake (apply or release) is only started if the power supply to the parking brake
module is within 9 to 18 volts. At any voltage in this range, the parking brake module is able to tighten the
brake cables to the maximum, to fully apply the parking brake, although at voltages between 9 and 10.5 volts
the actuation time may exceed 1.0 second.
During a parking brake actuation:
If the power supply to the parking brake module decreases to less than 8.3 volts, the parking brake
module continues the actuation, but stores a related diagnostic trouble code (DTC). If the ignition is
on, the parking brake module also signals the instrument cluster to illuminate the amber parking
brake warning indicator and flash the red parking brake warning indicator. On the instrument cluster,
a message advising there is a parking brake fault is shown in the message center. The warning
indications are discontinued if the power supply voltage increases to 8.3 volts or more.
If the power supply voltage decreases to less than 7.5 volts, the parking brake module discontinues
the actuation. Actuation is automatically resumed if the power supply voltage subsequently increases
to 7.5 volts or more and the parking brake switch request is still valid.
If the power supply voltage decreases below 6.5 volts, the parking brake function is disabled for the
remainder of the ignition cycle.
If the power supply voltage increases to more than 18.0 volts, the parking brake module immediately
disables the parking brake function and stores a related DTC. If the ignition is on, the parking brake
module also signals the instrument cluster to illuminate the amber parking brake warning indicator
and flash the red parking brake warning indicator. On the instrument cluster, a message advising that
the parking brake has a fault and is not functioning is shown in the message center. The parking
brake function remains disabled until the power supply voltage is within 9 to 18 volts again. When the
power supply voltage is within 9 to 18 volts again, the warning indications are cancelled and actuation
is automatically resumed if the parking brake module is in a dynamic mode of operation with a valid
parking brake switch request.
NOTE: The instrument cluster shuts down below 8 volts, so warning indications and messages are not
displayed below 8 volts. CAN transmission stops if battery voltage drops below 7.0 volts and re-starts when
voltage goes above 7.5 volts.
Sleep Mode
To reduce quiescent drain on the vehicle battery, the parking brake module incorporates a sleep mode. The
parking brake module enters the sleep mode, provided the ignition is off and there are no signals from the
wheel speed sensors, when one of the following occurs:
20 minutes elapse after the last actuation of the parking brake.

If no actuation occurred, 20 minutes elapse after the ignition is switched off.
The parking brake module wakes up from the sleep mode when one of the following occurs:
An apply or release request is made with the parking brake switch.

The ignition is turned on.
The parking brake module wakes up within 500 ms. The high speed CAN bus is activated within 200 ms
maximum.
When the parking brake module is woken with a release request from the parking brake switch, the parking
brake module ignores the request but illuminates the red brake warning indicator. The parking brake module
extinguishes the red brake warning indicator and goes back to sleep immediately the switch is released to the
neutral position.
When the parking brake module is woken with an apply request from the parking brake switch, if the parking
brake is already applied the parking brake module ignores the request but illuminates the red brake warning
indicator. The parking brake module extinguishes the red brake warning indicator and goes back to sleep
immediately the switch is released to the neutral position. If the parking brake is in the released condition
when the apply request is made, the parking brake module illuminates the red brake warning indicator and
applies the parking brake. The parking brake module extinguishes the red brake warning indicator and goes
back to sleep 3 minutes after the apply activation, or immediately after the switch is released to the neutral
position, whichever occurs first.
Dynamic Apply
In the dynamic apply mode, if the vehicle speed is more than 10 km/h (6.25 mph) when the parking brake
switch is selected to apply, the parking brake module requests the ABS module to activate the disc brakes on
all four wheels. When the vehicle comes to a standstill, the parking brake module statically applies the parking
brake. Once the static load is achieved, the hydraulic pressure is removed. If the parking brake switch is
released to the neutral position, or pressed down to the release position, during dynamic apply, braking is
cancelled.
The ABS module monitors the deceleration rate using the wheel speed sensor signals, and adjusts the
hydraulic pressure to the disc brakes as required to achieve the required rate. All of the anti-lock control -
traction control system brake functions remain enabled in the dynamic apply mode.
The parking brake module incorporates two fallback functions for the dynamic apply mode:
Fallback 1 is invoked if vehicle speed is between 2.5 km/h (1.25 mph) and Vmax when the parking
brake switch is selected to apply and the ABS module is unable to fulfil a hydraulic request. When
fallback 1 is invoked, the parking brake module decelerates the vehicle using only the parking brake.
The parking brake module monitors the deceleration rate using the wheel speed information from the
ABS module, and adjusts the tension of the brake cables to achieve the required rate. During
deceleration the parking brake module also uses the wheel speed inputs from the ABS module to
operate an anti-lock function for the rear wheels. When vehicle speed decreases to 2.5 km/h (1.25
mph) the parking brake module changes to the static apply mode.
Fallback 2 is invoked if the ABS module fails. In this instance the parking brake module monitors the
output shaft speed sensor on the transmission to determine if a static or dynamic condition exists.
Fallback 3 is invoked if there is a loss of communication between the parking brake module and the
CAN bus has failed. When fallback 3 is invoked, the parking brake module decelerates the vehicle
using only the parking brake. The parking brake module tightens the brake cables under the control of
the driver, no anti-lock function is available.
While dynamic apply is active, including fallback 1, 2 and fallback 3, the parking brake module also outputs
high speed CAN bus signals to:
The ABS module, to apply the stop lamps.

The instrument cluster, to sound an intermittent warning buzzer, at 0.5 second on, 1.0 second off.
The instrument cluster, to illuminate the red parking brake warning indicator. The indicator is
permanently illuminated except in fallback 3, when it flashes.
DAR Pre-arming
The DAR pre-arming function operates when the transfer box is in high range to reduce the parking brake
release time during DAR and to provide a smooth take-off. DAR pre-arming is invoked when:
The ignition switch is in position II.

The transmission is in gear 1, 2 or R.
The vehicle is stationary.
No failsafe tighten actuation has occurred.
Automatic Load Adjustment
While the ignition is on, the parking brake module constantly monitors the input from the force sensor. If the
tension of the brake cables goes outside the limits for a given operating mode, the parking brake module
automatically restores the tension within limits.
Failsafe Tighten. If, during DAR pre-arming, the vehicle moves, then the maximum cable force is reinstated
for the remainder of that ignition cycle.
Automatic Apply. While the parking brake is applied, if the tension of the brake cables decreases by a
prescribed amount from the initial setting, the parking brake module automatically restores the tension to the
initial setting.
Automatic Release. While the parking brake is released, if the tension of the brake cables increase to a
prescribed amount, the parking brake module automatically reduces the tension to zero.
Parking Brake Switch Monitoring
The parking brake module monitors for the following types of fault in the parking brake switch system:
Short circuits between a pull-down transistor in the parking brake module and battery voltage.
Broken wires and microswitches.
Plausibility.
If a fault is detected, the parking brake module stores a related fault code.
The parking brake switch has a degree of in-built redundancy. If a single microswitch fault is detected the
parking brake module can still determine the operating state of the parking brake switch. Short circuits or
multiple failures cause the parking brake module to disable the parking brake switch for the remainder of the
ignition cycle. The parking brake module also disables the parking brake switch if a plausibility fault occurs.
However, since plausibility faults are usually caused by incomplete operation of the parking brake switch, the
parking brake switch is re-enabled if the parking brake module subsequently establishes a plausible operating
state.
If a single microswitch fault is detected, the parking brake module signals the instrument cluster to illuminate
the amber parking brake warning indicator. The parking brake module also signals the instrument cluster to
display a message advising there is a parking brake fault. During an apply actuation, the parking brake module
also signals the instrument cluster to flash the red parking brake warning indicator.
For all other fault types, the parking brake module signals the instrument cluster to illuminate the amber
parking brake warning indicator and to display a message advising the parking brake has a fault and is not
functioning. If it makes an apply actuation, the parking brake module signals the instrument cluster to flash
the red parking brake warning indicator for the remainder of the ignition cycle.
On the next ignition cycle, the warning indicators and the messages are only activated if the fault is still
present, although the DTC is retained by the parking brake module until cleared by the Land Rover approved
diagnostic system.
Parking Brake and Actuation - Parking Brake Shoe and Lining

Adjustment
General Procedures
1. Check operation of the electronic parking brake.
2. Release the electronic parking brake.
Press the brake pedal and press the parking brake

switch down to release the parking brake. Check
that the warning light goes out.
Turn the ignition key to position '0' and remove

the key.

safety stands.

5. Remove the parking brake shoe adjuster access plugs.
6. NOTE: Rotate the rear brake disc to locate the parking
brake shoe adjuster.
Rotate the parking brake shoe adjuster until resistance is

felt and the rear brake disc will not rotate.
Apply and release the parking brake several times

to centralize the parking brake shoes, re-adjust if
required.
7. NOTE: Rotating the parking brake shoe
adjuster backwards will move the parking brake
shoes away from the parking brake drum.
Rotate the parking brake shoe adjuster back 8

clicks.

9. Install the parking brake shoe adjuster access plugs.
11. CAUTION: The parking brake shoe bedding-in

procedure must be carried out if new parking brake shoes
or new rear brake discs are installed.
NOTE: It is not necessary to carry out the parking brake

shoe bedding-in procedure if the parking brake shoes have
been removed for access to other components.
If necessary, carry out the parking brake shoe bedding-in

procedure.
For additional information, refer to: Parking Brake Shoes
Bedding-In (206-05 Parking Brake and Actuation,
Parking Brake and Actuation - Parking Brake Shoes Bedding-In
General Procedures
NOTE: This procedure must be carried out if, new parking brake shoes are fitted, new rear brake discs are
fitted or if the vehicle has been mud wading (not water) for more than 50 miles.
1. Carry out the parking brake shoe bedding-in procedure.

2. NOTE: The parking brake shoes 'bedding-in procedure'
mode will remain active for the remainder of the ignition
cycle, or until the vehicle speed exceeds 31 mph (50 kph).
If the procedure needs to be re-entered, the entry actions
must be repeated.
To enter the parking brake shoes 'bedding-in procedure'

mode.
Start and run the engine.
Apply the brake pedal 3 times within 10 seconds

and hold applied after the 3rd application.
Apply the electronic parking brake switch 4 times,

followed by 3 release applications within 10
seconds.
3. Once the parking brake shoes 'bedding-in procedure'

mode has been entered, the parking brake warning lamp
will flash and the parking brake shoes can be bedded-in.
Conduct 10 repeated stops from 30 - 35 kph (19 - 22
mph), followed by a 500 metre (547 yard) interval
between each stop to allow the parking brake actuator
and rear brakes to cool.
The electronic parking brake brake force will be

increased up to the dynamic maximum so long as
the switch is held in the applied position.
If the switch is released to either the NEUTRAL or

OFF positions, the electronic parking brake will be
released.
The parking brake actuator and rear brakes MUST

be allowed to cool between applications, either by
driving at 19 mph (30 kph) for 500 metres (547
yards) or remaining stationary for 1 minute
between each application.
Parking Brake and Actuation - Parking Brake Actuator
Removal
CAUTION: It is essential that absolute cleanliness is observed when working on the parking brake
actuator. Always cover any open orifices using lint free non-flocking material to prevent the ingress of foreign
matter. Failure to follow this instruction may result damage to the components.
NOTE: It is not necessary to carry out the parking brake shoe 'bedding-in procedure' if the rear brake discs
or parking brake shoes have been removed for access to other components.
1. Release the electronic parking brake.

Specifications).

safety stands.

7. Remove the RH rear fender splash shield.
Remove the nut.
Remove the scrivet.
Remove the clip.
Disconnect the tire pressure antenna

8. NOTE: Note the routing of the parking brake

emergency release cable.
Release the parking brake emergency release cable

and rear suspension spring air lines.
Release the parking brake emergency

release cable.
9. Remove the rear brake discs.

10. NOTE: Right-hand shown, left-hand similar.
Remove the parking brake cable bolt from the rear

wheel knuckle.
Release the parking brake cables.
1. Pull the parking brake cable sleeve away from

the parking brake shoe expander.
2. Pull the parking brake cable towards the
parking brake shoe expander.
3. Release the parking brake cable from the
parking brake shoe expander.
12. Remove the exhaust system. For additional
information, refer to:

and Installation),
and Installation).
Release the rear air spring from the lower

suspension arm.
Remove the screw.

Release the rear shock absorber from the lower

suspension arm.
Disconnect both rear suspension height sensor

electrical connectors.

subframe.
18. Remove the 4 rear subframe mounting bolts.
19. Lower the rear subframe to a maximum of 20

mm (0.78 inches).
20. NOTE: Note the routing of the parking brake
emergency release cable.
Release the parking brake emergency release cable

and rear suspension spring air lines.
21. Disconnect the differential case breather line.

mm (1.57 inches).
Collect the spacers from the mountings.
Release the parking brake cable clip from the upper

suspension arm.
Remove the bolt.

Release the parking brake cable from the rear

subframe clip.
25. Remove the 2 parking brake actuator bolts.
26. CAUTIONS:
Make sure that the area around the component

is clean and free of foreign material.
It is imperative that no damage is caused to

the electrical connector or the module.
Do not touch the electrical connections.
Disconnect the parking brake actuator electrical

connector.
27. Remove the parking brake actuator and cable
assembly.
Release the 2 front rubber mounts.

Installation
1. Install the parking brake actuator and cable assembly.
Attach the 2 front rubber mounts.
2. CAUTION: Do not touch the electrical connections.
Connect the parking brake actuator electrical connector.

3. Install the parking brake actuator bolts and tighten to 9
Nm (7 lb.ft)
Install the parking brake cable to the rear subframe clip.

Install the parking brake cable clip to the upper

suspension arm.
Install the bolt.
6. Connect the differential case breather line.

7. Attach the parking brake emergency release cable and
rear suspension spring air lines.
Secure in the 2 clips.
8. Raise the rear subframe and locate on the dowels.
Install the spacers to the rear subframe

mountings.
9. CAUTION: Make sure that the spacers are

correctly located to the bushes prior to tightening.
Install the 4 rear subframe mounting bolts and tighten to

165 Nm (122 lb.ft)
10. Connect both rear suspension height sensor electrical
connectors.
Attach the rear shock absorber to the lower suspension

arm.
Install the screw, but do not fully tighten at this

stage.
Attach the rear air spring to the suspension lower arm.
Tighten the screw to 7 Nm. (5 lb.ft).

14. Install the exhaust system. For additional information,

refer to:

and Installation),
and Installation).
15. CAUTION: Make sure that the parking

brake cable latches correctly into the parking
brake shoe expander.
NOTE: Make sure that the brake cable circlip is

positioned as shown.
Attach the parking brake cables.
Push the parking brake cable through the

wheel knuckle into the parking brake
shoe expander.
Install the parking brake cable bolt to the rear wheel

knuckle and tighten to 8 Nm (6 lb.ft).
17. Install the rear brake discs.
18. Attach the parking brake emergency release cable and
rear suspension spring air lines.
Secure the 2 clips.
Install the parking brake emergency release cable.
19. Install the RH rear fender splash shield.
Install the clip.
Install the scrivet.
Install the nut.

Tighten the rear shock absorber lower nuts and bolts to

110 Nm (81 lb.ft).
Specifications).
read, evaluate and clear any fault codes from the parking
brake actuator memory.
calibrate the parking brake actuator on an even surface.
25. Test the parking brake for correct operation.
Parking Brake and Actuation - Parking Brake Cable LH

Removal
CAUTIONS:
It is essential that absolute cleanliness is observed when working on the parking brake actuator. Always
cover any open orifices using lint free non-flocking material to prevent the ingress of foreign matter. Failure to
follow this instruction may result damage to the components.
The parking brake actuator fault memory must not be erased.
NOTE: If the parking brake system has completed less than 50,000 cycles it is permissible to replace the
parking brake cables. If over 50,000 cycles have been completed, then the parking brake cables can only
replaced as part of the parking brake actuator and cable assembly. The parking brake cycle count can be
checked using the Land Rover approved diagnostic system, (ON/OFF = 1 cycle). If a parking brake cable
becomes detached whilst the vehicle is being driven, a 'parking brake actuator unblocking procedure' may be
required using the Land Rover approved diagnostic system. If a parking brake cable breaks then the complete
parking brake actuator and cable assembly should be replaced.


safety stands.

5. NOTE: The thread is left handed.
Remove the RH parking brake cable.

For additional information, refer to: Parking Brake Cable
RH (206-05 Parking Brake and Actuation, Removal and
Installation).
6. CAUTIONS:
Make sure that the area around the

component is clean and free of foreign material.
Make sure that no dirt or moisture enters

the parking brake actuator during parking brake
cable replacement.

Remove the LH parking brake cable.
Release the nut.
Release the parking brake cable clip.
Release and remove the parking brake

cable.
Installation
1. Install the LH parking brake cable.
Attach the parking brake cable.
Install the parking brake cable clip.
2. Install the RH parking brake cable.

For additional information, refer to: Parking Brake Cable
RH (206-05 Parking Brake and Actuation, Removal and
Installation).

5. CAUTION: The parking brake actuator fault

memory must not be erased.
Test the parking brake for correct operation.

Parking Brake and Actuation - Parking Brake Cable RH
Removal
CAUTIONS:
It is essential that absolute cleanliness is observed when working on the parking brake actuator. Always
cover any open orifices using lint free non-flocking material to prevent the ingress of foreign matter. Failure to
follow this instruction may result damage to the components.
The parking brake actuator fault memory must not be erased.
NOTE: If the parking brake system has completed less than 50,000 cycles it is permissible to replace the
parking brake cables. If over 50,000 cycles have been completed, then the parking brake cables can only
replaced as part of the parking brake actuator and cable assembly. The parking brake cycle count can be
checked using the Land Rover approved diagnostic system, (ON/OFF = 1 cycle). If a parking brake cable
becomes detached whilst the vehicle is being driven, a 'parking brake actuator unblocking procedure' may be
required using the Land Rover approved diagnostic system. If a parking brake cable breaks then the complete
parking brake actuator and cable assembly should be replaced.


safety stands.

5. Remove the parking brake actuator and cable assembly.
For additional information, refer to: Parking Brake
Actuator (206-05 Parking Brake and Actuation, Removal
and Installation).
6. CAUTIONS:
Make sure that the area around the component

is clean and free of foreign material.
Make sure that no dirt or moisture enters the

parking brake actuator during parking brake cable
replacement.

NOTE: The thread is left handed.

Remove the RH parking brake cable.
Release the nut.
Release and remove the parking brake

cable.
Installation
1. NOTE: Apply a suitable amount of the supplied grease to
the RH parking brake cable threads.
Install the RH parking brake cable.
Screw the parking brake cable in 5 complete

turns.
2. Install the parking brake actuator and cable assembly.

For additional information, refer to: Parking Brake
Actuator (206-05 Parking Brake and Actuation, Removal
and Installation).

5. CAUTION: The parking brake actuator fault

memory must not be erased.
Test the parking brake for correct operation.
Parking Brake and Actuation - Parking Brake Shoes

Removal


safety stands.

5. CAUTION: Do not allow the brake caliper
to hang on the brake hose.
6. NOTE: Rotate the rear brake disc to locate the

parking brake shoe adjuster.
Release the parking brake shoe adjustment.
Remove the parking brake shoe adjuster

access plug.
Rotate the parking brake shoe adjuster.

8. NOTE: Rotate the parking brake shoe retainers

through 90 degrees to release them from the back
plate.
Remove the parking brake shoes as an

assembly with the parking brake shoe lower
spring and the parking brake shoe adjuster.
Remove both parking brake shoe

retainers.
Remove the parking brake shoe upper

return spring.
9. Remove the parking brake shoe adjuster.
Remove the parking brake shoe lower return

spring.
Remove the parking brake shoes.

10. Remove the parking brake shoe expander.
Installation

harmful if inhaled.
Install the parking brake shoe expander.
2. NOTE: Apply grease of the correct specification sparingly

to the adjuster threads.
Install the parking brake shoe adjuster.
Clean the adjuster and set it to its minimum

extension.
Install the parking brake shoe lower return spring.
Assemble the parking brake shoes.
3. Install the parking brake shoes.
Install both parking brake shoe retainers.
Install the parking brake shoe upper return spring.
4. CAUTION: Brake discs must be renewed in pairs.
Install the rear brake disc.
Make sure that the rear brake disc and hub mating
surfaces are clean.

Tighten the new bolts to 15 Nm (11 lb.ft), plus a

further 60 degrees.

7. Adjust the parking brake shoes.
For additional information, refer to: Parking Brake Shoe
and Lining Adjustment (206-05 Parking Brake and

Parking Brake and Actuation - Parking Brake Switch

Removal
and Installation).
3. Remove the parking brake switch.
Remove the parking brake switch trim panel.
Installation
1. Install the parking brake switch.
Install the parking brake switch trim panel.

and Installation).
Hydraulic Brake Actuation - Hydraulic Brake Actuation

COMPONENT LOCATION
NOTE: 4.4L V8 vehicle shown, other vehicles similar
NOTE: right-hand drive (RHD) installation shown, left-hand drive (LHD) installation similar

1 - Brake fluid reservoir
2 - Brake pedal
3 - Brake pipes and hoses
4 - Brake master cylinder
OVERVIEW
Hydraulic brake actuation consists of:
The brake pedal.

The brake master cylinder and reservoir.
The hydraulic pipes and hoses.
BRAKE PEDAL

1 - Brake pedal bracket
2 - Pedal return spring
3 - Brake pedal bracket reinforcement
4 - Engine bulkhead
5 - Clevis pin and clip
6 - Stop lamp switch
7 - Brake pedal
The brake pedal is mounted in a bracket attached to the rear side of the engine bulkhead. A clevis pin and clip
connect the brake pedal to the push rod of the brake booster.
The stop lamp switch is mounted in the brake pedal bracket and operated by the brake pedal.
For additional information, refer to: Anti-Lock Control - Traction Control (206-09A, Description and Operation).
BRAKE MASTER CYLINDER AND RESERVOIR

1 - Brake fluid reservoir cap and level switch
2 - Brake fluid reservoir
3 - Reservoir securing straps
4 - Primary inlet seal
5 - Primary outlet port
6 - Reservoir securing lug
7 - Secondary outlet port
8 - Cylinder housing
9 - Secondary inlet seal
10 - Outlet for pre-charge pump (reference - not used)
The master cylinder assembly produces hydraulic pressure to operate the brakes when the brake pedal is
pressed. The assembly is attached to the front of the brake servo assembly, and comprises a cylinder
containing two pistons in tandem. The rear piston produces pressure for the primary circuit and the front piston
produces pressure for the secondary circuit.
When the brake pedal is pressed, the front push rod in the brake servo assembly pushes the primary piston
along the cylinder bore. This produces pressure in the primary pressure chamber which, in conjunction with the
primary spring, overcomes the secondary spring and simultaneously moves the secondary piston along the
cylinder bore. The initial movement of the pistons, away from the piston stops, closes the primary and
secondary center valves.
Further movement of the pistons then pressurizes the fluid in the primary and secondary pressure chambers,
and thus the brake circuits. The fluid in the chambers, behind the pistons, is unaffected by movement of the
pistons and can flow unrestricted through the feed holes between the chambers and the reservoir. When the
brake pedal is released, the primary and secondary springs push the pistons back down the bore of the
cylinder. As the pistons contact the piston stops, the primary and secondary center valves open, which allows
fluid to circulate between the reservoir, through the center valves, the chambers behind the pistons and the
feed holes.
The brake fluid reservoir is located on top of the master cylinder assembly. The reservoir is internally divided
to provide an independent supply of fluid to each brake circuit, and so prevent a single fluid leak from disabling
both primary and secondary brake circuits. Should a failure occur in one circuit, the remaining circuit will still
operate effectively, although brake pedal travel and vehicle braking distances will increase.
A fluid level switch is incorporated into the reservoir cap:
With sufficient fluid in the reservoir the contacts of the fluid level switch are closed.
When the fluid level drops below allowable limits, the switch contacts open.
Since the normal position is closed, this circuit is monitored for shorts to + and ground.
The anti-lock brake system (ABS) module monitors the input from the fluid level switch and issues a low fluid
level signal to the lighting control module (LCM) on the controller area network (CAN) if the switch opens.
If the low fluid level signal is momentary, the LCM signals the instrument cluster of the condition. The
instrument cluster then informs the ABS module over the CAN bus. If the signal is received prior to the
activation of the pre-charge pump, the pre-charge pump activation is delayed.
If the signal is present for more then 25 seconds, the LCM issues two I bus messages for the instrument
cluster:
Display CHECK BRAKE FLUID in the message center.

Notify the ABS module, via CAN, that the fluid level has been low for more than 25 seconds.
The ABS module immediately switches DSC functions off and sends a CAN signal to the instrument cluster to
continuously illuminate the DSC warning indicator.
BRAKE PIPES AND HOSES
The brake pipes and hoses connect the master cylinder to the wheel brakes via the hydraulic control unit. The
pipes are arranged to provide a front and rear split braking system. The brakes on the front axle are operated
by the primary system; the brakes on the rear axle are operated by the secondary system.
Hydraulic Brake Actuation - Brake Fluid ReservoirVehicles With:

Standard Brakes
Removal
1. CAUTION: If brake fluid is spilt on the paintwork,

the affected area must be immediately washed down with
cold water.
Disconnect the low brake fluid warning indicator switch

Release the wiring harness.

NOTE: Position cloth to collect fluid spillage.

Disconnect the pre-charge pump feed hose.
Release the clip.
3. CAUTION: Make sure that all openings are

sealed. Use new blanking caps.
Remove the brake fluid reservoir.
Remove and discard the 2 seals.
Installation
1. NOTE: Remove and discard the blanking caps.
Install the brake fluid reservoir.
Install the new seals.
Connect the pre-charge pump feed hose.
Secure the clip.
3. Connect the low brake fluid warning indicator switch

Secure the wiring harness.

For additional information, refer to: Brake System
Bleeding - Vehicles With: Standard Brakes (206-00
Brake System - General Information, General
Procedures).
Hydraulic Brake Actuation - Brake Fluid ReservoirVehicles With:
High Performance Brakes
Removal
1. CAUTION: If brake fluid is spilt on the paintwork,

the affected area must be immediately washed down with
cold water.
Disconnect the low brake fluid warning indicator switch


NOTE: Position cloth to collect fluid spillage.
Disconnect the pre-charge pump feed hose.
Release the clip.

Remove the brake fluid reservoir.
Remove and discard the 2 seals.
Installation
Install the brake fluid reservoir.
Install the new seals.
Connect the pre-charge pump feed hose.
Secure the clip.

3. Connect the low brake fluid warning indicator switch

Bleeding - Vehicles With: High Performance Brakes (206-
00 Brake System - General Information, General
Procedures).
Hydraulic Brake Actuation - Brake Master CylinderVehicles With:

Standard Brakes
Removal
1. Remove the brake fluid reservoir.
For additional information, refer to: Brake Fluid Reservoir
- Vehicles With: Standard Brakes (206-06 Hydraulic
Brake Actuation, Removal and Installation).

Remove the brake master cylinder.
Disconnect the 3 brake pipes.
Remove and discard the 2 nuts.
Remove and discard the seal.
Installation
1. WARNING: Make sure that new nuts are installed.
Install the brake master cylinder.
Install a new seal.
Connect the brake pipes.
3. Install the brake fluid reservoir.

- Vehicles With: Standard Brakes (206-06 Hydraulic
Hydraulic Brake Actuation - Brake Master CylinderVehicles With:
High Performance Brakes
Removal
1. Remove the brake fluid reservoir.
- Vehicles With: High Performance Brakes (206-06,

Remove the brake master cylinder.
Disconnect the 3 brake pipes.
Installation
Install the brake master cylinder.
Install a new seal.
Connect the brake pipes.
3. Install the brake fluid reservoir.

- Vehicles With: High Performance Brakes (206-06,
Hydraulic Brake Actuation - Brake PedalVehicles With: 6-Speed
Automatic Transmission - 6HP26
Removal
1. Remove the headlamp switch.
For additional information, refer to: Headlamp Switch
(417-01 Exterior Lighting, Removal and Installation).
2. Remove the stoplamp switch.
For additional information, refer to: Stoplamp Switch
3. Remove the instrument panel access panel.
4. Remove the brake pedal bracket.
Release the wiring harness clip.
Remove the 4 Torx bolts.
5. Remove the brake pedal clevis pin.
Remove the clip.

6. Remove the brake pedal.
Remove the nut and bolt.

Remove the brake pedal pad.
Installation
1. Install the brake pedal pad.
2. Install the brake pedal.
3. Install the brake pedal clevis pin.
Install the clip.
4. Install the brake pedal bracket.
Tighten the Torx bolts to 10 Nm (7 lb.ft).
5. Install the instrument panel access panel.
Secure with the clips.
6. Install the stoplamp switch.

For additional information, refer to: Stoplamp Switch
7. Install the headlamp switch.
For additional information, refer to: Headlamp Switch
Hydraulic Brake Actuation - Brake Pedal and BracketVehicles
With: 6-Speed Automatic Transmission - 6HP26
Removal
Remove the floor console extension.
Remove the screw.
3. Remove the driver side closing trim panel.
Disconnect the footwell lamp electrical

connector.
Release the vehicle diagnostic socket.
4. Remove the driver side footwell duct.

5. Release the brake booster push rod from the brake
pedal.
Remove the clip.
Remove the pin.
6. Remove the brake pedal and bracket.
Disconnect the stoplamp switch electrical

connector.
Reposition the brake booster and brake master

cylinder.

Remove the stoplamp switch.
Release the clip.
8. Remove the stoplamp switch bracket.
Remove the brake pedal return spring.
Installation
1. Install the stoplamp switch bracket.
Install the brake pedal return spring.
2. Install the stoplamp switch.
With the brake pedal released, make sure the

stoplamp switch is in contact with the brake pedal.
CAUTION: The nuts must be re-torqued after 20

minutes.
Install the brake pedal and bracket.
Reposition the brake booster and brake master

cylinder.
4. Secure the brake booster push rod to the brake pedal.
Install the pin.
Install the clip.
5. Install the driver side footwell duct.
Tighten the screws.
6. Install the driver side closing trim panel.
Connect the footwell lamp electrical connector.
Secure the vehicle diagnostic socket.
Tighten the screws.
7. Install the floor console extension.
Secure the clips.
Tighten the screw.

Power Brake Actuation -

General Specifications
Item Specification
Boost ratio - Vehicles without Brembo brakes Dual rate - 5.5:1 rising to 12:1
Boost ratio - vehicles with Brembo brakes 8:1
Brake vacuum pump nuts - 4.2 and 4.4 liter engines 5 4
Vacuum pump stud - 3.6L (TdV8) Diesel 10 7
Vacuum pump nut - 3.6L (TdV8) - Diesel 23 17
Vacuum pump bolts - 3.6L (TdV8) Diesel 23 17
Brake booster nuts 26 19

COMPONENT LOCATION - 4.2L SUPERCHARGED
NOTE: left-hand drive (LHD) installation shown, right-hand drive (RHD) installation similar
1 - Vacuum pump relay
2 - Brake booster
3 - Vacuum pipe connection to intake manifold
4 - Vacuum pipes
5 - Vacuum pipe connection to brake booster
6 - Check valve
7 - Vacuum pipe connection to vacuum pump
8 - Vacuum pump
COMPONENT LOCATION - 4.4L NATURALLY ASPIRATED
NOTE: RHD installation shown, LHD installation similar

1 - Brake booster
3 - Vacuum pump
4 - Vacuum pipes
5 - Check valve
6 - Vacuum pipe connection to intake manifold
8 - Vacuum pipe connection to brake booster
COMPONENT LOCATION - TDV8

2 - Vacuum pipe and check valve
3 - Check valve
4 - Brake booster
5 - Vacuum pump
OVERVIEW
Power assistance for the brakes is provided by a vacuum operated brake booster. On 4.2L and 4.4L gasoline
vehicles, the vacuum is produced by the intake manifold and an electric vacuum pump. On TdV8 vehicles the
vacuum is produced by an engine driven vacuum pump.
VACUUM PIPES
Plastic vacuum pipes connect the brake booster to the vacuum source. Check valves are incorporated into the
vacuum pipes.
On gasoline vehicles there are 2 check valves, to maintain the vacuum in the brake booster when the throttle
is open and the vacuum pump is not running. The check valves also prevent fuel vapor entering the brake
booster.
On TdV8 vehicles there is a single check valve integrated into the vacuum pipe connection with the brake
booster. The check valve maintains a vacuum in the brake booster when the engine is running at low speeds,
and the vacuum pump is operating at less than the optimum.
BRAKE BOOSTER
The brake booster provides power assistance to increase the braking effort applied by the driver. The assembly
is attached to the front of the pedal box and comprises a circular housing containing a diaphragm, push rods,
valve and filter. A push rod at the rear of the housing protrudes through an aperture in the bulkhead and is
connected to the brake pedal.
The vacuum pipe is connected to a port in the front face of the brake booster housing.
With the brake pedal released and the engine running, a vacuum is present on both sides of the diaphragm.
When the brake pedal is pressed, the rear push rod moves forward and opens the valve to allow atmospheric
pressure through the filter into the pedal side of the diaphragm. The pressure differential acting on both sides
of the diaphragm increases the pressure being applied by the brake pedal.
In the event that the brake booster fails, the hydraulic system will still function but will require greater pedal
effort due to the lack of vacuum assistance.
VACUUM PUMP - 4.2L SUPERCHARGED AND 4.4L NATURALLY ASPIRATED

1 - Anti-vibration mount
2 - Pump cover
3 - Vacuum pump inlet
4 - Rubber shroud for exhaust port
5 - Motor cover
On gasoline vehicles the electric vacuum pump supplements the main vacuum supply from the engine
manifold.
The vacuum pump is installed in the engine compartment, on a mounting bracket attached to the side of the
right-hand (RH) suspension tower. Two anti-vibration mounts on the vacuum pump are located on studs on the
mounting bracket and secured with nuts.
The vacuum pump consists of a radial vane pump driven by an electric motor. The rotor and vanes of the pump
are made from a self-lubricating carbon based material. A stub pipe is installed in the inlet of the pump to
provide a connection point for the vacuum pipe from the brake booster. A second stub pipe, which is covered
by a rubber shroud, is installed in the outlet from the pump.
Operation of the vacuum pump is controlled by the engine control module (ECM), which uses the vacuum
pump relay in the battery junction box (BJB) to switch power to the vacuum pump. The ECM controls the time
for which the vacuum pump is energized and also features built-in safeguards to protect the pump from
overuse.
VACUUM PUMP - TDV8

1 - Vacuum pump connection to brake booster
2 - Camshaft drive lobe
3 - Mounting flange
The Vacuum required for brake booster operation on TdV8 vehicles is provided by an engine driven vacuum
pump. The vacuum pump is a radial vane type pump mounted to the front of the RH cylinder head which is
driven by the intake camshaft. The vacuum pipe from the brake booster connects to an elbow on the rim of the
vacuum pump.
The vacuum pump is lubricated and cooled by engine oil supplied to a port in the front face of the vacuum
pump from a gallery in the cylinder head. The oil return is through a vent in the front face of the pump into a
drain cavity in the cylinder head. Air extracted from the brake booster is vented into the drain cavity with the
returning engine oil.
The vacuum pump is also used to supply vacuum for operation of the following components:
The exhaust gas recirculation (EGR) system.

For additional information, refer to: Electronic Engine Controls (303-14C Electronic Engine Controls -
3.6L V8 - TdV8, Description and Operation).
The adaptive engine mounts.
For additional information, refer to: Electronic Engine Controls (303-14C Electronic Engine Controls -
3.6L V8 - TdV8, Description and Operation).
CONTROL DIAGRAM - 4.2L SUPERCHARGED AND 4.4L NATURALLY ASPIRATED
NOTE: A = Hardwired connection

1 - Battery
2 - Fusible link 2P, central junction box (CJB)
4 - Vacuum pump
5 - ECM
Power Brake Actuation - Brake BoosterVehicles With: Standard

Brakes
Removal
2. Remove the plenum chamber.
For additional information, refer to: Plenum Chamber
(412-01 Air Distribution and Filtering, Removal and
Installation).
3. NOTE: LHD illustration shown, RHD is similar.
Remove the auxiliary battery compartment side

wall.
Disconnect the hood switch electrical

connector.
Remove the wiper motor support bracket

bolt.
Remove the 3 bolts.
Remove the 2 nuts.
4. Remove the brake master cylinder.

For additional information, refer to: Brake Master
Cylinder - Vehicles With: Standard Brakes (206-06
Hydraulic Brake Actuation, Removal and Installation).
5. Disconnect the brake booster vacuum hose from the
brake booster.
Remove the screw.
7. Remove the drivers side closing trim panel.

connector.

8. Release the brake booster.
Release the brake booster push rod from the

brake pedal.
9. Remove the brake booster.
Installation

minutes.
NOTE: Install a new gasket.
Install the brake booster.
Secure the brake booster push rod to the brake

pedal.
Tighten the screws.
Secure the clips.
Tighten the screw.
4. Connect the brake booster vacuum hose to the brake

booster.
5. Install the brake master cylinder.
Cylinder - Vehicles With: Standard Brakes (206-06
Hydraulic Brake Actuation, Removal and Installation).
6. Install the auxiliary battery compartment side wall.
Install the 2 nuts.
Install the 3 bolts.
Install the wiper motor support bracket bolt.
Connect the hood switch electrical connector.
7. Install the plenum chamber.

Installation).
Power Brake Actuation - Brake BoosterVehicles With: High

Performance Brakes
Removal
(412-01, Removal and Installation).

wall.

connector.
Remove the wiper motor support bracket

bolt.
Remove the 3 bolts.
Remove the 2 nuts.
4. Remove the brake master cylinder.

Cylinder - Vehicles With: High Performance Brakes (206-
5. Disconnect the brake booster vacuum hose from the
brake booster.
Remove the screw.
7. Remove the drivers side closing trim panel.

connector.
8. Release the brake booster.
Release the brake booster push rod from the

brake pedal.
9. Remove the brake booster.

Installation

minutes.
NOTE: Install a new gasket.
Install the brake booster.
Secure the brake booster push rod to the brake

pedal.
Tighten the screws.
Secure the clips.
Tighten the screw.
4. Connect the brake booster vacuum hose to the brake

booster.
5. Install the brake master cylinder.
Cylinder - Vehicles With: High Performance Brakes (206-
Install the 2 nuts.

Power Brake Actuation - Brake Vacuum Pump4.4L NA V8 -
Removal
2. CAUTION: Always plug any open

Remove the brake vacuum pump.
Release and disconnect the electrical

connector.
Disconnect the vacuum line.
Remove the 2 nuts.

Remove the 2 rubber insulators.
Remove the metal inserts.
Installation
Anti-Lock Control - Traction Control -

Description Nm lb-ft lb-in
Front wheel speed sensor retaining bolt 8 - 71
Rear wheel speed sensor retaining bolt 8 - 71
Anti-lock brake system (ABS) module retaining nuts - up to 10MY 8 - 71
Brake pipe unions (M10) to ABS module - up to 10MY 15 11 -
ABS module retaining nuts - 10MY onwards 9 - 80
ABS module retaining bolt - 10MY onwards 9 - 80
Brake pipe unions to ABS module - 10MY onwards 18 13 -
Anti-Lock Control - Traction Control - Anti-Lock Control - Traction
Control
COMPONENT LOCATION - SHEET 1 OF 2
NOTE: left-hand drive (LHD) vehicle shown; right-hand drive (RHD) similar.
1 - Stoplamp switch
2 - right-hand (RH) rear wheel speed sensor
3 - left-hand (LH) rear wheel speed sensor
4 - Sensor cluster
5 - Steering angle sensor
6 - LH front wheel speed sensor
7 - RH front wheel speed sensor
9 - hydraulic control unit (HCU)
COMPONENT LOCATION - SHEET 2 OF 2
NOTE: LHD vehicle shown; RHD similar.

1 - Hill Descent Control (HDC) information indicator lamp
2 - Brake warning indicator lamp
3 - ABS warning indicator lamp
4 - Dynamic Stability Control (DSC) warning indicator lamp
5 - HDC switch
6 - DSC switch
OVERVIEW
The anti-lock control/traction control system is based on the 4 channel Bosch 8.1 system and provides the
following functions:
Active Roll Mitigation (ARM)

ABS
Corner Brake Control (CBC)
DSC
Electronic Brake force Distribution (EBD)
Electronic Traction Control (ETC)
Emergency Brake Assist (EBA)
Engine Drag-torque Control (EDC)
HDC.
DYNAMIC STABILITY CONTROL SWITCH

1 - DSC switch
The DSC switch allows the DSC function to be selected off. Although Land Rover recommend that DSC is
selected on for all normal driving conditions, it may be beneficial to de-select DSC to maximize traction under
the following conditions:
If the vehicle needs to be rocked out of a hollow or a soft surface.

Driving on loose surfaces or with snow chains.
Driving in deep sand, snow or mud.
On tracks with deep longitudinal ruts.
The DSC switch is a non-latching switch installed in the center console switch pack. Pressing the DSC switch
connects an ignition power feed to the ABS module. With the first press of the DSC switch, the ABS module
disables the DSC functions. When the DSC switch is pressed again, the ABS module re-enables the DSC
functions. The DSC switch must be pressed for a minimum of 0.3 s for the ABS module to react. The DSC
function is re-enabled at the beginning of each ignition cycle.
The status of the DSC switch selection is shown by the DSC warning indicator lamp. The DSC warning indicator
lamp is extinguished while DSC is selected on, and continuously illuminated while DSC is selected off.
A DSC switch request to disable DSC is ignored by the ABS module if the air suspension system has failed, or is
in off-road height at speeds above 60 km/h (37.5 mph).
To guard against incorrect operation or a broken switch, if the input from the DSC switch is held high for more
than one minute, a diagnostic trouble code (DTC) is stored in the ABS module.
Even if DSC is deselected, driving maneuvers with extreme yaw or lateral acceleration may trigger DSC activity
to assist vehicle stability.
HILL DESCENT CONTROL SWITCH

1 - HDC switch
The HDC switch controls the selection of the HDC function.
The HDC switch is a non-latching switch installed on the floor console, to the rear of the gear shift lever.
Pressing and releasing the HDC switch momentarily connects an ignition power feed to the ABS module. With
the first press and release of the HDC switch, the ABS module enables operation of the HDC function. When
the HDC switch is pressed and released again, the ABS module disables operation of the HDC function.
To guard against incorrect operation or a broken switch, if the switch is pressed for more than 10 seconds no
change of state occurs. If the input from the HDC switch is held high for more than one minute, a DTC is stored
in the ABS module.
STOPLAMP SWITCH
The stoplamp switch is mounted in the brake pedal bracket and operated by the brake pedal. The stoplamp
switch is a Hall effect switch with dual status outputs. Both of the outputs are supplied to the ABS module. One
of the outputs is also supplied to the lighting control module (LCM) for operation of the stoplamps, and to the
engine control module (ECM).
Power for the stoplamp switch is provided by a feed from the auxiliary contacts of the ignition switch via the
central junction box (CJB). The power circuit is completed by a ground connection from the stoplamp switch to
a ground header on the body.
When the brake pedal is not pressed, the outputs from the stoplamp switch are low, between 0 and 2 V. When
the brake pedal is pressed the outputs are pulled high to between 8 V and battery voltage.
WHEEL SPEED SENSORS

1 - Cable clip
2 - Hub assembly
4 - Screw
An active wheel speed sensor is installed in each wheel hub to provide the ABS module with a rotational speed
signal from each road wheel. The head of each wheel speed sensor is positioned close to a 48 tooth sensor ring
on the outer diameter of the constant velocity joint of the drive halfshaft. A flying lead connects each sensor to
the vehicle wiring.
The wheel speed sensors each have a power supply connection and a signal connection with the ABS module.
When the ignition switch is in position II, the ABS module supplies power to the wheel speed sensors and
monitors the return signals. Any rotation of the drive halfshafts induces current fluctuations in the return
signals which are converted into individual wheel speeds and the overall vehicle speed by the ABS module.
The ABS module outputs the individual wheel speeds and the vehicle speed on the high speed controller area
network (CAN) bus for use by other systems. The quality of the vehicle speed signal is also broadcast on the
high speed CAN bus. If all wheel speed signals are available to calculate vehicle speed from, the quality of the
vehicle speed signal is set to 'data calculated within specified accuracy'. If one or more wheel speed sensors is
faulty, the quality of the vehicle speed signal is set to 'accuracy outside specification'.
The ABS module monitors the wheel speed sensor circuits for faults. If a fault is detected the ABS module
stores a DTC and illuminates the appropriate warning indicators, depending on the system functions affected
(DSC/ETC, ABS, EBA/EBD, HDC). A warning chime sounds and a related message is shown in the message
center.
Since the wheel speed sensors are active devices, a return signal is available when the road wheels are not
turning, which enables the ABS module to check the sensors while the vehicle is stationary. In addition, the
direction of travel of each wheel can be sensed. This information is broadcast on the high speed CAN bus for
use by other systems.
SENSOR CLUSTER

1 - Sensor cluster (yaw rate and lateral acceleration)
The sensor cluster is located beneath the floor console and provides information of vehicle yaw rate and lateral
acceleration to the ABS module. The sensor is internally damped to isolate it from body/chassis vibrations and
is secured to the transmission tunnel with 2 bolts.
When the ignition switch is in position II, the sensor cluster receives an ignition power feed from the CJB. For
yaw rate, the sensor produces a reference signal of 2.5 volts and a linear yaw rate signal from 0.7 to 4.3 volts.
For lateral acceleration, the sensor produces a linear signal from 0.5 to 4.5 volts. In addition to using the
inputs for DSC regulation, the ABS module also broadcasts yaw rate and lateral acceleration values, on the
high speed CAN bus, for use by other systems.
The ABS module monitors the sensor cluster for faults and is able to be interrogated using the Land Rover
approved diagnostic equipment. If a fault is detected, the ABS module stores a related DTC and transmits a
CAN signal to the instrument cluster to illuminate the DSC, HDC and brake warning indicator lamps. The
instrument cluster will also sound a warning chime and display a DSC fault message in the message center.
STEERING ANGLE SENSOR

1 - Gear wheel
The steering angle sensor measures the steering wheel angle, and the rate of steering wheel angle speed. The
measurements are output on the high speed CAN bus together with a quality factor signal, and are used by the
ABS module and the rear differential control module for CBC and DSC operation.
The steering angle sensor is fixed to the pivot bracket of the steering column by 3 screws. A gear wheel in the
steering angle sensor engages with a plastic drive collar fixed onto the lower shaft of the column. Inside the
steering angle sensor, the gear wheel meshes with a gear train containing magnets. An 8 pin electrical
connector provides the interface between the vehicle wiring and integrated circuits in the steering angle
sensor.
The steering angle sensor operates with the Magneto Resistive (MR) effect to evaluate the direction of
magnetic fields, and measure the angular position of the lower shaft to provide the steering wheel angle. When
the steering wheel turns, the steering column lower shaft rotates the gear wheel within the steering angle
sensor. The gear wheel drives the gear train and rotates the magnets located on the gears. The direction of the
magnetic field is constantly monitored by the steering angle sensor and is converted into a steering wheel
angle, and steering wheel angle speed.
The steering angle sensor performs a plausibility check of the steering wheel angle each time the following
conditions co-exist:
The vehicle is traveling in a straight line.

The vehicle speed is between 20 and 25 km/h (12.5 and 15.6 mph).
The transfer box is in high range.
The brake pedal is not pressed.
There is no ABS, DSC or ETC activity.
The steering angle sensor uses inputs of wheel speed, yaw rate and lateral acceleration to determine when the
vehicle is traveling in a straight line. When all of the conditions co-exist, the steering angle sensor checks the
steering angle is between 0 15. If the steering angle is outside the limits on 2 successive checks, the
steering angle sensor changes the quality factor signal to 'outside specification' for the remainder of the
ignition cycle and stores a DTC. At the beginning of each ignition cycle the quality factor signal is reset to
'within specified accuracy'.
The status of the steering angle sensor is able to be determined using the Land Rover approved diagnostic
equipment.
If the steering angle sensor is renewed, the new sensor must be calibrated using the Land Rover approved
diagnostic equipment. The steering angle sensor must also be re-calibrated any time it is disturbed from the
steering column, or if the upper and lower steering columns are separated.
INSTRUMENT CLUSTER INDICATOR LAMPS

1 - HDC information indicator lamp
4 - DSC warning indicator lamp
The instrument cluster contains 2 types of indicator lamps to display the operating status of the selected anti-
lock control/traction control functions. The indicator lamps provide a visual notification of either a system
warning or information indication to the driver.
For additional information, refer to: Instrument Cluster (413-01 Instrument Cluster, Description and
Operation).
HYDRAULIC CONTROL UNIT
The HCU is a 4 channel unit that modulates the supply of hydraulic pressure to the brakes under control of the
ABS module.
The HCU is installed in the engine compartment, on 3 mounting bushes attached to the driver side inner
fender. Hydraulic pipes connect the HCU to the master cylinder and the brake calipers.
For additional information, refer to: Brake Fluid Reservoir - Vehicles With: Standard Brakes (206-06 Hydraulic
The primary and secondary outlets of the master cylinder are connected to the primary and secondary circuits
within the HCU. The primary circuit in the HCU has separate outlet ports to the front brakes. The secondary
circuit in the HCU has separate outlet ports to the rear brakes. Each of the circuits in the HCU contains the
following components to control the supply of hydraulic pressure to the brakes:
A normally open, solenoid operated, pilot valve, to enable active braking.

A normally closed, solenoid operated, priming valve, to connect the brake fluid reservoir to the return
pump during active braking.
A return pump to generate hydraulic pressure for active braking, and return brake fluid to the
reservoir.
Normally open, solenoid operated, inlet valves and normally closed, solenoid operated, outlet valves,
to modulate the hydraulic pressure in the individual brakes.
An accumulator and a relief valve to allow the fast release of pressure from the brakes.
Filters to protect the components from contamination.
The primary circuit also incorporates a pressure sensor to provide the ABS module with a hydraulic pressure
signal.
Contact pins on the HCU mate with contacts on the ABS module to provide the electrical connections from the
ABS module to the return pump motor and the pressure sensor. The solenoids that operate the valves are
installed in the ABS module.
A replacement HCU is supplied pre-filled. After installation on the vehicle, the Land Rover approved diagnostic
system must be used to operate the solenoid valves and the return pump to ensure correct bleeding of the
HCU and brake circuits.
Schematic of Hydraulic Control Unit

1 - Master cylinder
2 - Reservoir
3 - Brake booster
4 - Brake pedal
5 - HCU
6 - Pressure sensor
7 - Priming valve
8 - Pilot valve
9 - Return pump motor
10 - Return pump
11 - Inlet valve
12 - Relief valve
13 - Accumulator
14 - Outlet valve
15 - Left front brake
16 - Right front brake
17 - Right rear brake
18 - Left rear brake
The HCU has 3 operating modes: Normal/EBD, ABS braking and active braking.
Normal Braking/EBD Mode
Initially, all of the solenoid operated valves are de-energized. Operating the brake pedal produces a
corresponding increase or decrease of pressure in the brakes, through the open pilot valves and inlet valves. If
the ABS module determines that EBD is necessary, it energizes the inlet valves for the brakes of the trailing
axle, to isolate the brakes from any further increase in hydraulic pressure.
ABS Braking Mode
If the ABS module determines that ABS braking is necessary, it energizes the inlet and outlet valves of the
related brake and starts the return pump. The inlet valve closes to isolate the brake from pressurized fluid; the
outlet valve opens to release pressure from the brake into the accumulator and the return pump circuit. The
reduced pressure allows the wheel to accelerate. The ABS module then operates the inlet and outlet valves to
modulate the pressure in the brake to apply the maximum braking effort without locking the wheel. Control of
the valves for each wheel takes place individually.
Active Braking Mode
The active braking mode is used to generate and control hydraulic pressure to the brakes for functions other
than ABS braking, e.g. DSC, EBA, ETC, HDC and dynamic application of the parking brake.
For active braking, the ABS module energizes the pilot valves and priming valves, starts the return pump and
energizes all of the inlet valves. Brake fluid, drawn from the reservoir through the master cylinder and priming
valve, is pressurized by the return pump and supplied to the inlet valves. The ABS module then operates the
inlet valves and outlet valves, as required, to modulate the pressure in the individual brakes. Some noise may
be generated during active braking.
ANTI-LOCK BRAKE SYSTEM MODULE
The ABS module controls the brake functions using the HCU to modulate hydraulic pressure to the individual
wheel brakes.
The ABS module is attached to the HCU, on the driver side inner fender in the engine compartment. A 46 pin
connector provides the electrical interface between the ABS module and the vehicle wiring.
CONTROL DIAGRAM
NOTE: A = Hardwired; D = High speed CAN bus; J = Diagnostic ISO 9141 K line
1 - HDC warning indicator lamp
3 - ECM
5 - Fuse 55, CJB
7 - Left stoplamp
8 - Center high mounted stoplamp
9 - Right stoplamp
10 - LCM
11 - Stoplamp switch
16 - Sensor cluster
17 - Maxi fuse 63, CJB
18 - HDC switch
19 - Fuse 38, CJB
21 - Fuse 35, CJB
22 - ABS module
23 - DSC switch
25 - DSC warning indicator lamp
Active Roll Mitigation
The ARM function uses the brake system and engine torque control to attempt to restore vehicle stability if the
vehicle is forced into such a harsh manoeuver that it risks tipping over.
The ABS module monitors driver inputs and vehicle behavior using various powertrain signals; inputs from the
wheel speed sensors; steering angle sensor and the sensor cluster. These are compared with modeled behavior
and, if vehicle behavior reaches a given risk level, the ABS module initiates a reduction in engine power, or
brakes one or more wheels sufficiently to correct the vehicle stability and assist the driver remain in control.
While the ignition is on ARM is permanently enabled, even when DSC is selected off.
Anti-lock Brake System
ABS controls the speed of all road wheels to ensure optimum wheel slip when braking at the adhesion limit.
This prevents the wheels from locking in order to retain effective steering control of the vehicle.
On the front axle, the brake pressure is modulated separately for each wheel. On the rear axle, brake pressure
is modulated by select low. Select low applies the same pressure to both rear brakes, with the pressure level
being determined by the wheel on the lower friction surface. This maintains rear stability on split friction
surfaces.
Corner Brake Control
CBC influences the brake pressures, below the DSC and ABS thresholds, to counteract the yawing moment
produced when braking in a corner. CBC produces a correction torque by limiting the brake pressure on one
side of the vehicle.
Dynamic Stability Control
DSC uses the brakes and engine torque control to help maintain the lateral stability of the vehicle. While the
ignition is on the DSC function is permanently enabled unless selected off by the DSC switch. Even if DSC is
deselected, driving maneuvers with extreme yaw or lateral acceleration may trigger DSC activity to assist
vehicle stability.
DSC enhances driving safety in abrupt maneuvers and in understeer or oversteer situations that may occur in a
bend. The ABS module monitors the yaw rate and lateral acceleration of the vehicle, and the steering input,
then selectively applies individual brakes and signals for engine torque adjustments to reduce understeer or
oversteer.
In general: in an understeering situation, the inner wheels are braked to counteract the yaw movement
towards the outer edge of the bend. In an oversteering situation, the outer wheels are braked to prevent the
rear end of the vehicle from pushing towards the outer edge of the bend.
The ABS module monitors the tracking stability of the vehicle using inputs from the wheel speed sensors, the
steering angle sensor and the sensor cluster. The tracking stability is compared with stored target data and,
whenever the tracking stability deviates from the target data, the ABS module intervenes by applying the
appropriate brakes. On vehicles with automatic transmission, when the DSC function is active, the ABS module
also signals the transmission control module (TCM) to prevent gear shifts.
If necessary, the ABS module also signals:
The ECM to reduce engine torque.

The transfer box control module to adjust the locking torque of the center differential.
The rear differential control module to adjust the locking torque of the rear differential.
The DSC function overrides the differential locking torque requests from the terrain response system.
If DSC is selected off a DSC system off message is displayed in the message center.
Electronic Brake Force Distribution
EBD limits the brake pressure applied to the rear wheels. When the brakes are applied, the weight transfer of
the vehicle reduces the adhesion of the rear wheels on the road surface. This may cause the rear wheels to slip
and make the vehicle unstable.
EBD uses the ABS hardware to automatically optimize the pressure of the rear brakes, below the point where
ABS intervention is normally invoked. Only the rear wheels are under EBD control.
Electronic Traction Control
ETC attempts to optimize forward traction by reducing engine torque or braking a spinning wheel until it
traction is restored.
ETC is activated if an individual wheel speed is above that of the vehicle reference speed (positive slip) and the
brake pedal is not pressed. The spinning wheel is braked, allowing the excess torque to be transmitted to the
non spinning wheels through the drive line. If necessary, the ABS module also transmits a high speed CAN bus
message to the ECM requesting a reduction in engine torque.
Torque reduction requests are for either a slow or fast response. A slow response requests a reduction of
throttle angle; a fast response requests an ignition cut-off.
When the DSC function is selected off with the DSC switch, the engine torque reduction feature is disabled.
When the ETC function is active the ABS module also signals the TCM to prevent gear shifts.
Emergency Brake Assist
EBA assists the driver during emergency braking situations by automatically maximizing the braking effort.
There are 2 situations when the ABS module will invoke EBA:
When the brake pedal is pressed very suddenly.

When the brake pedal is pressed hard enough to bring the front brakes into ABS operation.
When the brake pedal is pressed very suddenly, the ABS module increases the hydraulic pressure to all of the
brakes until the threshold for ABS operation is reached. This applies the maximum braking effort for the
available traction. The ABS module monitors for the sudden application of the brakes using the inputs from the
stoplamp switch and from the pressure sensor within the HCU. With the brake pedal pressed, if the rate of
increase of hydraulic pressure exceeds the predetermined limit, the ABS module invokes emergency braking.
When the brake pedal is pressed hard enough to bring the front brakes into ABS operation, the ABS module
increases the hydraulic pressure to the rear brakes up to the ABS threshold.
EBA (emergency brake assist) operation continues until the driver releases the brake pedal enough for the
hydraulic pressure in the HCU to fall below a pre-determined threshold value stored in the ABS module.
Engine Drag-torque Control
EDC prevents wheel slip caused by any of the following:
A sudden decrease in engine torque when the accelerator is suddenly released.

A downshift using the CommandShift.
When the ABS module detects the onset of wheel slip without the brakes being applied, a message is
transmitted by the ABS module to the ECM via the high speed CAN bus to request a momentary increase in
engine torque.
Hill Descent Control
HDC uses brake intervention to control vehicle speed and acceleration during low speed descents in off-road
and low grip on-road conditions. Generally, equal pressure is applied to all 4 brakes, but pressure to individual
brakes can be modified by the ABS and DSC functions to retain stability. Selection of the HDC function is
controlled by the HDC switch and the Terrain Response rotary control located on the floor console. HDC
operates in both high and low ranges, at vehicle speeds up to 50 km/h (31.3 mph).
WARNING: Incorrect use of the HDC function may compromise the stability of the vehicle, resulting in a
dangerous and uncontrolled hill descent. Driving with the transmission in 'Neutral' while HDC is active will
prevent engine braking from assisting the vehicle. The brakes will overheat and induce the HDC fade out
strategy. In this condition there will be no control over the vehicle during a descent.
NOTE: With the HDC function selected, HDC is operative even when the transmission is in the 'Neutral'
position. It is not recommended to drive the vehicle further than is absolutely necessary with HDC selected and
the transmission in 'Neutral'.
HDC may be used in D, R and CommandShift 1 in high range, and in D, R and all CommandShift gears in low
range. When in D, the TCM will automatically select the most appropriate gear.
HDC can be selected at speeds up to 80 km/h (50 mph), but will only be enabled at speeds below 50 km/h
(31.3 mph). When HDC is selected:
At speeds up to 50 km/h (31.3 mph), the HDC information indicator lamp is permanently illuminated if
a valid gear is selected.
At speeds from between 50 to 80 km/h (31 to 50 mph) the HDC information indicator lamp flashes
and a message advising that the speed is too high is displayed in the message center.
For additional information, refer to: Information and Message Center (413-08 Information and
Message Center, Description and Operation).
. If the HDC switch is pressed while vehicle speed is more than 80 km/h (50 mph), the HDC
information indicator lamp will not illuminate and HDC will not be selected.
If the speed increases to 80 km/h (50 mph), the HDC function is switched off, the information
indicator lamp is extinguished, a warning chime is sounded and a message advising that HDC has
been switched off is displayed in the message center.
When HDC is enabled, the ABS module calculates a target deceleration value by comparing the set speed to
the actual vehicle speed. The ABS module then operates the HCU in the active braking mode as required to
achieve and maintain the target speed. During active braking for HDC, the ABS module also energizes the HDC
relay to operate the stoplamps.
Applying the foot brake during active braking may result in a pulse through the brake pedal.
The target speed varies between minimum and maximum values for each gear and transmission range,
depending on driver input with the accelerator pedal. If the accelerator pedal is not operated, the ABS module
adopts a default target speed.
Low Range Target Speeds

Speed, km/h (mph)
Limit
Gears 1, R Gears D, 2 to 6
Default 3.5 (2.19) 6 (3.75)
Minimum 3.5 (2.19) 3.5 (2.19)
Maximum 20 (12.5) 20 (12.5)
High Range Target Speeds
Speed, km/h (mph)
Limit
Gears 1, R Gears D, 2 to 6
Default 6 (3.75) 10 (6.25)
Minimum 6 (3.75) 6 (3.75)
Maximum 20 (12.5) 20 (12.5)
As well as varying the target speed with the accelerator pedal, the target speed may also be varied by pressing
the speed control '+' and '-' buttons (where fitted).
For additional information, refer to: Speed Control (310-03A, Description and Operation).
During changes of target speed, the ABS module limits deceleration and acceleration to -0.5 m/s2 (-1.65 ft/s)
and +0.5 m/s2 (+1.65 ft/s) respectively.
To provide a safe transition from active braking to brakes off, the ABS module invokes a fade out strategy that
gradually releases the braking effort during active braking. The fade out strategy occurs if any of the following
conditions are detected during active braking:
HDC selected off with the HDC switch.

Failure of a component used by HDC, but not critical to the fade out function.
Accelerator pedal pressed when transmission is in neutral.
Brake overheat.
If fade out is invoked because of deselection or component failure, the HDC function is cancelled by the ABS
module. If fade out is invoked because the accelerator pedal is pressed with the transmission in neutral, or
because of brake overheat, the HDC function remains in standby and resumes operation when the accelerator
pedal is released or the brakes have cooled.
The fade out strategy increases the target speed, at a constant acceleration rate of 0.5 m/s (1.65 ft/s), until
the maximum target speed is reached or until no active braking is required for 0.5 s. If the accelerator pedal is
positioned within the range that influences target speed, the acceleration rate is increased to 1.0 m/s (3.3
ft/s).
When fade out is invoked because of component failure, a warning chime is sounded, the HDC information
indicator lamp is extinguished and a message advising there is a fault is displayed in the message center.
When fade out is invoked because of brake overheat, a message advising that HDC is temporarily unavailable
is displayed. At the end of fade out, the HDC information indicator lamp flashes. The message is displayed,
while HDC remains selected, until the brakes have cooled.
To monitor for brake overheat, the ABS module monitors the amount of braking activity and, from this,
estimates the temperature of each brake. If the estimated temperature of any brake exceeds a preset limit,
the ABS module invokes the fade out strategy. After the fade out cycle, the HDC function is re-enabled when
the ABS module estimates that all of the brake temperatures are at less than 64% of the temperature limit.
When HDC is selected off, the instrument cluster message center displays a system off message.
Anti-Lock Control - Traction Control - Anti-Lock Control - Traction
ControlVIN Range: 263535->ONWARDS
modules does not guarantee confirmation of a fault and may also cause additional faults in the vehicle being
checked and/or the donor vehicle.
Visual Inspection
Fuses
Harnesses and connectors
Warning lamp operation
Wheel speed sensors
Tire size, condition and installation
Central junction box
Wheel speed sensor condition and installation
HDC switch
Steering Angle Sensor (SAS) condition and installation
DSC switch
Yaw rate sensor and accelerometer condition and
installation Combined stop lamp switch / brake
switch
Hydraulic control unit (with attached ABS module)
condition and installation Yaw rate sensor and accelerometer
Steering Angle Sensor (SAS)
Anti-lock Braking (ABS) module
Controller Area Network (CAN)
circuits
4. 4. If the cause is not visually evident, check for Diagnostic Trouble Codes (DTCs) and refer to the
DTC Index.
DTC index

NOTE: The stoplamp-switch contains NOTE: Check for correct operation of the
the brake-lamp -switch (BLS) and the stop-lamps
brake-switch (BS) these are located
Brake lamp control
within the same housing
signal incorrect
C1105-
after event - signal Refer to the electrical circuit
67 diagrams and check the ABS
incorrect after The BLS circuit and the BS module circuit to the hill decent
event circuit have failed the relay for fault
plausibility test
Switch internal fault
Circuit fault
NOTE: This DTC may be logged if the

switch state is active for over 1 minute
Vehicle dynamics Switch internal fault Check for correct switch

C1109- operation. Refer to the electrical
control switch - Circuit short to power
24 circuit diagrams and check the
signal stuck high
ABS module circuit to the centre
facia switch pack / DSC switch for
circuit short to power
NOTE: DTC may be stored due to a

vehicle charging or starting fault

Low voltage detected diagnostic system check other
Control module -
C1A00- Circuit short to ground, open modules for related DTCs. Check
circuit voltage
16 circuit or high resistance for correct vehicle battery /
below threshold
charging system operation. Refer
to the electrical circuit diagrams
and check the ABS module power
(UZ) and ground circuit for fault
NOTE: DTC may be stored due to battery

charger use or vehicle charging fault
Control module - Voltage detected above preset Using the manufacturer approved
C1A00- maximum
circuit voltage diagnostic system check other
17
above threshold modules for related DTCs. Check
for correct vehicle battery and
charging system operation

vehicle charging or starting fault

Control module - Momentary low voltage diagnostic system check other
C1A00- detected modules for related DTCs. Check
circuit voltage out
1C for correct vehicle charging
of range
system operation. Refer to the
electrical circuit diagrams and
check the ABS module power
(UZ) and ground circuit for fault

diagnostic system. Clear the DTC
and retest if the DTC returns
Control module - Module internal fault suspect the ABS module. Replace
C1A00-
program memory as required. Refer to the new
45
failure module / component installation
note at the top of the DTC index
Incorrect car configuration file Configure the module using the approved
(CCF) data received from IPC diagnostic system. Clear the DTC and
or CCF incorrectly configured check if the DTC resets after ignition reset
Control module - Module installed to following >10 seconds ignition on. If the
C1A00- calibration / unrecognized vehicle possible causes listed have been checked
46 parameter memory configuration and the DTC persists, suspect the ABS
failure
Module calibration/parameter module. Replace as required. Refer to the
memory failure (internal error) new module / component installation note
at the top of the DTC index
diagnostic system, clear the DTC
and retest. If the DTC returns,
Control module - Module internal fault suspect the ABS module. Replace
C1A00-
internal electronic as required. Refer to the new
49
failure module / component installation
The stored vehicle variant Using the manufacturer approved

Control module - code in the control module diagnostic system, confirm that
C1A00- incorrect (EEPROM) does not match the the stored vehicle variant code
4A component variant code received via the and the transmitted variant code
installed CAN bus match. Configure as required
NOTE: Investigate the cause of the

control module temperature event
The control module has Using the manufacturer approved

excided a preset maximum diagnostic system, clear the DTC
C1A00- Control module - temperature and retest. If DTC returns suspect
4B over temperature an internal fault with the ABS
Module internal fault
module. Replace as required.
Refer to the new module /
component installation note at the
top of the DTC index

diagnostic system, check for DTCs relating
Control module event to a defective steering angle sensor, wheel
C1A00- Control module - information speed sensor or yaw rate sensor. Replace
68 event information
as required. Refer to the new module /
component installation note at the top of
the DTC index
diagnostic system, carry out the
CAN network integrity test. Refer
to the electrical circuit diagrams
C1A00- Control module - CAN bus circuit fault
and check the CAN bus circuit to
88 bus off the ABS module for circuit short
to power, short to ground, open
circuit or high resistance

and retest. If DTC returns suspect
Valve relay circuit - an internal fault with the ABS
C1A76- Module internal fault
general electrical module. Replace as required.
01 Refer to the new module /
failure

and retest. If DTC returns suspect
Valve relay circuit - an internal fault with the ABS
C1A76- Module internal fault
module. Replace as required.
system internal
04 Refer to the new module /
failures

Valve relay circuit - Low voltage detected vehicle charging or starting fault
C1A77-
circuit voltage Circuit fault
16
below threshold
diagnostic system, check other
modules for related DTCs. Check
for correct vehicle charging
system operation. Refer to the
electrical circuit diagrams and
check the ABS module (UBVR)
power and ground circuits for fault

and retest. If the DTC returns
Front left inlet Module internal fault suspect the ABS module. Replace
C1A78-
valve - system as required. Refer to the new
04
internal failures module / component installation

Front left outlet Module internal fault suspect the ABS module. Replace
C1A79-
04

Front right inlet Module internal fault suspect the ABS module. Replace
C1A80-
04

Front right outlet Module internal fault suspect the ABS module. Replace
C1A81-
04

Rear left inlet valve Module internal fault suspect the ABS module. Replace
C1A82-
- system internal as required. Refer to the new
04
failures module / component installation

Rear left outlet Module internal fault suspect the ABS module. Replace
C1A83-
04

Rear right inlet Module internal fault suspect the ABS module. Replace
C1A84-
04
Rear right outlet Module internal fault suspect the ABS module. Replace
C1A85-
04

Commutation valve Module internal fault suspect the ABS module. Replace
C1A86-
#1 - system as required. Refer to the new
04

Commutation valve Module internal fault suspect the ABS module. Replace
C1A87-
#2 - system as required. Refer to the new
04

High pressure and retest. If the DTC returns
C1A88- switching valve #1 Module internal fault suspect the ABS module. Replace
04 - system internal as required. Refer to the new

High pressure and retest. If the DTC returns
C1A89- switching valve #2 Module internal fault suspect the ABS module. Replace
04 - system internal as required. Refer to the new
Refer to the electrical circuit

Wheel speed diagrams and check the wheel
Wheel speed sensor supply
speed sensor supply (WP) circuit
C1A90- sensor supply circuit short to power
12 circuit - circuit from the ABS module for short to
short to battery power

Front left wheel Open circuit fault diagrams and check the circuit
C1A91- speed sensor Sensor internal failure between the ABS module and the
13 circuit - circuit Module internal fault front left wheel speed sensor for
open open circuit

Front left wheel Circuit fault diagrams and check the circuit
speed sensor Sensor internal failure between the ABS module and the
C1A91-
circuit - signal
25
shape / waveform Module internal fault front left wheel speed sensor for
fault
failure
Front left wheel Circuit fault Refer to the electrical circuit

C1A91- speed sensor Sensor internal failure diagrams and check the circuit
2F circuit - signal Module internal fault between the ABS module and the
erratic front left wheel speed sensor for
fault

36 circuit - signal Module internal fault front left wheel speed sensor for
frequency too low fault
Visually inspect the front left

wheel speed sensor reluctor ring
Front left wheel Front left wheel speed sensor for damage. Replace as required.
C1A91- speed sensor reluctor ring damaged Refer to the new module /
38 circuit - signal component installation note at the
frequency incorrect top of the DTC index

compare failure fault

plausibility failure fault

C1A91-
circuit - signal has
65
too few transitions Module internal fault front left wheel speed sensor for
fault
/ events
Front left wheel Front left wheel speed sensor Check and correct the front left
speed sensor to reluctor ring air gap wheel speed sensor reluctor ring
C1A91-
circuit - alignment incorrect air gap
78
or adjustment
incorrect
Rear left wheel Open circuit fault diagrams and check the circuit
13 circuit - circuit Module internal fault rear left wheel speed sensor for
open open circuit

Rear left wheel Circuit fault diagrams and check the circuit
C1A92-
circuit - signal
25
shape / waveform Module internal fault rear left wheel speed sensor for
fault
failure

2F circuit - signal Module internal fault rear left wheel speed sensor for
erratic fault

36 circuit - signal Module internal fault rear left wheel speed sensor for
Visually inspect the rear left wheel
speed sensor reluctor ring for
Rear left wheel Rear left wheel speed sensor damage. Replace as required.



C1A92-
65
too few transitions Module internal fault rear left wheel speed sensor for
fault
/ events
Rear left wheel Rear left wheel speed sensor Check and correct the rear left
C1A92-
78
or adjustment
incorrect
Rear right wheel Open circuit fault diagrams and check the circuit
13 circuit - circuit Module internal fault rear right wheel speed sensor for
open open circuit

Rear right wheel Circuit fault diagrams and check the circuit
C1A93-
circuit - signal
25
shape / waveform Module internal fault rear right wheel speed sensor for
fault
failure

2F circuit - signal Module internal fault rear right wheel speed sensor for
erratic fault

36 circuit - signal Module internal fault rear right wheel speed sensor for
Visually inspect the rear right

Rear right wheel Rear left wheel speed sensor for damage. Replace as required.
C1A93- Rear right wheel Circuit fault Refer to the electrical circuit
62 speed sensor Sensor internal failure diagrams and check the circuit
circuit - signal between the ABS module and the
Module internal fault
compare failure rear right wheel speed sensor for
fault

64 circuit - signal Module internal fault rear right wheel speed sensor for

C1A93-
65
too few transitions Module internal fault rear right wheel speed sensor for
fault
/ events
Rear right wheel Rear left wheel speed sensor Check and correct the rear right
C1A93-
78
or adjustment
incorrect
Front right wheel Open circuit fault diagrams and check the circuit
13 circuit - circuit Module internal fault front right wheel speed sensor for
open open circuit

Front right wheel Circuit fault diagrams and check the circuit
C1A94-
circuit - signal
25
shape / waveform Module internal fault front right wheel speed sensor for
fault
failure

2F circuit - signal Module internal fault front right wheel speed sensor for
erratic fault

36 circuit - signal Module internal fault front right wheel speed sensor for
Visually inspect the front right

Front right wheel Front right wheel speed sensor for damage. Replace as required.

62 circuit - signal Module internal fault front right wheel speed sensor for
Front right wheel

C1A94- speed sensor Circuit fault Refer to the electrical circuit
64 circuit - signal diagrams and check the circuit
Sensor internal failure between the ABS module and the
plausibility failure
Module internal fault front right wheel speed sensor for
fault

C1A94-
65
too few transitions Module internal fault front right wheel speed sensor for
fault
/ events
Front right wheel Front right wheel speed sensor Check and correct the front right
C1A94-
78
or adjustment
incorrect
Wheel speed Check the correct wheel speed
sensor circuit - Incorrect wheel speed sensor
C1A95- sensor is installed to vehicle
incorrect installed
4A specification
component
installed
Wheel speed Incorrectly oriented wheel
Locate for the incorrectly
C1A95- sensor circuit - orientated wheel speed sensor.
speed sensor
62 signal compare Remove and relocate correctly
failure

diagrams and check the ABS
module circuit to the wheel speed
Multiple circuit faults sensors for multiple circuit or
Wheel speed Multiple sensor internal sensor internal failures. If no
C1A95- sensor circuit - failures individual sensor or circuit faults
64 signal plausibility Multiple module internal are evident replace the 4 wheel
failure failures speed sensors. Refer to the
manual if a module / component
is suspect
Stoplamp-switch (BLS) signal

is Active (1)(Footbrake pedal
pressed condition) for more
than 60 seconds while the
vehicle is not braking Refer to the electrical circuit
Brake light switch Stoplamp-switch circuit fault diagrams and check the ABS
C1A96- module circuit to the stoplamp
circuit - signal Stoplamp-switch internal fault
24 switch for circuit short to power
stuck high
Stoplamp-switch incorrect
installation
Stoplamp-switch incorrectly
adjusted
Signal compare failure the

stoplamp-switch (BLS) and
the brake-switch (BS) have Refer to the electrical circuit
Brake light switch shared the same output state diagrams and check the ABS
C1A96- module circuit to the stoplamp
circuit - signal at the same time
62 switch for circuit for fault
compare failure Stoplamp-switch circuit fault
Stoplamp-switch internal fault
NOTE: Check for pressure sensor DTCs

Signal plausibility failure the
C1A99-01 or C1A99-49. If either of these
brake fluid hydraulic pressure
DTCs has been stored carry out the
(PS) has exceeded 10bar and
Brake light switch specified action prior to investigating DTC
C1A96- the stoplamp-switch output
circuit - signal C1A96-64
64 state has not switched from
Inactive (0) to Active
(1)(Footbrake pedal pressed Refer to the electrical circuit
condition) diagrams and check the ABS
Stoplamp-switch Circuit fault module circuit to the stoplamp
switch for circuit for fault
Stoplamp-switch internal fault
Stoplamp-switch incorrect
installation
Stoplamp-switch incorrectly
adjusted

The signal from the yaw rate diagrams and check the anti-lock
(ABS) control module CAN bus
Lateral sensor is greater than
expected when the vehicle is circuit to the yaw rate sensor.
C1A97- accelerometer Check the power and ground
24 circuit - signal stationary
supply circuits to the yaw rate
stuck high Circuit short to power sensor also check the installation
and location for security

diagrams and check the anti-lock
Lateral (ABS) control module CAN bus
The signal from the yaw rate
circuit to the yaw rate sensor.
accelerometer sensor is above the preset
C1A97- Check the power and ground
circuit - signal rate maximum
27 supply circuits to the yaw rate
of change above
threshold sensor also check the installation

Lateral (ABS) control module CAN bus
accelerometer Yaw rate sensor signal bias
C1A97- circuit - signal bias level out of range / zero
Check the power and ground
28 level out of range / adjustment failure
zero adjustment sensor also check the installation
failure and location for security
NOTE: Driving conditions such as driving

in circles or a banked track may cause the
DTC to log
Confirm that driving style has not

caused the DTC to log. Using the
Lateral manufacturer approved diagnostic
The value from the yaw rate system. Clear the DTC and retest.
C1A97- accelerometer sensor is invalid
29 circuit - signal Refer to the electrical circuit
invalid
Check the power and ground
sensor also check the installation

Lateral Circuit fault circuit to the yaw rate sensor.
C1A97- accelerometer
Sensor internal failure Check the power and ground
49 circuit - internal supply circuits to the yaw rate
electronic failure sensor also check the installation
Lateral Circuit fault Refer to the electrical circuit

C1A97- accelerometer diagrams and check the ABS
Sensor internal failure
64 circuit - signal module CAN bus circuit to the yaw
plausibility failure rate sensor. Check the power and
ground supply circuits to the yaw
rate sensor also check the
installation and location for
security

module CAN bus circuit to the yaw
Yaw rate sensor Circuit fault rate sensor. Check the power and
C1A98-
circuit - bus signal Sensor internal failure ground supply circuits to the yaw
08 rate sensor also check the
/ message failures
security

C1A98- circuit - signal
Sensor internal failure ground supply circuits to the yaw
22 amplitude > rate sensor also check the
maximum installation and location for
security

Yaw rate sensor module CAN bus circuit to the yaw
circuit - signal bias Circuit fault rate sensor. Check the power and
C1A98-
level out of range / Sensor internal failure ground supply circuits to the yaw
zero adjustment
failure installation and location for
security

C1A98-
circuit - signal Sensor internal failure ground supply circuits to the yaw
invalid
security

C1A98-
calculation failure
security

C1A98-
compare failure
security

Yaw rate sensor Circuit fault diagrams and check the ABS
C1A98-
64
circuit - signal Sensor internal failure module CAN bus circuit to the yaw
plausibility failure rate sensor. Check the power and
rate sensor also check the
security

C1A98-
invalid
security

C1A98-
circuit - missing Sensor internal failure ground supply circuits to the yaw
message
security

C1A98- circuit -
Sensor internal failure ground supply circuits to the yaw
92 performance or rate sensor also check the
incorrect operation installation and location for
security
Confirm the correct yaw rate

Yaw rate sensor Incorrect component installed sensor. is installed to vehicle
C1A98-
circuit - incorrect specification
95
assembly

Yaw rate sensor rate sensor. Check the power and
C1A98- Sensor internal failure
circuit - component
internal failure
security

diagnostic system clear the DTC
Pressure sensor ABS module internal failure suspect the ABS module. Replace
C1A99-
circuit - general as required. Refer to the warranty
01
electrical failure policy and procedures manual if a
module / component is suspect

Control module - ABS module internal failure suspect the ABS module. Replace
C1A99-
internal electronic as required. Refer to the warranty
49
failure policy and procedures manual if a
Steering angle Steering angle sensor internal

C1B00- sensor -signal rate Using the manufacturer approved
failure diagnostic system, check the
27 of change above
steering angle sensor module for
threshold
related stored DTCs

Steering angle Steering angle sensor internal diagnostic system, check the
C1B00- failure steering angle sensor module for
sensor - signal
29 related stored DTCs
invalid

sensor - signal
calculation failure

sensor - signal

C1B00- sensor - failure steering angle sensor module for
92 performance or related stored DTCs
incorrect operation
Suspect the ABS module. Replace

Return pump as required. Refer to the warranty
C1B02- ABS module internal failure
policy and procedures manual if a
circuit - general
01 module / component is suspect
electrical failure

Return pump Return pump circuit voltage diagrams and check the ABS
C1B02- circuit - circuit below threshold module for battery voltage at the
16 voltage below fused supply (UBMR) circuit
threshold

Return pump ABS module internal failure suspect the ABS module. Replace
C1B02-
circuit - internal as required. Refer to the warranty
49
electronic failure policy and procedures manual if a
NOTE: This DTC may be logged if the

switch is pressed for over 1 minute
Check for correct hill decent

C1B22- Hill descent switch Circuit short to power switch operation. Refer to the
24 - signal stuck high electrical circuit diagrams and
check the Centre-console switch-
pack / Hill-decent Switch circuit
for short to power
Front axle wheel Correctly relocate the front wheel

C2009- speed sensors Incorrect component installed
speed sensors
95 swapped -
incorrect assembly
Rear axle wheel Correctly relocate the rear wheel
C200A- speed sensors Incorrect component installed
speed sensors
95 swapped -
incorrect assembly
Lost Missing message from the Refer to the electrical circuit
U0100- communication engine control module diagrams and check the power,
87 with ECM/PCM A ground and CAN bus connections
- missing message to the module. Using the
manufacturer approved diagnostic
system, complete a CAN network
integrity test. Check the engine
control module for related stored
DTCs

diagrams and check the power,
ground and CAN bus connections
Lost to the module. Using the
Missing message from the
U0101- communication manufacturer approved diagnostic
transmission control module
87 with TCM - missing system, complete a CAN network
message integrity test. Check the
transmission control module for
related stored DTCs

communication Missing message from the
U0102- manufacturer approved diagnostic
with transfer case transfer case control module
87 system, complete a CAN network
control module - integrity test. Check the transfer
missing message case control module for related
stored DTCs

U0104- manufacturer approved diagnostic
with cruise control adaptive cruise control module
87 system, complete a CAN network
module - missing integrity test. Check the adaptive
message cruise control module for related
stored DTCs

U0126- steering angle sensor module
with steering angle system, complete a CAN network
87
sensor module - integrity test. Check the steering
missing message angle sensor module for related
stored DTCs

U0128- park brake control module
with park brake system, complete a CAN network
87
control module - integrity test. Check the park
missing message brake control module for related
stored DTCs

Lost diagrams and check the power,
communication Missing message from the air ground and CAN bus connections
U0132- suspension control module to the module. Using the
with ride level
87 manufacturer approved diagnostic
control module -
missing message system, complete a CAN network
integrity test. Check the air
suspension control module for
related stored DTCs

U0133- dynamic response module
with active roll system, complete a CAN network
87
control module - integrity test. Check the dynamic
missing message response module for related
stored DTCs

Lost ground and CAN bus connections
communication to the module. Using the
Missing message from the rear
U0136- with differential differential control module
87 control module - system, complete a CAN network
rear - missing integrity test. Check the rear
message differential control module for
related stored DTCs

Lost Missing message from the to the module. Using the
communication terrain response control manufacturer approved diagnostic
U0138-
with all terrain module system, complete a CAN network
87
control module - integrity test. Check the terrain
missing message response control module for
related stored DTCs

Lost ground and CAN bus connections
communication Missing message from the to the module. Using the
U0155- with instrument instrument panel cluster manufacturer approved diagnostic
87 panel cluster (IPC) control module system, complete a CAN network
control module - integrity test. Check the
missing message instrument panel cluster control
module for related stored DTCs

Invalid data Invalid data received from the diagnostic system check the
U0401- received from engine control module engine control module for related
68 ECM/PCM - event stored DTCs
information
Invalid data Using the manufacturer approved

received from Invalid data received from the diagnostic system check the
U0402- transmission control module transmission control module for
transmission
control module -
event information

U0403- transfer case control module transfer case control module for
transfer case
control module -
event information

U0405- adaptive cruise control module adaptive cruise control module for
cruise control
module - event
information
U0417- Invalid data Invalid data received from the Using the manufacturer approved
68 received from park park brake control module diagnostic system check the park
brake control brake control module for related
module - event stored DTCs
information

received from ride Invalid data received from the diagnostic system check the air
U0421- air suspension control module suspension control module for
level control
module - event
information

U0428- steering angle sensor module steering angle sensor module for
steering angle
sensor module -
event information
Invalid data Invalid data received from the

received from all diagnostic system check the
U1A49- terrain response control
terrain control terrain response control module
68 module
module - event for related stored DTCs
information
Invalid data Invalid data received from the

received from diagnostic system check the rear
U1A4A- rear differential control
differential control differential control module for
68 module
module - rear - related stored DTCs
event information
NOTE: Not a fault condition. System
operation suspended while system
NOTE: This DTC is stored if the control
cools. Customer may have seen the
module reduces the level of functionality,
warning lamp illuminated during a
to prevent over-heating of the foundation
period of reduced functionality or may
Reduced system brakes. This is a normal function of the
U2001- have noticed the vehicle behaving
function - event ECU and is not a fault
68 differently in relation to a traction
information
control event
Clear / ignore this DTC
Event information
Check the correct ABS module is

installed to vehicle specification.
Mismatch with master Check that the Central Broadcast
U3000- Control module - configure ID VIN matches the vehicle VIN. Refit
55 not configured the original module or replace as
required
Anti-Lock Control - Traction Control - Anti-Lock Brake System
(ABS) ModuleVehicles With: Standard Brakes
Removal
CAUTION: Make sure the ignition switch is in position 0.
NOTE: The hydraulic control unit (HCU) mounted to the ABS module cannot be serviced separately. If the
HCU requires replacement, then the ABS module must be replaced as a complete assembly.

safety stands.

01 Battery, Mounting and Cables, Specifications).
Release the latch.
Reposition the electrical connector.

removing the components, make sure the area
around the joint faces and connections are clean.
Plug open connections to prevent contamination.
NOTE: Note the fitted position.
Release the 6 brake fluid lines.
Position an absorbent cloth to collect fluid

spillage.
5. Remove the ABS module.
Loosen but do not remove the 2 nuts.
Release from the locating grommet.

Installation
1. NOTE: Make sure the ABS module locating grommet is
correctly seated in the bracket before installing the ABS
module.
NOTE: Make sure the ABS module locating pin is correctly

located in the grommet, and the 2 isolators are fully seated
in the bracket slots.
Install the ABS module.
Tighten the M10 and M12 unions to 15 Nm (11

lb.ft).
Tighten the M14 union to 17 Nm (13 lb.ft).
Secure the latch.

Bleeding - Vehicles With: Standard Brakes (206-00
Brake System - General Information, General
Procedures).
Anti-Lock Control - Traction Control - Anti-Lock Brake System

(ABS) ModuleVehicles With: High Performance Brakes
Removal
CAUTION: Make sure the ignition switch is in position 0.
NOTE: The hydraulic control unit (HCU) mounted to the ABS module cannot be serviced separately. If the
HCU requires replacement, then the ABS module must be replaced as a complete assembly.

safety stands.

Release the latch.
Reposition the electrical connector.

Release the 6 brake fluid lines.

spillage.
5. Remove the ABS module.
Loosen but do not remove the 2 nuts.
Release from the locating grommet.

Installation
1. NOTE: Make sure the ABS module locating grommet is
correctly seated in the bracket before installing the ABS
module.
NOTE: Make sure the ABS module locating pin is correctly

located in the grommet, and the 2 isolators are fully seated
in the bracket slots.
Install the ABS module.
Tighten the M10 and M12 unions to 15 Nm (11

lb.ft).
Tighten the M14 union to 17 Nm (13 lb.ft).
Secure the latch.

Bleeding - Vehicles With: High Performance Brakes (206-
00 Brake System - General Information, General
Procedures).
Anti-Lock Control - Traction Control - Front Wheel Speed Sensor

Removal

safety stands.

3. Disconnect the wheel speed sensor electrical
connector.
Open the electrical connector housing.

clip.
4. Release the front wheel speed sensor wiring harness.
5. Remove the front wheel speed sensor.
Release the clip.
Remove the bolt.
Installation
1. Install the front wheel speed sensor.
Apply anti-seize compound to the wheel speed

sensor.
Secure the clip.
2. Secure the front wheel speed sensor wiring harness.
Connect the wheel speed sensor electrical

connector.
Secure the electrical connector in the clip.
Close the electrical connector housing.
4. Using the approved Land Rover diagnostic system, clear

the fault codes from the anti-lock brake system (ABS)
module.
Anti-Lock Control - Traction Control - Rear Wheel Speed Sensor
Removal
3. Release the wheel arch liner.
4. Disconnect the rear wheel speed sensor electrical

connector.
Open the electrical connector housing.

clip.
5. Remove the rear wheel speed sensor.
Release the wiring harness from the 5 clips.
Remove the bolt.
Installation
1. Install the rear wheel speed sensor.
Secure the wiring harness in the clips.
2. Connect the wheel speed sensor electrical connector.
Secure the electrical connector clip.
Close the electrical connector housing.
3. Secure the wheel arch liner.

Tighten the screws.
5. Using the approved Land Rover diagnostic system, clear

the fault codes from the ABS ECU.
Anti-Lock Control - Stability Assist -

Item Specification
Yaw Rate Sensor Bosch DRS MM1.OR
Yaw rate sensor bolts 10 7
Anti-Lock Control - Stability Assist - Yaw Rate Sensor

Removal
Specifications).
2. Remove the floor console.
For additional information, refer to: Floor Console (501-
12 Instrument Panel and Console, Removal and
Installation).
3. Remove the yaw rate sensor.
Remove the 2 bolts.
Installation
1. Install the yaw rate sensor.
Install the 2 bolts and tighten to 7 Nm (5 lb.ft).
2. Install the floor console assembly.

Installation).
Specifications).
calibrate a new yaw rate sensor.
Steering System - General Information - Power Steering System

Filling and Bleeding
General Procedures
1. Check the power steering fluid level.
2. CAUTION: Fluid must always be present

in the reservoir during bleeding.
Remove the filler cap and fill to the UPPER level

mark.
Install the reservoir filler cap.
3. Start the engine and allow to run for 10 seconds, stop

the engine.
Check the power steering fluid, if aerated, wait

until fluid is free from bubbles then top-up
reservoir to UPPER level mark with recommended
fluid.
4. CAUTION: Do not hold steering on full lock for

longer than 10 seconds.
Start the engine and turn steering fully lock to lock, stop
the engine.
Check and top-up power steering fluid level.
5. Start and run the engine for 2 minutes, turn the steering
fully lock to lock.
Check and top-up power steering fluid level.

Steering System - General Information - Power Steering System
Flushing
General Procedures
NOTE: If heavy steering or contamination within the power steering system is found, it is necessary to carry
out the system flush procedure as detailed below. If any components have been replaced in the power steering
system the procedure below must be carried out in full.
1. Remove the power steering fluid reservoir cap.

2. Using a suitable syringe, remove the power steering fluid
from the power steering fluid reservoir.
3. CAUTION: Be prepared to collect

escaping fluids.
NOTE: Note the orientation of the clip.
Detach the power steering fluid reservoir.
Detach but do not remove the power

steering fluid reservoir.
Release the power steering fluid return

hose from the power steering fluid
reservoir.
If a quick release coupling is fitted to the

power steering return hose, release the
power steering fluid return hose from the
coupling by removing the clip.

escaping fluids.
NOTE: Make sure that all openings are sealed.

Using a suitable blanking cap, cap the power

steering reservoir return pipe.
escaping fluids.
NOTE: Make sure the extended pipe is not

kinked or twisted and is correctly secured with
hose clips.
Attach a suitable pipe to the power steering

return hose to allow the fluid to drain.
6. NOTE: The suitable funnel should have the a

capacity of 4 litres and O-ring seal
NOTE: The suitable funnel must be tightly sealed

to the power steering fluid reservoir to avoid fluid
leakage.
Install a suitable funnel onto the power steering

fluid reservoir.

safety stands.
Raise and support the vehicle with the wheels just clear
of the ground.
8. CAUTIONS:
Steps 8 and 9 must be carried out within 2 - 3

seconds of each other. Failure to follow this instruction may
result in damage to the power steering system.
Be prepared to collect escaping fluids.
Using the suitable funnel, top up the power steering

system with the specified fluid. Make sure the fluid level
is maintained at two thirds full in the funnel.
9. CAUTIONS:
Be prepared to collect escaping fluids.
Do not allow the power steering fluid level in

the power steering fluid reservoir to fall below the
minimum power steering fluid level. Failure to
follow this instruction may result in damage to the
power steering system.
Make sure the engine is switched off as soon

as the full 4 litres of power steering fluid has
entered the power steering fluid reservoir.
Flush the power steering system.
Start the engine
With assistance turn the steering slowly

lock to lock 3 times at approximately 1
revolution every 5 seconds.
Continue to flush the power steering

system until 4 litres of power steering
fluid has been added to the power
steering reservoir. This should take
approximately 30 seconds.

escaping fluids.
Remove the suitable funnel.

escaping fluids.
Remove the suitable pipe to the power steering

return hose.
12. CAUTION: Be prepared to collect escaping fluids.
NOTE: Note the orientation of the clip.
If a quick release coupling is fitted to the power steering

return hose, connect the power steering fluid return hose
to the coupling by installing the clip.
13. Install a new power steering fluid reservoir.
For additional information, refer to: Power Steering Fluid
Reservoir (211-02, Removal and Installation).
Power Steering -
Power Steering Fluid
Item Specification
Recommended power steering fluid Texaco Cold Climate Fluid 33270
Item Specification
Power assisted rack and pinion, speed proportional with belt driven pump,
Type
remote hydraulic fluid reservoir and fluid cooler
Steering wheel diameter 400 mm (15.7 in)
Number of turns - lock to
3.44
lock
Turning circle 11.6 m (38 ft)
System ratio 20:1
Pump relief valve operating
132 8 bar (13200 - 800 kPa) (1914.5 - 116 lbf/in)
pressure
Maximum fluid flow rate -
10 0.6 litre/min (17.6 1.06 pints/min) (10.57 0.63 US quarts/min)
constant
Steering rack travel 170 mm (6.69 in)
Rack bar diameter 32 mm (1.26 in)
Steering angle sensor
Panasonic SRO 500110
make/part number
Power steering pump bolts 23 17
High pressure line to power steering pump 25 18
++ Low pressure line to steering gear 28 21
++ High pressure line to steering gear 28 21
+ Steering gear to front subframe nuts/bolts 100 74
Steering gear tie rod end ball joint nuts 80 59
** Universal joint to steering gear bolt 24 18
* Steering gear tie rod end locknut 70 52
Engine mount bracket to engine mount nut/bolt 100 74
Stabilizer bar link nut 100 74
Suspension height sensor link arm nut 8 6
Front lower arm nut/bolt:
Stage 1 165 121
Rear lower arm nut/bolt:
Stage 1 165 121
Air suspension spring top mount nuts 56 41
Suspension height sensor 4 3
Engine mount to front subframe bolts 100 74
* New nut(s) must be installed
+ New cage nuts must be installed
** New 'Patchlok' bolt must be installed
++ New sealing washers must be installed

Power Steering - Power Steering
POWER STEERING COMPONENT LOCATION
NOTE: TDV8 shown, V8 similar

1 - Fluid cooler
2 - Servotronic valve
3 - Lower column
4 - Upper column
5 - Power steering fluid reservoir
6 - Power steering pump
7 - Steering gear
INTRODUCTION
A ZF power steering gear is fitted on the front subframe. The unit is a conventional end take-off rack and
pinion power assisted unit with the addition of ZF Servotronic 2 assistance.
Servotronic 2 adds electronic control and speed sensitive steering to the steering gear. The Servotronic 2
feature provides easy and comfortable steering operation when parking, improved 'road feel' at increased road
speeds and adds an integrated, positive centre feel feature which optimises steering wheel torque during high
speed driving.
The Servotronic 2 system is controlled by software which is incorporated into the generic electronic module
(GEM). The software responds to steering torque inputs and road speed signals and controls the assistance via
a transducer valve located on the steering gear valve.
STEERING GEAR
1 - Banjo bolt (4 off)
2 - Seal (8 off)
3 - Pipe
4 - Pipe
5 - Steering gear
6 - Locknut M16
7 - left-hand (LH) tie rod
8 - Spacer
9 - Nut
10 - Inner tie rod joint
11 - Clamp (2 off)
12 - Gaiter (2 off)
13 - Seal (2 off)
14 - Clamp (2 off)
15 - Torx bolt M12 (2 off) - rack to subframe mounting
16 - Nut M12 (2 off) - rack to subframe mounting
17 - right-hand (RH) tie rod
18 - Locknut M16
The steering system comprises the mechanical steering gear, the valve and an integrated hydraulic power
cylinder.
The steering gear uses a rack with an integrated piston which is guided on plain bearings within the gear
housing. The pinion, which is attached to the valve runs in bearings and meshes with the rack teeth. The rack
is pressed against the pinion by a spring loaded yoke which ensures that the teeth mesh without any play. The
pinion is connected to the valve rotor via a torsion bar.
The rotary motion of the steering wheel is converted into axial movement of the rack by the pinion and is
initiated by the valve. This motion is transferred into movement of the wheels by adjustable tie rod arms.
The rotary valve is used to control the pressurised fluid required for power assistance. The valve comprises a
valve body, a control bush and a torsion bar. The valve body has eight control grooves in its bore. The control
bush also has eight radial grooves which are matched to the valve. The control bush is positively attached to
the pinion. The torsion bar is the connecting element between the valve body, the pinion and the control bush.
Torque input from the steering wheel is passed to the valve body and causes a rotary motion of the torsion
bar. The valve body changes its relative position to the control bush and subsequently the relative positions of
the control grooves is also changed. This allows pressurised fluid to pass via the mismatched grooves to the
rack piston and provide the required assistance in the selected direction.
The piston is located at one end of the rack housing. Each side of the piston is connected to fluid pressure or
fluid return via a metal external pipe which is connected to the valve housing.
Each end of the rack has a threaded hole which provides for the fitment of an inner tie rod joint. The external
ends of the rack are sealed with gaiters which prevent the ingress of dirt and moisture. The inner tie rod joints
have a long outer threaded shank which screws into the outer tie rod. The steering toe can be adjusted using
the threaded end of the inner tie rod. When the correct toe is achieved, a locknut on the inner tie rod is
tightened to prevent further inadvertent movement.
Servotronic Transducer Valve
The Servotronic transducer valve is located in a port on the side of the steering gear valve housing. The valve
is sealed in the housing with an O-ring seal and is secured with two long screws into threaded holes in the
housing.
The Servotronic valve is a transducer controlled valve which responds to control signals supplied from the GEM.
The GEM contains a microprocessor which receives road speed signals from the anti-lock brake system (ABS)
module and calculates the correct controlling signal for the Servotronic valve. The Servotronic software within
the GEM has a diagnostic capability which allows an approved Land Rover diagnostic system to check the tune
of the steering.
The Servotronic valve determines the hydraulic reaction at the steering rack rotary valve and controls the input
torque required to turn the steering wheel. The Servotronic system allows the steering to be turned with
minimum effort when the vehicle is stationary or manoeuvred at slow speed. The hydraulic reaction changes
proportional to the vehicle speed, with the required steering effort increasing as the vehicle moves faster. At
high speeds, the Servotronic system provides the driver with a good feedback through the steering providing
precise steering and improved stability.
A major advantage of the Servotronic system is that fluid pressure and flow through the rotary valve remains
constant and allows full steering pressure to be available in an emergency where a sudden and unexpected
steering correction may be required.
POWER STEERING PUMP

1 - 4.2L V8 Supercharged
2 - 4.4L V8
3 - TDV8
The power steering pumps used are basically the same pump with different connection fitments, therefore they
are not interchangeable. The pump is a positive displacement, vane type pump which supplies hydraulic
pressure to the steering gear valve unit. The pump is driven by a Poly Vee belt from the crankshaft pulley and
output from the pump increases proportionally with engine speed. A self-adjusting tensioner is fitted to
maintain the correct tension on the belt.
The pump has an internal pressure relief valve which also incorporates a flow control valve. The pressure relief
valve limits the maximum pressure supplied to the steering gear to 114 bar (1653 lbf in2) 4 bar (58 lbf in2).
The flow control valve limits the maximum flow to 8.8 l/min (1.93 gal/min) 0.5 l/min (0.1 gal/min)
regardless of engine speed. The pump has a displacement of 9.6 cc/rev (0.58 in3/rev).
A shaft runs longitudinally through the pump. One end of the shaft is fitted with a pressed-on drive pulley, the
opposite end of the shaft is closed by a cover. The shaft runs in bearings located in the body and oil seals at
each end of the shaft prevent leakage of hydraulic fluid.
The pump contains ten vanes which rotate within a cam ring and are driven by the shaft. As the vanes rotate,
the cam ring causes the space between the vanes to increase. This causes a depression between the vanes and
fluid is drawn from the reservoir via the suction hose into the space between the vanes.
As the shaft rotates, the inlet port is closed to the vanes which have drawn in fluid, trapping the fluid between
the vanes. The cam ring causes the space between the vanes to reduce and consequentially compresses and
pressurises the hydraulic fluid trapped between them.
Further rotation of the shaft moves the vanes to the outlet port. As the vanes pass the port plate the
pressurised fluid passes from the pump outlet port into the pressure hose to the steering gear.
The pressurised fluid is subject to control by the flow control and pressure relief valve. The flow control valve
maintains a constant flow of fluid supplied to the steering gear irrespective of engine speed variations. The
pressure relief valve controls the pressure on the output side of the pump. A metering orifice is included in the
discharge port of the pump. If the pressure in the orifice reaches a predetermined level, a spring loaded ball in
the center of the flow control valve is lifted from its seat and allows pressurised fluid to recirculate within the
pump.
The pressure relief valve will operate if the discharge from the pump is restricted, i.e.; steering held on full
lock. If the output from the pump is blocked, all output is recirculated through the pump. In this condition, as
no fresh fluid is drawn into the pump from the reservoir, the fluid temperature inside the pump will increase
rapidly. Consequentially, periods of operation of the steering gear on full lock should be kept to a minimum to
prevent overheating of the pump and the fluid within it.
FLUID RESERVOIR
The fluid reservoir is located on the bonnet locking platform, adjacent the radiator. The reservoir comprises a
body, cap and filter. The purpose of the reservoir is to contain a surplus of the hydraulic fluid in the system to
allow for expansion and contraction of the fluid due to temperature variations. The fluid level ensures that the
supply connection on the bottom of the reservoir is covered with fluid at all operating vehicle attitudes. Any air
which is present in the system is exhausted from the system in the reservoir.
The body is a plastic moulding with two ports at the bottom which provide for the connection of the suction
supply and return hoses. Moulded markings on the side of the reservoir denote the upper and lower fluid
levels. A non-serviceable, 100 micron nylon mesh filter is fitted in the body. The filter removes particulate
matter from the fluid before it is drawn into the pump supply connection.
The cap is rotated counterclockwise for one quarter turn to release from the body. The cap is fitted with an O-
ring to prevent fluid leakage. The cap incorporates a breather hole to allow for changes in fluid level during
operation and prevent vacuum or pressurisation of the reservoir.
CONTROL DIAGRAM - SERVOTRONIC
NOTE: A = Hardwired connection; B = K Bus; C = Diagnostic DS2 Bus

1 - Fuse 5A - Battery permanent supply
2 - Servotronic valve
3 - GEM
4 - ABS module
HYDRAULIC CIRCUIT OPERATION
The following hydraulic circuits show power steering operation and fluid flow for the steering in a straight
ahead, neutral position and when turning right. The circuit diagram for turning left is similar to that shown for
turning right.
Steering in Neutral Position

1 - Return fluid control groove
2 - Radial groove
3 - Feed fluid control groove
4 - Radial groove
5 - Axial groove
6 - Feed fluid control edge
7 - Feed fluid radial groove
8 - Return fluid control edge
9 - Return fluid chamber
10 - Cut-off valve
11 - Radial groove
12 - Servotronic transducer
14 - Radial groove
15 - Orifice
16 - Balls
17 - Compression spring
18 - PAS fluid reservoir
19 - Torsion bar
20 - Valve rotor
21 - Reaction piston
22 - Reaction chamber
23 - Centering piece
24 - Pressure relief/flow limiting valve
26 - Inner tie rod
27 - Pinion
28 - Valve sleeve
29 - Steering gear
30 - Gear housing
31 - Power assist cylinder - right
32 - Piston
33 - Power assist cylinder - left
When the engine is started, the power steering pump draws fluid from the reservoir down the low pressure
suction line. The fluid passes through the pump and is delivered, via a hose, to the steering rack valve unit.
The pressurised fluid flows through a connecting bore in the valve and, via the feed fluid radial groove and the
transverse bores in the valve sleeve, passes to the feed fluid control groove of the valve rotor.
In the neutral (straight ahead) position, the fluid passes over the open feed fluid control edges to all valve
sleeve axial grooves. The fluid then passes through the open return fluid control edges and the return fluid
control grooves of the valve rotor. The fluid then passes via connecting bores to the return fluid chamber and
to the reservoir via an external hose.
Simultaneously, the radial grooves of the valve body and their associated pipes provide a connection between
the left and right power assist cylinders.
Steering in Right Turn Position

1 - Return fluid control groove
2 - Radial groove
3 - Feed fluid control groove
4 - Radial groove
5 - Axial groove
6 - Feed fluid control edge
8 - Return fluid control edge
9 - Return fluid chamber
10 - Cut-off valve
11 - Radial groove
12 - Servotronic transducer
14 - Radial groove
15 - Orifice
16 - Balls
18 - Power steering fluid reservoir
19 - Torsion bar
20 - Valve rotor
21 - Reaction piston
22 - Reaction chamber
23 - Centering piece
24 - Pressure relief/flow limiting valve
26 - Inner tie rod
27 - Pinion
28 - Valve sleeve
29 - Steering gear
30 - Gear housing
31 - Power assist cylinder - right
32 - Piston
33 - Power assist cylinder - left
When the steering wheel is turned to the right, the steering rack and piston moves to the left in the piston
bore. The valve rotor is rotated to the right (clockwise) and pressurised fluid is directed over the further
opened feed fluid control edges and to the associated axial grooves, the radial groove and via an external pipe
to the left power assist cylinder chamber. The pressure applied to the piston from the left power assist cylinder
chamber provides the hydraulic assistance.
An adaptable pressure build-up is achieved by the partially or fully closed feed fluid control edges restricting or
preventing a connection between the fluid pressure inlet and the other axial grooves connected to the radial
groove.
Simultaneously, the fluid pressure outlet to the pressurised axial grooves are restricted or partially restricted
by the closing return fluid control edges. The fluid displaced by the piston from the right power assist cylinder
chamber, flows through an external pipe to the radial grooves. From there the fluid passes to the associated
axial grooves and on to the return fluid control grooves, via the further opened return fluid control edges. The
return flow of fluid to the reservoir passes via interconnecting bores which lead to the return fluid chamber.
When the steering wheel is turned to the left the operating sequence is as above but the pressure is applied to
the opposite side of the piston.
Servotronic Operation
When the vehicle is manoeuvred into and out of a parking space (or other similar manoeuvre), the Servotronic
function of the GEM uses road speed data from the ABS module to determine the vehicle speed, which in this
case will be slow or stationary. The GEM microprocessor analyses the signals and outputs an appropriate
control current to the Servotronic transducer valve. The Servotronic valve closes and prevents fluid flowing
from the feed fluid radial groove to the reaction chamber. An orifice also ensures that there is return pressure
in the reaction chamber. This condition eliminates any 'reaction' ensuring that the steering is very light to
operate, reducing the effort required to turn the steering wheel.
As the vehicle is driven and the road speed increases, the GEM microprocessor analyses the road speed signals
from the ABS module and reduces the amount of control current supplied to the Servotronic valve. The
Servotronic valve reacts to the control current and opens the valve by an amount appropriate to the road
speed. This allows a controlled fluid supply from the feed fluid radial groove to the reaction chamber. The
orifice prevents the loss of large amounts of fluid to the return fluid chamber. The higher fluid pressure acting
on the reaction piston causes compression of the balls which are located between the reaction piston and the
centering piece which in turn is securely connected to the valve sleeve. When driving in a straight line, this has
a positive effect on the exact centralising of the steering valve. When the steering valve is actuated, the balls,
with a higher load on them, provide additional torsional resistance to rotation of the valve rotor. This mode of
Servotronic assistance requires an established higher steering wheel torque until the hydraulic assistance
required in the left or right power assist cylinder is determined.
At high driving speeds, i.e. on a motorway, the Servotronic valve is fully open due to a very low or nonexistent
control current supplied from the GEM. This enables maximum pressure supply from the feed fluid radial
groove to the reaction piston. When the steering wheel is turned, the reaction pressure increases appropriate
to the existing operating pressure and pressurises the piston in the reaction chamber. As soon as the reaction
pressure reaches its upper limit, the fluid is discharged to the return fluid chamber via the cut-off valve and
prevents further increases in reaction pressure. This maintains the input torque applied through the steering
wheel and provides the driver with an improved 'road feel' allowing precise steering and directional stability.
Power Steering - Power Steering Control Valve Actuator

Removal

axle stands.
Raise the vehicle on the lift.


NOTE: Some variation in the illustrations may

occur, but the essential information is always
correct.
Remove the power steering control valve

actuator.
Position a container to collect the fluid

spillage.
Remove and discard the 2 Torx screws.
Remove and discard the filter.

Installation
1. CAUTION: Make sure the working surfaces are

thoroughly clean to avoid contamination of the sensitive
hydraulic components.

2. Install a new filter to the steering gear.
3. Install new seals to the actuator.
4. NOTE: Align to the position noted on removal.
Install the actuator.
Tighten the new Torx screws, evenly and

progressively, to 3 Nm (2.2 lb.ft).

7. Refill and bleed the power steering.
For additional information, refer to: Power Steering
System Filling and Bleeding (211-00 Steering System -
General Information, General Procedures).
Power Steering - Power Steering Fluid Cooler4.2L SC V8 - AJV8

Removal

safety stands.

3. Remove the radiator assembly.
For additional information, refer to: Radiator (303-03A
Engine Cooling - 4.2L SC V8 - AJV8, Removal and
Installation).
contamination.
Disconnect the 2 power steering fluid cooler

hoses.
Remove the 2 clips.
5. Remove the power steering fluid cooler.
Installation
1. Install the power steering fluid cooler.
2. Connect the power steering fluid cooler hoses.
3. Install the radiator assembly.

Installation).
5. Top-up the power steering fluid reservoir.
System Filling and Bleeding (211-00, General
Procedures).
Power Steering - Power Steering Pump4.2L SC V8 - AJV8

Removal

safety stands.

Installation).
4. Remove the radiator splash shield.
For additional information, refer to: Radiator Splash
Shield (501-02 Front End Body Panels, Removal and
Installation).
5. Release the accessory drive belt.
Rotate the tensioner assembly counter-

clockwise.
Release the accessory drive belt from the

power steering pump pulley.
6. CAUTION: Make sure that all openings

are sealed. Use new blanking caps.
Disconnect the power steering pump supply

hose.

spillage.
Release the clip.

Disconnect the power steering pump high-

pressure line.
Remove and discard the 2 sealing

washers.
8. CAUTION: Do not use excessive force to

disconnect the height sensor link.
LH front: Release the height sensor link.

9. LH front: Remove the suspension height
sensor.
Remove and discard the tie-strap.
Remove the 2 bolts.
10. Remove the power steering pump.
Remove the 4 bolts.

Installation
1. Install the power steering pump.
2. LH front: Install the suspension height sensor.
Tighten the bolts to 3 Nm (2.2 lb.ft).
Using a suitable tie strap, secure the harness.
3. LH front: Connect the height sensor link.

4. Connect the power steering pump high-pressure line.
5. Connect the power steering pump supply hose.
Secure with the clip.
6. Secure the accessory drive belt.
Rotate the tensioner assembly counter-clockwise.

Installation).
8. Install the radiator splash shield.
Installation).
10. Fill and bleed the power steering system.
System Filling and Bleeding (211-00 Steering System -
Power Steering - Steering Angle Sensor
Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.
1. Make the SRS system safe.

Practices (100-00, Description and Operation).
3. Remove the steering column.
For additional information, refer to: Steering Column
4. Remove the steering angle sensor.

Installation
1. Install the steering angle sensor.
Tighten the screws to 3 Nm (2 lb.ft).
2. Install the steering column.

calibrate the steering angle sensor.
Steering Linkage -
* Tie-rod end nut 70 52
Tie-rod locking nut 55 40
* New nut must be installed
Steering Linkage - Steering Gear Boot

Removal
1. Remove the tie-rod end.
For additional information, refer to: Tie Rod End - 3-Door
(211-03 Steering Linkage, Removal and Installation).
Remove the locknut.

3. Remove the steering gear boot.
Installation
1. Install the steering gear boot.
2. Install the locknut.

3. Install the tie-rod end.
For additional information, refer to: Tie Rod End - 3-Door
(211-03 Steering Linkage, Removal and Installation).
Steering Linkage - Tie Rod End

Removal

safety stands.

3. Loosen the tie rod end locking nut.
4. Using the special tool release the tie rod end.
5. CAUTION: Note the number of turns when

removing the tie rod end to aid installation.
Remove the tie rod end.
Remove and discard the locking ring.
Installation
1. Install the tie rod end.
Install the locking ring.
2. Secure the tie rod end.
1. Install new nuts.
Tighten new nuts to 70 Nm (52 lb.ft).
3. Install the front wheel and tire.
Steering Column -
Steering wheel rotation sensor bolt 3 2
Steering column bolts 25 18
* Steering column upper shaft to steering column lower shaft clamp bolt 24 18
*Steering column lower shaft to steering gear clamp bolt 24 18
Steering column telescopic motor bolts 5 4
Steering column tilt motor bolts 6 4
Steering wheel bolt 63 46
* New bolts/nut must be installed
Steering Column - Steering Column
Component Location

1 - Steering wheel
2 - Column adjustment motor tilt
3 - Column adjustment motor reach
5 - Upper column - upper shaft
6 - Lower column - upper shaft
7 - Lower column - lower shaft
8 - Bulkhead mounting
9 - Flexible coupling
10 - Upper column - lower shaft
11 - Gaitor
12 - Adjustable upper column
13 - Lock housing/Tilt head
Overview
The steering column features fully electrical adjustment for tilt and reach. Steering wheel position is controlled
by the CJB (central junction box).
The steering column comprises the upper column assembly, the lower column assembly and the steering
wheel. The 3 components are positively connected together to pass driver rotary-input from the steering wheel
to a linear output of the steering rack.
The upper column assembly contains electrical adjustment for steering-wheel tilt and reach, the electric
steering lock mechanism and the steering angle sensor. Steering adjustment memory positions are stored in
the driver's seat module. The column also features a 'tilt away' function which moves the steering column away
from the driver allowing easier exit and entry to the vehicle.
Column adjustment is provided by two electric motors; one for tilt and one for reach. Operation of the column
adjustment is controlled by a four-way joystick switch located in the column lower shroud. Column adjustment
is an integral part of the driver position memory system.
Component Description

1 - Vertical adjustment cam
2 - Adjustment motor tilt
3 - Drive screw - tilt adjustment motor
4 - Drive screw - reach adjustment motor
5 - Adjustment motor reach
WARNING: Do not attempt to dismantle the steering column. The crash safety of the unit will be
compromised.
The lower column comprises upper and lower shafts which are connected together as a sliding fit. The sliding fit
allows the shafts to collapse in the event of a frontal collision, preventing column intrusion into the vehicle
interior. The upper shaft is connected to a flexible coupling and provides the attachment to the upper column.
The lower shaft has internal splines which connect with splines on the steering rack valve input shaft. The
upper shaft is fitted with a white coloured sealing ring and a gaitor.
The upper column comprises two shafts which are also connected together as a sliding fit. The shafts are a
double 'D' section to prevent rotation. The sliding fit allows the shafts to collapse in the event of a frontal
collision further preventing intrusion into the vehicle interior. The lower shaft is connected to the flexible
coupling which transfers torque to the lower column and the steering rack. The upper shaft has a splined
internal bore which connects with the adjustable upper column assembly.
The upper column assembly comprises two extruded aluminum sections which connect together and can slide
on each other in the event of a frontal impact. The column is attached to the cross-car tube with four bolts.
Two straps are bolted to the upper of the two aluminium sections. The straps are coiled around a bush on the
upper section and have a hook which locates on the lower section. In the event of a frontal impact, the straps
can unwind, allowing the upper column to collapse in a controlled manner absorbing energy.
The upper column also provides the location for the steering angle sensor which is used by the ABS (anti-lock
brake system).
The upper column provides the locations for the column adjustment motors and the steering lock. The steering
lock operates via a locking bolt which engages with a locking sleeve located around the column shaft. The
locking sleeve has a tolerance ring which is located between the sleeve and the column. The tolerance ring
allows the locking sleeve to slip on the upper column shaft if a high torque is applied to the steering wheel
when the lock is engaged. This prevents the locking bolt from being sheared by someone forcibly turning the
steering wheel while the steering lock is engaged, yet still effectively locking the steering.
Steering Column Adjustment
Both motors are attached to the lock housing/tilt head assembly and move the column via drive screws.
The reach adjustment motor drives a screw shaft which moves the column in and out for reach adjustment.
The adjustment is achieved by two extruded aluminium sections which slide on one another. The tilt
adjustment motor also drives a screw shaft. This shaft is connected to a cam, which causes the tilt head to
pivot, adjusting the column angle.
Inputs from the column adjustment switch are received by the CJB, which interprets the signals from the
switch and operates the requested adjustment motor in the required direction.
The motors used on the steering column have Hall effect sensors. These allow the CJB to calculate and adjust
the position of the column when the seat memory store function is used and applies this setting to the
applicable ignition key.
Electronic Steering Column Lock
With the passive start system, a conventional steering lock mechanism cannot be used. An electronic system
was developed which comprises a steering column assembly locking unit with an integrated control module.
The steering lock is operated with the door locks when the vehicle is locked or unlocked. A control module,
located inside the steering column, controls a motor, releasing the steering lock when appropriate.
The upper steering column assembly houses the column lock mechanism and control module. The components
are assembled with non-removable pins for security reasons and are therefore non-serviceable. Failure of any
steering lock components will require replacement of the upper steering column assembly.
The steering column lock comprises a locking motor and locking bolt. The locking motor drives a cam, which
moves the locking bolt into and out of engagement with the locking sleeve on the steering column. The locking
motor is fitted with a Hall effect sensor, which informs the control module of the position (locked/unlocked) of
the steering lock mechanism.
Control Diagram
Steering Column Adjustment and Lock
NOTE: A = Hardwired; D = High-speed CAN (controller area network) bus; O = LIN (local interconnect
network) bus

1 - BJB (battery junction box)
2 - Driver seat module (position memory)
3 - Driver seat switch pack
4 - Electronic steering column lock
6 - ABS module
8 - Reach adjustment motor
9 - Reach adjustment hall sensor
10 - Tilt adjustment motor
11 - Tilt adjustment hall sensor
12 - Steering column switch
13 - CJB
Steering Column - Steering Column

Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
Specifications).
3. CAUTION: Make sure the steering is in the
straight ahead position.
Remove and discard, the steering column flexible

coupling clamp bolt.
4. Remove the clockspring housing assembly.

For additional information, refer to: Clockspring (501-
20B Supplemental Restraint System, Removal and
Installation).
5. Remove the floor console extension trim panel.
For additional information, refer to: Floor Console
Extension (501-12 Instrument Panel and Console,
6. Release the driver side closing trim panel.
Remove the clip.
8. Disconnect the tilt motor and steering column lock

Release the wiring harness fir tree clip.

9. Disconnect the steering column telescopic motor
10. Disconnect the steering wheel rotation sensor

11. With assistance, remove the steering column.
Remove the 4 bolts.
Remove the steering column in an upwards

direction out through the bulkhead seal.
Remove the steering wheel rotation sensor.
Installation
1. Install the steering wheel rotation sensor.
2. CAUTION: Make sure the steering is in the straight

ahead position.
With assistance, install the steering column.
Install and tighten the bolts to 25 Nm (18 lb.ft).
3. Connect the steering wheel rotation sensor electrical

connector.
4. Connect the steering column telescopic motor electrical
connector.
5. Connect the tilt motor and steering column lock
Secure the wiring harness clip.
Attach the vehicle diagnostic socket.
7. Secure the driver side closing trim panel.
Install the screws.
Install the clip.
8. Install the floor console extension trim panel.

9. Install the clockspring.
Installation).
10. Install a new steering column flexible coupling clamp
bolt.

Specifications).
12. Initiate the steering angle sensor using the Land Rover
approved diagnostic system.
Steering Column - Steering Column Shaft

Removal
Specifications).
Release the clip.
3. Disconnect the steering column intermediate

shaft from the steering column.
Note the fitted position.
Remove the special bolt and discard the

nut.
4. Disconnect the steering column intermediate
shaft from the lower shaft.
5. Remove the steering column intermediate shaft.
Release the 2 grommets.

Remove the 2 intermediate shaft grommets.
Installation
1. Install the steering column intermediate shaft.
Install the grommets.
2. Connect the steering column intermediate shaft to the

lower shaft.
Tighten the new bolt to 25 Nm (18 lb.ft).
3. Connect the steering column intermediate shaft to the

steering column.
Install the special bolt and tighten the new nut to

22 Nm (16 lb.ft).
Secure the clip.
Tighten the screws.

Specifications).
Steering Column - Steering Column Tilt Motor

Removal
2. Fully extend the steering column for access.
3. NOTE: The steering wheel is shown removed
for clarity.
Remove the steering column lower shroud.
Release the steering column extension

gaiter.
4. Remove the steering column upper shroud.

5. Remove the steering column tilt motor.
Remove the 2 bolts.
Installation
1. Install the steering column tilt motor.
Lubricate the components.
2. Install the steering column upper shroud.
Install the screws.
Attach the steering column extension gaiter.

3. Install the steering column lower shroud.
Install the screws.
Attach the steering column extension gaiter.
4. Return the steering column to its original position.

Steering Column - Steering Column Telescopic Motor

Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
3. Remove the steering column.
(211-04 Steering Column, Removal and Installation).
4. Remove the steering column telescopic motor
drive gear assembly.
Remove the 2 bolts.
5. Remove the steering column telescopic motor.
Using a suitable tool, release the clips and

remove the telescopic motor assembly.
Installation
1. Install the steering column telescopic motor.
Install the steering column telescopic motor

assembly, by locating the plastic clip into the two
recesses and securing the plastic legs into
position.
Install the steering column telescopic motor drive

gear assembly.
Lubricate the components.
2. Install the steering column.

(211-04 Steering Column, Removal and Installation).
Steering Column - Steering Wheel
Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
3. Remove the driver air bag module.
For additional information, refer to: Driver Air Bag
Module (501-20B Supplemental Restraint System,
4. CAUTION: Make sure that the wheels and

tires are in the straight-ahead position. Failure to
components.
NOTE: Note the steering wheel to steering

column alignment marks.
Remove the steering wheel.
Disconnect the electrical connector from

the clockspring.
Restrain the steering wheel and remove

the bolt.
Remove the steering wheel rear trim panel.
6. Remove the steering wheel spoke trim rear

panels.
7. Remove the steering wheel spoke trims.
8. Remove the 2 clips for the driver air bag module from
the steering wheel.
Installation
All vehicles
1. Install the 2 clips for the driver air bag module to the
steering wheel.
2. Install the steering wheel spoke trims.
Secure the clips.
3. Install the steering wheel spoke trim rear panels.
Secure the clips.
4. Install the steering wheel rear trim panel.
Right-hand drive vehicles

5. CAUTIONS:
Make sure that the wheels and tires are in

the straight-ahead position. Failure to follow this
instruction may result in damage to the
components.
RHD vehicles: With the wheels and tires in

the straight-ahead position, the bottom timing
mark on the steering column must be aligned with
the steering wheel mark, see illustration below.
Carefully install the steering wheel, align the

clockspring and align to the steering column.
Left-hand drive vehicles

6. CAUTIONS:
Make sure that the wheels and tires are in

the straight-ahead position. Failure to follow this
instruction may result in damage to the
components.
LHD vehicles: With the wheels and tires in

the straight-ahead position, the bottom timing
mark on the steering column must be aligned with
the steering wheel mark, see illustration below.
Carefully install the steering wheel, align the

clockspring and align to the steering column.

All vehicles
7. Install the driver air bag module.
Steering Column Switches -

Steering column switch Torx screws 3 2
Steering Column Switches - Ignition Switch

Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
3. Remove the lower center registers panel assembly.
For additional information, refer to: Lower Center
Registers Panel Assembly (501-12 Instrument Panel and
Console, Removal and Installation).
4. Remove the 4 screws securing the integrated
control panel (ICP) bracket to the instrument panel
reinforcement.
5. Remove the ICP assembly.
Disconnect the 3 co-axial cables.
6. Remove the transponder coil.
Release the clips.
7. Remove the ignition switch from the ignition switch

mounting bracket.

8. Remove the ignition switch mounting bracket.
9. Release the gearshift interlock cable.
Remove and discard the cable tie.
10. Remove the ignition switch assembly.
Release the gearshift interlock cable.
11. Remove the ignition switch from the ignition lock

cylinder housing.
Installation
1. Install the ignition switch to the ignition lock cylinder
housing.
Install the screws.
2. Install the ignition switch assembly.
Install the gearshift interlock cable to the ignition

switch.
3. Secure the gearshift interlock cable to the in-vehicle
cross beam.
Install a new cable tie.
4. Install the ignition switch mounting bracket.
Install the screws.
5. Install the ignition switch to the ignition switch mounting

bracket.
Install the screws.
6. Install the transponder coil.
7. Install the ICP assembly.
Connect the coaxial cables.
8. Install the screws securing the ICP to the instrument

panel.
9. Install the lower center registers panel assembly.
Steering Column Switches - Steering Column Control Switch

Removal
1. Release the steering column extension gaiter.
2. NOTE: The steering wheel is shown removed

for clarity.
Remove the steering column lower shroud.

4. Remove the steering column control switch.
1. Carefully release the clip.

2. Release the steering column control
switch.
Installation
1. Install the steering column control switch.
2. Install the steering column upper shroud.

3. Install the steering column lower shroud.
4. Attach the steering column extension gaiter.
Steering Column Switches - Steering Column Multifunction Switch

LH
Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
3. Remove the clockspring.
Installation).
4. Remove the steering column control switch.
Carefully release the clip.
5. Remove the LH steering column multifunction

switch.
Installation
1. Install LH steering column multifunction switch.
2. Install the steering column control switch.
3. Install the clockspring.
Installation).
Engine System - General Information - Engine4.4L NA V8 -
Special Tool(s)
Oil pressure testing adaptor,
303-1166
Oil pressure testing gauge,

303-871
before proceeding to the next step
Engine oil pressure check - petrol models
NOTE: Prior to checking the engine oil pressure, a road test of 6 miles (10 kilometres), must be carried out.
Do not attempt to attain engine normal operating temperature by allowing the engine to idle.
1. 1. Disconnect the battery ground cable.

REFER to: Specifications (414-00 Charging System - General Information, Specifications).
2. WARNINGS:
The spilling of hot engine oil is unavoidable during this procedure, care must be taken to
prevent scalding.
Wear protective gloves.
2. Remove the engine oil pressure sensor.

REFER to: Engine Oil Pressure (EOP) Sensor (303-14A Electronic Engine Controls - 4.2L SC V8 -
AJV8, Removal and Installation) /
Engine Oil Pressure (EOP) Sensor (303-14B Electronic Engine Controls - 4.4L NA V8 - AJ41,
3. 3. Install the special tool.
4. 4. Install the special tool gauge and tighten the union.

NOTE: 4.4L shown.
5. 5. Check and top-up the engine oil if required.
6. 6. Connect the battery ground cable.

REFER to: Specifications (414-00 Charging System - General Information, Specifications).
7. 7. Start and run the engine.
8. 8. Note the oil pressure readings with the engine running at idle and 3500 RPM.
REFER to: Specifications (303-01A Engine - 4.2L SC V8 - AJV8, Specifications) /
Specifications (303-01B, Specifications).
9. 9. Turn off the engine.
10. 10. Disconnect the battery ground cable.
11. 11. Remove the special tools.

12. 12. Install the oil pressure sensor.
REFER to: Engine Oil Pressure (EOP) Sensor (303-14A Electronic Engine Controls - 4.2L SC V8 -
AJV8, Removal and Installation) /
Engine Oil Pressure (EOP) Sensor (303-14B Electronic Engine Controls - 4.4L NA V8 - AJ41,
13. 13. Check and top-up the engine oil if required.
14. 14. Connect the battery ground cable.

Engine System - General Information - Bearing Inspection
15. General Procedures
1. Inspect bearings for the following defects.
1. Cratering - fatigue failure

2. Spot polishing - incorrect seating.
3. Imbedded dirt engine oil.
4. Scratching - dirty engine oil.
5. Base exposed - poor lubrication.
6. Both edges worn - journal damaged.
7. One edge worn - journal tapered or
bearing not seated.
Engine System - General Information - Camshaft Bearing Journal

Clearance
General Procedures
1. NOTE: Make sure that the following stages are
followed exactly. The tappets or followers must be
removed to carry out this measurement.
NOTE: Make sure that the camshaft is to

specification.
NOTE: The bearing caps and journals should be free

from engine oil and dirt.
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. NOTE: Do not strike the bearing caps.

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.

Diameter
General Procedures
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.
Engine System - General Information - Camshaft End Play

General Procedures
1. NOTE: Make sure that the camshaft is to
specification.
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.
1. End play = maximum value minus

minimum value.
If the measurement is out of specification,

install new components.
Engine System - General Information - Camshaft Lobe Lift
General Procedures
1. Measure the diameter (1) and diameter (2) with a
vernier caliper. The difference in measurements is the
lobe lift.
Engine System - General Information - Camshaft Surface

Inspection
General Procedures
1. Inspect camshaft lobes for pitting or damage in the
active area. Minor pitting is acceptable outside the active
area.
Engine System - General Information - Connecting Rod Cleaning

General Procedures
1. CAUTION: Do not use a caustic cleaning solution

or damage to connecting rods may occur.
Mark and separate the parts and clean with solvent.

Clean the oil passages.
Engine System - General Information - Connecting Rod Large End
Bore
General Procedures
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.
Engine System - General Information - Crankshaft End Play

General Procedures
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.
Engine System - General Information - Crankshaft Main Bearing

Journal Clearance
General Procedures
CAUTION: THESES PROCEDURES SHOULD NOT BE CARRIED OUT DURING THE MANUFACTURERS
WARRANTY PERIOD.
1. NOTE: Example - *PJEAL* - Crankshaft Main

Journal Diameter.
Read the grade letters from LEFT to RIGHT = FRONT to

REAR of engine eg. 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. NOTE: Example - *ABAA* - Crankshaft (Big End

Bearing) Crankpin Diameter
NOTE: For vehicles built up to 2002 MY.
NOTE: If the crankshaft main bearing carrier

retaining bolts have been marked with a center
punch dot, they must be discarded and new bolts
installed.

REAR of engine eg. 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).

NOTE: For vehicles built from 2002 MY.

installed.

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. NOTE: Example - *21222122* - Cylinder Bore and

Piston
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,

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. NOTE: Example - *WPPNN* - Crankshaft Main

Bearing Bore in Cylinder Block

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. NOTE: THIS PROCEDURE SHOULD ONLY BE
CARRIED OUT WHEN REPLACIING MAIN BEARING
SHELLS.
NOTE: Refer to the JOURNAL DIAMETER AND MAIN

BEARING BORE CHART in step 6 for tolerance and
bearing information.
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:
1. Blue / Green and Blue / Green

2. Blue / Green and Blue
3. Blue and Blue
4. Blue and Green
5. Green and Green
6. Green and Yellow
7. 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.

CARRIED OUT WHEN A REPLACMENT CRANKSHAFT
OR CYLINDER BLOCK HAS BEEN FITTED.

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.
Engine System - General Information - Cylinder Bore Out-of-
Round
General Procedures
1. NOTE: The main bearing caps or lower crankcase must
be in place and tightened to the specified torque;
however, the bearing shells should not be installed.
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.
Engine System - General Information - Cylinder Head Distortion

General Procedures
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.
General Procedures
distortion.
Using the special tool, measure the mating

face distortion.

mating face.
Engine System - General Information - Piston Inspection

General Procedures
1. CAUTION: Do not use any aggressive cleaning

fluid or a wire brush to clean the piston.
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.
Engine System - General Information - Piston Pin Diameter

General Procedures
1. NOTE: The piston and piston pin are a matched
pair. Do not mix up the components.
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.
Engine System - General Information - Piston Pin to Bore
Diameter
General Procedures
1. NOTE: The piston and piston pin form a matched pair.
Do not mix up the components.
Measure the diameter of the piston pin bore.
If the values are not to specification, install both a

new piston and a new piston pin.
Engine System - General Information - Piston Ring End Gap

General Procedures
1. CAUTION: Do not mix up the piston rings.

Install the piston rings in the same position and
location.
Using the Feeler Gauge, measure the piston ring

gap.
The values given in the specification refer to

a gauge ring used during production.
Engine System - General Information - Piston Ring-to-Groove

Clearance
General Procedures
1. NOTE: The piston ring must protrude from the
piston groove. To determine the piston ring
clearance, insert the Feeler Gauge right to the back
of the groove, behind the wear ridge.

clearance.
Engine System - General Information - Valve Spring Free Length
General Procedures
1. Using a vernier gauge, measure the free length of
each valve spring. Verify the length is within
specification.
Engine System - General Information - Valve Stem Diameter

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

install a new valve.
Engine - 4.2L SC V8 - AJV8 -

Sealers
Valve cover gasket 8510303
Sump pan 8510303
Oil strainer pick-up pipe bolts STC 50553
Cylinder block core plugs STC 50554
Timing cover seal aperture 8510303
Cylinder block coolant outlet elbow stub pipe STC 50554
Bedplate to cylinder block 8510303
Lubricant - UK, Europe and ROW - Not NAS/Japan

Item Specification
The use of 5W/30 oil to Specification WSS - M2C913-B is preferred. Where oil to this
* Recommended
specification is not available, then 5W/30 oil meeting specifications ACEA A1/A3 or API SJ
lubricant
or SL may be used.
* WSS is a Ford prefix to the oil specification
Lubricant - NAS/Japan
Item Specification
* Recommended Use 5W/30 oil meeting Specification API SL or ILSAC GF3/GF4 and 'Certified for Gasoline
lubricant Engines' by the American Petroleum Institute (API).
Capacity
Item Capacity
9.4 litres (16.5 pints) (9.9 US
Dry fill including filter and cooler
quarts)
7.7 litres (13.6 pints) (8.1 US
Oil and filter change
quarts)
Amount of oil required to bring the level from the lower to the upper holes on 1.4 litres (2.4 pints) (1.5 US
Item Capacity
the oil level indicator quarts)
Item Specification
4.2 litre, 90 degree 'V', supercharged, petrol engine, twin overhead camshaft per
Type
cylinder head, 4 valves per cylinder
V8, numbers 1 and 5 cylinders at front of engine when engine is viewed from
Cylinder arrangement
rear
Cylinder numbering Number 1 cylinder - right hand bank; Number 5 cylinder - left hand bank
Bore - nominal 86.0 mm (3.386 in)
Stroke 90.3 mm (3.555 in)
Capacity 4196 cm (256.0 in)
Firing order 1 - 2- 7 - 3 - 4 - 5 - 6 - 8
Compression ratio 9.1:1
Direction of rotation Anti-clockwise viewed from rear of engine
Maximum power:
UK/Europe and ROW - Not
291 kW (390 bhp) @ 5750 rev/min
NAS/Japan
NAS/Japan 400 bhp (298 kW) @ 5750 rev/min
Maximum torque:
UK/Europe and ROW - Not
560 Nm (413 lb-ft) @ 3500 rev/min
NAS/Japan
NAS/Japan 420 lb-ft (569 Nm) @ 3500 rev/min
Dimensions:
Length 720 mm (28.3 in)
Width 720 mm (28.3 in)
Height 785 mm (30.9 in)
* Engine oil pressure:
At idle 1.0 bar (100 kPa) (15.0 lb/in)
At 3500 rev/min 3.0 bar (300 kPa) (44.0 lb/in)
** Valve clearances:
Inlet 0.18 to 0.22 mm (0.007 to 0.008 in)
Exhaust 0.23 to 0.27 mm (0.009 to 0.010 in)
Cylinder Head
Maximum permitted warp 0.125 mm (0.005 in)
* Note: prior to checking the engine oil pressure, a road test of 6 miles (10 kilometres) must be
carried out. Do not attempt to attain normal engine operating temperature by allowing the engine
to idle
** Note: there are 50 different thicknesses of graded tappet available from 2.950 to 3.685 mm
(0.116 to 0.145 in) rising in increments of 0.015 mm (0.005 in)
Exhaust manifold gasket heat shield bolt 13 10
* Exhaust manifold to cylinder head bolts 20 15
* Cylinder head bolts:
Stage 1 - Tighten bolts 1 to 10 20 15
Stage 2 - Tighten bolts 1 to 10 35 26
Stage 3 - Tighten bolts 1 to 10 Further 90 Further 90
Stage 4 - Tighten bolts 1 to 10 Further 90 Further 90
Stage 5 - Tighten bolts 11 and 12 25 18
CMP sensor Torx screw 7 5
+ Oil filter 18 13
Oil drain plug 25 18
Primary timing chain tensioner guide bolts 12 9
Primary timing chain tensioner bolts 12 9
Secondary timing chain tensioner bolts 12 9
* Camshaft bearing cap bolts 10 7
** Intake camshaft sprocket retaining bolt
Stage 1 20 15
** Exhaust camshaft sprocket retaining bolt
Stage 1 20 15
Engine ground cable bolt 25 18
** Steering column universal joint to steering gear bolt 25 18
** Crankshaft pulley bolt 380 280
PCV valve bolts 6 4
Valve cover bolts 12 9
Oil level indicator tube nut 6 4
* Engine oil pan bolts 20 15
Oil pump to cylinder block bolts 12 9
*** Oil strainer pick-up pipe bolts - M5 6 4
Oil strainer pick-up pipe bolts - M6 12 9
Coolant pump pulley bolts 25 18
Front End Accessory Drive (FEAD) belt idler pulley bolt 25 18
* Engine front cover bolts 12 9
Generator mounting bolts 48 35
FEAD belt tensioner bolt 40 30
Supercharger/cooling fan drive belt tensioner bolt 40 30
Cooling fan drive pulley bolts 25 18
Engine oil pressure sensor 13 10
Torque converter flexplate bolts:
Stage 1 15 11
Stage 2 110 81
Auxiliary oil cooler thermostat bolts 10 7
Engine oil temperature sensor 20 15
Oil filter housing 20 15
Oil cooler hose adaptors 10 7
** Catalytic converter to exhaust manifold nuts 20 15
Air conditioning compressor low pressure line Allen bolt 10 7
Engine mount to front subframe bolts 56 41
Right-hand engine mount bracket to engine mount nut 100 74
Left-hand engine mount bracket to engine mount bolt 100 74
Steering gear tie rod end ball joint nut 80 59
Stabilizer bar link nut 100 74
Suspension height sensor link arm 8 6
** Lower steering column to steering gear Torx bolt 24 18
Lower suspension arm to front subframe nut/bolt:
Stage 1 165 122
Lower suspension tie rod to front subframe nut/bolt:
Stage 1 165 122
Cooling fan 65 48
Generator mounting bracket bolts 45 33
++ Battery positive connector to generator 10 7
Starter motor heat shield bolts 45 33
Radiator support bracket bolts 12 9
Power steering high pressure pipe to pump 65 48
Power steering high pressure pipe to pump support bracket 11 8
Coolant expansion tank bolts 10 7
Brake vacuum pump bracket bolts 10 7
Brake vacuum pump nuts 5 4
Purge valve assembly bolt 45 33
Oil filter housing bolts 20 15
Air conditioning refrigerant line bolts 10 7
Battery compartment side wall nuts 5 4
Battery positive cable to battery compartment side wall nut 25 18
HO2S harness bracket bolt 10 7
Flexplate to torque converter bolts 45 33
** Air suspension spring to hub assembly nuts/bolts 250 184
** Brake caliper to hub assembly bolts:
Stage 1 50 37
ABS sensor bolt 10 7
Crankshaft (CKP) sensor bolt 10 7
* Bolts must be tightened in sequence
** New nuts/bolts/Patchlok bolts must be installed
*** Apply sealant to threads
+ Apply engine oil to seal
++ Damage to internal components will result if this torque is exceeded
Engine - 4.2L SC V8 - AJV8 - Valve Clearance Check

General Procedures

safety stands.

3. Remove the cooling fan.
For additional information, refer to: Cooling Fan (303-
03A Engine Cooling - 4.2L SC V8 - AJV8, Removal and
Installation).
4. Remove the LH valve cover.
For additional information, refer to: Valve Cover LH
(303-01, In-vehicle Repair).
5. Remove the RH valve cover.
For additional information, refer to: Valve Cover RH
6. CAUTION: Camshaft lobes must be 180 degrees

away from each valve tappet or valve clearance will be
incorrect.
Rotate the engine clockwise to position the camshaft lobe

away from the valve tappet
7. Using the feeler gauge set, measure the
clearance between the camshaft and the valve
tappet.
8. Repeat the above procedure for the remaining 31

tappets.
9. Adjust the clearance as necessary.
10. For cylinder head data, refer to specifications.
01A Engine - 4.2L SC V8 - AJV8, Specifications).
11. Install the RH valve cover.
12. Install the LH valve cover.
13. Install the cooling fan.
Installation).
Engine - 4.2L SC V8 - AJV8 - Valve Clearance Check

General Procedures

safety stands.

Installation).

incorrect.
Rotate the engine clockwise to position the camshaft lobe

away from the valve tappet
7. Using the feeler gauge set, measure the
clearance between the camshaft and the valve
tappet.
8. Repeat the above procedure for the remaining 31

tappets.
9. Adjust the clearance as necessary.
10. For cylinder head data, refer to specifications.
Installation).
Engine - 4.2L SC V8 - AJV8 - Engine Oil Draining and Filling

General Procedures

safety stands.

Installation).
Installation).
draining engine oil as the oil can be very hot.
Remove the oil pan drain plug.
Discard the oil pan drain plug seal.
6. Remove the engine oil filter.
Discard the oil filter.
7. Install the engine oil filter.
Lubricate the oil filter seal with clean engine oil

and tighten to 18 Nm (13 lb.ft).
8. Tighten the drain plug to 25 Nm (18 lb.ft).
Install a new seal.

Installation).
Installation).
11. Fill the engine with oil.
13. Check and top-up the engine oil.
Engine - 4.2L SC V8 - AJV8 - Camshafts RH
In-vehicle Repair
Special Tool(s)
Timing Setting tool
303-645
Camshaft setting/locking tool
303-530
Timing chain tensioning tool
303-532
Removal

safety stands.

3. Remove the engine front cover.
For additional information, refer to: Engine Front Cover
(303-01A Engine - 4.2L SC V8 - AJV8, In-vehicle Repair).
4. Remove the crankshaft position (CKP) sensor.
For additional information, refer to: Crankshaft Position
(CKP) Sensor (303-14A Electronic Engine Controls - 4.2L
SC V8 - AJV8, Removal and Installation).
5. Rotate the crankshaft until the flats on the camshafts
are parallel with the cylinder head joint faces.
6. NOTE: The engine is now in the SAFE position.
Lock the crankshaft.
Install the special tool.
Install the screw.
7. Install the special tool to the RH cylinder head.
8. Remove the primary timing chain tensioner.
Remove the 2 bolts.

9. Remove the primary timing chain tensioner
guide.
Remove the bolt.
10. Remove the primary timing chain.

11. Remove the secondary timing chain tensioner
and the secondary timing chain.
Remove the 2 retaining bolts.
12. CAUTION: Discard the bolts.
Remove the camshaft sprockets.
Remove the 2 bolts.
13. Remove the special tool from the RH cylinder

head.
Remove the 3 bolts.
14. CAUTION: Evenly and progressively, release the

camshaft bearing caps.
NOTE: Remove the camshaft bearing caps. Note: their

position, orientation and markings. Each is marked with its
position (number) and an orientation (arrow).
Remove the 20 bolts.
15. Remove the camshafts.
Installation
1. Check and adjust the valve tappet clearances.
2. Replace the valve shims, with the smallest shim
available.
Apply a light coat of clean engine oil to the

replacement valve shims.
3. Install the camshafts.
Lubricate the journals and camshaft lobes.
Evenly and progressively tighten the

bolts in the sequence shown to 10 Nm (7
lb.ft).
Install the sprocket retaining Torx bolts to the camshafts.

6. CAUTION: Camshaft lobes must be 180
degrees away from each valve tappet or valve
clearance will be incorrect.
Measure and record the tappet clearances.
Rotate the camshafts using the Torx

bolts.



9. Remove the valve tappets, replace with selected
tappets.

lb.ft).

incorrect.
Check valve tappet clearances are correct.
Rotate the camshafts using the Torx bolts.

Remove the camshaft Torx bolts after the check is
complete.
14. Using 1 mm diameter metal rod, retain the

chain tensioner piston.
15. Install the secondary timing chain tensioner and chain

to the camshaft sprockets.
16. NOTE: Lightly tighten the camshaft sprocket Torx bolts,
the sprockets MUST be free to move.
Install the secondary timing chain and sprockets to the

camshafts.
17. Install the secondary timing chain tensioner retaining
bolts.
18. Tension the secondary timing chain.
Remove the retaining rod.
19. Install the primary timing chain.
Make sure the timing chain slack is on the

tensioner side of the timing chain.
20. Install the primary tensioner guide.

21. CAUTION: During timing chain tensioner
compression, do not release the ratchet stem until
the timing chain tensioner piston is fully bottomed
in its bore or damage to the ratchet stem will
result.
Install the primary chain tensioner.
Using 3 mm diameter metal rod, retain

the chain tensioner piston.
Release the retaining rod.
22. CAUTIONS:
The intake camshaft sprocket retaining bolt MUST

be tightened before the exhaust camshaft sprocket
retaining bolt. Engine damage will occur if this procedure
is not followed.
Using the special tool, apply force to the tool in a

counter-clockwise direction, to tension the primary timing
chain on its drive side.
Install the special tool to the exhaust camshaft

sprocket.
Tighten the intake camshaft sprocket retaining

bolt to 20 Nm + 90 deg.
Tighten the exhaust camshaft sprocket retaining

23. Remove the special tool from the RH cylinder head.

24. Remove the crankshaft locking tool.
Remove the screw.
25. Install the CKP sensor.

26. NOTE: Before installing the valve covers, check the
valve clearances.
Install the engine front cover.

Engine - 4.2L SC V8 - AJV8 - Camshafts LH
In-vehicle Repair
Special Tool(s)
Timing Setting tool
303-645
303-530
303-532
Removal

safety stands.

Install the screw.
8. Remove the RH primary timing chain tensioner.
Remove the 2 bolts.

9. Remove the RH primary timing chain tensioner
guide.
Remove the bolt.
10. Remove the RH primary timing chain.
11. Install the special tool to the LH cylinder

head.
12. Remove the LH primary timing chain

tensioner.
Remove the 2 bolts.

13. Remove the LH upper and lower primary
timing chain tensioner guides.
Remove the stud.
Remove the bolt.
14. Remove the LH primary timing chain.
Remove the 2 bolts.

Remove the 2 bolts.
17. Remove the special tool from the LH cylinder

head.
Remove the 3 bolts.


Installation
1. Check and adjust the valve tappet clearances.
2. Replace the valve shims, with the smallest shim
available.
Apply a light coat of clean engine oil to the

replacement valve shims.

lb.ft).

Install the sprocket retaining Torx bolts to the camshafts.


bolts.



tappets.

lb.ft).

bolts.
Remove the camshaft Torx bolts after the

check is complete.

head.
14. Using 1 mm diameter metal rod, retain the

15. Install the LH secondary timing chain tensioner and

chain to the camshaft sprockets.
16. Install the LH secondary timing chain tensioner
retaining bolts.
17. NOTE: Lightly tighten the camshaft sprocket Torx bolts,

the sprockets MUST be free to move.
Install the LH secondary timing chain and sprockets to

the camshafts.
Install the sprocket retaining Torx bolts to the

camshafts.
19. Install the LH primary timing chain.

20. Install the LH primary chain tensioner guide.
Tighten the stud to 12 Nm (9 lb.ft).

result.
Install the LH primary timing chain tensioner.

22. CAUTIONS:
The intake camshaft sprocket retaining bolt

MUST be tightened before the exhaust camshaft
sprocket retaining bolt. Engine damage will occur
if this procedure is not followed.
Using the special tool, apply force to the tool

in a counter-clockwise direction, to tension the
primary timing chain on its drive side.
Make sure that new bolts are installed.

sprocket.
Tighten the intake camshaft sprocket

retaining bolt to 20 Nm + 90 deg.
Tighten the exhaust camshaft sprocket

retaining bolt to 20 Nm + 90 deg.
23. Install the RH primary timing chain.

24. Install the RH primary timing chain tensioner guide.

result.
Install the RH primary timing chain tensioner.

26. CAUTIONS:
The intake camshaft sprocket retaining bolt MUST

be tightened before the exhaust camshaft sprocket
retaining bolt. Engine damage will occur if this procedure
is not followed.
Using the special tool, apply force to the tool in a

counter-clockwise direction, to tension the primary timing
chain on its drive side.

sprocket.
Tighten the intake camshaft sprocket retaining

Tighten the exhaust camshaft sprocket retaining

27. Remove the special tool from the LH cylinder head.
Remove the 3 bolts.
Remove the 3 bolts.
Remove the screw.

31. NOTE: Before installing the valve covers, check the
valve clearances.
Install the engine front cover.

Engine - 4.2L SC V8 - AJV8 - Crankshaft Pulley

In-vehicle Repair
Special Tool(s)
Remover, crankshaft pulley
303-588
Holding Tool Crankshaft Pulley
303-893(LRT-12-080)
Adapter
303-191-03
Bolts and spacers
303-191-04
Remover, crankshaft seal
303-D121
Installer, crankshaft seal
303-1100
Adapter - Crankshaft seal

installer
303-1100-01
Removal

safety stands.

Installation).
4. Remove the cooling fan belt.
Rotate the cooling fan belt tensioner

clockwise.
Loosen the cooling fan belt tensioner bolt

to aid the removal of the belt.
5. NOTE: Restrain the pulley to aid the removal of the

bolts.
Remove the cooling fan pulley.
Remove the 3 bolts.

6. Remove the cooling fan drive hub bearing.
Remove the 5 bolts.
7. Remove the cooling fan belt tensioner.
Remove the bolt.
Rotate the accessory drive belt tensioner

counter-clockwise, using a 3/8 " drive
wrench.
Remove the accessory drive belt.

10. CAUTION: Under no circumstances
should the crankshaft setting peg, 303-645, be
used in the following operations, to restrain the
crankshaft.
Using the special tools, retain the crankshaft

pulley.
11. NOTE: The crankshaft pulley retaining bolt will be very

tight.
Remove the crankshaft pulley retaining bolt.
Discard the bolt.

12. NOTE: The crankshaft pulley will be very
tight.
Using the special tools, remove the crankshaft

pulley.
Collect the locking ring.

crankshaft front seal.
14. Check the crankshaft damper pulley and locking ring

for damage.
Installation
1. Clean all the crankshaft pulley mating faces.
2. Using the special tools, install the crankshaft
front seal.
Lubricate the seal with clean engine oil.
Use the discarded crankshaft bolt with

the special tool.
3. Install the crankshaft pulley.
4. Install the crankshaft pulley locking ring.
5. CAUTION: The screw thread in the crankshaft

pulley must be cleaned out before installing a new
crankshaft pulley bolt.
Install, but do not tighten, the new crankshaft pulley

bolt.

crankshaft.

pulley.
Tighten the crankshaft pulley bolt to 380

Nm (280 lb.ft).

7. Install the accessory drive belt.
8. Install the cooling fan belt tensioner.
9. Install the cooling fan drive hub bearing.
10. Install the cooling fan pulley.
Tighten the bolts evenly to 25 Nm (18 lb.ft).
11. Install the cooling fan belt.
Tighten the cooling fan belt tensioner bolt to 40

Nm (30 lb.ft).
Rotate the cooling fan belt tensioner clockwise.

Installation).
Engine - 4.2L SC V8 - AJV8 - Crankshaft Front Seal
In-vehicle Repair
Special Tool(s)
303-D121
303-1100

installer
303-1100-01
Removal

safety stands.

3. Remove the crankshaft pulley.
For additional information, refer to: Crankshaft Pulley
(303-01C Engine - 3.6L V8 - TdV8, In-vehicle Repair).
4. Using the special tool, remove the crankshaft
front seal.
Installation
front seal.

(303-01C Engine - 3.6L V8 - TdV8, In-vehicle Repair).
Engine - 4.2L SC V8 - AJV8 - Crankshaft Rear Seal

In-vehicle Repair
Special Tool(s)
Crankshaft rear oil seal
remover/installer
303-538
Removal

safety stands.

3. Remove the torque converter flexplate.
For additional information, refer to: Flexplate (303-01A
Engine - 4.2L SC V8 - AJV8, In-vehicle Repair).
4. Install the special tools.
Tighten the 2 nuts to retain the special

tool.
5. Using the special tool, pierce the seal to create

holes for the 6 self-tapping screws.

crankshaft rear oil seal.
Install the 6 self-tapping screws.
Adjust the 2 nuts.
Tighten the center bolt.

Installation
1. CAUTION: Do not lubricate the components.
Partially install the crankshaft rear oil seal.
Make sure the components are clean and dry.
Carefully remove the transit sleeve, leaving the

seal on the crankshaft.
2. CAUTION: Make sure the seal is installed

parallel
Using the special tool, install the crankshaft rear

oil seal.
Tighten the special tool nuts evenly and

progressively to fully install the seal.
3. Install the torque converter flexplate.

For additional information, refer to: Flexplate (303-01A
Engine - 4.2L SC V8 - AJV8 - Cylinder Head LH

In-vehicle Repair
Removal

safety stands.

3. Remove the fuel rail.
For additional information, refer to: Fuel Rail (303-04A
Fuel Charging and Controls - 4.2L SC V8 - AJV8,
4. Remove the LH bank camshafts.
For additional information, refer to: Camshafts LH (303-
01A Engine - 4.2L SC V8 - AJV8, In-vehicle Repair).
5. Disconnect the LH catalytic converter from the exhaust
manifold.

6. Disconnect the RH catalytic converter from the
exhaust manifold.
7. Remove the camshaft position (CMP) sensor.
Remove the Torx screw.
8. CAUTIONS:
The bolts can only be used twice, mark the

bolts with a center punch. If two punch marks are
visible, discard the bolts.
Vehicles fitted with Polydrive cylinder head

bolts, the cylinder head bolts must be removed
using a 10 mm Polydrive socket or a 10 mm Allen
key. Failure to follow this instruction may result in
damage to the component.
NOTE: Remove the bolts in the indicated

sequence.
Remove the 12 cylinder head bolts.

9. With assistance remove the cylinder head.

10. Remove and discard the cylinder head gasket.
Clean the cylinder head locating dowels.
Clean and inspect the cylinder head and

cylinder block.

Remove the exhaust manifold.
Remove the gasket/heat shield retaining

bolt.
Discard the gasket/heat shield.
Installation
1. Clean the component mating faces.
2. Check cylinder head face for distortion, across
the center and from corner to corner.
3. For cylinder head face distortion data, refer to

specifications.
4. NOTE: For
cylinder head
with distortion
above the
maximum
allowance, the
cylinder head
material must
be measured.
Measure the
cylinder
head
material.
Chec
k
meas
urem
ent
from
the
centr
e of
the
exha
ust
dowel
to the
cylind
er
head
face
as
show
n.
If the
meas
urem
ent is
less
than
51.88
mm
the
cylind
er
head
requir
es
repla
ceme
nt.
5. Install the exhaust manifold.
Install the gasket/heat shield and tighten

the bolt to 10 Nm (7 lb.ft).
Install, and lightly tighten the bolts.
Evenly and progressively, tighten the

bolts in the sequence shown to 20 Nm
(15 lb.ft).
6. CAUTION: The head gasket must be installed over

the cylinder block dowels.
Install a new cylinder head gasket.

7. With assistance install the cylinder head.
8. NOTE: Tighten the bolts 1 to 10 in the
sequence shown.
Install the cylinder head bolts.
Lubricate the new cylinder head bolt

threads with clean engine oil.
Tighten the bolts 1 to 10, a further 90

degrees.

degrees.
Tighten the M8 bolts 11 and 12, to 25

Nm (18 lb.ft).
9. Install the CMP sensor.
10. Position the RH catalytic converter to the exhaust

manifold.
Tighten the new nuts to 20 Nm (15 lb.ft).
11. Position the LH catalytic converter to the exhaust

manifold.
12. Install the LH bank camshafts.

For additional information, refer to: Camshafts LH (303-
01A Engine - 4.2L SC V8 - AJV8, In-vehicle Repair).
13. Install the fuel rail.
Fuel Charging and Controls - 4.2L SC V8 - AJV8,
Engine - 4.2L SC V8 - AJV8 - Timing Drive Components

In-vehicle Repair
Special Tool(s)
303-530
Crankshaft setting tool
303-645
Removal
NOTE: This procedure covers the removal and installation of the following components: Primary timing chain
tensioners, timing chain guides, crankshaft sprocket and timing chains.

Specifications).

safety stands.

(303-01A Engine - 4.2L, In-vehicle Repair).
5. Install the crankshaft setting tool.
Install the screw.
7. Remove the RH primary timing chain tensioner.
Remove the 2 bolts.

guide.
Remove the bolt.

head.

tensioner.
Remove the 2 bolts.
12. Remove the LH upper and lower primary timing chain

tensioner guides.
Remove the 2 bolts.
14. NOTE: Note the orientation of the crankshaft

sprocket.
Remove the crankshaft sprocket.
Remove the crankshaft sprocket key.
Installation
1. Install the crankshaft sprocket.
Install the crankshaft sprocket key.

3. Install the LH primary timing chain tensioner guides.

result.



result.


10. Remove the crankshaft setting tool.
Remove the screw.

12. Install the engine front cover.
(303-01A Engine - 4.2L, In-vehicle Repair).
Specifications).
Engine - 4.2L SC V8 - AJV8 - Valve Cover LH

In-vehicle Repair
Removal
2. Recover the A/C refrigerant.
For additional information, refer to: Air Conditioning
(A/C) System Recovery, Evacuation and Charging (412-
00 Climate Control System - General Information,
3. Remove the air intake resonator.
For additional information, refer to: Intake Air Resonator
(303-12A Intake Air Distribution and Filtering - 4.2L SC
V8 - AJV8, Removal and Installation).
4. Remove the ignition coil-on-plug.
For additional information, refer to: Ignition Coil-On-Plug
(303-07A Engine Ignition - 4.2L SC V8 - AJV8, Removal
and Installation).
5. Remove the remaining ignition coil-on-plugs.
6. CAUTION: Immediately cap all refrigerant

lines to prevent ingress of dirt and moisture.
Disconnect the A/C compressor low pressure

line.
Remove the Allen bolt.
7. Remove the oil level indicator and tube.

For additional information, refer to: Oil Level Indicator
and Tube (303-01A Engine - 4.2L SC V8 - AJV8, In-
vehicle Repair).
8. Disconnect the valve cover breather hose.
9. Release the engine wiring harness.

10. NOTE: Rotate the oil filler pipe counter-
clockwise to remove.
Remove the oil filler pipe.
Release the clip.
11. NOTE: Note the fitted position of the retaining

bolts prior to removal.
Remove the valve cover.
12. Remove and discard the valve cover retaining

bolt O-ring seals.
13. Remove and discard the valve cover gasket.

14. Remove the valve cover plug aperture seals.
Installation
1. Install new valve cover plug aperture seals
2. Install a new valve cover gasket.
3. Install new valve cover retaining bolt O-ring seals
4. NOTE: Apply two beads of silcone gasket
sealant as shown on the illustration. The
application of the sealant must be 3mm diameter
12mm long. Install the valve cover immediately
after applying the sealant. The cover should be
fitted directly to the head without smearing the
sealant or the seals.
Install the valve cover.
5. Install the valve cover retaining bolts.
Install valve cover retaining bolts to their

position previously noted.
Complete the tightening sequence as

illustrated.
6. Install the oil filler pipe.
7. Attach the engine wiring harness.

8. Install the oil level indicator and tube.
vehicle Repair).
9. Connect the valve cover breather hose.
10. Install the ignition coil-on-plug.
and Installation).
11. CAUTION: Lubricate the new seals with clean

refrigerant oil.
Connect the A/C compressor low pressure line.
Tighten the Allen bolt to 10 Nm (7 lb.ft).
12. Install the remaining coil-on-plugs.

13. Install the air intake resonator.
14. Recharge the A/C system.
Engine - 4.2L SC V8 - AJV8 - Valve Cover RH

In-vehicle Repair
Removal
and Installation).
5. Disconnect the positive crankcase ventilation
(PCV) line.
7. NOTE: Note the fitted position of the retaining

bolts prior to removal.
Remove the valve cover assembly.
8. Remove and discard the valve cover retaining

bolt O-ring seals.
9. Remove and discard the valve cover gasket.

10. Remove the valve cover plug aperture seals.
Remove the PCV valve.
Remove the 2 bolts.
Installation
1. Install the PCV valve.
Install new O-ring seals.
Lubricate the O-ring seals with clean engine oil.
2. Install new valve cover plug aperture seals

3. Install a new valve cover gasket.
4. Install new valve cover retaining bolt O-ring seals


illustrated.

8. Connect the PCV line.
and Installation).
Engine - 4.2L SC V8 - AJV8 - Engine Mount LH

In-vehicle Repair
Special Tool(s)
joint (LRT-54-026)
205-735
308-626/1

seal
308-626/2
Impulse extractor (LRT-99-

004)
100-012
Ball joint separator (LRT-54-

027)
205-754
Removal
All vehicles

safety stands.

Installation).
and Installation).
Procedures).
6. Remove the front wheels and tires.
7. CAUTION: Do not turn the steering wheel

with the lower steering column disconnected as
damage to the clock spring and steering wheel
switches may occur.
Disconnect the lower steering column from the

steering gear.
Align the steering wheel to straight

ahead.
Remove and discard the Torx bolt.
All vehicles
NOTE: Note the fitted position of the washers.
LH side: Disconnect the stabilizer bar link.
Remove the nut.
Remove the flat washer.

LH side: Disconnect the suspension height

sensor link arm.
Remove the nut.
10. CAUTION: Ensure the ball joint seal is

LH side: Disconnect the steering gear tie rod

end ball joint.
Loosen the tie-rod end ball joint retaining

nut.
Discard the nut.
11. CAUTION: Support the lower arm.
LH side: Disconnect the lower arm.
12. CAUTION: Support the tie rod.
LH side: Disconnect the tie rod.

13. WARNING: Do not remove the nuts.
LH side: Release the air suspension spring.
Loosen the 3 nuts.
14. CAUTION: Support the halfshaft.
LH side: Using the special tool, disconnect the

halfshaft from the differential.
Remove and discard the retaining clip.
15. LH side: Remove and discard the halfshaft oil seal.

16. LH side: Remove the engine compartment
heat shield.
Remove the 2 nuts.

17. LH side: Remove the engine mount heat
shield.
18. RH side: Release the engine mount.
Support the engine.
Remove the nut.
19. LH side: Release the engine mount.
Remove the bolt.

20. LH side: Remove the engine mount.
Using a transmission jack, raise the

engine clear of the engine mount.
Remove the 2 bolts.
Installation
All vehicles
1. LH side: Install the engine mount.
Tighten the engine mount to subframe bolts to 56

Nm (41 lb.ft).
2. LH side: Install the engine mount heat shield.
Tighten the screws.
3. Lower the engine onto its mounts.
4. LH side: Install the engine compartment heat shield.
Tighten the screws.
Tighten the nuts.

LH side: Using the special tools, install a new

halfshaft oil seal.
6. CAUTIONS:
Keep the halfshaft horizontal to avoid damaging the

oil seal.
Pull on the halfshaft to make sure the clip has fully

engaged and retains the halfshaft inboard joint within the
differential case.
NOTE: Do not fully engage the halfshaft until the oil seal
protector has been removed.
LH side: Fully install the halfshaft.
Clean the component.
Install a new retaining clip.
Lubricate the seal with clean differential fluid.
Remove and discard the halfshaft oil seal

protector.
7. NOTE: Do not tighten the locking nut at this stage.
LH side: Connect the tie rod.
Install the bolt with a new nut.
8. NOTE: Do not tighten the locking nut at this stage.
LH side: Connect the lower arm.
Install the bolt with a new nut.
9. CAUTION: Ensure the ball joint seal is not

of the joint.
LH side: Connect the steering gear tie rod end ball joint.
Tighten the new nut to 80 Nm (59 lb.ft).
10. CAUTION: Make sure the hardened steel washer

is fitted against the stabalizer bar link.
NOTE: Use an additional wrench to prevent the ball joint

rotating.
LH side: Connect the stabilizer bar link.
Install the washer.
11. NOTE: Use an additional wrench to prevent the ball

joint rotating.
LH side: Connect the suspension height sensor link arm.

12. Attach the lower steering column.
Make sure that the steering gear tag is

aligned correctly, as shown.
Install a new Torx bolt and tighten to 24

Nm (18 lb.ft).

Tighten the lower arm nuts and bolts to 165 Nm (122

lb.ft) plus a further 90 degrees.

Tighten the tie rod nuts and bolts to 165 Nm (122 lb.ft)
All vehicles
and Installation).
Installation).
19. Fill the front differential case with the correct amount
of fluid.
Procedures).
20. Carry out a complete vehicle geometry check and
adjustment.
Engine - 4.2L SC V8 - AJV8 - Engine Mount RH

In-vehicle Repair
Special Tool(s)
Viscous coupling spanner
303-1142
Viscous coupling pulley

retaining tool
303-1143
Removal

safety stands.

4. Remove the coolant expansion tank.
For additional information, refer to: Coolant Expansion
Tank (303-03C Engine Cooling - 3.6L V8 - TdV8,
5. CAUTION: Always protect the cooling
pack elements to prevent accidental damage.
NOTE: The thread is right handed.
Using the special tools, release the cooling fan.

Installation).
7. Remove the engine compartment RH heat
shield.
Remove the 2 nuts.

8. Release the engine mount.
Support the engine.
Remove the nut.
9. Remove the engine mount.
Using a transmission jack, raise the

engine clear of the engine mount.
Remove the 2 bolts.
Installation
1. Install the engine mount.
Lower the engine onto the mount.
2. Install the engine compartment RH heat shield.
Tighten the screws.
Tighten the nuts.

Installation).
Tighten the cooling fan to 65 Nm (48 lb.ft).

6. Install the coolant expansion tank.
Tank (303-03C Engine Cooling - 3.6L V8 - TdV8,
Engine - 4.2L SC V8 - AJV8 - Flexplate

In-vehicle Repair
Removal

safety stands.

3. Remove the transmission.
For additional information, refer to: Transmission (307-
01A Automatic Transmission/Transaxle - 4.2L SC V8 -
AJV8, Removal and Installation).
4. CAUTION: The bolts can only be used 3

times, mark the bolts with a center punch. If 2
punch marks are visible, discard the bolts.
NOTE: Prevent the flexplate from rotating.
Remove the torque converter flexplate.
Remove the 8 bolts.
Installation
1. NOTE: Prevent the flexplate from rotating.
Install the torque converter flexplate.
Tighten the bolts evenly in 2 stages to

the sequence shown.
Tighten the bolts to 15 Nm (11 lb ft).
2. Install the transmission.

Engine - 4.2L SC V8 - AJV8 - Flexplate

In-vehicle Repair
Removal

safety stands.


NOTE: Prevent the flexplate from rotating.
Remove the 8 bolts.
Installation
Tighten the bolts evenly in 2 stages to

the sequence shown.

Engine - 4.2L SC V8 - AJV8 - Auxiliary Oil Cooler Thermostat
In-vehicle Repair
Removal

safety stands.

Installation).
4. NOTE: Some fluid spillage is inevitable during
this operation.
Remove the auxiliary oil cooler thermostat.

spillage.
Remove the 2 bolts.
Installation
1. Install the auxiliary oil cooler thermostat.
Install the bolts and tighten to 10 Nm (7 lb.ft).

Installation).
Engine - 4.2L SC V8 - AJV8 - Oil Pump
In-vehicle Repair
Special Tool(s)
303-530
Crankshaft locking tool
303-645
Removal

safety stands.

3. Remove the oil pan.
For additional information, refer to: Oil Pan (303-01, In-
vehicle Repair).
4. NOTE: Install the special tool place of the
crankshaft sensor.
Install the screw.


assembly.
Remove the 2 bolts.

guide.
Remove the bolt.

9. Install the special tool to the LH cylinder head.

tensioner.
Remove the 2 bolts.
11. Remove the LH upper and lower primary

timing chain tensioner guides.
Remove the 2 bolts.

13. NOTE: Note the orientation of the crankshaft
sprocket.
Remove the crankshaft sprocket.
Remove the crankshaft sprocket key.
14. Remove the oil strainer pick-up assembly.
Remove the 3 bolts.

15. Remove the oil pump assembly.
Remove the 4 bolts.
Installation
1. Install the oil pump assembly.
Install the new gasket.
2. Install the oil strainer pick-up assembly.
Install the O-ring seal.
Tighten the M6 bolt to 10 Nm (7 lb.ft).
Apply sealant to the M5 bolts.
3. Install the crankshaft sprocket.
Install the crankshaft sprocket key.

5. Install the LH primary timing chain tensioner guides.

compression, do not release the ratchet stem until the
timing chain tensioner piston is fully bottomed in its bore or
damage to the ratchet stem will result.
Using 3 mm diameter metal rod, retain the chain

tensioner piston.


compression, do not release the ratchet stem until the
timing chain tensioner piston is fully bottomed in its bore or
damage to the ratchet stem will result.
Using 3 mm diameter metal rod, retain the chain

tensioner piston.

12. Install the oil pan.
For additional information, refer to: Oil Pan (303-01, In-
vehicle Repair).
Engine - 4.2L SC V8 - AJV8 - Oil Filter Housing

In-vehicle Repair
Removal

safety stands.

Installation).
4. Disconnect the engine oil temperature sensor
5. Disconnect the engine oil pressure (EOP)

sensor electrical connector.
6. Remove the engine oil filter.

spillage.

Disconnect the oil cooler hose adapter.
Remove the bolt.
Repeat the above procedure for the remaining

adapter.
8. Remove the oil filter housing.
Remove the 3 bolts.

Remove the engine oil temperature sensor.

10. Remove the EOP sensor.
11. Remove the auxiliary oil cooler thermostat.
Remove the 2 bolts.
Installation
1. Install the auxiliary oil cooler thermostat.

2. Install the EOP sensor.
Tighten the EOP sensor to 13 Nm (10 lb.ft).

3. Install the engine oil temperature sensor.
Tighten the engine oil temperature sensor to 20 Nm

(15 lb.ft).
4. Install the oil filter housing.

5. Connect the oil cooler hose adapters.

6. Install the engine oil filter.
Lubricate the oil filter seal with clean engine oil and
tighten to 18 Nm (13 lb.ft).
7. Connect the EOP sensor electrical connector.
8. Connect the engine oil temperature sensor electrical
connector.
Installation).
Engine - 4.2L SC V8 - AJV8 - Oil Pan

In-vehicle Repair
Removal

safety stands.

3. Remove the engine.
For additional information, refer to: Engine (303-01A
Engine - 4.2L SC V8 - AJV8, Removal).
(303-01A, In-vehicle Repair).
5. Remove the power steering pump and bracket.
Remove the 3 bolts.
6. LH side: Release the wiring harness.
7. RH side: Release the wiring harness.
8. Remove the halfshaft support bearing housing.
Remove the 4 bolts.

9. CAUTION: Note the position of the bolts,
prior to removal.
Remove the oil pan.
Carefully remove the sealant.
Installation
Apply a bead of sealant, 3 mm diameter, to

the area indicated.
Install the bolts, but do not tighten fully at

this stage.
2. Tighten the oil pan bolts in the sequence shown

Lubricate the O-ring seal with petroleum jelly.

4. RH side: Attach the wiring harness.
Secure the clips.

5. LH side: Attach the wiring harness.
Secure the clips.

6. Install the power steering pump and bracket.

(303-01A, In-vehicle Repair).
8. Install the engine.
Engine - 4.2L SC V8 - AJV8, Removal).
Engine - 4.2L SC V8 - AJV8 - Oil Cooler

In-vehicle Repair
Removal

safety stands.

3. Drain the coolant.
For additional information, refer to: Cooling System
Draining, Filling and Bleeding (303-03A Engine Cooling -
4.2L SC V8 - AJV8, General Procedures).

Disconnect the 2 engine oil cooler, coolant hoses.

contamination.
Disconnect the 2 engine oil cooler lines.
Depress the 2 quick release connectors.
6. Remove the engine oil cooler.
Installation
1. Install the engine oil cooler.
Secure in the clips.
Tighten the Torx screw.

2. Connect the engine oil cooler lines.
3. Connect the engine oil cooler, coolant hoses.

5. Refill and bleed the cooling system.
Engine - 4.2L SC V8 - AJV8 - Engine Front Cover
In-vehicle Repair
Special Tool(s)
Remover, crankshaft pulley
303-588
303-893(LRT-12-080)
Adapter
303-191-03
Bolts and spacers
303-191-04
303-D121
303-1100
installer
303-1100-01
Removal

safety stands.

3. Remove the coolant manifold.
For additional information, refer to: Coolant Manifold
(303-03A Engine Cooling - 4.2L SC V8 - AJV8, Removal
and Installation).
4. Remove the cooling fan drive belt tensioner.
Remove the bolt.

bolts.
Remove the 3 bolts.

Remove the 5 bolts.


wrench.
8. NOTE: Restrain the pulley to aid the removal of

the bolts.
Remove the coolant pump pulley.
Remove the 3 bolts.
9. Remove the accessory drive belt tensioner.
Remove the bolt.

11. Remove the accessory drive belt idler pulley.
Remove the bolt.

idler pulley.
vehicle Repair).
13. Remove the LH front wheel.
14. CAUTION: Immediately cap all

refrigerant lines to prevent ingress of dirt and
moisture.
Disconnect the refrigerant lines from the A/C

compressor.
Remove the 2 bolts.
15. Disconnect the A/C clutch electrical connector.
16. NOTE: 1 A/C compressor bolt will remain

captive until the mounting bracket is removed.
Release the A/C compressor.
Remove the 3 bolts.

17. Remove the A/C compressor mounting
bracket.
Remove the 2 bolts.
18. Remove the A/C compressor.

19. Remove the exhaust manifold heat shield.
20. Disconnect the battery positive cable.
Release the cover.
Remove the nut.

21. Remove the generator.
Remove the 3 bolts.
22. Release the generator mounting bracket.
Loosen the lower rear bolt.
Remove the 3 remaining bolts.

crankshaft.

pulley.
24. NOTE: The crankshaft pulley retaining bolt will be very

tight.
Remove the crankshaft pulley retaining bolt.
Discard the bolt.

25. NOTE: The crankshaft pulley will be very
tight.
Using the special tools, remove the crankshaft

pulley.
Collect the locking ring.

crankshaft front seal.
27. Check the crankshaft damper pulley and locking ring

for damage.
Remove the bolt.
Installation
Apply a bead of sealant 3 mm diameter, by

12 mm long, to the 8 places indicated.
Install the new gasket.
2. Evenly and progressively tighten the bolts in

the sequence shown to 12 Nm (9 lb.ft).
Secure the clips.

front seal.
Use the discarded crankshaft bolt with the

special tool.



bolt.
crankshaft.

pulley.
Tighten the crankshaft pulley bolt to 380 Nm

(280 lb.ft).
11. Secure the generator mounting bracket.

12. Install the generator.

13. Connect the battery positive cable.
Secure the cover.

14. Install the exhaust manifold heat shield.
Tighten the screws.

15. Install the accessory drive belt idler pulleys.

16. Position the A/C compressor to the engine.
If a new compressor is being installed, the required

amount of refrigerant oil must be drained from it.
17. Install the A/C compressor mounting bracket.

18. Secure the A/C compressor.

19. Connect the A/C clutch electrical connector.

refrigerant oil.
Connect the refrigerant lines.
Install the new O-ring seals.


vehicle Repair).
23. Install the coolant pump pulley.

25. Install the accessory drive belt tensioner.



29. Install the cooling fan drive belt tensioner.

30. Install the coolant manifold.
For additional information, refer to: Coolant Manifold
(303-03A Engine Cooling - 4.2L SC V8 - AJV8, Removal
and Installation).
Engine - 4.2L SC V8 - AJV8 - Exhaust Manifold LH

In-vehicle Repair
Removal
All vehicles

safety stands.

and Installation).
Installation).
Installation).

clockwise.
Loosen the cooling fan belt tensioner bolt to

aid the removal of the belt.

bolts.
Remove the 3 bolts.

Remove the 5 bolts.

wrench.
Remove the bolt.

Remove the bolt.

idler pulley.
vehicle Repair).
14. Remove the LH front wheel.

moisture.
Disconnect the refrigerant lines from the air

conditioning (A/C) compressor.
Remove the 2 bolts.

Remove the 3 bolts.

bracket.
Remove the 2 bolts.

20. Remove the engine compartment LH heat
shield.
Remove the 2 nuts.

21. CAUTION: Do not turn the steering

wheel with the steering column lower shaft
disconnected as damage to the clockspring and
steering wheel switches may occur.

steering gear.
Align the steering wheel to straight ahead.

All vehicles
22. Remove the LH front sidemember exhaust
heat shield.
Remove the 4 nuts.
23. Remove the exhaust manifold.
Remove the gasket/heat shield retaining bolt.

Installation
All vehicles
Install the gasket/heat shield and tighten the

bolt to 10 Nm (7 lb.ft).
Evenly and progressively, tighten the bolts in

2. Install the LH front sidemember exhaust heat shield.
Tighten the nuts.


Install a new Torx bolt and tighten to 24 Nm

(18 lb.ft).
All vehicles
4. Install the engine compartment LH heat shield.
Tighten the screws.
Tighten the nuts.

5. Position the A/C compressor to the engine.
If a new compressor is being installed, the required

amount of refrigerant oil must be drained from it.
6. Install the A/C compressor mounting bracket.



refrigerant oil.
Connect the refrigerant lines.



vehicle Repair).



Tighten the cooling fan belt tensioner bolt to 40 Nm

(30 lb.ft).

Installation).
Installation).
and Installation).
Engine - 4.2L SC V8 - AJV8 - Exhaust Manifold RH

In-vehicle Repair
Removal
All vehicles

safety stands.

3. Remove the RH front wheel.
4. Remove the RH fender splash shield.
Installation).
Installation).
shield.
Remove the 2 nuts.

7. CAUTION: Do not turn the steering wheel
with the lower steering column disconnected as
damage to the clock spring and steering wheel
switches may occur.

steering gear.

All vehicles
8. Remove the starter motor heat shield.
Remove the 2 bolts.

manifold.

10. Disconnect the RH catalytic converter from
the exhaust manifold.
11. Disconnect the 2 front exhaust hangers.
12. Remove the exhaust manifold heat shield.

Remove the gasket/heat shield retaining bolt.
Installation
All vehicles
Install the gasket/heat shield and tighten the

Evenly and progressively, tighten the bolts in

2. Install the exhaust manifold heat shield.
Tighten the screws.

3. Attach the exhaust hangers.
manifold.

manifold.

6. Install the starter motor heat shield.



(18 lb.ft).
All vehicles
Tighten the screws.
Tighten the nuts.

Installation).
10. Install the fender splash shield.
Installation).

Engine - 4.2L SC V8 - AJV8 - Auxiliary Oil Cooler

In-vehicle Repair
Removal

safety stands.

3. Remove the RH headlamp assembly.
For additional information, refer to: Headlamp Assembly
4. Remove the RH fender splash shield.
Installation).
contamination.
Disconnect the 2 auxiliary oil cooler hoses.
Position a container to collect the oil spillage.
6. Remove the auxiliary oil cooler.
Remove the 2 bolts.
Installation
1. Install the auxiliary oil cooler.

2. Connect the auxiliary oil cooler hoses.

Installation).
4. Install the RH headlamp assembly.
Engine - 4.2L SC V8 - AJV8 - Crankshaft Main Bearing Carrier

Special Tool(s)
Timing Setting tool
303-645
Crankshaft rear oil seal

remover/installer
303-538
Removal
2. Remove the oil pump.
For additional information, refer to: Oil Pump (303-01A
3. Release the starter motor.
Remove the bolt.

4. Remove the starter motor.
Release the battery positive cable cover.
Remove the nut.
Disconnect the battery positive cable.

Remove the 8 bolts.
7. Remove the baffle plate.
Remove the 6 bolts.
8. CAUTION: To make sure damage does not occur to

the crankshaft and piston components, the engine must be
inverted on the engine stand. Failure to follow this
instruction may result in damage to the engine.
NOTE: If the crankshaft main bearing carrier retaining

bolts have been marked with a center punch dot, they must
be discarded and new bolts installed.
Remove the crankshaft main bearing carrier.
Remove the crankshaft main bearing carrier bolts in

the indicated sequence.
9. Remove and discard the rear crankshaft oil seal.
Installation
1. CAUTIONS:
Use only a plastic scraper when removing the sealing

material.
If any new bolts are to be installed to retain the

crankshaft main bearing carrier, pre-stress the retaining
bolts by installing the crankshaft main bearing carrier
without any sealant and tightening the new retaining bolts
to the specified torque. Remove the crankshaft main
bearing carrier once the bolts have been pre-stressed.
Failure to follow this instruction may result in damage to
the vehicle.
Clean all the mating faces and reusable parts thoroughly

and check for damage.
2. NOTE: Install the crankshaft main bearing carrier
and tighten bolts to specification within twenty
minutes of applying the sealant.
Apply a 2 mm (0.08in) bead of sealant to the

cylinder block in the area shown.
Use WSS-M4G323-A4-RTV sealant.
3. NOTE: Install the crankshaft main bearing

carrier and tighten bolts to specification within
twenty minutes of applying the sealant.
Apply a 1 mm (0.039in) bead of sealant to the

cylinder block in the area shown.
Use WSS-M4G323-A4-RTV sealant.

4. CAUTION: Make sure all dowels are fully seated
into the crankshaft main bearing carrier prior to tightening
the bolts.
NOTE: Do not lubricate the crankshaft main bearing

carrier retaining bolts.
NOTE: Do not rotate the crankshaft until all the retaining

bolts are tightened to specification.
NOTE: The retaining bolts must be tightened within

twenty minutes of applying the sealant.
NOTE: Tighten the retaining bolts in the sequence shown.
Install the crankshaft main bearing carrier to the cylinder

block.
Stage 1: Bolts 21 to 32, tighten to 15 Nm (11 lb.ft).
Stage 5: Bolts 1 to 10, tighten to 35 Nm (26 lb.ft),




Stage 9: Center punch each of the bolt heads to

indicate it has been reused.
5. Rotate the crankshaft to check correct operation.
6. Remove excess sealant which may squeeze out at the
front cover sealing surfaces.
7. Install the baffle plate.
Tighten the 6 bolts to 6 Nm ( 4 lb.ft).

8. NOTE: Make sure that the transit sleeve is correctly
positioned and install the new seal over the crankshaft. Do
not use any lubricant on the seal, the transit sleeve or the
crankshaft.
NOTE: Carefully remove the transit sleeve, leaving the

seal in place.
Using the special tool, position the crankshaft rear oil

seal.
9. CAUTION: Alternate the nut tightening to

correctly seat the crankshaft rear oil seal.
Using the special tool, install the crankshaft rear oil

seal.
10. CAUTION: Make sure that the crankshaft rear oil

seal is correctly located.
Tighten the bolts evenly in 2 stages to the

sequence shown.

13. Connect the battery positive cable and the switch lead
to the starter motor solenoid.
Connect the battery positive cable.
Install the battery positive cable cover.

14. Install the starter motor.

15. Install the oil pump.
For additional information, refer to: Oil Pump (303-01A
Engine - 4.2L SC V8 - AJV8 - Engine

Removal
Special Tool(s)
joint
205-735(LRT-54-026)
308-626/1
seal
308-626/2
Impulse extractor
100-012(LRT-99-004)
205-754(LRT-54-027)
Fuel spring lock decoupling

tool
310-D005
Engine lift and tilt bracket
303-940(LRT-12-138)

chains
303-940/1
Engine lifting brackets
303-536
303-749
Removal

safety stands.

3. Remove the engine cover.
For additional information, refer to: Engine Cover - 4.2L
SC V8 - AJV8 (501-05 Interior Trim and Ornamentation,
4. Evacuate the air conditioning (A/C) system.
5. Remove the transmission fluid cooler.
For additional information, refer to: Transmission Fluid
Cooler (307-02A Transmission/Transaxle Cooling - 4.2L
6. Remove the RH air cleaner assembly.
For additional information, refer to: Air Cleaner (303-12A
Intake Air Distribution and Filtering - 4.2L SC V8 - AJV8,
7. Drain the cooling system.
8. Drain the engine oil.
For additional information, refer to: Engine Oil Draining
and Filling (303-01A Engine - 4.2L SC V8 - AJV8, General
Procedures).
Procedures).
10. Remove the RH driveshaft.
For additional information, refer to: Halfshaft Bearing
Installation).
11. Remove the LH driveshaft.
For additional information, refer to: Halfshaft Seal LH
Installation).
12. CAUTION: Do not turn the steering
wheel with the steering column lower shaft
disconnected as damage to the clockspring and
steering wheel switches may occur.

steering gear.
Disconnect the height sensor electrical

connector.
Cut the cable tie.
Release and reposition the wiring harness.
14. Disconnect the steering gear electrical connector.
Release and reposition the wiring harness.

Release the stabilizer bar heat shields from

body.
Remove the 2 nuts.
16. Remove the transmission assembly.

17. Remove the engine control module (ECM)
cover.
Remove the 10 Torx screws.

19. Disconnect the engine ground cable from the
RH mounting bracket.
Remove the bolt.
20. Disconnect the battery positive cable from the

junction box.
Open the cover.
Remove the nut.
21. Release the battery positive cable from the

battery compartment side wall.
Remove the cover.
Remove the nut.

moisture.
Remove the A/C compressor low-pressure

refrigerant line.
Remove the 2 bolts.
23. Release the transmission fluid lines from the

engine.
24. WARNINGS:
Do not carry or operate cellular phones

when working on or near any fuel related
components. Highly flammable vapors are always
present and may ignite. Failure to follow these
instructions may result in personal injury.
Do not smoke or carry lighted tobacco or

open flame of any type when working on or near
any fuel related components. Highly flammable
vapors are always present and may ignite. Failure
to follow these instructions may result in personal
injury.
The spilling of fuel is unavoidable during this
operation. Ensure that all necessary precautions
are taken to prevent fire and explosion.
Using the special tool, disconnect the fuel line.
Release the clip.

spillage.
25. Disconnect the brake booster vacuum pipe.
26. Release the purge valve assembly.
Depress the quick release connector.
Remove the bolt.

Remove the brake vacuum pump.
Release and disconnect the electrical

connector.
Remove the 2 nuts.

28. Remove the brake vacuum pump bracket.
Remove the 3 bolts.
Release the refrigerant line clip.
29. Disconnect the coolant hose from the coolant

expansion tank.
Release the clip and disconnect the hose.

Disconnect the charge air cooler coolant hoses.

spillage.
Repeat the above procedure for the RH side.

31. Disconnect the coolant manifold to radiator hose.
Remove the clip.

32. Disconnect the thermostat housing to radiator hose.
Release the clip.

33. Disconnect the coolant manifold to coolant
reservoir hose.
Release the clip.
34. Disconnect the 2 bulkhead to engine coolant

hoses.
Disconnect the quick release connectors.
35. Install the special tools to the engine.

Disconnect the power steering pump supply

hose.

spillage.
Release the clip.

Disconnect the power steering pump high-

pressure line.
38. Release and reposition the power steering

high-pressure pipe.
Remove the nut.


41. Release the oil filter housing.
Remove the 3 bolts.
Tie aside.
42. With
assistan
ce,
carefully
remove
the
engine.
Conne
ct
th
e
lif
ti
ng
ch
ai
ns
.
Suppo
rt
th
e
en
gi
ne
wi
th
th
e
lif
ti
ng
eq
ui
p
m
en
t.
Remov
e
th
e
fr
on
t
su
bf
ra
m
e
m
ou
nt
in
g
bo
lts
.
Using
a
su
ita
bl
e
hy
dr
au
lic
ja
ck
,
su
pp
or
t
th
e
re
ar
of
th
e
fr
on
t
su
bf
ra
m
e.
Lower
en
gi
ne
an
d
all
o
w
as
se
m
bl
y
to
til
t
re
ar
w
ar
ds
.
Lower
th
e
en
gi
ne
to
th
e
gr
ou
nd
.
Remov
e
th
e
en
gi
ne
lif
ti
ng
eq
ui
p
m
en
t.
43. LH side: Remove the engine mount heat shield.

44. LH side: Release the engine mount.
Remove the bolt.
45. Release the RH engine mount.
Remove the nut.
Lift engine clear of subframe.

46. With assistance, remove the differential.
Remove the 4 bolts.

Disassembly
Special Tool(s)
Timing Setting tool
303-645
303-530

installer
303-1100-01
Adapter
303-191-03
303-893(LRT-12-080)
Bolts and spacers
303-191-04
303-532
Disassembly
2. Remove the engine assembly.
Engine - 4.2L SC V8 - AJV8, Installation).
3. Secure the engine to the engine stand.
Align the engine to the engine stand.
Adjust the engine stand legs into position.
Mount the engine to an engine stand.
Fully tighten the engine stand leg nuts.

4. Remove the LH charge air cooler.
For additional information, refer to: Charge Air Cooler LH
5. Remove the RH charge air cooler.
For additional information, refer to: Charge Air Cooler RH
6. Disconnect the fuel temperature sensor
7. Release the fuel injector harness from the fuel
rail.
8. Disconnect the fuel injector electrical

connectors.

Remove and discard the fuel injector O-ring

seals.
Remove both the ignition coil-on-plug covers.
Disconnect the 8 ignition coil-on-plug electrical

connectors.
12. Remove the 8 ignition coil-on-plugs.
Remove the 8 bolts.
13. Disconnect the CMP sensor electrical

connector.
14. Disconnect the cylinder head earth connector.
Remove the bolt.
15. Disconnect the knock sensors (KS) electrical connector.

16. Release the 5 air conditioning (A/C) harness
retaining clips.
18. Remove the power steering pump mounting

bracket.
Remove the 3 bolts.
Release the transmission cooler pipe clips.

bracket.
Remove the 2 bolts.
20. Disconnect the starter motor connector.

21. Disconnect the generator connector.
22. Release the 4 clips securing the generator

harness.
Remove the bolt.

24. Remove the coolant pump pulley.
Remove the 3 bolts.
25. Remove the coolant pump.
Remove the 3 bolts.

27. Remove the generator mounting bracket.
Remove the 4 bolts.
Remove the nut.
Discard the O-ring seal.
Remove the 14 valve cover retaining bolts.
Remove and discard the valve cover gasket.
Remove and discard the valve cover plug

aperture seals.
Repeat the operation for the LH side.

Release the engine wiring harness clips.

Install the screw.
33. Install the special tool to the RH cylinder

head.
34. Remove the RH primary timing chain

tensioner assembly.
Remove the 2 bolts.

35. Remove the RH primary timing chain
tensioner guide.
Remove the bolt.

head.

tensioner.
Remove the 2 bolts.

39. Remove the LH upper and lower primary timing
chain tensioner guides.
Remove the stud.
Remove the bolt.
Remove the 2 bolts.

Remove the 2 bolts.

head.
Remove the 3 bolts.

44. CAUTION: Evenly and progressively,
release the camshaft bearing caps.
NOTE: Remove the camshaft bearing caps.

Note: their position, orientation and markings.
Each is marked with its position (number) and an
orientation (arrow).

46. Install the special tool to the RH cylinder
head.
Remove the 2 bolts.
Remove the secondary timing chain tensioner

Remove the 2 bolts.

49. CAUTION: Evenly and progressively,
release the camshaft bearing caps.

50. CAUTIONS:
Vehicles fitted with Polydrive cylinder head

bolts, the cylinder head bolts must be removed
using a 10 mm Polydrive socket or a 10 mm Allen
key. Failure to follow this instruction may result in
damage to the component.
The bolts can only be used twice, mark the

bolts with a center punch. If two punch marks are
visible, discard the bolts.
Remove the LH cylinder head assembly.
Remove the 12 cylinder head bolts.
With assistance remove the cylinder head.
Remove and discard the cylinder head gasket.
Repeat the operation for the RH side.

51. Remove 4 bolts securing the engine mount
bracket to the cylinder block.
52. CAUTION: Note the position of the bolt.
Remove the starter motor.
Remove the remaining starter motor bolt.
53. Remove the KS.
54. Remove the flexplate.

55. NOTE:
Some
variation in
the
illustrations
may occur,
but the
essential
information
is always
correct.
Remove
the oil pan.
Remove
the
18
bolt
s.
Clean all
the
mati
ng
face
s
and
reus
able
part
s
thor
oug
hly
and
chec
k for
dam
age.
56. Remove the oil strainer pick-up assembly.
Remove the 2 bolts.

57. Remove the baffle plate.
Remove the 6 bolts.
58. Remove the oil pump assembly.
Remove the 4 bolts.
59. Remove the engine from the engine stand.
With assistance, remove the engine block from the

stand.
Assembly
Special Tool(s)
Timing Setting tool
303-645
303-530

installer
303-1100-01
Adapter
303-191-03
303-893(LRT-12-080)
Bolts and spacers
303-191-04
303-532
Assembly
1. Secure the engine to the engine stand.
Align the engine to the engine stand.
Adjust the engine stand legs into position.
Mount the engine to an engine stand.
Fully tighten the engine stand leg nuts.

2. NOTE: Install a new gasket.
Install the oil pump assembly.
Install the gasket.
Tighten the bolts to 10 Nm.
3. Install the baffle plate.
Tighten the 6 bolts to 6 Nm.

4. NOTE: Install a new O-ring seal.
Install the oil strainer pick-up assembly.
Tighten the M6 bolt to 10 Nm.
Apply sealant to the M5 bolts.
Tighten the M5 bolts to 6 Nm.
Apply a 3 mm diameter bead of sealant, to

the area indicated.
Install the bolts, but do not tighten fully at

this stage.
6. Tighten the oil pan bolts in the sequence shown

to 20 Nm.
Install the flexplate.
Tighten the bolts evenly in 2 stages to the

sequence shown.
8. Install the coolant pump.
Tighten the 5 bolts to 10 Nm.
9. NOTE: Some variation in the illustrations may

correct.
Install the knock sensors (KS).
10. Position the starter motor.
Install the starter motor.
Tighten the bolt to 45 Nm.

11. Attach the engine mounting bracket.
12. NOTE: The cylinder head gaskets must be

installed over the cylinder head to block dowels.
Install the RH cylinder head.
Install a new cylinder head gasket.
With assistance install the cylinder head.
13. CAUTION: Vehicles fitted with Polydrive

cylinder head bolts, the cylinder head bolts must
be installed using a 10 mm Polydrive socket or a
10 mm Allen key. Failure to follow this instruction
may result in damage to the component.
NOTE: Tighten the bolts 1 to 10 in the sequence

shown.
Install the cylinder head bolts.

degrees.

degrees.
Tighten the M8 bolts 11 and 12, to 25 Nm.

14. Install the LH camshafts.

Evenly and progressively tighten the bolts in

the sequence shown to 10 Nm.
16. Install the sprocket retaining Torx bolts to the

camshafts.

18. NOTE: Remove the camshaft bearing caps

evenly and in stages.

Remove the camshafts.

tappets.

Evenly and progressively tighten the bolts in


Remove the camshaft Torx bolts after the

check is complete.
23. Repeat the operation for the RH camshafts.

head.
Depress the LH secondary timing chain

tensioner piston.
Using 1 mm diameter metal rod, retain the

26. Install the LH secondary timing chain
tensioner retaining bolts.
27. NOTE: Lightly tighten the camshaft sprocket

Torx bolts, the sprockets MUST be free to move.
Install the LH secondary timing chain and

sprockets to the camshafts.
Install the sprocket retaining Torx bolts to the

camshafts.
29. Repeat the operation for the RH camshafts.

Install the LH primary timing chain.

31. Install the LH primary chain tensioner guide.
Tighten the stud to 12 Nm.

result.

33. CAUTIONS:



sprocket.
Tighten the intake camshaft sprocket bolt to

20 Nm then a further 90 degrees.
Tighten the exhaust camshaft sprocket bolt to


35. Install the RH primary timing chain tensioner

guide.

result.

Tighten the bolts to 12 Nm .
37. CAUTIONS:



sprocket.
Tighten the intake camshaft sprocket bolt to

Tighten the exhaust camshaft sprocket bolt to

head.
39. Remove the special tool from the RH cylinder

head.
Remove the screw.

Apply a bead of sealant 3 mm diameter, by

12 mm long, to the 8 places indicated.
42. Evenly and progressively tighten the bolts in


front seal.

service tool.

front seal.



bolt.

crankshaft.

pulley.
Tighten the crankshaft pulley bolt to 380 Nm.

50. Install new valve cover plug aperture gaskets.
Install a new valve cover gasket.



illustrated.
53. Install new valve cover plug aperture gaskets.
Install a new valve cover gasket.




illustrated.
56. Install the 8 ignition coil-on-plugs.
57. Install the fuel rail and injectors.
Tighten the Torx screws to 10 Nm.

58. Install the injector harness.
Secure the clips.
59. Install the LH charge air cooler.

60. Install the RH charge air cooler.
61. Connect the fuel temperature sensor electrical
connector.
62. Install the generator mounting bracket.
Clean the locating dowels.
63. Install the A/C mounting bracket.
64. Release the 5 air conditioning (A/C) harness

retaining clips.
66. Install the accessory drive belt idler pulley.
67. Connect the starter motor positive cable.
Secure the cover.

Connect the generator electrical connector.
Secure the clips.
69. Install the crankshaft position (CKP) sensor

Connect the CKP sensor electrical connector.
70. Install the power steering pump mounting

bracket.
Secure the transmission cooler pipes into

clips.
71. Connect and secure the CMP sensor electrical
connectors.
Repeat the operation for the RH side.

correct.
Connect the KS electrical connector.
73. Connect the ignition coil-on-plug electrical

connections.
Install the clips.

side.
74. Connect the cylinder head earth ground

connector.
Install the bolt.
Secure the 3 clips.

75. Install the ignition coil-on-plug cover.
Secure the clips.

side.
Remove the nut.

78. Install the engine assembly.

Installation
Special Tool(s)
joint
205-735(LRT-54-026)
308-626/1
seal
308-626/2
Impulse extractor
100-012(LRT-99-004)
205-754(LRT-54-027)

tool
310-D005
303-940(LRT-12-138)

chains
303-940/1
303-536
303-749
Installation
1. CAUTION: Make sure the O ring seal

remains in its fitted position.
Install the front differential.
Align the dowel and tighten the bolts to 115

Nm (85 lb.ft).
2. Attach the transmission fluid lines to the

engine.
3. Lower the engine onto its mounts.
Tighten the engine mount bolts to 100 Nm (74 lb.ft).

4. Install the LH engine mount heat shield.
5. CAUTION: Support the engine on a jack. The angle

may need to be adjusted during this procedure.
Lift engine and sub frame into position.
Connect the lifting chains.
Raise the engine.
Using a suitable hydraulic jack, support the rear of the

front subframe.
With assistance, position and secure the subframe.
Tighten the 6 subframe bolts.
Stage 1: Tighten to 165 Nm (122 lb.ft).

Stage 2: Turn a further 90 degrees
Tighten the two front subframe bolts.

Install the stabilizer bar heat shields.

8. Connect the steering gear electrical connector.


(18 lb.ft).
Connect the height sensor electrical connector.
Align the wiring harness and secure with a

cable tie.
11. Install the RH driveshaft.

For additional information, refer to: Halfshaft Bearing
Installation).
12. Install the LH driveshaft.
For additional information, refer to: Halfshaft Seal LH
Installation).
13. Fill the front differential case with the correct amount
of fluid.
Procedures).
16. Connect the engine oil temperature sensor

17. Connect the power steering pump high-

pressure line.

18. Connect the power steering supply hose to
the steering pump.
19. Secure the power steering pipe.
21. Connect the engine ground cable.

22. Connect the coolant manifold hoses.
23. Connect the charge air cooler coolant hoses.
24. Install the transmission fluid cooler.

Cooler (307-02A Transmission/Transaxle Cooling - 4.2L
25. Connect the coolant expansion tank hose.

26. Install the brake vacuum pump bracket.
Attach the wiring harness clip.
Attach the refrigerant line clip.
27. Install the brake vacuum pump.
Connect the vacuum line.
28. Secure the engine wiring harness.
Install the grommet.

29. Install the ECM cover.
Tighten the Torx screws.
30. Attach the purge valve assembly.
Connect the quick release connector.
31. Connect the brake booster vacuum hose.
32. Connect the fuel line to the fuel rail.
Secure the clip.

33. Connect the bulkhead to engine coolant
hoses.
Connect the quick release connectors.
34. Connect the battery positive cable to the

junction box.
Close the cover.
35. Connect the battery positive cable to the

Install the cover.

36. CAUTION: Lubricate the new seals with
clean refrigerant oil.
Connect the air conditioning (A/C) compressor

low-pressure refrigerant line.

Specifications).
38. Install the RH air cleaner assembly.
39. Fill the engine with oil.
and Filling (303-01A Engine - 4.2L SC V8 - AJV8, General
Procedures).
40. Refill the cooling system.
41. Re-charge the air conditioining system.
42. Install the engine cover.
43. Carry out a complete vehicle geometry check and
adjustment.
44. Using the approved diagnostic equipment, clear the
powertrain control module (PCM) adaptions.
Engine Cooling - 4.2L SC V8 - AJV8 -
Fluids
Item Specification
Havoline Extended Life Coolant (XLC) or any ethylene glycol based
* Anti-freeze anti-freeze containing no methanol with only Organic Acid Technology
(OAT) corrosion inhibitors
Anti-freeze concentration - Will provide
50%
frost protection to -40C (-40F)
Specific gravity of coolant at 20C (68F)
to protect against frost down to -40C (- 1.068
40F)
Amount of anti-freeze to use for 50%
6.25 litres (11 pints) (6.6 US quarts)
concentration
CAUTION: No other anti-freeze should be used with Havoline Extended Life Coolant.
Capacity
Item Capacity
Cooling system - from dry 15.0 litres (26.4 pints) (15.8 US quarts)
Cooling system - re-fill 12.5 litres (22 pints) (13.2 US quarts)
Item Specification
Cooling system type Pressurised, thermostatically controlled with remote header tank
Radiator Cross flow with integral transmission fluid cooler
Charge air cooler radiator Cross flow
Expansion tank Remote - fitted with a bleed screw and low coolant level sensor
Pressure cap rating 110 kPa (1.1 bar) (16 lbf/in)
Thermostat:
Starts to open 88 C (190 F)
Fully open 95 C (203 F)
Cooling fan Engine driven, viscous coupled with electronic control
Cooling fan diameter 500 mm (19.7 in)
Direction of rotation Anti-Clockwise when viewed from front of engine
Coolant pump Centrifugal flow impellor, belt driven from crankshaft
Charge air cooler coolant pump Electrical coolant pump
Coolant pump bolts 10 7
Coolant expansion tank bolts 10 7
A/C refrigerant line to condenser bolt 10 7
Cooling fan to viscous coupling bolts 10 7
Cooling fan assembly 65 48
Thermostat housing bolts 10 7
Coolant manifold Torx screws 10 7
Power steering fluid reservoir bolts 10 7
Engine Cooling - 4.2L SC V8 - AJV8 - Engine Cooling
Cooling System Component Layout - Sheet 1 of 3
A - Connection to charge air cooler
B - Connection to bottom hose
1 - Hose assembly, expansion tank
2 - Expansion tank
3 - Hose, radiator to expansion tank
4 - Thermostat housing
5 - Hose, engine radiator
6 - Hose, top hose to Oil Cooler Mixer Valve (OCMV)
7 - Hose, thermostat housing to four-way connector
8 - Four-way connector
9 - Hose, four-way connector to Engine Oil Cooler (EOC)
10 - Hose, OCMV to EOC and Transmission Oil Cooler (TOC)
11 - OCMV
12 - Transmission cooling pipes
13 - EOC
14 - TOC
15 - Engine cooling fan
16 - Mounting plate
17 - Radiator assembly (power assisted steering cooler, engine and charge air)
18 - Shroud - viscous fan
1 - Hose, heater return (vehicles without Fuel Fired Booster Heater (FFBH))
2 - Hose, heater inlet
3 - Bulkhead connections
4 - Hose, coolant feed
5 - Hose, heater feed and return
6 - Hose, auxiliary coolant pump to temperature control valve
7 - Hose, heater inlet
8 - Temperature control valve
9 - Auxiliary coolant pump
10 - Electric throttle
11 - Hose, top
12 - Thermostate housing/engine outlet
13 - Hose, bottom
14 - Hose, coolant outlet elbow
15 - Coolant outlet elbow
16 - Cylinder block
17 - Coolant pump
18 - Radiator assembly, engine and charge air cooler
A - Top hose connection
B - Connection to thermostat housing
C - Connection to OCMV
1 - Hose, RH intercooler return
2 - Hose, LH intercooler return
3 - RH intercooler
4 - LH intercooler
5 - Hose, LH and RH intercooler feed
6 - Electric coolant pump
7 - Hose, electric coolant pump to radiator connector
8 - Radiator connector
9 - Radiator assembly, engine and charge air cooler
10 - Hose, charge air cooler to top hose
11 - Air blast EOC
12 - Hose, air blast EOC feed to engine and TOC
13 - Hose, air blast EOC return from engine and TOC
14 - EOC
15 - TOC
GENERAL
The cooling system employed is of the pressure relief by-pass type, which allows coolant to circulate around
the engine and the heater circuit while the thermostat main valve is closed. The primary function of the cooling
system is to maintain the engine within an optimum temperature range under changing ambient and engine
operating conditions. Secondary functions are to provide heating for the passenger compartment and cooling
for the transmission fluid and engine oil.
The cooling system comprises:
A radiator
A charge air cooler
A passenger compartment heater matrix
An engine driven coolant pump
An electric coolant pump
A thermostat
An expansion tank
An electro-viscous cooling fan
An Oil Cooler Mixer Valve (OCMV)
Connecting hoses and pipes
Oil to coolant Transmission Oil Cooler (TOC) and Engine Oil Coolers (EOC)
Air blast EOC
Electric condenser fan (hot markets only).
ENGINE COOLING SYSTEM
The coolant is circulated by a centrifugal pump mounted on the front of the engine and driven by an ancillary
drive 'polyvee' belt. The coolant pump circulates coolant through the cylinder block and cylinder heads via a
chamber located in the 'vee' of the engine. Having passed through the engine the coolant returns to the
thermostat housing. The coolant then progresses down the 'top hose' to the heater pipe. The heater pipes lead
to the bulkhead and return to the engine side of the thermostat.
The engine contains a conventional wax thermostat, which is positioned such that the wax's temperature is
controlled by both the coolant from the radiator and the bypass. The thermostat housing also contains a
sprung loaded valve, which limits the amount of coolant using the bypass. At low engine speeds most coolant
is diverted through the heater. At higher engine speeds the bypass opens to protect the heater matrix from to
higher pressures and flow rates. This means the engine can run without coolant flowing through the bypass
temporarily, to improve heater performance.
The radiator is a cross-flow type with an aluminium matrix and has a drain tap on the lower right-hand rear
face. The lower radiator mountings are located part way up the end tanks. The mountings are fitted with
rubber bushes, which sit on plastic mounts clipped into the chassis rails. The radiator upper is mounted by
pins, which are pushed through the bonnet locking platform above the radiator assembly.
The top and bottom hoses are mounted to the inlet and outlet sides of the thermostat housing.
The coolant expansion tank is fitted behind the RH side headlight in the engine compartment. The tank allows
any air trapped in the coolant to be removed.
The liquid cooled Transmission Oil Cooler (TOC) is mounted to the fan cowl. It is fed coolant from the sub-
cooled section of the radiator, which is controlled by the Oil Cooler Mixer Valve (OCMV).
The liquid cooled Engine Oil Cooler (EOC) is fed coolant from the sub-cooled section of the radiator, which is
controlled by the OCMV. It is also mounted to the fan cowl below the TOC. Both the TOC and the EOC are
connected in parallel.
An additional air blast engine oil cooler is mounted in the RH front wheel arch for enhanced oil cooling
performance at high speeds (supercharged derivatives only).
The OCMV is a 2-stage valve which controls the heating and cooling of the engine and transmission oils. The
operation of the first stage is to warm up both oils from cold to improve emissions and driveability. The second
stage is fully operational once the coolant temperature reaches 91 C (196F) and allows cooling of both oils
(starts to open at 84C (183F)).
The charged air out of the supercharger is cooled using water to air intercoolers integral with the inlet
manifold, one for each bank. The coolant for the charge air cooling is driven by an electric pump at constant
speed and is mounted on the engine radiator end tank. The coolant for these intercoolers is cooled using a
radiator positioned in front of the air conditioning condenser. The intercooler circuit shares the engine coolant
via a vortex connection situated in the radiator top hose.
1 - Engine radiator
2 - Condenser
3 - Charge air radiator
4 - Power assisted steering cooler
NOTE: The engine radiator and the intercooler circuits are filled using the same expansion tank.
For additional airflow through the radiator matrix, particularly when the vehicle is stationary or slow moving,
there is an engine driven electro-viscous unit. This unit functions as a normal viscous fan, but with electronic
control over the level of engagement of the viscous clutch. The Engine Control Module (ECM), which
determines the required fan speed, controls the level of clutch engagement. The ECM determines engagement
based on the coolant, ambient and transmission oil temperatures and Air Conditioning (A/C) system pressure.
The fan is mounted using a RH thread (LH thread for naturally aspirated derivatives).
The viscous fan unit is electronically controlled by the ECM to optimise fan speed for all operating conditions.
NOTE: If the electrical connections to the viscous fan are disconnected the fan will 'idle' and overheating may
result. The ECM stores the appropriate fault codes in this case. A 'check engine light' will also be displayed on
the instrument cluster.
ENGINE COOLING SYSTEM OPERATION
Cooling System Coolant Flow

When the engine is running the coolant pump is driven by the ancillary drive belt. This forces coolant to
circulate around the engine and heater, while the thermostat and bypass valve are shut. As the temperature
and pressure increases the bypass valve is forced open allowing coolant to circulate through the bypass valve.
When the temperature reaches 88C (190F) the main thermostat begins to open allowing coolant to circulate
through the main radiator. As the thermostat progressively opens (fully open at 95C (203F)), the bypass
valve progressively closes forcing any coolant through the heater or radiator.
Coolant flows through the radiator from the top RH tank to the bottom LH tank and is cooled by air passing
through the matrix. A small flow of coolant from the top of the engine is directed to the expansion tank where
any 'trapped' air is separated. The expansion tank also controls the cooling system running pressures.
The charge air cooling circuit constantly flows coolant around the system with the engine running or with the
ignition on position II. When the engine is running the two circuits are considered to be separate systems and
the coolant does not transfer between the two.
The temperature of the cooling system is monitored by the ECM via the Engine Coolant temperature (ECT)
sensor located in the coolant housing. The ECM uses signals from this sensor to control the cooling fan
operation.
For additional information, refer to: Electronic Engine Controls (303-14A Electronic Engine Controls - 4.2L,
To control the cooling fan, the ECM sends a Pulse Width Modulated (PWM) signal to the cooling fan clutch. The
frequency of the PWM signal is used by the cooling fan clutch to control the level of clutch engagement.
The ECM varies the duty cycle of the PWM signal between 0 and 100% to vary the clutch engagement and thus
fan speed.
The ECM operates the fan in response to inputs from the ECT sensor, the transmission oil temperature sensor
and the A/C switch and pressure sensor.
For additional information, refer to: Air Conditioning (412-03 Air Conditioning, Description and Operation).
The speed of the cooling fan is also influenced by vehicle road speed. The ECM adjusts the speed of the cooling
fans to compensate for the ram effect of vehicle speed, using the Controller Area Network (CAN) road speed
signal received from the Anti-lock Braking System (ABS) module.
Engine Cooling - 4.2L SC V8 - AJV8 - Cooling System Draining,

General Procedures
WARNING: Since injury such as scalding could be caused by escaping steam or coolant, do not remove
the filler cap from the coolant expansion tank while the system is hot.
CAUTION: Engine coolant will damage the paint finished surfaces. If spilt, immediately remove the
coolant and clean the area with water.

safety stands.
Position the vehicle on a lift.

2. Set the heater controls to maximum.
5. WARNING: Since injury such as scalding
could be caused by escaping steam or coolant, do
not remove the filler cap from the coolant
expansion tank while the system is hot.
Remove the coolant expansion tank cap.

Attach a hose to the radiator drain tap. Open

the tap.
8. Close the radiator drain tap and remove the hose.

10. Connect exhaust extraction hoses to the tail pipes.
11. CAUTIONS:
Engine coolant will damage the paint finished

surfaces. If spilt, immediately remove the coolant and clean
Damage to the charge air cooler coolant pump will

occur if the pump is allowed to cavitate.
Stage 1.Top-up and bleed the cooling system.
Add coolant to the expansion tank as required.

12. When coolant runs from the expansion tank, bubble
free, tighten the bleed screw.
13. CAUTION: Observe the engine
temperature gauge. If the engine starts to over-
heat switch off immediately and allow to cool.
Failure to follow this instruction may cause
damage to the vehicle
Stage 2. Set the heating system to MAX heat,

the blower motor to MAX speed and the air
distribution to the instrument panel registers.
Add coolant to the expansion tank as

required.
Install the coolant expansion tank cap.
Loosen the coolant expansion tank bleed

screw.
Allow the engine to run until hot air is emitted

from the instrument panel registers,
while observing the engine temperature
gauge.
14. Switch the engine off and allow to cool.
15. Check for leaks and then fill the coolant
expansion tank to the MAX mark.

17. Clean any spilt coolant from the vehicle.
19. Disconnect the exhaust extraction hoses from the tail
pipes.
Engine Cooling - 4.2L SC V8 - AJV8 - Cooling System Pressure Test
General Procedures
NOTE: The following procedure will enable the cooling system to be pressure tested for condition and leaks.
Stage 1 will check the expansion tank cap register seal and the cap for leaks. Stage 2 will check the the entire
cooling system.
NOTE: It will be necessary to use the cooling system test kit, Part Number 511 3301 006 00, which is
available under the equipment programme.

Installation).
4. Examine the coolant hoses for signs of cracking,
distortion and security of the hose connections.
5. WARNING: Since injury such as scalding could be

caused by escaping steam or coolant, allow the vehicle
cooling system to cool prior to carrying out this procedure.
NOTE: Stage 1.
Disconnect the coolant expansion tank bleed hose.
Release the clip.

6. Install the 'T' piece adaptor (part of the cooling system
test kit) between the coolant expansion tank and the
coolant bleed hose.
Secure with the 2 clips.

7. Check the pressure pump and gauge prior to connection.
Operate the pump plunger twice noting the reading on

the pressure gauge. Make sure the pressure
reading remains constant until the pressure
release button is pressed.
8. Install the coolant pressure pump assembly.
Connect to the 'T' piece.

9. Pressurize the cooling system.
Slowly pressurize the cooling system to 1.0

bar (100 kPa) (14.5 psi).
Check the pressure remains above 0.9 bar

(90 kPa) (13 psi) after waiting for 30
seconds.
During the pressure drop check, listen for a

hissing noise from the expansion tank
cap.
10. NOTE: If the coolant expansion tank cap is found to be

leaking, replace the cap.
Depressurize the cooling system.
Disconnect the 'T' piece.
Connect the coolant expansion tank bleed hose.
Secure the clip.

NOTE: Stage 2.

12. NOTE: This adaptor is part of the cooling system test
kit.
Install adaptor K83 to the coolant expansion tank.
Lubricate the seal.


bar (150kPa) (22 psi), check the
pressure over a 5 minute period. A small
pressure decay of approximately 0.15 bar
(15 kPa) (1 psi) over the first minute is
normal, as the air in the expansion tank
cools.
If the pressure continues to drop after the

initial tolerance, there is a coolant leak.
14. Identify and replace the defective component.
Repeat the pressure test.
When the pressure over time remains constant,

depressurize and remove the pressure pump and
gauge.

15. Install the radiator access panel.
Installation).
Engine Cooling - 4.2L SC V8 - AJV8 - Coolant Expansion Tank
Removal
WARNING: Release the cooling system pressure by slowly turning the coolant expansion tank cap a
quarter of a turn. Cover the expansion tank cap with a thick cloth to prevent the possibility of scalding. Failure
to follow this instruction may result in personal injury.


3. Disconnect the 2 hoses from the coolant

expansion tank.
Clamp the hoses

4. Disconnect the coolant low level sensor

Remove the coolant expansion tank.
Remove the 2 bolts.
Installation
1. NOTE: Install a new coolant low level sensor if not part
of the new coolant expansion tank assembly.
Install the coolant expansion tank.

2. Connect the coolant low level sensor electrical
connector.
3. Connect the expansion tank coolant hoses.
Remove the hose clamps.

4. Top-up the coolant.
Fill with coolant to approximately 30mm ABOVE the

maximum cold fill line.
6. Bleed the air from the cooling system.
Make sure that the expansion tank cap is removed.
Connect exhaust extraction hoses to the tail pipes.
Hold the engine at 3000 rpm for 1 minute.
Return the engine to idle for five minutes.
Make sure that the coolant level is maintained to

approximately 30mm ABOVE maximum cold fill
line during the bleed procedure (with the
expansion tank cap removed).
7. Check all coolant hoses for visible signs of coolant leaks.
8. Install the expansion tank cap after making
sure that the final coolant level is 30mm above
the maximum cold fill line.
Engine Cooling - 4.2L SC V8 - AJV8 - Cooling Fan
Special Tool(s)
303-1142

retaining tool
303-1143
Removal
Installation).
contamination.
Release the A/C line from the cooling fan

shroud.
Remove the Allen bolt.
7. If installed, release the pollution sensor.
8. Release the cooling fan wiring harness.

9. Release the automatic transmission fluid cooler.
10. Release the engine oil cooler.
11. Release the 2 coolant hoses from the cooling

fan shroud.
12. Remove the cooling fan shroud lower clip.

13. Remove the 2 cooling fan shroud upper clips.
14. NOTE: The cooling fan shroud is split to aid

removal.
Remove the 2 cooling fan shroud Torx screws.

16. Remove the cooling fan and shroud.

Remove the viscous coupling from the cooling

fan.
Remove the 4 bolts.
Installation
1. Attach the viscous coupling to the cooling fan.

2. Install the cooling fan and shroud.
Install the clips.

3. Secure the coolant hoses.
4. Attach the engine oil cooler.

5. Attach the automatic transmission fluid cooler.

6. Attach the cooling fan wiring harness.
Secure the clips.

7. If installed, attach the polution sensor.

refrigerant oil.
Connect the A/C line.
Tighten the Allen bolt to 10 Nm (7 lb.ft).

Installation).
Engine Cooling - 4.2L SC V8 - AJV8 - Radiator

Removal
Specifications).
2. Remove the intake air resonator.

safety stands.

5. Release the 2 coolant hoses from the cooling
fan shroud.
6. Remove the cooling fan shroud lower securing

clip.
7. Lower the vehicle.

8. Release the coolant expansion tank.
Remove the 2 bolts.
Tie the coolant expansion tank aside.

9. If installed, release the pollution sensor.
11. Disconnect the 2 upper coolant hoses from

the radiator.

correct.
Disconnect the radiator upper hose from the

coolant manifold.
Position the radiator upper hose aside to

allow the fan shroud to be positioned
fully rearwards.
13. CAUTION: Make sure that the A/C (air

conditioning) pipe remains in the original position.
Failure to carry out this may result in damage to
the vehicle.
Release the A/C line from the cooling fan

shroud.
14. Remove the 2 cooling fan shroud upper clips.

correct.
NOTE: The cooling fan shroud is split to aid

removal.
Remove the 2 cooling fan shroud Torx screws.

17. Remove the cooling fan and shroud.
1. Position the shroud rearwards to

clear the A/C pipe.
2. Remove the cooling fan between the
shroud and A/C pipe.
3. Remove the shroud.
correct.
Disconnect the 2 lower coolant hoses from the

radiator.
Release the two clips.

correct.
NOTE: Surrounding components shown removed

for clarity.
Displace the remaining section of the shroud

from the radiator assembly.
20. Release the radiator assembly.
Remove the 2 support brackets.

21. With assistance, remove the radiator.
Displace the top of the radiator assembly

rearwards.
Slide the radiator from the retaining block.
Installation
1. With assistance, install the radiator assembly.
Slide the radiator into the retaining block.

2. Install the support brackets.
Tighten the screws.

3. Install the lower section of the fan shroud.
4. Connect the radiator lower coolant hoses.
5. Install the cooling fan and shroud.
1. Install the shroud leaving clearance to install

the cooling fan between the shroud and A/C
pipe.
3. Fully install the shroud and position the
cooling fan in the centre of the shroud.
4. Using the special tools, secure the cooling
fan.
6. Secure the upper section of the fan shroud.
1. Secure the wiring connector in the shroud.

2. Secure with the 2 clips.
3. Install the 2 Torx screws.
4. Secure A/C pipe into 3 clips.
7. Connect the radiator upper hose to the coolant manifold.
8. Connect the 2 upper coolant hoses to the radiator.
9. Connect the cooling fan wiring harness.
10. If installed, secure the pollution sensor.

12. Raise the vehicle.
13. Install the cooling fan shroud lower securing clip.
14. Secure the 2 lower coolant hoses to the shroud.
15. Install the intake air resonator.
Specifications).
Engine Cooling - 4.2L SC V8 - AJV8 - Thermostat

Removal
Specifications).
3. Disconnect the thermostat housing coolant hose.
Position an absorbent cloth to collect fluid spillage.
Clamp the hose to minimise coolant loss.
Release the clip.

4. Remove the thermostat housing.
Remove the 3 bolts.
5. WARNING: Eye protection must be worn.
NOTE: Do not disassemble further if the

Release and remove the thermostat.
Position the thermostat housing in a vice.
Installation
1. Install the thermostat.
2. Install the thermostat housing.

3. Connect the thermostat housing coolant hose.
Remove the hose clamp.

5. Top-up and bleed the coolant.
Specifications).
7. NOTE: For NAS vehicles only.
If required, carry out a long drive cycle.

For additional information, refer to: Powertrain Control
Module (PCM) Long Drive Cycle Self-Test (303-14A
Electronic Engine Controls - 4.2L SC V8 - AJV8, General
Procedures).
Engine Cooling - 4.2L SC V8 - AJV8 - Coolant Pump

Removal

safety stands.

Installation).

clockwise.


bolts.
Remove the 3 bolts.

Remove the 5 bolts.
Remove the bolt.


wrench.

reservoir hose.
Release the clip.
12. NOTE: Restrain the pulley to aid the removal

of the bolts.
Remove the coolant pump pulley.
Remove the 3 bolts.
13. CAUTION: Engine coolant will damage

the paint finished surfaces. If spilt, immediately
remove the coolant and clean the area with water.
NOTE: Some fluid spillage is inevitable during

this operation.
Remove the coolant pump.
Remove the 5 bolts.
Discard the gasket.

Installation


3. Connect and secure the coolant hose.





(30 lb.ft).

Installation).
11. Refill the cooling system.
Engine Cooling - 4.2L SC V8 - AJV8 - Coolant Manifold

Removal


safety stands.

Installation).

clockwise.

6. Remove the coolant hose support bracket.
Remove the 2 bolts.
Release the 2 coolant hoses.
7. Disconnect the coolant manifold to radiator hose.
Remove the clip.

8. Disconnect the thermostat housing to radiator hose.
Release the clip.

reservoir hose.
Release the clip.
10. Disconnect the coolant manifold bleed hose.
Release the clip.

11. Disconnect the engine coolant temperature (ECT)
12. Disconnect the cylinder block coolant hose.
Release the clip.
13. CAUTION: Before the disconnection or

removal of any components, make sure the area
around joint faces and connections are clean. Plug
any open connections to prevent contamination.
Release the coolant manifold.
Position the wiring harness bracket aside.

14. Disconnect the coolant manifold rear hose.
Rotate the coolant manifold.
Release the clip.

Remove the ECT sensor.
Remove the clip.

17. Remove the thermostat housing.
Remove the 3 bolts.
Installation
1. Install the thermostat housing.

2. Install the ECT sensor.


Connect the rear hose and secure with the clip.
Connect the cylinder block hose and secure with the

clip.
Attach the wiring harness bracket.
Tighten the Torx screws to 10 Nm (7 lb.ft).

4. Connect the remaining coolant hoses.

5. Connect the ECT sensor electrical connector.
6. Install the coolant hose support bracket.
Secure the coolant hoses.


(30 lb.ft).

Installation).
Supercharger Cooling -
Supercharger coolant pump mounting bracket bolts 6 4
Supercharger Cooling - Supercharger Cooling

For additional information, refer to: Engine Cooling (303-03A Engine Cooling - 4.2L SC V8 - AJV8, Description
and Operation).
Supercharger Cooling - Supercharger Cooling System Draining,

General Procedures
NOTE: Cooling system partial drain and refill is used on all supercharger cooling procedures.

4. CAUTIONS:
Engine coolant will damage the paint

finished surfaces. If spilt, immediately remove the
Damage to the charge air cooler coolant

pump will occur if the pump is allowed to cavitate.
NOTE: With the ignition key turned to position II

the charge air coolant pump will run, to aid
coolant bleed. Make sure the charge air coolant
pump is primed prior to running the pump.
Top-up and bleed the supercharger cooling

system.
Loosen the coolant expansion tank bleed

screw.
Turn the ignition key to position II.
Add coolant to the expansion tank as

required.
5. When a clear thread of coolant runs from the expansion
tank, tighten the bleed screw.
6. Check and top-up the coolant.
Turn the ignition switch to the OFF position.

Supercharger Cooling - Coolant Pump

Removal
WARNING: Since injury such as scalding could be caused by escaping steam or coolant, make sure the
vehicle cooling system is cool prior to carrying out this procedure.
NOTE: This procedure covers the removal and installation of the supercharger auxiliary coolant pump.
1. Remove the air cleaner.

2. Release the power assisted steering (PAS)
reservoir, and move aside.
3. WARNING: Fluid loss is unavoidable, use

absorbent cloth or a container to collect the fluid.
CAUTION: Make sure that all openings are sealed.

Disconnect the 2 coolant pump hoses.
Clamp the relevant hoses, to minimise the coolant loss.

4. Remove the coolant pump.
Remove the clamp bolt.

Installation
1. Install the coolant pump and align with bracket register.

2. Connect the coolant pump hoses.

3. Remove the coolant expansion tank cap.
4. Release the coolant bleed screw.
When coolant runs from the bleed point

bubble-free, tighten the bleed screw.
5. Install the PAS reservoir.

6. Install the air cleaner.
8. CAUTION: Damage to the charge air cooler coolant

pump will occur if the pump is allowed to cavitate.
NOTE: With the ignition key turned to position II the

charge air coolant pump will run, to aid coolant bleed. Make
sure the charge air coolant pump is primed prior to running
the pump.
Start the engine and allow to run for 30 seconds, stop

the engine.

Procedures).
Supercharger Cooling - Radiator
Removal

safety stands.

Installation).
4. Remove the supercharger radiator.
Installation
1. Install the supercharger radiator.

Installation).
Fuel Charging and Controls - 4.2L SC V8 - AJV8 -
Item Specification
Recommended fuel:
UK and ROW except NAS Unleaded 95 RON to EN 228 Specification
Premium Unleaded gasoline with a CLC or AKI octane
NAS only
rating of 91 or higher
Fuel rail pressure Variable dependant on demand
Fuel rail pressure with gauge attached, at idle and
335 kPa (3.35 bar) (48.57 lbf/in2
A/C switched off
Item Nm lb-ft
Throttle body bolts 10 7
Fuel temperature sensor 7 5
Fuel pressure regulator bolts 6 4
Fuel rail bolts 10 7
Engine wiring harness securing bolts 10 7
Fuel Charging and Controls - 4.2L SC V8 - AJV8 - Fuel Charging
and Controls
Component Locations

1 - Inlet air duct
2 - Charge air ducts
3 - Electronic throttle body
4 - Injectors (8 of)
5 - LH intercooler
6 - Fuel rail adapter
7 - LH fuel rail
8 - Supercharger
9 - RH fuel rail
10 - RH intercooler
GENERAL
The major components of the fuel charging and control system comprise an outlet duct, a fuel pump and
control module, fuel rails and 8 injectors. The fuel pump supplies fuel from the tank, via a pipe routed along
the side of the transmission, to the fuel rail. The fuel rail distributes the fuel equally to each of the 8 injectors.
The fuel injectors, which are controlled by the Engine Management System (EMS), are installed in the fuel rails
on each side of the intercoolers. A cross over pipe connects the two fuel rails together at the front of the
engine.
OUTLET DUCT
The outlet duct directs air from the supercharger into the two intercoolers. A filler point for the intercooler
coolant system is integrated into the front and right side of the outlet duct. This connection is not used on
Land Rover vehicles. A vacuum take-off for the speed control system is located on the right side of the outlet
duct. Isolating bolts, to reduce noise, secure the outlet duct to the supercharger and a rubber gasket seals the
supercharger to the outlet duct interface.
FUEL PUMP
The fuel pump module is mounted in the fuel tank and delivers fuel at variable flow and pressure to the fuel
rails, which supply fuel to all fuel injectors. The fuel pump operation is regulated by a fuel pump control
module, which is controlled by the EMS. For additional information, refer to:
Electronic Engine Controls (303-14A, Description and Operation),

Fuel Tank and Lines (310-01A Fuel Tank and Lines - 4.2L SC V8 - AJV8, Description and Operation).
THROTTLE BODY
The electronic throttle body controls the engine torque and is located on the induction elbow at the rear of the
engine. Its main components are an electronic throttle control valve, Accelerator Pedal Position (APP) sensor
and the Engine Control Module (ECM).
The APP sensor determines the driver demand to control throttle opening. This value is received by the ECM
and the throttle is then opened to the correct angle by means of an integral electric motor. Sensors in the
throttle body are used to determine the position of the throttle plate and the rate of change in its angle.
For additional information, refer to: Electronic Engine Controls (303-14A, Description and Operation).
Induction Elbow
The induction elbow provides the interface between the electronic throttle body and the supercharger.
Connections on the induction elbow provide vacuum take off's for various vehicle systems.
FUEL RAIL

1 - RH fuel pressure damper
2 - Injectors (8 of)
3 - RH fuel rail
4 - Fuel temperature sensor
5 - Fuel pressure sensor
6 - Fuel supply
7 - LH fuel rail
8 - LH fuel pressure damper
9 - Fuel supply cross over pipe
Each fuel rail maintains a fuel pressure of typically 4.5bar (65 psi), however, this pressure will vary depending
on engine requirements; lower at idle, higher at full load. Four fuel injectors are installed in each intercooler
adapter and are connected to the fuel rail. 'O' ring seals are used to seal the injectors in the fuel rails and the
intercooler adapters.
A fuel pressure damper is attached to each of the fuel rails.
FUEL PRESSURE DAMPER
A fuel pressure damper is attached centrally to each of the fuel rails. The damper acts to damp pulses from the
fuel pump.
FUEL TEMPERATURE SENSOR
The fuel temperature sensor is located in the rear of the RH fuel rail. The sensor is an NTC sensor, which is
connected to the ECM by 2 wires.
FUEL PRESSURE SENSOR
The fuel pressure sensor continuously monitors the fuel pressure in the fuel rail, this value is used by the ECM
to calculate the injector pulse-width required to deliver the correct mass of fuel per injection.
The ECM also uses this information to demand a specific fuel flow-rate from the fuel pump via the fuel pump
module.
INJECTORS
Eight, top fed, 12 hole, fuel injectors are installed in the fuel rails. Two 'O' rings seal each injector to the
intercooler adapters and fuel rails and should be renewed whenever an injector is refitted to an engine. A small
amount of engine oil can be applied to the 'O' rings to aid installation. No other form of lubrication should be
used. The fuel jets from the injectors are directed onto the back of the intake valves.
The injectors are electromagnetic solenoid valves controlled by the ECM. Each injector contains a solenoid-
operated needle valve, which is closed while the solenoid winding is de-energised. The solenoid winding is
connected to a power feed from the main relay and to an earth through the ECM. The ECM switches the earth
to control the opening and closing of the needle valve. While the needle valve is open, fuel is sprayed into the
cylinder intake tract onto the back of the intake valves. The ECM metres the amount of fuel injected by
adjusting the time that the needle valve is open.
Fuel Charging and Controls - 4.2L SC V8 - AJV8 - Fuel Rail
Special Tool(s)
tool
310-005
Removal

safety stands.

3. Remove the LH charge air cooler.
4. Remove the RH charge air cooler.
5. WARNINGS:


injury.

Release the clip.

spillage.
7. Release the fuel injector harness from the fuel
rail.

connectors.

Remove and discard the fuel injector O-ring

seals.

Release and remove the fuel injectors.
Remove the 8 clips.
Discard the O-ring seals.

11. Remove the fuel pressure sensor.
Remove the 2 bolts.
12. CAUTION: To prevent damage to

components, use an additional wrench when
loosening or tightening unions.
Remove the fuel temperature sensor.
Installation
1. Install the fuel temperature sensor.
Apply sealant to the sensor thread.
Tighten the sensor to 7 Nm (5 lb.ft).

2. Install the fuel pressure sensor.

3. Install the fuel injectors to the fuel rail.

4. Install the fuel rail and injectors.

5. Install the injector harness.
Secure the clips.

connector.
Secure the clip.

8. Install the RH charge air cooler.
9. Install the LH charge air cooler.
Fuel Charging and Controls - 4.2L SC V8 - AJV8 - Fuel Injector

Removal

safety stands.
3. WARNINGS:
Do not smoke or carry lighted tobacco or open flame

of any type when working on or near any fuel related
components. Highly flammable vapors are always present
and may ignite. Failure to follow these instructions may
result in personal injury.
Do not carry or operate cellular phones when working

on or near any fuel related components. Highly flammable
vapors are always present and may ignite. Failure to follow
these instructions may result in personal injury.
CAUTION: Before the disconnection or removal of any

components, ensure the area around joint faces and
Remove the fuel rail.

Fuel Charging and Controls - 4.2L SC V8 - AJV8, Removal
and Installation).
4. Remove the fuel injector.
Remove the clip.
Installation
Fuel Charging and Controls - 4.2L SC V8 - AJV8 - Throttle Body

Gasket
Removal
3. Position the wiring harness aside.
Remove the 2 bolts.

Remove the throttle body intake.
Disconnect the breather line.
Release the clip.
Release the bushing.
5. Disconnect the throttle position (TP) sensor electrical

connector.
6. Release the throttle body.
Remove the 4 bolts.
Remove and discard the throttle body gasket.

Installation
1. Install the throttle body.

2. Connect the TP sensor electrical connector.
3. Install the throttle body intake.
Align the bushing.
Secure the clip.
Connect the breather line.

4. Attach the wiring harness.

Fuel Charging and Controls - Turbocharger - Turbocharger
COMPONENT LOCATION
1 - Exhaust manifold
2 - Gasket - Exhaust manifold to cylinder head
3 - Oil feed pipe
4 - Stud - Exhaust manifold to turbocharger (3 per turbocharger)
5 - Gasket - Exhaust manifold to turbocharger
6 - Turbocharger support bracket
7 - Shield
8 - Oil drain pipe
9 - Turbocharger assembly
10 - Nut - Exhaust manifold to cylinder head (8 per manifold)
OVERVIEW
Air charging of the 3.6 liter V8 diesel engine is provided by 2 electronically actuated variable vane
turbochargers.
By turbocharging the engine, the density of the air entering the cylinders is increased, and therefore so is the
amount of oxygen. This enables a greater quantity of fuel to be injected, thus increasing the engines power
output and improving specific fuel consumption.
Each turbocharger consists of 2 turbo elements, a turbine wheel and compressor wheel. These elements are
enclosed separately in cast housings and mounted on a common shaft, which rotates in 2 semi-floating
bearings.
With variable vane turbochargers, the inlet geometry (inlet area and flow angle) can be optimized over a wider
range of engine operating conditions and also minimizes turbo lag (turbo lag is a term used to describe the
response time from the time the accelerator is pressed to the time when the turbocharger begins to affect
performance). This leads to a more rapid response and higher boost pressures at low engine speeds without
sacrificing performance at higher engine speeds. The variable vane angle determines both the inlet area as well
as the flow angle.
The variable vane turbocharger provides the following benefits:
Improved engine power and torque
Reduced fuel consumption
Reduced emissions
Quicker turbocharger response
Two Borg Warner variable vane turbochargers are fitted to the TDV8 engine, 1 to each exhaust manifold. Each
turbocharger works independently from each other supplying air, via twin intercoolers, into the intake
manifold. A balance pipe between each bank equalizes the pressure. Each turbocharger has its own electric
motor to operate the vanes.
The exhaust turbine wheel is 39 mm diameter and the compressor wheel is 49 mm diameter. The turbine
wheel is made from a high strength high temperature 'Inconel alloy' (a nickel-chromium alloy containing
significant amounts of iron, niobium, and molybdenum along with lesser amounts of aluminum and titanium to
combine corrosion resistance with high strength). The compressor is high-grade aluminium alloy. The shaft
assembly rotates at a maximum speed of 210,000 rpm to produce a charge air pressure of up to 1.7 bar with a
pre-turbine pressure of 3 bar and 800C (1472F).
The position of the vanes are controlled by the ECM via a torque motor, lever and linkage rod. A feed back
sensor in the motor continuously informs the ECM as to the position of the vanes during the turbochargers
operation. If the vanes fail to reach the requested position an error code is generated known as a Diagnostic
Trouble Code (DTC).
The maximum position of the turbocharger vanes (fully open) is also an emergency default position in the
event of an electrical fault. This lowers the chance of engine damage due to excessive boost.
SYSTEM OPERATION

A - Cool atmospheric air
B - Hot compressed air
C - Exhaust inlet
D - Exhaust outlet
1 - Oil feed connection
2 - Turbine housing
3 - Oil return connection
4 - Actuator lever
5 - Actuator motor
6 - Compressor housing
The turbine wheel uses the energy of the engines exhaust-gases to drive the compressor wheel. The
compressor wheel in turn, draws-in fresh-air, which is supplied to the engines cylinders in compressed form.
In response to signals from various sensors the ECM, via a electronic actuator, controls the rotation of the
turbochargers adjustment ring, which in turn rotates the vanes. The rotary output shaft has a high-accuracy
contact-less position sensor, which can supply the ECM with its actual position.
The electronic actuator provides the following advantages:

Quicker response
Fewer parts
The variable vanes are attached to a rotating adjustment ring, located at the inlet of the turbine housing. The
adjustment ring, operated by the electronic actuator, rotates to alter the angle of the vanes. The vanes in turn
vary the flow of the exhaust gases directed onto the turbine wheel, which enables the shaft to spin faster or
slower. This varies compressor speed and boost pressure.

A - Low engine speed
B - Moderate engine speed
C - Maximum engine speed
1 - ECM
2 - Actuator motor
3 - Adjusting ring
4 - Vanes
5 - Turbine
A - Low Engine Speed
At low engine speeds the volume of exhaust gas is low so the vanes are moved towards the closed position to
reduce the turbine inlet area. This reduction causes an increase in the gas velocity into the turbine wheel
thereby increasing wheel speed and boost.
B - Moderate Engine Speed
As the engine speed increases and the volume of exhaust gas increases the vanes are moved towards the open
position to increase the turbine inlet area and maintain the gas velocity.
C - Maximum Engine Speed
At maximum engine speed the vanes are almost fully open maintaining the gas velocity into the turbine wheel.
Barometric Pressure Sensor
When the vehicle is driven at high altitudes the ambient pressure reduces causing the compressor wheel to do
less work for the same boost pressure. To prevent the turbine wheel from over-speeding under these
conditions a barometric pressure sensor, located in the ECM, protects the turbocharger by opening the vanes
further to reduce the turbine wheel speed. This is known as the altitude margin of the turbocharger.
Turbocharger Lubrication
The rapid acceleration and deceleration response demands of the turbocharger rely greatly on a steady flow of
clean oil. The oil supplied from the engine's lubrication system provides lubrication to the turbocharger's
spindle and bearings, while also acting as a coolant for the turbocharger centre housing.
To maintain the life expectancy of the turbocharger, it is essential that the oil has a free-flow through the
turbocharger and unrestricted return to the engines sump. It is therefore imperative that the engine oil is
replenished at regular service intervals with the recommended quality and quantity of oil.
Charge Air Cooler
The charge air cooler is used to increase the density of air as it flows from the turbochargers compressor to the
intake manifold.
Compression of the charge air by the turbochargers raises the temperature of the air. This generation of heat
expands the air density and consequently less oxygen is able to enter the cylinders, reducing the engines
power. To overcome this, the air is routed through the charge air cooler before it enters the engine; the
temperature is reduced by transferring the heat to atmosphere.
Cooling of the intake air also helps to reduce engine emissions by limiting nitrogen oxides (NOx) production.
COMPONENT LOCATION
3 - Oil feed pipe
7 - Shield
8 - Oil drain pipe
OVERVIEW
turbochargers.
bearings.
as the flow angle.
Reduced emissions
Trouble Code (DTC).
SYSTEM OPERATION

C - Exhaust inlet
D - Exhaust outlet
2 - Turbine housing
4 - Actuator lever
5 - Actuator motor

Quicker response
Fewer parts

1 - ECM
2 - Actuator motor
3 - Adjusting ring
4 - Vanes
5 - Turbine
Charge Air Cooler
intake manifold.
Fuel Charging and Controls - Turbocharger - Turbocharger LH

Removal
Specifications).

safety stands.

3. Recover the air conditioning (A/C) refrigerant.
4. Remove the front differential.
For additional information, refer to: Axle Assembly - 3.6L
V8 - TdV8, RHD AWD (205-03 Front Drive
Axle/Differential, Removal and Installation).
For additional information, refer to: Air Cleaner (303-12C
Intake Air Distribution and Filtering - 3.6L V8 - TdV8,

Disconnect the A/C refrigerant line from the A/C

compressor.
Remove the 3 bolts.
7. Remove the LH catalytic converter.

For additional information, refer to: Catalytic Converter
LH - Vehicles Without: Diesel Particulate Filter (DPF)
(309-00C Exhaust System - 3.6L V8 - TdV8, Removal
and Installation) /
Catalytic Converter LH - Vehicles With: Diesel Particulate
Filter (DPF) (309-00C Exhaust System - 3.6L V8 - TdV8,
8. Remove the LH turbocharger heat shield.
Remove the 3 bolts.
9. Remove the LH exhaust manifold heat shield.
Remove the 3 bolts.

Remove the LH turbocharger outlet pipe to

charge air cooler connecting hose.
Remove the 3 bolts.
11. Disconnect the LH turbocharger intake tube.
Release the clip.

Disconnect the LH turbocharger oil supply pipe.
Remove the banjo bolt.
Remove and discard the sealing washers.

Remove the LH engine mount bracket and

turbocharger intake tube.
Support the engine.
Release the engine wiring harness.
Remove the 5 bolts.

Remove the LH turbocharger oil return tube.
Remove the 4 bolts.
Remove and discard the 2 gaskets.
15. Disconnect the LH turbocharger electrical

connector.
16. Remove the LH turbocharger support bracket.
Remove the 4 bolts.

Remove the LH turbocharger.

Installation
Install the LH turbocharger.
2. CAUTION: Install but do not fully tighten the

turbocharger support bracket bolts. This will allow for
movement of components during the final torque stages.
the vehicle.
Install the LH turbocharger support bracket.
Install the bolts.

3. Secure the LH turbocharger.

4. Secure the LH turbocharger support bracket.
Stage 1: Tighten the LH turbocharger support bracket

bolts at the turbocharger to 24 Nm (18 lb.ft).

bolts at the cylinder block to 24 Nm (18 lb.ft).
5. Check tightness of the turbocharger nuts.

6. Connect the LH turbocharger electrical connector.
Install the LH turbocharger oil return tube.
Install new gaskets.

Install the LH engine mount bracket and turbocharger

intake tube.
Tighten the engine mount bracket bolts to 115 Nm (85

lb.ft).
Tighten the engine mount bolt to 100 Nm (85 lb.ft).
Secure the engine wiring harness.

9. Install the LH exhaust manifold heat shield.
Connect the LH turbocharger oil supply pipe.
Tighten the banjo bolt to 24 Nm (18 lb.ft).

11. Connect the LH turbocharger intake tube.
Tighten the clip.

Install the LH turbocharger outlet pipe to charge air

cooler connecting hose.
Tighten the clips.

13. Secure the LH exhaust manifold heat shield.

14. Install the LH turbocharger heat shield.

15. Install the LH catalytic converter.
and Installation) /
Connect the A/C refrigerant line to the A/C compressor.

Intake Air Distribution and Filtering - 3.6L V8 - TdV8,
18. Install the front differential.
For additional information, refer to: Axle Assembly - 3.6L
V8 - TdV8, RHD AWD (205-03 Front Drive
Specifications).
Fuel Charging and Controls - Turbocharger - Turbocharger RH
Removal
Specifications).

safety stands.

3. Remove the RH catalytic converter.
RH - Vehicles With: Diesel Particulate Filter (DPF) (309-
00C Exhaust System - 3.6L V8 - TdV8, Removal and
Installation) /
Catalytic Converter RH - Vehicles Without: Diesel
Particulate Filter (DPF) (309-00C Exhaust System - 3.6L
V8 - TdV8, Removal and Installation).
For additional information, refer to: Starter Motor (303-
06C Starting System - 3.6L V8 - TdV8, Removal and
Installation).
5. Disconnect the breather line.
Remove the 3 bolts.

Disconnect the charge air cooler RH intake pipe.
Remove the bolt.
Release the clip.

Disconnect the RH turbocharger intake tube.
Remove the nut.
8. Remove the RH exhaust manifold heat shield.
Remove the 3 bolts.

Disconnect the RH turbocharger oil supply pipe.
10. Disconnect the RH turbocharger electrical

connector.
Remove the RH turbocharger oil return tube.
Remove the 5 bolts.
12. Release the RH turbocharger support bracket.
Remove the 3 bolts.

Remove the RH turbocharger.
14. Remove the RH turbocharger support bracket.
Remove the 2 bolts.

Installation
Install the RH turbocharger.

the vehicle.
Install the RH turbocharger support bracket.
Install the bolts.

3. Secure the RH turbocharger.

4. Secure the RH turbocharger support bracket.
Stage 1: Tighten the RH turbocharger support bracket



Install the RH turbocharger oil return tube.

7. Connect the RH turbocharger electrical connector.
Connect the RH turbocharger oil supply pipe.

9. Install the RH exhaust manifold heat shield.

Connect the RH turbocharger intake tube.

Connect the charge air cooler RH intake pipe.
Tighten the clip.

12. Connect the breather line.

06C Starting System - 3.6L V8 - TdV8, Removal and
Installation).
14. Install the RH catalytic converter.
RH - Vehicles Without: Diesel Particulate Filter (DPF)
and Installation) /
Catalytic Converter RH - Vehicles With: Diesel Particulate
Specifications).
Actuator Rod
Removal
CAUTION: Always plug any open connections to prevent contamination.
1. Remove the left hand turbocharger or right hand

turbocharger as necessary.For additional information,
refer to: (303-04D Fuel Charging and Controls -
Turbocharger)
Turbocharger LH (Removal and Installation),

Turbocharger RH (Removal and Installation).
2. CAUTION: Make sure that no parts of the

turbocharger actuator linkage are allowed to move
beyond the normal operating limits. Failure to
vehicle.
Position the turbocharger actuator connecting

rod to the mid point position.
3. Using a suitable marker, mark the mid point

position of the actuator arm.
4. CAUTION: Make sure that two spanners
are used to remove the bolt. Failure to follow this
Remove the bolt.
5. Remove the turbocharger actuator connecting

rod.
Installation
1. CAUTIONS:
Make sure that no parts of the turbocharger actuator

linkage are allowed to move beyond the normal operating
limits. Failure to follow this instruction may result in
damage to the vehicle.
Make sure that the marks are aligned. Failure to

follow this instruction may result in damage to the vehicle.
Make sure that two spanners are used to install the

bolt. Failure to follow this instruction may result in damage
to the vehicle.

2. Tighten the bolt to 5 Nm.
3. Install the left hand turbocharger or right hand

Turbocharger)

Accessory Drive - 4.2L SC V8 - AJV8 -

Cooling fan/supercharger drive belt tensioner bolt 40 30
Cooling fan/supercharger drive belt tensioner pulley bolt 25 18
Cooling fan drive pulley hub bearing assembly bolts 10 7
Cooling fan drive pulley bolts 25 18
Accessory drive belt tensioner bolt 40 30
Accessory Drive - 4.2L SC V8 - AJV8 - Accessory Drive
Component Locations
A - Primary accessory drive
B - Secondary accessory drive
1 - Engine coolant pump
2 - Primary accessory drive belt
3 - Primary tensioner assembly
4 - A/C compressor
6 - Crankshaft pulley
7 - Generator
8 - Dynamic Response pump pulley
9 - Deflection pulley
10 - Supercharger pulley
11 - Secondary accessory drive belt
12 - Secondary tensioner assembly
13 - Engine cooling fan pulley
GENERAL
A single six-ribbed belt drives all the primary engine mounted accessories and a secondary double-sided eight-
ribbed belt drives the engine driven cooling fan and the supercharger.
Both the primary and secondary belts are crankshaft driven via the torsional vibration damper. An automatic
tensioner, located on the LH accessory-mounting bracket, keeps the belt at the correct tension. A deflection
pulley on the RH accessory-mounting bracket increases the wrap angle around the generator pulley.
The torsional vibration damper incorporates compressed rubber between its inner and outer diameters to
absorb vibration and shock loads.
The automatic tensioner consists of a deflection pulley on the end of a spring loaded pivot arm. The pivot arm
can be turned counter-clockwise (viewed from the front of the engine) for removal and installation of the belt.
Accessory Drive - 4.2L SC V8 - AJV8 - Cooling Fan Belt

Special Tool(s)
303-1142

retaining tool
303-1143
Removal
2. Remove the intake air resonator.
Remove the 2 bolts.
Release the 2 coolant hoses.


safety stands.

For additional information, refer to: Cooling Fan Belt
Tensioner (303-05A Accessory Drive - 4.2L SC V8 -
Installation
2. Install the cooling fan drive belt tensioner.
3. Using the special tools, secure the cooling fan.

Secure the coolant hoses.

5. Install the intake air resonator.
Accessory Drive - 4.2L SC V8 - AJV8 - Cooling Fan Belt Tensioner

Removal

safety stands.

Installation).
4. Release the cooling fan belt.

clockwise.

Remove the cooling fan belt tensioner pulley.
Remove the bolt.
Installation
1. Install the cooling fan belt tensioner pulley.

3. WARNING: Make sure the cooling fan belt is

correctly aligned to the pulleys. Failure to follow this
Secure the cooling fan belt.

Installation).
Accessory Drive - 4.2L SC V8 - AJV8 - Accessory Drive Belt

Removal

safety stands.

3. Loosen the 3 cooling fan pulley bolts.
4. Remove the cooling fan drive belt.

(303-05A Accessory Drive - 4.2L SC V8 - AJV8, Removal
and Installation).
For additional information, refer to: Accessory Drive Belt
6. Remove the cooling fan pulley.
Remove the 3 bolts.
Remove the 5 bolts.


Installation

Install the bolts, but do not tighten fully at this stage.

5. Install the cooling fan drive belt.
(303-05A Accessory Drive - 4.2L SC V8 - AJV8, Removal
and Installation).
6. Tighten the cooling fan pulley bolts to 25 Nm (18 lb.ft).
Accessory Drive - 4.2L SC V8 - AJV8 - Accessory Drive Belt

Tensioner
Removal

safety stands.

Installation).

counter-clockwise.
Remove the bolt.

Remove the accessory drive belt tensioner

pulley.
Remove the bolt.
Installation
1. Install the accessory drive belt tensioner pulley.

2. NOTE: Make sure the accessory drive belt is routed
correctly.
Install the accessory drive belt tensioner.
3. CAUTION: Make sure the accessory belt is

correctly aligned to the pulleys. Failure to follow this
Secure the accessory drive belt.
Rotate the accessory drive belt tensioner counter-

clockwise.
Installation).
Starting System - 4.2L SC V8 - AJV8 -

Starter Motor
Item Specification
Starter motor:
Make Denso
Type RA - Pre-engaged
Voltage 12
Current consumption 1.8 kW
* B+ terminal nut 10 7
Starter motor bolts 45 33
Starter motor heat shield bolts 45 33
CAUTION: * Damage to the internal connections will occur if this torque is exceeded
Starting System - 4.2L SC V8 - AJV8 - Starting System

GENERAL
The starter motor is rated as a 1.8kW and is a Denso level three-sealed unit. It is an RA type starter motor,
which is of the offset design with the solenoid being directly behind the pinion to give a more positive
engagement to the ring gear. The motor is geared directly to the pinion. The starter motor is of the pre-
engaged type and comprises a series wound motor and an overrunning clutch. This starter incorporates
labyrinth-breathing tubes to help with sealing and drainage.
The starter solenoid is energised by a signal from the Engine Control Module (ECM) when the ignition switch is
moved to the crank position. When engine cranking is requested, the ECM checks that a valid key code has
been received before granting the crank request.
The power for starter operation is supplied on a substantial single cable connected direct from the battery
positive terminal. The cable is connected to the solenoid via a copper threaded stud with an anti-rotational
device and secured with a nut.
The starter motor is located on the rear RH side of the engine block. The motor is secured to the block and
protrudes through an aperture to drive the flywheel via a ring gear.
Starting System - 4.2L SC V8 - AJV8 - Starter Motor
Removal

safety stands.

Installation).
4. Remove the RH front wheel.
shield.
Remove the 2 nuts.
Remove the 2 bolts.

7. Release the starter motor.
Remove the 2 bolts.
Release the terminal cover.
Remove the terminal nut insulator.
Remove the nut.
Installation
Install the terminal nut insulator.
Install the terminal cover.


Tighten the screws.
Tighten the nuts.


Installation).
Engine Ignition - 4.2L SC V8 - AJV8 -

Item Specification
Spark plugs:
Make NGK
Type 1FR5N10 Iridium plug
Gap 1.0 mm (0.039 in)
Ignition coils:
Make Denso
Type 2W93-12A366-BA
Firing Order: 1-5-4-2-6-3-7-8
Ignition coil bolt 6 4
Spark plugs 25 18
Engine Ignition - 4.2L SC V8 - AJV8 - Engine Ignition

COMPONENT LOCATIONS

1 - Ignition coil
2 - Capacitor
3 - Spark plug
GENERAL
The 4.2L engine ignition system has a single iridium tipped spark plug per cylinder, with each spark plug
powered by an on-plug ignition coil. The ignition coils are directly driven by the engine control module (ECM).
Power for the ignition coils is supplied from the main relay and a fuse in the battery junction box (BJB). A
capacitor is connected in parallel with the power supplies to the ignition coils to suppress RFI (radio frequency
interference).
Each ignition coil contains a power stage to switch the current in the primary circuit. The ECM controls the
switching with a signal to the power stage. The ECM monitors operation of the ignition coils using a feedback
signal from each of the power stages. If a fault is detected the ECM stores an appropriate fault code.
The ECM varies the dwell time of the ignition coils depending on battery voltage and engine speed, to ensure a
constant energy level is produced in the secondary coil each time the power stage is switched. This ensures a
good spark is always produced by the spark plug without excessive primary current flow, thus avoiding
overheating or damage to the ignition coils.
The ECM calculates the ignition timing for individual cylinders from:
Engine speed.
Camshaft position.
Engine load.
Engine temperature.
The knock control function.
The shift control function.
The idle speed control function.

CONTROL DIAGRAM

1 - Battery
2 - Maxi fuse 62, central junction box (CJB)
3 - Fuse 25, crank feed, CJB
4 - Ignition switch
5 - Fuse 31, ignition feed, CJB
6 - ECM
7 - Ignition coil and spark plug 5
11 - Capacitor
16 - Fuse 11, BJB
17 - Main relay
18 - Fusible link 2, CJB
Engine Ignition - 4.2L SC V8 - AJV8 - Spark Plugs

Removal
2. Remove the ignition coil-on-plugs.
and Installation).
4. Clean the area surrounding the spark plugs.
5. Remove the spark plugs.
Installation
1. Install the spark plugs.
Tighten the spark plugs to 25 Nm (18 lb.ft).

and Installation).
Engine Ignition - 4.2L SC V8 - AJV8 - Ignition Coil-On-Plug
Removal
3. Remove the ignition coil cover.
4. Disconnect the ignition coil-on-plug electrical

connector.
Remove the bolt.
Installation

Glow Plug System -
Item Nm lb-ft lb-in
Glow plugs 10 - 89
Glow Plug System - Glow Plug System

COMPONENT LOCATION

1 - Glow plug warning lamp
2 - Glow plugs (8 off)
3 - Glow plug harness
OVERVIEW
The glow plug system has a glow plug installed in the inlet side of each cylinder. The glow plugs heat the
combustion chambers before and during cranking, to aid cold starting, and after the engine starts to reduce
emissions and engine noise when idling with a cold engine.
A glow plug wiring harness on each bank of glow plugs is connected to a separate relay and fusible link in the
battery junction box (BJB). The individual glow plugs are grounded through their fixing in the cylinder head.
Operation of the glow plug relays is controlled by the engine control module (ECM) , which also controls the
illumination of the glow plug indicator in the instrument cluster.
Each glow plug is a tubular heating element which contains a spiral filament encased in magnesium oxide
powder. At the tip of the tubular heating element is the heater coil. Behind the heater coil, and connected in
series, is a control coil. The control coil regulates the current to the heater coil to safeguard against
overheating.
SYSTEM OPERATION
There are three phases of glow plug heating: Pre heating, crank heating and post heating. The ECM determines
the heating times from the engine coolant temperature (ECT). The lower the ECT, the longer the heating times.
When the ignition switch is turned to position II, the ECM calculates any required heating times and, if heating
is required, energizes the glow plug relays in the BJB. When pre heating is required, the ECM also sends a
message to the instrument cluster, on the high speed controller area network (CAN), to request illumination of
the glow plug indicator. The glow plug indicator remains illuminated for the duration of the pre heating phase,
or until the ignition switch is turned to the crank position, whichever occurs first. If required, the ECM keeps
the glow plug relays energized during cranking and for the duration of any post heating phase.
The ECM monitors the drive circuit of the glow plug relays for plausibility of operation, continuity, and short
and open circuits. If a fault is detected, the ECM stores a related fault code and permanently illuminates the
glow plug indicator while the ignition switch is in position II.
CONTROL DIAGRAM
NOTE: A = Hardwired
1 - Battery
2 - Fuse 9E
3 - Ignition switch
4 - Fuse
5 - Fuse
6 - ECM
7 - Glow plug
8 - Glow plug
9 - Glow plug
10 - Glow plug
11 - Glow plug
12 - Glow plug
13 - Glow plug
14 - Glow plug
15 - Fuse 1/2 G
16 - Fuse 3/4 G
17 - Glow plug relay

Overview
For information on the description and operation of the system:

REFER to: Glow Plug System (303-07C Glow Plug System, Description and Operation).
1. Verify the customer concern.
2. Visually inspect for obvious mechanical or electrical faults.
Visual inspection
Electrical
Glow plug lamp
Fuses
- 1, 2, 3 and 4 G
Glow plug relays
Engine management relay
Wiring harness(es)/connectors
Glow plugs
Engine control module (ECM)

3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible)
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
Symptom Possible cause Action

Glow plugs
inoperative/inefficient
Check the glow plug harnesses at the glow plugs and at

Poor starting Fuel temperature too low
the connections to the main harness. Refer to the
(extreme
electrical guides. Check for DTCs indicating a glow plug
weather
- The fuel system fault. Rectify as necessary. Clear the DTCs and check for
conditions)
recycles fuel until normal operation.
operating temperature
is reached to reduce this
possibility
High cold- electrical guides. Check for DTCs indicating a glow plug
engine After-glow phase inoperative fault. Rectify as necessary. Clear the DTCs and check for
emissions normal operation. After-glow is designed to function at
engine temperatures below 50 C (122 F) and below
2,500 rpm.
High cold-
engine noise,
After-glow phase inoperative fault. Rectify as necessary. Clear the DTCs and check for
vibration or
normal operation. After-glow is designed to function at
harshness
2,500 rpm.
DTC index
NOTE: For a full list of ECM DTCs:

REFER to: Electronic Engine Controls (303-14C Electronic Engine Controls - 3.6L V8 - TdV8, Description and
Operation).
DTC Description Possible cause Action

Low battery voltage
Right-hand bank glow
P038072 plug circuit - actuator
stuck open Relay circuit from Check the battery condition and state of charge.
relay Check the relay and circuits. Refer to the electrical
Low battery voltage guides. If no fault is found in the circuits, install a new
Right-hand bank glow relay. Clear the DTCs and test for normal operation.
stuck closed Relay circuit to
relay
Glow plug relay
control circuit:
Glow plug control short circuit to
P038311 module - control ground
circuit low
Glow plug relay
fault
Glow plug relay, Check the relay and circuits. Refer to the electrical
control circuit: guides. Activate the relay and check for an audible
Glow plug control short circuit to "click". Rectify as necessary. Clear the DTCs and test
P038412 module - control power for normal operation.
circuit high
Glow plug relay
fault
Glow plug relay
Glow plug control circuits: high
P067013 module - control resistance
circuit open
Glow plug relay
Glow Plug System - Glow Plugs

Removal
2. Remove the RH exhaust gas recirculation (EGR) valve
and cooler assembly.
For additional information, refer to: Exhaust Gas
Recirculation (EGR) Valve RH (303-08A Engine Emission
Control - 3.6L V8 - TdV8, Removal and Installation).
3. Remove the LH EGR valve and cooler assembly.
Recirculation (EGR) Valve LH (303-08A Engine Emission
Remove the LH and RH glow plug wiring

harnesses.
Release the LH and RH knock sensor (KS)

wiring harnesses.
Disconnect the LH and RH wiring harnesses

from the glow plugs.
Remove the glow plugs.
Installation
1. Install the glow plugs.
Tighten the glow plugs to 10 Nm (7 lb.ft).

2. Install the LH and RH glow plug wiring harnesses.
Connect the LH and RH wiring harnesses to the glow

plugs.
Secure the LH and RH KS wiring harnesses.

3. Install the RH EGR valve and cooler assembly.
4. Install the LH EGR valve and cooler assembly.
Engine Emission Control - 4.2L SC V8 - AJV8 - Engine Emission

Control
CRANKCASE VENTILATION
Crankcase Ventilation Component Location

1 - positive crankcase ventilation (PCV) valve
2 - Part load breather hose
3 - Full load breather hose
The V8 engine is ventilated through a part load and a full load breather.
The part load breather is a flexible composite hose connected between the PCV valve and the induction elbow
at the rear of the engine. The PCV valve prevents reverse flow into the crankcase.
PCV Valve
The full load breather is a flexible hose connected between the oil separator in the bank B camshaft cover and
the alloy intake air duct .
The ends of the breather hoses incorporate quick release connectors.
The oil separators consist of wire gauze packed into an open ended enclosure below the breather outlet.
Intake Air Distribution and Filtering - 4.2L SC V8 - AJV8 -

Item Specification
Mann and Hummel installed with replaceable paper element, and Mass Air Flow
Air cleaner
(MAF) meter
Mass Air Flow (MAF)
meter:
Make Denso
Location In the clean air duct
Supercharger securing bolts 21 15
Throttle intake spigot securing bolt 14 10
Charge air cooler intake duct bolts 10 7
Supercharger outlet pipe bolts 10 7
Engine wiring harness securing bolts 10 7
Charge air cooler torx bolts 12 9
Intake Air Temperature (IAT) sensor torx screws 6 4
Charge air cooler coolant hose support bracket torx screw 10 7
Supercharger pressure relief actuator bolt 10 7
Manifold Absolute Pressure (MAP) sensor 3 2
Throttle body elbow bolts 25 18
Throttle body bolts 10 7
Intake Air Distribution and Filtering - 4.2L SC V8 - AJV8 - Intake
AIR INTAKE SYSTEM

1 - Throttle body intake
2 - Air filter box
3 - Air intake
4 - Induction resonator chambers
The 4.2 Liter V8 supercharger (SC) engine air intake and distribution system comprises:
Air filter box
Air intake
Porus duct
Air filter and filter box
Intake duct
Electronic throttle.
Air Filter Box
The air filter box is located in the front of the engine bay on the inside of the right-hand (RH) front wing. Air is
drawn from the air intake in the wing through a porous duct and into the air filter box. The filter box contains a
paper air filter element.
Air Intake Duct
The air intake duct runs from the throttle body to the air filter box. The duct comprises 2 separate pieces. One
piece runs from the air filter box to the front of the engine and the other from the front of the engine to the
rear of the engine locating on the throttle body. The front half is manufactured from plastic and incorporates a
number of resonator chambers. The rear part of the duct is manufactured from cast aluminum.
Intake Air Distribution and Filtering - 4.2L SC V8 - AJV8 - Air

Cleaner
Removal
2. Disconnect the air intake resonator.
Release the clip.

3. Disconnect the mass air flow (MAF) sensor
4. Remove the air cleaner assembly.
Release the breather hose.
Release from the 3 grommets.
Installation
1. NOTE: When installing the air cleaner, make sure the
locating pegs fit securely into the grommets.
Intake Air Distribution and Filtering - 4.2L SC V8 - AJV8 - Air

Cleaner Element
Removal
2. Release the air cleaner housing cover.

3. Remove the air cleaner element.
4. Clean the base of the air cleaner.
Installation
Supercharger
Removal

safety stands.

For additional information, refer to: coolant manifold
4. Remove the throttle body elbow.
For additional information, refer to: Throttle Body Elbow
5. Position the throttle body intake spigot and wiring
harness aside.
Remove the bolt.

6. Remove the supercharger.
Remove the 3 bolts.
Installation
1. Install the supercharger.
Clean the locating dowels.

2. Install the throttle body intake spigot.

3. Install the throttle body elbow.
For additional information, refer to: Throttle Body Elbow
For additional information, refer to: coolant manifold

Supercharger Outlet Pipe
Removal
Specifications).
Remove the 2 bolts.

Release the clip.
5. Remove the supercharger outlet pipe.
Remove the 8 bolts.
Release the clip.
Discard the gasket.

Remove the charge air cooler intake ducts.
Remove the 4 nuts.
Installation
1. Install the charge air cooler intake ducts.

2. Install the supercharger outlet pipe.
Secure the hose with the clip.

Align the bushing.
Secure the clip.


Specifications).
Intake Air Distribution and Filtering - 4.2L SC V8 - AJV8 - Intake

Air Resonator
Removal
3. Remove the air cleaner outlet pipe and intake
air resonator.
Release the 2 mounting clips.
Installation
Intake Air Distribution and Filtering - 4.2L SC V8 - AJV8 - Charge
Air Cooler LH
Removal

safety stands.

For additional information, refer to: Supercharger (303-
12A Intake Air Distribution and Filtering - 4.2L SC V8 -

removing the components, ensure the area around

spillage.
5. Remove the charge air cooler.
Discard the gasket.
Installation
1. Install the charge air cooler.


Intake Air Distribution and Filtering - 4.2L SC V8 - AJV8 - Charge

Air Cooler RH
Removal

safety stands.

4. Release the coolant hose support bracket.

removing the components, ensure the area around

spillage.

6. Disconnect the intake air temperature (IAT)
7. Remove the charge air cooler.
Discard the gasket.

Remove the intake air temperature (IAT)

sensor.
Installation
1. Install the IAT sensor.

2. Install the charge air cooler.

3. Connect the IAT sensor electrical connector.

5. Attach the coolant hose support bracket.

Intake Air Distribution and Filtering - 4.2L SC V8 - AJV8 - Throttle

Body Elbow
Removal
CAUTION: Before disconnecting or removing components, ensure the area around the joint faces and
connections are clean. Plug open connections to prevent contamination.

2. Partially drain the cooling system.
For additional information, refer to: Supercharger
Cooling System Draining, Filling and Bleeding (303-03D
Supercharger Cooling, General Procedures).
3. Remove the supercharger outlet pipe.
For additional information, refer to: Supercharger Outlet
Pipe (303-12A Intake Air Distribution and Filtering - 4.2L
4. Disconnect the throttle position (TP) sensor electrical
connector.

caused by escaping steam or coolant, do not remove the
filler cap from the coolant expansion tank while the system
is hot.
CAUTION: Care must be taken to stop coolant

entering the supercharger air intake, when disconnecting
the throttle body coolant hoses.
Disconnect the coolant hoses from the throttle body.
Clamp the throttle body coolant hoses to minimize

coolant loss.

6. Remove the throttle body.
Remove the 4 bolts.
7. Disconnect the brake booster vacuum hose quick release

connector.
8. Disconnect the supercharger fuel tank purge line quick
release connector.
Release the dust seal.

9. Disconnect the supercharger engine breather
line.
With assistance release the clip.
10. Disconnect the manifold absolute pressure (MAP)

11. Remove the throttle body elbow.
Remove the 6 bolts.
Remove and discard the O-ring seals.
Discard the gasket.

Remove the MAP sensor.

13. Remove the supercharger pressure relief
actuator.
Remove the bolt.
Disconnect the actuator link.
Remove the vacuum line.
Installation
1. Install the supercharger pressure relief actuator.
Connect the actuator link.

2. Install the MAP sensor.

3. Install the throttle body elbow.

4. Connect the MAP sensor electrical connector.
5. Connect the supercharger engine breather line.

6. Connect the supercharger fuel tank purge line.
Replace the dust seal.

7. Connect the brake booster vacuum hose.

9. Connect the coolant hoses to the throttle body.

10. Connect the TP sensor electrical connector.
11. Install the supercharger outlet pipe.
For additional information, refer to: Supercharger Outlet
Pipe (303-12A Intake Air Distribution and Filtering - 4.2L
For additional information, refer to: Supercharger
Cooling System Draining, Filling and Bleeding (303-03D
Supercharger Cooling, General Procedures).
Evaporative Emissions - 4.2L SC V8 - AJV8 -

Evaporative emissions canister bolts 25 18
Purge valve securing bolt 45 33
Right-hand fuel tank shield nuts and bolts 25 18
Evaporative Emissions - 4.2L SC V8 - AJV8 - Evaporative Emissions
COMPONENT LOCATION
1 - Fuel filler pipe/cap
2 - Charcoal canister atmospheric vent hose
3 - Fuel tank vent hose to canister
4 - Vapor separator
5 - Purge hose to purge valve
6 - Fuel feed pipe (Ref. only)
7 - Purge valve
8 - Charcoal canister (all except NAS)
9 - Charcoal canister (NAS only)
10 - DMTL pump (NAS only)
OVERVIEW
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 and hoses. 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 can flow freely to the charcoal canister via the tank venting system. The venting system
consists of roll over valves and a liquid vapor separator mounted on the top of the tank and connected via a
breather hose. The breather hose allows the hydrocarbon fuel vapor to flow to the charcoal canister.
On NAS vehicles the vapor generated in the fuel tank during refueling flows without restriction to the charcoal
canister.
On all vehicles except NAS, the vapor is restricted in its path to the charcoal canister but can flow freely during
the fuel filling operation to atmosphere, via the filler opening.
The vapor from the fuel tank passes from the vapor separator into the charcoal canister where it is absorbed
and stored by the charcoal. 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 HOSES

1 - Purge valve electrical connector
2 - Purge valve
3 - Purge hose to induction elbow
4 - Purge hose from charcoal canister
The purge valve is located at the rear of the engine on the left hand side, on a bracket which is attached to the
left hand cylinder head. The purge hose is routed from the purge valve, into the induction elbow and is secured
with a quick fit connecter.
The purge hose is routed from the purge valve, along the top of the left hand rocker cover to a quick release
coupling. From the coupling, the hose is routed down the left hand side of the engine compartment to the
purge line which runs parallel with the fuel feed line along underside of the vehicle and across the top of the
fuel 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 correct to allow purging of
the charcoal canister.
The purge valve is Pulse Width Modulated (PWM) at 10Hz by the ECM. At this high frequency, the pulses of
purge gas flow into the induction elbow in an almost a continuous flow. The valve operates between 7% and
100% 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, through the purge system, and in to the engine. The operation of the supercharger
does not affect the purging process.
The ECM waits until the engine is running above 40C (104F) coolant temperature with 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 flood). The
concentration is then determined from the amount of adjustment that the closed loop fueling is required to
make to achieve the target Air Fuel Ratio (AFR). Once the concentration has been determined, the purge flow
can be increased rapidly 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 DMTL valve
atmospheric vent connection and its filter on NAS vehicles or, via the vent hose connection and the spider trap
on non NAS vehicles.
On NAS vehicles the system does not include a pressure test point. Pressure testing of the purge valve hose is
achieved by disconnecting the purge valve joint above the left hand engine rocker cover and connecting a
special tool to allow the system to be pressure tested. The test performs a pressure test on the purge hose
connection back to the charcoal canister. The special tool is then connected to the purge hose connection to
the purge valve to perform a pressure test on the purge hose to the purge valve.
CHARCOAL CANISTER
Charcoal Canister - All except NAS

1 - Charcoal canister
2 - Charcoal canister atmospheric vent connection
3 - Purge hose connection
4 - Fuel tank vapor vent connection
Charcoal Canister - NAS

2 - Charcoal canister atmospheric vent connection
3 - Purge hose connection
4 - Fuel tank vapor connection
The charcoal canister is located on the forward edge of the fuel tank on the right hand side. It is attached to
the fuel tank with two bolts.
The canister on all except NAS (ROW) vehicles has a capacity of 1200cc (73.2 in3).
The canister on NAS vehicles has a capacity of 3000cc (183 in3).
The canister has three ports which allow for the attachment of the atmospheric vent hose, the purge hose and
the tank vent hose. On NAS vehicles the atmospheric vent hose connection allows for the attachment of the
DMTL pump.
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 requirements of
LEV2 emission regulations.
DIAGNOSTIC MONITORING OF TANK LEAKAGE (DMTL) - NAS ONLY
The DMTL system is a legislative requirement for NAS vehicles. The DMTL system periodically checks the EVAP
system and the fuel tank for leaks when the ignition is switched off.
The DMTL system comprises the previously described components of the EVAP system with the following
additional components; a DMTL pump and a DMTL filter.
DMTL Pump

1 - DMTL pump
2 - Charcoal canister atmospheric vent pipe
3 - DMTL pump intake filter
The DMTL pump is located at the top of the fuel filler pipe, on a bracket near to the filler neck. The pump is
connected by a pipe to the atmospheric vent of the charcoal canister and incorporates a Positive Temperature
Co-efficient (PTC) heating element, a normally open valve and a reference orifice. The DMTL pump is only
operated when the ignition is switched off and is controlled by the ECM. The ECM also monitors the electric air
pump operation and the normally open valve for faults.
The DMTL filter protects the pump from dust being drawn into the system when the pump is being operated.
The filter is located below the DMTL pump and is connected by a hose.
DMTL Operation
To check the fuel tank and the EVAP system for leaks, the ECM operates the DMTL pump and monitors the
current draw. Initially, the ECM establishes a reference current by pumping air through the reference orifice
and back to atmosphere. Once the reference current is determined, the ECM closes the normally open valve
which seals the 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 EVAP system.
DMTL System Inactive

1 - Throttle plate
2 - Air flow to engine
3 - Purge valve
5 - Fuel tank
6 - DMTL pump assembly
7 - Air intake
8 - Air filter
9 - Change over valve
10 - Pump
11 - Reference orifice
In its inactive state, the DMTL pump motor and the change over valve solenoid are not energized. When the
ECM energizes the purge valve, filtered fresh air enters the evaporative system through the sprung 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
Phase 1 - Reference Measurement

1 - Throttle plate
3 - Purge valve
5 - Fuel tank
7 - Air intake
8 - Air filter
10 - Pump
When the ECM activates the DMTL system, it first activates only the DMTL pump motor. This pumps air through
a 0.5mm 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 normally open valve is closed, sealing the EVAP system
from atmosphere. Providing there are no leaks, the air pump will begin to pressurize the EVAP system and the
load and current draw on the pump increases. By monitoring the rate and level of the current increase, the
ECM can determine if there is a leak in the EVAP system.
During normal vehicle operation, the ECM energizes the heating element in the pump to prevent condensation
formation and possible incorrect current readings.
Leaks are classified as:
Minor - equivalent to a hole diameter of 0.5 to 1.0 mm (0.02 to 0.04 in)

Major - equivalent to hole diameter of 1.0 mm (0.04 in) or greater.
The ECM performs a check for major leaks each time the ignition is switched off, providing the following
conditions are met:
The vehicle speed is zero
The engine speed is zero
The pressure altitude (70 kPa (10.15 lbf/in2) derived from engine load calculations) is below 3047 m
(10000 feet)
The ambient temperature is between 0 and 40C (32 and 104F)
The charcoal canister load factor is 2 or less (where the load factor is a measure, between -1 and +30, of
the fuel vapor stored in the charcoal canister. Where -1 is 0% fuel vapor, 0 is stoichiometric fuel
vapor level and +30 is 100% saturated with fuel vapor.
The fuel tank level is valid and between 15 and 85% of nominal capacity
The engine running time during the previous cycle was more than 10 minutes
The battery voltage is between 10 and 15 volts
The last engine off time was more than 180 minutes
No errors are detected with the EVAP components, the ambient air temperature and the fuel level
High range must be selected on the transfer box.
NOTE: A leak test can be performed using the Land Rover recommended diagnostic tool. This overrides the
above conditions and is useful for checking correct system and component operation.
Phase 2 - Leak Detection

1 - Throttle plate
3 - Purge valve
5 - Fuel tank
7 - Air intake
8 - Air filter
10 - Pump
The ECM performs a check for minor leaks after every 2nd major leak check or after refueling is detected.
When the leak check is complete, the ECM stops the DMTL pump and opens (de-energizes) the normally open
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 ECM aborts the leak check.
If a leak is detected during the check, the ECM stores an appropriate fault code in its memory. If a leak is
detected on two consecutive checks, the 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 600 seconds depending on the test results (developed
tank pressure amperage within a specific time period) and fuel tank level.
Test Results
A - Current stabilizes
B - Current drops
C - Current rises
D - No leak detected
E - 0.5 mm leak
F - Leak >1.0 mm
G - Change over valve energized
H - Pump motor energized
I - Motor current pressure
J - Reference measurement 0.5 mm
K - Time duration
The chart above depicts the logic used to determine fuel system leaks.
Evaporative Emissions - 4.2L SC V8 - AJV8 - Evaporative Emission

Canister Purge Valve
Removal
2. Remove the throttle body gasket.
For additional information, refer to: Throttle Body Gasket
(303-04A Fuel Charging and Controls - 4.2L SC V8 -
3. Release the purge valve.
Remove the bolt.
4. Remove the purge valve.
Installation
1. Install the purge valve.

2. Install the throttle body gasket.
Evaporative Emissions - 4.2L SC V8 - AJV8 - Evaporative Emission

Canister
Removal

safety stands.

3. Remove the rear driveshaft.
For additional information, refer to: Rear Driveshaft -
3.6L V8 - TdV8 (205-01 Driveshaft, Removal and
Installation).
4. Remove the RH fuel tank shield.
Remove the 8 bolts.
Remove the 2 nuts.
5. Remove the evaporative emissions canister.
Remove the 2 bolts.
Disconnect the 3 lines.
Installation
1. Install the evaporative emissions canister.

Connect the lines.
2. Install the RH fuel tank shield.

3. Install the rear driveshaft.
3.6L V8 - TdV8 (205-01 Driveshaft, Removal and
Installation).
Electronic Engine Controls - 4.2L SC V8 - AJV8 -

Lubricants
* HO2s removal STC 50545
HO2s threads Apply suitable high temperature anti-seize compound to threads of sensor
* Apply to area around sensor threads prior to attempting to remove sensor
Engine Management System

Item Description
Engine management system:
Make Denso
Type PAG EMS - Generation 1
+ Heated oxygen sensor (HO2S) 45 33
* RH catalytic converter to exhaust manifold bolts 22 16
* LH catalytic converter to exhaust manifold bolts 22 16
LH catalyst monitor sensor 45 33
Mass Air Flow (MAF) sensor Torx screws 2 1.5
Camshaft position (CMP) sensor bolt 7 5
Crankshaft position (CKP) sensor Torx screw 7 5
Knock sensor (KS) bolt 20 15
Engine oil pressure sensor 13 10
Engine oil temperature sensor 20 15
Manifold Absolute Pressure (MAP) sensor Allen bolt 3 2
Engine harness securing bolts 10 7
Fuel temperature sensor 7 5
Intake Air Temperature sensor Torx screw 6 4
Fuel rail pressure sensor bolts 6 4
Supercharger pressure relief actuator bolt 10 7
+ Apply anti-seize lubricant to threads of sensor - See Lubricants

Electronic Engine Controls - 4.2L SC V8 - AJV8 - Electronic Engine
Controls
COMPONENT LOCATION (SHEET 1 OF 2)

Item Part Description
Number
1 - positive crankcase ventilation (PCV) valve
2 - manifold absolute pressure and temperature (MAPT) sensor
3 - Fuel rail temperature sensor
5 - Fuel rail pressure sensor
6 - Injectors
7 - Knock sensor
8 - manifold absolute pressure (MAP) sensor/ supercharger intake pressure sensor
9 - camshaft position (CMP) sensor
10 - Universal Heated Exhaust Gas Oxygen (UHEGO) sensors
11 - Heated Exhaust Gas Oxygen (HEGO) sensor
12 - Universal Heated Exhaust Gas Oxygen (UHEGO) sensor
13 - crankshaft position (CKP) sensor
14 - mass air flow (MAF)/intake air temperature (IAT)
15 - Spark plugs
16 - Ignition coils
17 - Heated Exhaust Gas Oxygen (HEGO) sensor
18 - CMP sensor
19 - VVT (variable valve timing) solenoid valve (North American Specification (NAS) vehicles
only, from 2007 model year)
COMPONENT LOCATION (SHEET 2 OF 2)

1 - generic electronic module (GEM)
2 - DMTL Unit
3 - Brake light switch
4 - accelerator pedal position (APP)
6 - anti-lock brake system (ABS) control module
7 - E-box
GENERAL
The V8 4.2 Liter supercharged engine is controlled by an ECM manufactured by DENSO. The Engine
Management System (EMS) controls the following:
Engine fueling
Ignition timing
Closed loop fueling
Knock control
Idle speed control
Emission control
on-board diagnostic (OBD)
Interface with the immobilization system
Speed control
The ECM controls the engine fueling by providing sequential fuel injection to all cylinders. Ignition is controlled
by a direct ignition system, provided by eight plug top coils. The ECM is able to detect and correct for ignition
knock on each cylinder and adjust the ignition timing for each cylinder to achieve optimum performance.
The ECM uses a torque-based strategy to generate the torque required by the driver and other vehicle control
modules. The EMS uses various sensors to determine the torque required from the engine. The EMS also
interfaces with other vehicle electronic control modules's, via the controller area network (CAN) bus, to obtain
additional information (e.g. road speed from the ABS control module). The EMS processes these signals and
decides how much torque to generate. Torque is then generated by using various actuators to supply air, fuel
and spark to the engine (electronic throttle, injectors, coils, etc.).
ENGINE CONTROL MODULE (ECM)
The ECMis located in the E-Box on the right-hand (RH) side of the engine compartment at the front.
System ECM has the following inputs:

restraints control module (RCM)
Park/neutral switch
Ignition coil feedback x2
Fuel rail temperature
Fuel rail pressure
Supercharger inlet pressure
Mass air flow
Engine speed
Camshaft position x2
Driver demand
Brake pedal position switch
Speed control switches
Generator load
Oxygen sensors pre catalyst x2
Oxygen sensors post catalyst x2
Throttle position
Cooling fan speed
Ignition switch position
Knock sensors x2
MAP
Intercooler temperature
Coolant temperature
Engine oil temperature
Air inlet temperature
The ECM outputs to the following:
Throttle actuator
Brake vacuum pump relay
Ignition coils (x8)
Oxygen sensor heaters (4)
Fuel injectors (8)

Purge valve
Engine cooling fan
Air conditioning condenser cooling Fan
Fuel pump relay
Starter relay
EMS Main relay
Generator control
Diagnostic Module Tank Leakage (DMTL) (NAS Only)
E-box fan
fuel pump driver module (FPDM)
Air conditioning condenser cooling fan (+ 50Degrees 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 ECM. The sensor produces the signal which enables the ECM to determine the angle of
the crankshaft, and the engine rpm. From this, the point of ignition, fuel injection, etc. is calculated. If the
signal wires are reversed a 3 degrees advance in timing will occur, as the electronics within the ECM uses the
falling edge of the signal waveform as its reference / timing point for each tooth.
The reluctor is pressed into the flywheel and has a "tooth" pattern based on 36 teeth at 10 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 ECM transmits the engine speed to other vehicle control modules on 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:
Cylinder recognition
Enabling sequential fuel injection
Knock control
Cylinder identification for diagnostic purposes.
Failure symptoms include:
Ignition timing reverting to the base mapping, with no cylinder correction.
Active knock control is disabled, along with its diagnostic (Safe ignition map - loss of performance).
Quick cam/crank synchronisation 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 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 ECM outputs on the CAN is the 120 Degrees Celsius. When a defective coolant
sensor is detected, the ECM uses the oil temperature sensor value. Should both the oil temperature sensor and
the coolant sensor fail the 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
Charcoal Canister with DMTL Pump (NAS only)

1 - DMTL pump
2 - Charcoal canister atmospheric vent pipe
3 - DMTL pump intake filter
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 cannister and incorporates
a positive temperature coefficient (PTC) heating element a normally open valve and a reference orifice. The
DMTL pump is only operated when the ignition is switched off and is controlled by the ECM. The ECM also
monitors the electric air pump operation and the normally open valve for faults. To check the fuel tank and
EVAP system for leaks the ECM operates the DMTL pump and monitors the current draw. This is compared to a
referenced figure established from the current draw when air is pumped through the reference orifice.
For additional information, refer to: Evaporative Emissions (303-13A Evaporative Emissions - 4.2L SC V8 -
AJV8, Description and Operation).
PURGE VALVE
Purge Valve and Hoses location

1 - Purge valve electrical connector
2 - Purge valve
3 - Purge hose to induction elbow
4 - Purge hose from charcoal canister
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 ECM. When the engine operating
conditions are correct, the 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 cannister. The fresh air is drawn through the charcoal
cannister via the DMTL pump fresh air vent. This action purges the charcoal cannister of hydrocarbon vapor,
which is burnt in the normal engine combustion cycle.
MASS AIR FLOW/INLET AIR TEMPERATURE SENSOR (MAF/AT)
The MAF/IATis located in the clean air duct immediately after the air filter box.
The air mass flow is determined by the cooling effect of inlet air passing over a hot film element contained
within the device. The higher the air flow the greater the cooling effect and the lower the electrical resistance
of the hot film element. The ECM then uses this signal from the MAF to calculate the air mass flowing into the
engine.
The measured air mass flow is used in determining the fuel quantity to be injected in order to maintain the
stichometric air/fuel mixture required for correct operation of the engine and exhaust catalysts. Should the
device fail there is a software backup strategy that will be evoked once a fault has been diagnosed.
The following symptoms may be observed if the sensor fails:
During driving the engine RPM might dip, before recovering.
Difficulty in starting or start - stall.
Poor throttle response / engine performance.
Lambda control and idle speed control halted.
Emissions incorrect.
AFM signal offset
The IAT sensor is integrated into the MAF meter. It is a temperature dependent resistor (thermistor), i.e. the
resistance of the sensor varies with temperature. This thermistor is a NTC type element meaning that the
sensor resistance decreases as the sensor temperature increases. The sensor forms part of a voltage divider
chain with an additional resistor in the ECM. The voltage from this sensor changes as the sensor resistance
changes, thus relating the air temperature to the voltage measured by the ECM.
The ECM stores a 25 Degrees Celsius default value for air temperature in the event of a sensor failure.
MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)- SUPERCHARGER INLET
PRESSURE
The 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 ECM. The sensor
is located below the electric throttle on the induction elbow.
MAP Pin Out Table

Pin No Description
1 MAPsignal
2 Sensor supply
3 Not used
4 Sensor ground
The output signal from the MAP sensor, together with the CKP and IAT sensors, is used by the ECM to calculate
the amount of air induced into the cylinders. This enables the ECM to determine ignition timing and fuel
injection duration values.
The MAP sensor receives a 5V supply voltage from pin 48 of ECM connector C0634 and provides an analogue
signal to pin 38 of ECM connector C0634, which relates to the absolute manifold pressure and allows the ECM
to calculate engine load. The ECM provides a ground for the sensor via pin 11 of ECM connector C0634.
If the MAP signal is missing, the ECM will substitute a default manifold pressure reading based on crankshaft
speed and throttle angle. The engine will continue to run with reduced drivability and increased emissions,
although this may not be immediately apparent to the driver. The ECM will store fault codes which can be
retrieved using T4.
MANIFOLD ABSOLUTE PRESSURE AND TEMPERATURE SENSOR (MAPT)
The MAPT is located to the rear of the 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 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.
Pin No Description Input/Output

1 Boost pressure Output
2 Sensor supply Input
3 Intercooler outlet temperature Output
4 Sensor ground -
If an intercooler temperature efailuer isdetected, 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 ECM via a twisted pair.
The knock sensors produce a voltage signal in proportion to the amount of mechanical vibration generated at
each ignition point. Each sensor monitors the related cylinder bank.
The knock sensors incorporate a piezo-ceramic crystal. This crystal produces a voltage whenever an outside
force tries to deflect it, (i.e. exerts a mechanical load on it). When the engine is running, the compression
waves in the material of the cylinder block, caused by the combustion of the fuel/air mixture within the
cylinders, deflect the crystal and produce an output voltage signal. The signals are supplied to the ECM, which
compares them with `mapped' signals stored in memory. From this, the ECM can determine when detonation
occurs on individual cylinders. When detonation is detected, the ECM retards the ignition timing on that
cylinder for a number of engine cycles, then gradually returns it to the original setting.
Care must be taken at all times to avoid damaging the knock sensors, but particularly during removal and
fitting procedures. The recommendations regarding torque and surface preparation must be adhered to. The
torque applied to the sensor and the quality of the surface preparation both have an influence over the transfer
of mechanical noise from the cylinder block to the crystal.
The ECM uses the signals supplied by the knock sensors, in conjunction with the signal it receives from the
camshaft sensor, to determine the optimum ignition point for each cylinder. The ignition point is set according
to preprogrammed ignition maps stored within the ECM. The ECM is programmed to use ignition maps for 98
research octane number (RON) premium specification fuel. It will also function on 91 RON regular specification
fuel and learn new adaptions. If the only fuel available is of poor quality, or the customer switches to a lower
grade of fuel after using a high grade for a period of time, the engine may suffer slight pre-ignition for a short
period. This amount of pre-ignition will not damage the engine. This situation will be evident while the ECM
learns and then modifies its internal mapping to compensate for the variation in fuel quality. This feature is
called adaption. The ECM has the capability of adapting its fuel and ignition control outputs in response to
several sensor inputs.
The ECM will cancel closed loop control of the ignition system if the signal received from either knock sensor
becomes implausible. In these circumstances the ECM will default to a safe ignition map. This measure ensures
the engine will not become damaged if low quality fuel is used. The malfunction indicator lamp (MIL) will not
illuminate, although the driver may notice that the engine 'pinks' in some driving conditions and displays a
drop in performance and smoothness.
When a knock sensor fault is stored, the ECM will also store details of the engine speed, engine load and the
coolant temperature.
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:
Electronic throttle control valve
APP
ECM
When the accelerator pedal is depressed the APP sensor provides a change in the monitored signals. The ECM
compares this against an electronic map and moves the electronic throttle valve via a PWM control signal
which is in proportion to the APP angle signal. The system is required to:
Regulate the calculated intake air load based on the accelerator pedal sensor input signals and
programmed mapping.
Monitor the drivers input request for cruise control operation.
Automatically position the electronic throttle for accurate cruise control.
Perform all dynamic stability control throttle control interventions.
Monitor and carry out maximum engine and road speed cut out.
Provide differing responses for differing Terrain response modes.
A software strategy within the ECM enables the throttle position to be calibrated each ignition cycle. When the
ignition is turned OFF, the ECM performs a self test and calibration routine on the electronic throttle by closing
the throttle fully. The power is then removed and the ECM checks that the throttle returns to the reference
position under the pressure from the spring.
ACCELERATOR PEDAL POSITION SENSOR (APP)

1 - Detente mechanism
2 - Sensor spigot
3 - Pedal
4 - Springs
5 - Cables
6 - Bush
7 - Drum
8 - APP sensor
The 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 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 APP sensor signals are checked for range and plausibility. Two separate reference voltages are supplied to
the pedal. Should one sensor fail, the other is used as a 'limp home' input. In limp home mode due to an APP
signal failure the ECM will limit the maximum engine speed to 2000 rpm.
APP Sensor Output Graph
A - Voltage
B - APP sensor angle
C - Kick down angle
The APP sensor has two potentiometer tracks which each receive a 5V input voltage from the 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 ECM
to determine fueling for engine operation and also by the ECM and the TCM to initiate a kickdown request for
the automatic transmission.
The 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 ECM
to initiate idle speed control and also overrun fuel cut-off.
APP Pin Out Table

Pin No Description
1 APP 1 ground
2 APP 1 demand
3 APP2 ground
4 Not used
5 APP 2 demand
6 Supply 2, 5 volt
7 Supply 1, 5 volt
8 Not used
OXYGEN SENSORS
There are four oxygen sensors located in the exhaust system. Two upstream before the catalytic converter and
two down stream after the catalytic converter. The sensor monitors the level of oxygen in the exhaust gases
and is used to control the fuel/air mixture. Positioning a sensor in the stream of exhaust gasses from each
bank enables the ECM to control the fueling on each bank independently of the other, allowing much closer
control of the air / fuel ratio and catalyst conversion efficiency.
Upstream Oxygen Sensors

Downstream Oxygen Sensors
The oxygen sensors need to operate at high temperatures in order to function correctly. To achieve the high
temperatures required, the sensors are fitted with heater elements that are controlled by a PWM signal from
the ECM. The heater elements are operated immediately following engine start and also during low load
conditions when the temperature of the exhaust gases is insufficient to maintain the required sensor
temperatures. A non-functioning heater delays the sensors readiness for closed loop control and influences
emissions. The PWM duty cycle is carefully controlled to prevent thermal shock to cold sensors.
UHEGO (Universal Heated Exhaust Gas Oxygen) sensors also known as Linear or "Wide Band" sensors
produces a constant voltage, with a variable current that is proportional to the oxygen content. This allows
closed loop fueling control to a target lambda, i.e. during engine warm up (after the sensor has reached
operating temperature and is ready for operation). This improves emission control.
The HEGO sensor uses Zirconium technology that produces an output voltage dependant upon the ratio of
exhaust gas oxygen to the ambient oxygen. The device contains a Galvanic cell surrounded by a gas permeable
ceramic, the voltage of which depends upon the level of O2 defusing through. Nominal output voltage of the
device for l =1 is 300 to 500m volts. As the fuel mixture becomes richer (l<1) the voltage tends towards 900m
volts and as it becomes leaner (l>1) the voltage tends towards 0 volts. Maximum tip temperature is 1,000
Degrees Celsius for a maximum of 100 hours.
Sensors age with mileage, increasing their response time to switch from rich to lean and lean to rich. This
increase in response time influences the ECM closed loop control and leads to progressively increased
emissions. Measuring the period of rich to lean and lean to rich switching monitors the response rate of the
upstream sensors.
Diagnosis of electrical faults is continually monitored in both the upstream and downstream sensors. This is
achieved by checking the signal against maximum and minimum threshold, for open and short circuit
conditions.
Oxygen sensors must be treated with the utmost care before and during the fitting process. The sensors have
ceramic material within them that can easily crack if dropped / banged or over-torqued. The sensors must be
torqued to the required figure, (40-50Nm), with a calibrated torque wrench. Care should be taken not to
contaminate the sensor tip when anti-seize compound is used on the thread. Heated sensor signal pins are
tinned and universal are gold plated. Mixing up sensors could contaminate the connectors and affect system
performance.
Failure Modes
Mechanical fitting & integrity of the sensor.
Sensor open circuit / disconnected.
Short circuit to vehicle supply or ground.
Lambda ratio outside operating band.
Crossed sensors bank A & B.

Contamination from leaded fuel or other sources.
Change in sensor characteristic.
Harness damage.
Air leak into exhaust system.
Failure Symptoms
Default to Open Loop fueling for the particular cylinder bank
High CO reading.
Strong smell of H02S (rotten eggs) till default condition.
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 612 zener
diode bridge rectifiers.
The ECM monitors the load on the electrical system via PWM signal and adjusts the generator output to match
the required load. The ECM also monitors the battery temperature to determine the generator regulator set
point. This characteristic is necessary to protect the battery; at low temperatures battery charge acceptance is
very poor so the voltage needs to be high to maximize any rechargeability, but at high temperatures the
charge voltage must be restricted to prevent excessive gassing of the battery with consequent water loss.
The Generator has a smart charge capability that will reduce the electrical load on the generator reducing
torque requirements, this is implemented to utilize the engine torque for other purposes. This is achieved by
monitoring three signals to the ECM:
Generator sense (A sense), measures the battery voltage at the central junction box (CJB).
Generator communication (Alt Com) communicates desired Generator voltage set point from ECM to
Generator.
Generator monitor (Alt Mon) communicates the extent of Generator current draw to ECM. This signal also
transmits faults to the ECM which will then sends a message to the instrument cluster on the CAN bus
to illuminate the charge warning lamp.
For additional information, refer to: Generator (414-02A Generator and Regulator - 4.2L, Description
and Operation).
FUEL INJECTORS
The engine has 8 fuel injectors (one per cylinder), each injector is directly driven by the ECM. The injectors are
fed by a common fuel rail as part of a 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 ECM monitors the output power stages of the injector drivers for electrical faults.
The injectors have a resistance of 13.8 Ohms 0.7 Ohms @ 20 Degrees Celsius
For additional information, refer to: Fuel Charging and Controls (303-04A Fuel Charging and Controls - 4.2L,
IGNITION COILS
The V8 engine is fitted with eight plug-top coils that are driven directly by the ECM. This means that the ECM,
at the point where sufficient charge has built up, switches the primary circuit of each coil and a spark is
produced in the spark plug. The positive supply to the coil is fed from a common fuse. Each coil contains a
power stage to trigger the primary current. The ECM sends a signal to each of the coils power stage to trigger
the power stage switching. Each bank has a feedback signal that is connected to each power stage. If the coil
power stage has a failure the feedback signal is not sent, causing the ECM to store a fault code appropriate to
the failure.
The ECM calculates the dwell time depending on battery voltage and engine speed to ensure constant
secondary energy. This ensures sufficient secondary (spark) energy is always available, without excessive
primary current flow thus avoiding overheating or damage to the coils.
The individual cylinder spark timing is calculated from a variety of inputs:
Engine speed and load.
Engine temperature.
Knock control.
Auto gearbox shift control.
Idle speed control.
For additional information, refer to: Engine Ignition (303-07A Engine Ignition - 4.2L, Description and
Operation).
FUEL PUMP RELAY
The ECM controls the fuel pump relay which in turn controls the power supply to the fuel pump control module.
The ECM energizes the relay ON with ignition ON, via pin A95 of the ECM.
FPDM
The FPDM is located under the rear 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 ECM sends a PWM signal to the FPDM from pin 20 of connector C0635 of the ECM, the duty cycle of the
signal determines the duty cycle of the pump. The 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 PWM signal. The PWM signal to the pump represents half the ON time of the
pump. If the ECM transmits a 50% on time the fuel pump control module drives the pump at 100%. If the 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 ECM requires the
fuel pump to be turned OFF the ECM transmits a duty cycle signal of 75%.
The status of the FPDM is monitored by the ECM on connector C0635 pin 21. Any errors can be retrieved from
the ECM. The fuel pump control module cannot be interrogated for diagnostic purposes.
The ECM controls the FPDM in response to inputs from the fuel rail pressure sensor, MAP and the MAF/IAT
sensor.
Harness Connector C2369 pin out details

Pin No Description Input/Output
1 Pump + Output
2 Pump - -
3 ECMPWM signal Input
4 Diagnostic signal Output
5 Battery voltage Input
6 ground (GND) -
VISCOUS FAN CONTROL
The ECM controls a viscous coupled fan to provide engine cooling. The ECM supplies the fan with a PWM signal
that controls the amount of slippage of the fan, thus providing the correct amount of cooling fan speed and
airflow. The EMS uses a Hall effect sensor to determine the fan speed.
For additional information, refer to: Engine Cooling (303-03A Engine Cooling - 4.2L, Description and
Operation).
AIR CONDITIONING CONDENSER COOLING FAN
On hot climate vehicles (+50 Degrees Celsius) the ECMcontrols an electric fan to provide cooling to the air
conditioning system condenser. The ECM provides the fan with a PWM signal that controls the speed of the fan.
E-BOX FAN
The ECM controls an electric fan located in the E-Box to provide cooling. The 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:
VVT unit
Valve timing solenoid
The VVT system alters the phase of the intake valves relative to the fixed timing of the exhaust valves, to
alter:
The mass of air flow to the cylinders.
The engine torque response.
Emissions.
The VVT unit uses a vane type device to control the camshaft angle. The system operates over a range of 48
degrees and is advanced or retarded to its optimum position within this range.
The VVT system is controlled by the ECM based on engine load and speed along with engine oil temperature to
calculate the appropriate camshaft position.
The VVT system provides the following advantages:
Reduced engine emissions and improved fuel consumption which in turn improves the engines internal
exhaust gas recirculation (EGR) effect over a wider operating range.
Enhanced full load torque characteristics.
Improved fuel economy through optimized torque over the engine speed range.
Variable Valve Timing Unit
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 ECM controls the VVT timing unit via a oil
control solenoid. The oil control solenoid routes oil pressure to the advance or retard chambers either side of
the vanes within the VVT unit.
The VVT unit is driven by the primary drive chain and rotates relative to the exhaust camshaft. When the ECM
requests a retard in camshaft timing the oil control solenoid is energized which moves the shuttle valve in the
solenoid to the relevant position allowing oil pressure to flow out of the advance chambers in the VVT unit
whilst simultaneously allowing oil pressure into the retard chambers.
The ECM controls the advancing and retarding of the VVT unit based on engine load and speed. The ECM sends
an energize signal to the oil control solenoid until the desired VVT position is achieved. When the desired VVT
position is reached, the energizing signal is reduced to hold the oil control solenoid position and consequently
desired VVT position. This function is under closed loop control and the ECM can sense any variance in shuttle
valve oil pressure via the camshaft position sensor and can adjust the energizing signal to maintain the shuttle
valve hold position.
VVT operation can be affected by engine oil temperature and properties. At very low oil temperatures the
movement of the VVT mechanism will be slow due to the high viscosity of the oil. While at high oil
temperatures the low oil viscosity may impair the VVT operation at low oil pressures. The oil pump has the
capacity to cope with these variations in oil pressure while an oil temperature sensor is monitored by the ECM
to provide oil temperature feedback. At extremely high oil temperatures the ECM may limit the amount of VVT
advance in order to prevent the engine from stalling when returning to idle speed.
VVT does not operate when engine oil pressure is below 1.25 bar. This is because there is insufficient pressure
to release the VVT units internal stopper pin. This occurs when the engine is shut down and the VVT unit has
returned to the retarded position. The stopper pin locks the VVT unit to the camshaft to ensure camshaft
stability during the next start up.
For additional information, refer to: Engine (303-01B Engine - 4.4L, Description and Operation).
Valve Timing Solenoid

Valve Timing Solenoid
The valve timing solenoid controls the position of the shuttle valve in the bush carrier. A plunger on the
solenoid extends when the solenoid is energized and retracts when the solenoid is de-energized.
When the valve timing solenoids are de-energized, the coil springs in the bush carriers position the shuttle
valves to connect the valve timing units to drain. In the valve timing units, the return springs hold the ring
pistons and gears in the retarded position. When the valve timing solenoids are energized by the ECM, the
solenoid plungers position the shuttle valves to direct engine oil to the valve timing units. In the valve timing
units, the oil pressure overcomes the force of the return springs and moves the gears and ring pistons to the
advanced position. System response times are 1.0 second maximum for advancing and 0.7 second maximum
for retarding. While the valve timing is in the retarded mode, the ECM produces a periodic lubrication pulse.
This momentarily energizes the valve timing solenoids to allow a spurt of oil into the valve timing units. The
lubrication pulse occurs once every 5 minutes.
ECM ADAPTIONS
The ECM has the ability to adapt the values it uses to control certain outputs. This capability ensures the EMS
can meet emissions legislation and improve the refinement of the engine throughout its operating range.
The components which have adaptions associated with them are:
The APP sensor
The HO2S
The MAF/IAT sensor
The CKP sensor
Electric throttle body.
UHEGO/HEGO and MAF/AT Sensor
There are several adaptive maps associated with the fueling strategy. Within the fueling strategy the ECM
calculates short-term adaptions and long term adaptions. The ECM will monitor the deterioration of the oxygen
sensors (HEGO and UHEGO) over a period of time. It will also monitor the current correction associated with
the sensors.
The ECM will store a fault code in circumstances where an adaption is forced to exceed its operating
parameters. At the same time, the ECM will record the engine speed, engine load and intake air temperature.
Crankshaft Position Sensor
The characteristics of the signal supplied by the CKP are learned by the ECM. This enables the ECM to set an
adaption and support the engine misfire detection function. Due to the small variation between different
flywheels and different CKP sensors, the adaption must be reset if either component is renewed, or removed
and refitted. It is also necessary to reset the flywheel adaption if the ECM is renewed or replaced. The ECM
supports four flywheel adaptions for the CKP sensor. Each adaption relates to a specific engine speed range.
The engine speed ranges are detailed in the table below:
Adaptions Engine Speed, rev/min

1 1800 - 3000
2 3001 - 3800
3 3801 - 4600
4 4601 - 5400
Misfire Detection
Legislation requires that the ECM must be able to detect the presence of an engine misfire. It must be able to
detect misfires at two separate levels. The first level is a misfire that could lead to the vehicle emissions
exceeding 1.5 times the Federal Test Procedure (FTP) requirements for the engine. The second level is a
misfire that may cause catalyst damage.
The ECM monitors the number of misfire occurrences within two engine speed ranges. If the ECM detects more
than a predetermined number of misfire occurrences within either of these two ranges, over two consecutive
journeys, the ECM will record a fault code and details of the engine speed, engine load and engine coolant
temperature. In addition, the ECM monitors the number of misfire occurrences that happen in a 'window' of
200 engine revolutions. The misfire occurrences are assigned a weighting according to their likely impact on
the catalysts. If the number of misfires exceeds a certain value, the ECM stores catalyst-damaging fault codes,
along with the engine speed, engine load and engine coolant temperature.
The signal from the crankshaft position sensor indicates how fast the poles on the flywheel are passing the
sensor tip. A sine wave is generated each time a pole passes the sensor tip. The ECM can detect variations in
flywheel speed by monitoring the sine wave signal supplied by the crankshaft position sensor.
By assessing this signal, the ECM can detect the presence of an engine misfire. At this time, the ECM will
assess the amount of variation in the signal received from the CKP and assigns a roughness value to it. This
roughness value can be viewed within the real time monitoring feature, using T4. The ECM will evaluate the
signal against a number of factors and will decide whether to count the occurrence or ignore it. The ECM can
assign a roughness and misfire signal for each cylinder, (i.e. identify which cylinder is misfiring).
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 ECM stores faults as DTC, referred to as 'P' codes. The 'P' codes are defined by 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.

1 - Cover
GEM
The ECM is connected to ignition switch I and II. When the ignition is turned ON, 12V is applied to the ignition
sense input. The ECM then starts its power up routines and turns ON the ECM main relay, the main power to
the ECM and it's associated system components. When the ignition is turned OFF the ECM will maintain its
powered up state for up to 20 minutes while it initiates its power down routine and on completion will turn OFF
the ECM main relay. The ECM will normally power down in approximately 60 seconds, do not disconcert the
battery until the ECM is completely powered down.
CONTROL DIAGRAM (SHEET 1 OF 2)
1 - Main relay
2 - CMP sensor x2
3 - CKP sensor
4 - ECT sensor
5 - APP sensor
6 - MAPT sensor
7 - MAP sensor
8 - Engine oil temperature sensor
9 - MAF/IAT sensor
10 - Fuel rail temperature sensor
12 - RCM
13 - Brake light switch
14 - Park/ neutral signal from TCM
15 - Knock sensors
16 - ECM
17 - Fuse 27E
18 - Fuse 13E
20 - Fuse 10E
CONTROL DIAGRAM (SHEET 2 OF 2)
NOTE: A= Hardwired D= CAN K= I bus

1 - Injectors
2 - Engine cooling fan control/monitor
4 - ABS control module
6 - Clock spring
7 - Speed control switches
8 - TCM
9 - RCM
10 - automatic temperature control (ATC) control module
11 - DMTL pump
12 - Ignition coils
13 - HEGOs
14 - UHEGOs
15 - ECM
16 - VVT solenoid valve
17 - Generator
18 - E box fan
19 - Fuel pump relay
20 - FPDM
Electronic Engine Controls - 4.2L SC V8 - AJV8 - Electronic Engine
Controls
Principle of Operation
This section covers the sensors and units for the engine management system.
For more information on the system, refer to section 303-14A - Electronic Engine Controls - 4.2L workshop
manual section.
Inspection and verification
Visual inspection chart

Engine oil level Fuses
Cooling system coolant level Wiring harness
Fuel level Electrical connector(s)
Fuel contamination/grade/quality Sensor(s)
Sensor installation/condition Engine control module (ECM)
Viscous fan and solenoid Transmission control module (TCM)


Symptom chart
Symptom
Symptom (specific) Possible causes Action
(general)
Security system
/Immobilizer
engaged
ECM relay Check that the security system is disarmed.

Check the ECM relay operation. Check the
Battery battery condition and state of charge. For
Engine does not crank
starting system tests, refer to the relevant
workshop manual section. Check that the
Starting system engine turns by hand.
Harness
Engine seized
Low/Contaminated fuel
Ignition system
Check the fuel level and condition. For
ignition system tests and fuel system tests,
Non-Start Fuel system refer to the relevant workshop manual
Engine cranks, but does section. For CKP and harness tests refer to
not fire Crankshaft position the guided diagnostic routine on the
(CKP) sensor approved diagnostic system. Refer to the
warranty policy and procedures manual if an
ECM is suspect.
Harness
ECM fault
Evaporative emissions
purge valve
Fuel system
For purge valve tests, fuel system tests and
Engine cranks and fires,
ignition system tests, refer to the relevant
but will not start Spark plugs
workshop manual section.
Ignition coil failure(s)
Harness
Check coolant anti-freeze
content
Check the coolant condition. Check the

Battery
battery condition and state of charge, refer
to the relevant workshop manual section.
Crankshaft position For CKP sensor tests refer to the guided
Difficult to start cold
(CKP) sensor diagnostic routine on the approved
diagnostic system. For fuel system tests and
purge valve tests, refer to the relevant
Fuel system
Difficult to
start
purge valve
Injector leak
For injector and fuel system tests, refer to
Fuel system the relevant workshop manual section. For
fuel temperature sensor, IAT sensor and
MAF sensor tests refer to the guided
Difficult to start hot Fuel temperature sensor
diagnostic routine on the approved
diagnostic system. For purge valve tests
Intake air temperature and ignition system tests, refer to the
(IAT) sensor relevant workshop manual section.
Symptom
(general)
Mass air flow (MAF)
sensor
purge valve
Ignition system
Injector leak
Fuel system
For injector and fuel system tests, refer to

Fuel temperature sensor
the relevant workshop manual section. For
Difficult to start after
fuel temperature sensor, IAT sensor and
hot soak (vehicle
IAT sensor MAF sensor tests refer to the guided
standing after engine
has reached operating
diagnostic system. For purge valve tests
temperature) MAF sensor
and ignition system tests, refer to the
relevant workshop manual section.
purge valve
Ignition system
Compressions high/low
Check compressions. Check the battery
Engine cranks too condition and state of charge. For starting
Battery
fast/slow system tests. Refer to the relevant
Starting system
Breather system
disconnected/restrict
ed
ECM relay
Check the engine breather system, refer to
the relevant workshop manual section.
MAF sensor Check the ECM relay operation. For MAF
sensor tests refer to the guided diagnostic
Ignition system routine on the approved diagnostic system.
Engine stalls soon after
For ignition system tests, air intake
start
information and fuel line information, refer
Air cleaner restricted to the relevant workshop manual section.
For FRP sensor tests refer to the guided
Air leakage diagnostic routine on the approved
diagnostic system.
Fuel lines
Engine
stalls Fuel rail pressure (FRP)
sensor
ECM relay
Check the ECM relay operation. For TP
Engine stalls on
overrun Throttle position (TP) routine on the approved diagnostic system.
sensors
ECM relay
Check the ECM relay operation. For CKP
Engine stalls at steady sensor and TP sensor tests refer to the
CKP sensor
speed guided diagnostic routine on the approved
diagnostic system.
TP sensors
Engine stalls with speed
ECM relay Check the ECM relay operation.
control enabled
Check the ECM relay operation. For TP
Engine stalls when ECM relay sensor tests refer to the guided diagnostic
maneuvering routine on the approved diagnostic system.
For accessory drive and transmission
Symptom
(general)
TP sensors information, refer to the relevant workshop
manual section. For information. Check for
CAN fault codes.
Additional engine loads
(PAS, air
conditioning, etc)
Transmission malfunction
CAN malfunction
Fuel pump
Fuel lines
Injector leak
Fuel pressure
For fuel pump and fuel line information,
Air leakage injector tests and intake system checks,
refer to the relevant workshop manual
section. For TP sensor and throttle motor
TP sensors tests refer to the guided diagnostic routine
on the approved diagnostic system. For
Engine hesitates/poor Throttle motor ignition system tests, refer to the relevant
acceleration workshop manual section. Check for DTCs
relating to HO2 sensors, refer to the DTC
Ignition system index. For transmission information, refer to
the relevant workshop manual section.
HO2 sensors Check the accelerator pedal travel. For APP
routine on the approved diagnostic system.
Transmission malfunction
Restricted pedal travel

(carpet, etc)
Poor
Accelerator pedal
driveability
position (APP)
sensor
Fuel pump
Fuel lines For fuel pump and fuel line information and
intake system, refer to the relevant
workshop manual section. For MAF sensor
Air leakage
tests refer to the guided diagnostic routine
on the approved diagnostic system. Check
Engine backfires MAF sensor for DTCs relating to HO2 sensors, refer to
the DTC index. For ignition system tests,
HO2 sensors
section. For APP sensor tests refer to the
guided diagnostic routine on the approved
Ignition system diagnostic system.
APP sensor
Fuel pump
For fuel pump and fuel line information,
Fuel lines
section. For MAF sensor, TP sensor and
throttle motor tests refer to the guided
Engine surges
MAF sensor diagnostic routine on the approved
diagnostic system. For ignition system tests,
Harness
section.
Symptom
(general)
TP sensors
Throttle motor
Ignition system
Knock sensor (KS)/circuit
malfunction
Fuel pump
For KS circuit tests refer to the guided
Fuel lines diagnostic routine on the approved
diagnostic system. For fuel pump and fuel
line information, refer to the relevant
Fuel quality
workshop manual section. For FRP sensor
and MAF sensor tests refer to the guided
Engine
FRP sensor diagnostic routine on the approved
detonates/knocks
diagnostic system. Check for DTCs relating
to HO2 sensors, refer to the DTC index. For
MAF sensor
intake system, refer to the relevant
workshop manual section. Refer to the
HO2 sensors warranty policy and procedures manual if an
ECM is suspect.
Air leakage
BARO sensor malfunction

(internal ECM fault)
APP sensor malfunction
For APP sensor, TP sensor and throttle
No throttle response TP sensors motor tests refer to the guided diagnostic
routine on the approved diagnostic system.
Throttle motor
Default mode enabled
Check message center for default message.
For speed control switch information. Refer
Speed control switch(es) to the relevant workshop manual section.
Speed control inhibited
For TP sensor tests refer to the guided
or disabled
TP sensors diagnostic routine on the approved
diagnostic system. Check for CAN fault
codes.
CAN fault
APP sensor malfunction
TP sensors
ECT sensor
For APP sensor, TP sensor, ECT sensor and

MAF sensor MAF sensor tests refer to the guided
Poor throttle response Transmission malfunction diagnostic system. For transmission
information, intake system checks and
breather system checks, refer to the
Traction control event relevant workshop manual section.
Air leakage
Breather system
disconnected/restrict
ed
TP sensors
Engine defaults,
For TP sensor, MAF sensor and ECT sensor
warning lamp and
tests refer to the guided diagnostic routine
messages. Refer to the MAF sensor
on the approved diagnostic system.
owner handbook
Symptom
(general)
ECT sensor
Harness
DTC index
DTC Description Possible causes Action

Invalid data received from Check for ABS DTCs. Refer to the
C003100 Left Front Wheel Speed Sensor
ABS wheel speed signal relevant workshop manual section.
Right Front Wheel Speed Invalid data received from Check for ABS DTCs. Refer to the
C003400
Sensor ABS wheel speed signal relevant workshop manual section.
Invalid data received from Check for ABS DTCs. Refer to the
C003700 Left Rear Wheel Speed Sensor
ABS wheel speed signal relevant workshop manual section.
Right Rear Wheel Speed Invalid data received from Check for ABS DTCs. Refer to the
C003A00
Sensor ABS wheel speed signal relevant workshop manual section.
Heated 0 sensor heater
power supply circuit
high resistance
Refer to the guided diagnostic

HO2S Heater Control Circuit Heated 0 sensor heater
P003100 routine for this code on the approved
Low (Bank 1, Sensor 1) control circuit high
diagnostic system.
resistance

failure
high resistance

High (Bank 1, Sensor 1) control circuit high
diagnostic system.
resistance

failure
Catalyst monitor sensor
heater control circuit
short circuit to ground

HO2S Heater Control Circuit Catalyst monitor sensor
(Bank 1, Sensor 2) heater control circuit
diagnostic system.
high resistance

heater failure
high resistance

Low (Bank 2, Sensor 1) control circuit high
diagnostic system.
resistance

failure
High (Bank 2, Sensor 1) power supply circuit
diagnostic system.
high resistance

control circuit high
resistance

failure
(left-hand bank) heater
control circuit short
circuit to ground
For left-hand catalyst monitor sensor
heater circuit tests. Refer to the
HO2S Heater Control Circuit
P005600 Catalyst monitor sensor guided diagnostic routine for this
(Bank 2, Sensor 2)
heater control circuit code on the approved diagnostic
high resistance system.

heater failure
Manifold absolute pressure Check the MAP sensor and circuits.
(MAP) sensor failure Refer to the electrical guides. Refer
(MAP) - Barometric pressure
P006900 to the warranty policy and
correlation
BARO sensor failure procedures manual if an ECM is
(internal ECM fault) suspect.
Ambient temperature Refer to the guided diagnostic
Ambient Air Temperature
P007100 sensor range routine for this code on the approved
Sensor Range/Performance
performance (stuck) diagnostic system.
Ambient Air Temperature Ambient temperature
Sensor Circuit Low sensor circuit low input
diagnostic system.
Ambient temperature Refer to the guided diagnostic
Ambient Air Temperature
P007300 sensor circuit high routine for this code on the approved
Sensor Circuit High
input diagnostic system.
Fuel rail pressure (FRP)
sensor disconnected
FRP sensor to ECM sensing

circuit short circuit to
ground
FRP sensor supply circuit

high resistance
For FRP sensor tests, refer to the
FRP sensor failure relevant workshop manual section.
Fuel rail/system pressure too Check the fuel lines, check the fuel
P008700
low pressure and the fuel pump module
Fuel line leak
circuits. Refer to the electrical
guides.
Restricted fuel line
Fuel pump module circuit

high resistance

Fuel pump module failure

sensor to ECM wiring For FRP sensor tests, refer to the
(supply/sense) short relevant workshop manual section.
Fuel rail/system pressure too circuit to each other Check the fuel lines, check the fuel
P008800
high pressure and the fuel pump module
FRP sensor to ECM sense guides.
power
FRP sensor failure
Fuel pressure control valve

(FPCV) fault

short circuit to power

sensor disconnected

ground
FRP sensor supply circuit

high resistance
For FRP sensor tests, refer to the

FRP sensor failure
Fuel System Leak Detected -
P009300 Check the fuel lines, check the fuel
Large Leak
Fuel line leak pressure and the fuel pump module
circuits.
Restricted fuel line

high resistance


Air charge temperature
(ACT) sensor circuit
Check the ACT sensor and circuits.
Intake Air Temperature Sensor Refer to the electrical guides. Refer
P009623 2 Circuit Range/Performance to the warranty policy and
(Bank 1) ACT sensor failure procedures manual if a module is
suspect.
ECM failure
suspect.
ECM failure
suspect.
ECM failure
Air charge temperature Check the ACT sensor and circuits.
(ACT) sensor circuit Refer to the electrical guides. Refer
Intake Air Temperature Sensor high resistance
2 Circuit Low (Bank 1)
procedures manual if a module is
ACT sensor circuit short suspect.
circuit to ground
ACT sensor failure
ECM failure
Refer to the electrical guides. Refer
Intake Air Temperature Sensor
2 Circuit High (Bank 1)
ACT sensor failure procedures manual if a module is
suspect.
ECM failure
Blocked air cleaner
Air intake leak

Check the air cleaner for blockage,
etc. Check the air intake system for
Engine breather leak
leaks. Check the engine breather
Mass or Volume Air Flow A system. Refer to the relevant
P010100
Circuit Mass air flow (MAF) sensor workshop manual section. Refer to
sensing circuit high the guided diagnostic routine for this
resistance, intermittent code on the approved diagnostic
short circuit to ground system.
MAF sensor supply circuit

high resistance
MAF sensor supply circuit
high resistance, short
circuit to ground
Mass or Volume Air Flow A
Circuit Low MAF sensor ground circuit
diagnostic system.
high resistance
MAF sensor failure

MAF sensor sensing circuit
short circuit to battery
P010300 MAF sensor return circuit routine for this code on the approved
Circuit High
high resistance diagnostic system.
MAF sensor failure

Intake manifold air leak
(loose or missing
component) Check the intake manifold for
Manifold Absolute
security, etc. Refer to the guided
P010600 Pressure/BARO Sensor
diagnostic routine for this code on
Range/Performance MAP sensor circuit(s) fault
the approved diagnostic system.
MAP sensor failure

MAP sensor circuit high
resistance, short circuit
to ground
Manifold Absolute
Pressure/BARO Sensor Low MAP sensor supply circuit
diagnostic system.
high resistance
MAP sensor failure

MAP sensor return circuit
high resistance
Manifold Absolute
Pressure/BARO Sensor High MAP sensor sense circuit
diagnostic system.
MAP sensor failure
Signal stuck low at engine
start
Intake Air Temperature Sensor Refer to the guided diagnostic
P011123 1 Circuit Range/Performance IAT sensor circuit(s) high routine for this code on the approved
(Bank 1) resistance diagnostic system.
IAT sensor failure

Signal stuck high at engine
start
P011124 1 Circuit Range/Performance IAT sensor circuit(s) high routine for this code on the approved
(Bank 1) resistance diagnostic system.
IAT sensor failure

Signal invalid

IAT sensor circuit(s) high
P011129 1 Circuit Range/Performance routine for this code on the approved
resistance
(Bank 1) diagnostic system.
IAT sensor failure

Intake air temperature IAT
sensor disconnected
P011200 IAT sensor circuit(s) high routine for this code on the approved
1 Circuit Low (Bank 1)
resistance diagnostic system.
IAT sensor failure

IAT sensor circuit(s) short
circuit to ground
P011300 IAT sensor sensing circuit routine for this code on the approved
1 Circuit High (Bank 1)
short circuit to power diagnostic system.
IAT sensor failure

Low coolant level
Engine thermostat failure Check the coolant level and the

Engine Coolant Temperature thermostat operation (stuck open).
P011623 Sensor 1 Circuit ECT sensor sensing circuit Refer to the guided diagnostic
Range/Performance intermittent high routine for this code on the approved
resistance diagnostic system.
ECT sensor failure

Low coolant level
Engine coolant thermostat

failure Check the coolant level and the
Engine Coolant Temperature thermostat operation (stuck closed).
P011624 Sensor 1 Circuit Refer to the guided diagnostic
Range/Performance ECT sensor sensing circuit routine for this code on the approved
intermittent high diagnostic system.
resistance
ECT sensor failure

Low coolant level
Check the coolant level and the
Engine Coolant Temperature Engine coolant thermostat thermostat operation. Refer to the
P011629 Sensor 1 Circuit failure guided diagnostic routine for this
Range/Performance code on the approved diagnostic
system.
ECT sensor sensing circuit
intermittent high
resistance
ECT sensor failure

ECT sensor disconnected
Engine coolant temperature

Engine Coolant Temperature (ECT) sensor sensing
Sensor 1 Circuit Low circuit high resistance,
diagnostic system.
ECT sensor failure

Engine overheat
condition/cooling fan
Check the coolant level and the
failure
thermostat operation (stuck closed).
Engine Coolant Temperature Check for cooling fan DTCs. Refer to
P011800
Sensor 1 Circuit High ECT sensor wiring short the guided diagnostic routine for this
circuit to ground code on the approved diagnostic
system.
ECT sensor failure
Throttle position sensor
wiring high resistance

sensing circuits Refer to the guided diagnostic
Throttle/Pedal Position Sensor
P012100 (Throttle position 1 or routine for this code on the approved
A Circuit Range/Performance
Throttle position 2) diagnostic system.

failure
sensing circuit 1 short
circuit to ground, high Refer to the guided diagnostic
Throttle/Pedal Position Sensor resistance
A Circuit Low
diagnostic system.
failure
sensing circuit (Throttle
position1) short circuit Refer to the guided diagnostic
Throttle/Pedal Position Sensor to power
A Circuit High
diagnostic system.
failure
Low coolant level
Engine thermostat failure Check the coolant level and

thermostat operation. Refer to the
Insufficient Coolant Temp For
P012500 ECT sensor sensing circuit guided diagnostic routine for this
Closed Loop Fuel Control
intermittent high code on the approved diagnostic
resistance system.
ECT sensor failure

Contaminated coolant
Engine coolant thermostat

Coolant Thermostat (Coolant failure Check the coolant level/condition and
P012800 Temp Below Thermostat thermostat operation. Check for ECT
Regulating Temperature) ECT sensor failure sensor DTCs.
- ECT sensor DTC

may also be flagged
Heated 0 sensor (right-
hand bank) element Refer to the guided diagnostic
P01301A O2 Circuit (Bank 1, Sensor 1) impedance low routine for this code on the approved
diagnostic system.
Heated 0 sensor failure
hand bank) element Refer to the guided diagnostic
P01301B O2 Circuit (Bank 1, Sensor 1) impedance high routine for this code on the approved
diagnostic system.
Heated 0 sensor signal
circuit high resistance

O2 Circuit Low Voltage (Bank Heated 0 sensor signal
1, Sensor 1) circuit short circuit to
diagnostic system.
ground

hand bank) signal
circuit short circuit to Refer to the guided diagnostic
O2 Circuit High Voltage (Bank
P013200 power routine for this code on the approved
1, Sensor 1)
diagnostic system.

hand bank) to ECM
wiring high resistance Check the exhaust system for leaks.
O2 Circuit Slow Response Refer to the guided diagnostic
P013300
(Bank 1, Sensor 1) routine for this code on the approved
Exhaust leak
diagnostic system.
HO2 sensor failure

Heated 0 sensor (right- Refer to the guided diagnostic
O2 Circuit No Activity Detected
P013400 hand bank) slow routine for this code on the approved
(Bank 1, Sensor 1)
activation diagnostic system.
(right-hand bank) to
ECM wiring high
resistance
O2 Circuit Low Voltage (Bank
1, Sensor 2) Catalyst monitor sensor
diagnostic system.

failure
(right-hand bank)
sensing circuit short Refer to the guided diagnostic
O2 Circuit High Voltage (Bank circuit to power
1, Sensor 2)
diagnostic system.
failure
Catalyst monitor sensor Refer to the guided diagnostic
O2 Circuit Slow Response
P013900 (right-hand bank) slow routine for this code on the approved
(Bank 1, Sensor 2)
response diagnostic system.
Catalyst monitor (right-
hand bank) to ECM
wiring high resistance
P014000 Catalyst monitor sensing routine for this code on the approved
(Bank 1, Sensor 2)
circuit short circuit to diagnostic system.
power
Catalyst monitor short

circuit to ground
(right-hand bank)
heater control circuit Refer to the guided diagnostic
O2 Heater Circuit (Bank 1, high resistance
Sensor 2)
diagnostic system.
heater failure
Circuit (left-hand bank)
resistance below
threshold
P01501A O2 Circuit (Bank 2, Sensor 1) routine for this code on the approved
Element impedance low diagnostic system.

Circuit (left-hand bank)
resistance above
threshold
P01501B O2 Circuit (Bank 2, Sensor 1) routine for this code on the approved
Element impedance high diagnostic system.

Heated 0 sensor (left-hand
bank) signal circuit high
resistance
P015100 Heated 0 sensor signal routine for this code on the approved
2, Sensor 1)
circuit short circuit to diagnostic system.
ground

bank) signal circuit Refer to the guided diagnostic
O2 Circuit High Voltage (Bank short circuit to power
2, Sensor 1)
diagnostic system.
bank) to ECM wiring
high resistance Check the exhaust system for leaks.
O2 Circuit Slow Response Refer to the guided diagnostic
P015300
(Bank 2, Sensor 1) routine for this code on the approved
Exhaust leak
diagnostic system.

Check the HO2S and circuits. Refer
to the electrical guides. Refer to the
O2 Circuit No Activity Detected Heated 0 sensor (left-hand
P015400 guided diagnostic routine for this
(Bank 2, Sensor 1) bank) slow activation
code on the approved diagnostic
system.
(left-hand bank) to
ECM wiring high
resistance
2, Sensor 2) Catalyst monitor sensor
diagnostic system.

failure
(left-hand bank) Refer to the guided diagnostic
O2 Circuit High Voltage (Bank sensing circuit short
2, Sensor 2) circuit to power diagnostic system.
failure
Catalyst monitor sensor Refer to the guided diagnostic
P015900 (left-hand bank) slow routine for this code on the approved
(Bank 2, Sensor 2)
response diagnostic system.
Catalyst monitor (left-hand
bank) to ECM wiring
high resistance

O2 Circuit No Activity Detected Catalyst monitor sensing
(Bank 2, Sensor 2) (left-hand bank) circuit
diagnostic system.
Catalyst monitor short

circuit to ground
O2 Heater Circuit (Bank 2, (left-hand bank) heater
Sensor 2) control circuit
diagnostic system.
malfunction
Fuel adaption Bank 1 Check for other DTCs and rectify as
P017000 Fuel Trim (Bank 1)
exceeds threshold necessary. Clear DTC and retest.
Air intake leak between MAF
sensor and cylinder
head
MAF sensor fault (low intake

air flow)
Check the intake air system for
Fuel filter/system restriction leaks, etc. refer to the relevant
workshop manual section. Check the
P017100 System Too Lean (Bank 1) fuel system for restrictions, DTCs,
Low fuel pressure
etc. Check the exhaust system for
leaks, etc. Check for evaporative
Fuel injector restriction emission DTCS.
Exhaust leak (before

catalyst)
Evaporative emission
system fault
Restricted air filter
High fuel pressure
Leaking fuel injector(s)

Oil contaminated with fuel restrictions, etc. Check the fuel
(too many cold starts system for leaks, DTCs, etc. Check
P017200 System Too Rich (Bank 1) with vehicle the oil condition. Check for MAF
subsequently not sensor and evaporative emission
getting hot enough for DTCs.
long enough)
MAF sensor fault
system fault
Fuel adaption Bank 1 Check for other DTCs and rectify as
P017300 Fuel Trim (Bank 1)
exceeds threshold necessary. Clear DTC and retest.
Air intake leak between MAF Check the intake air system for
sensor and cylinder leaks, etc. Check the fuel system for
P017400 System Too Lean (Bank 2) head restrictions, DTCs, etc. Check the
exhaust system for leaks, etc. Check
for evaporative emission DTCS.
MAF sensor fault (low intake
air flow)
Fuel filter/system restriction
Low fuel pressure
Fuel injector restriction
Exhaust leak (before

catalyst)
system fault
Restricted air filter
High fuel pressure
Leaking fuel injector(s)

Oil contaminated with fuel restrictions, etc. Check the fuel
(too many cold starts system for leaks, DTCs, etc. Check
P017500 System too Rich (Bank 2) with vehicle the oil condition. Check for MAF
subsequently not sensor and evaporative emission
getting hot enough for DTCs.
long enough)
MAF sensor fault
system fault
Oil temperature sensor
sensing circuit
intermittent high Refer to the guided diagnostic
Engine Oil Temperature resistance
diagnostic system.
failure
sensing circuit
diagnostic system.
failure
sensing circuit high
to power
Fuel Temperature Sensor A
P018124 Fuel temperature sensor routine for this code on the approved
Circuit Range/Performance
ground circuit high diagnostic system.
resistance

failure
Fuel Temperature Sensor A resistance, short circuit Refer to the guided diagnostic
P018129 to ground, short circuit routine for this code on the approved
to power diagnostic system.
ground circuit high
resistance

failure
sensing circuit short
circuit to ground

Fuel Temperature Sensor A Fuel temperature sensor
Circuit Low ground circuit short
diagnostic system.
circuit

failure
to power
P018300 Fuel temperature sensor routine for this code on the approved
Circuit High
ground circuit high diagnostic system.
resistance

failure
Fuel Rail Pressure Sensor A FRP sensor range and
Circuit Range/Performance performance
diagnostic system.
FRP sensor sensing circuit
high resistance or short
circuit to ground
Fuel Rail Pressure Sensor A
Circuit Low FRP sensor to supply circuit
diagnostic system.
high resistance
FRP sensor failure

FRP sensor to ECM wiring
(supply, sense) short
circuit to each other
FRP sensor to ECM sense

circuit short circuit to Refer to the guided diagnostic
P019300 power routine for this code on the approved
Circuit High
diagnostic system.
FRP sensor ground circuit

high resistance
FRP sensor failure

sensing circuit
diagnostic system.
failure
sensing circuit
Engine Oil Temperature
P019624 resistance routine for this code on the approved
diagnostic system.

failure
sensing circuit
Oil temperature sensor circuit intermittent high Refer to the guided diagnostic
P019629 range/performance - signal resistance routine for this code on the approved
invalid diagnostic system.
failure
sensing circuit short
circuit to ground Refer to the guided diagnostic
Engine Oil Temperature
Sensor Circuit Low
diagnostic system.
failure
resistance, short circuit Refer to the guided diagnostic
Engine Oil Temperature to power
Sensor Circuit High
diagnostic system.
failure
Injector disconnected
For fuel system tests, refer to the
Injector harness wiring high relevant workshop manual section.
Cylinder 1 Injector Circuit /
P020100 resistance, short circuit Refer to the guided diagnostic
Open
to ground routine for this code on the approved
diagnostic system.
Injector failure
Open
diagnostic system.
Injector failure
Open
diagnostic system.
Injector failure
Open
diagnostic system.
Injector failure
Open
diagnostic system.
Injector failure
Cylinder 6 Injector Circuit / Injector harness wiring high
P020600 Refer to the guided diagnostic
Open resistance, short circuit
routine for this code on the approved
to ground
diagnostic system.
Injector failure
Cylinder 7 Injector
Circuit/Open
diagnostic system.
Injector failure
Cylinder 8 Injector
Circuit/Open
diagnostic system.
Injector failure
Throttle/Pedal Position Throttle position sensor
Sensor/Switch B Circuit Low circuit 2 low input
diagnostic system.
Sensor/Switch B Circuit High circuit 2 high input
diagnostic system.
Throttle/Pedal Position Throttle position sensor Refer to the guided diagnostic
P022628 Sensor/Switch C Circuit circuit range monitoring routine for this code on the approved
Range/Performance error diagnostic system.
Throttle/Pedal Position Throttle position sensor Refer to the guided diagnostic
P022662 Sensor/Switch C Circuit circuit range monitoring routine for this code on the approved
Range/Performance error diagnostic system.
circuit 1 short circuit to
ground Refer to the guided diagnostic
Throttle/Pedal Position
Sensor/Switch C Circuit Low
diagnostic system.
circuit 1 high resistance
Throttle position sensor Refer to the guided diagnostic
P022800 circuit 1 short circuit to routine for this code on the approved
Sensor/Switch C Circuit High
power diagnostic system.
Refer to the electrical guides and
Fuel pump delivery module check the fuel pump driver module
Fuel Pump Secondary Circuit
P023100 monitor line has failed circuits. Refer to the warranty policy
Low
low/short to ground and procedures manual if a module
is suspect.
Fuel pump delivery module check the fuel pump driver module
Fuel Pump Secondary Circuit
P023200 monitor line has failed circuits. Refer to the warranty policy
High
low/short to power and procedures manual if a module
is suspect.
Turbocharger/Supercharger Manifold absolute pressure Refer to the guided diagnostic
P023600 Boost Sensor A Circuit (MAP) pressure sensor routine for this code on the approved
Range/Performance range/performance diagnostic system.
Manifold absolute pressure
(MAP) pressure sensor
to ECM circuit short
circuit to ground Refer to the guided diagnostic
Turbocharger/Supercharger
Boost Sensor A Circuit Low
Manifold absolute pressure diagnostic system.
to ECM circuit high
resistance
Turbocharger/Supercharger Refer to the guided diagnostic
P023800 Boost Sensor A Circuit Low routine for this code on the approved
to ECM circuit short
High diagnostic system.
circuit to power
ECM to ignition coil primary For ignition coil tests, refer to the coil
P030000 Random Misfire Detected circuit faults (cylinder failure DTCs in this index. Check the
misfire detected DTCs spark plug conditions and gaps.
also logged) Check the fuel pressure, check for
fuel injector DTCs and refer to the
Ignition coil failure
Spark plug
failure/fouled/incorrect
gap
Fuel delivery pressure

(low/high)
Fuel injector circuit fault(s)

(injector DTCs also
logged)
Fuel injectors
restricted/leaking
Fuel injectors continuously

open
Fuel contamination
Cylinder compression low
Worn camshaft/broken
valve springs
Valve clearance adjustment

For ignition coil tests, refer to the
guided diagnostic routine for this
Refer to P030000 possible system. Check the spark plug
P030100 Cylinder 1 Misfire Detected
sources condition and gap. Check the fuel
pressure, check for fuel injector
DTCs and refer to the relevant
P030400 Cylinder 4 misfire detected
Refer to P030000 possible guided diagnostic routine for this
sources code on the approved diagnostic
system. Check the spark plug
condition and gap. Check the fuel
Misfire detected during low Add fuel, clear the DTC and test for
P031300 Misfire Detected With Low Fuel
fuel level condition normal operation.
Misfire detected on first
1000 revs Carry out the tests indicated for a
Misfire Detected On Startup
P031600 normal misfire code, but on a cold
(First 1000 Revolutions)
Refer to P030000 possible engine.
sources
Poor right-hand sensor
contact with the
cylinder block
Check the installation of the sensor.
Refer to the relevant workshop
Knock Sensor 1 Circuit Low
P032700 Knock sensor to ECM sense manual section. Refer to the guided
(Bank1)
circuit short circuit to diagnostic routine for this code on
ground the approved diagnostic system.
Knock sensor failure

Poor right-hand sensor
contact with the
cylinder block
Knock Sensor 1 Circuit High
P032800 Knock sensor sense circuit manual section. Refer to the guided
(Bank 1)
high resistance, short diagnostic routine for this code on
circuit to power the approved diagnostic system.

Poor left-hand sensor
contact with the
cylinder block Check the installation of the sensor.
Knock Sensor 2 Circuit Low
P033200 manual section. Refer to the guided
(Bank 2) Knock sensor sense circuit

Poor left-hand sensor Check the installation of the sensor.
Knock Sensor 2 Circuit High contact with the Refer to the relevant workshop
P033300 cylinder block
(Bank 2) manual section. Refer to the guided
Knock sensor sense circuit the approved diagnostic system.
circuit to power

Crankshaft position (CKP)
sensor gap
incorrect/foreign matter
on sensor face or Check the installation of the sensor.
damaged teeth on rotor Refer to the relevant workshop
manual section. Check for
Crankshaft Position Sensor A
P033592 debris/damage on the sensor face
Circuit CKP sensor sensing circuit
and rotor. Refer to the guided
circuit to ground, short
circuit to power
CKP sensor failure

sensor gap
incorrect/foreign matter
on sensor face or Check the installation of the sensor.
damaged teeth on rotor Refer to the relevant workshop
Crankshaft Position Sensor A
Circuit CKP sensor sensing circuit
circuit to power
CKP sensor failure

CKP sensor gap incorrect/
foreign matter on
sensor face /damaged
teeth on rotor Check the installation of the sensor.
Crankshaft position (CKP) manual section. Check for
CKP sensor sensing circuit
P033600 sensor A circuit debris/damage on the sensor face
intermittent high
range/performance and rotor. Refer to the guided
to ground, short circuit
to power
CKP sensor failure

Camshaft position sensor
(CMP) sensor gap
incorrect/ foreign
matter on sensor face Check the installation of the sensor.
/damaged rotor Refer to the relevant workshop
Camshaft Position Sensor A manual section. Check for
P034092 Circuit (Bank 1 or single debris/damage on the sensor face
CMP sensor sensing circuit
sensor) and rotor. Refer to the guided
circuit to power
CMP sensor 1 failure

(CMP) sensor gap
incorrect/ foreign
matter on sensor face
/damaged rotor
P034094 Circuit (Bank 1 or single debris/damage on the sensor face
sensor) CMP sensor sensing circuit and rotor. Refer to the guided
high resistance, short diagnostic routine for this code on
circuit to ground, short the approved diagnostic system.
circuit to power
(CMP) sensor gap
incorrect/ foreign
P034100 Circuit Range/Performance debris/damage on the sensor face
(Bank 1 or single sensor) and rotor. Refer to the guided
circuit to power

(CMP) sensor gap
incorrect/ foreign
Camshaft Position Sensor A
Circuit (Bank 2) CMP sensor sensing circuit
circuit to power

(CMP) sensor gap
incorrect/ foreign
Camshaft Position Sensor A
Circuit (Bank 2) CMP sensor sensing circuit
high resistance short
circuit to power

(CMP) sensor gap
incorrect/ foreign
P034600 Circuit Range/Performance debris/damage on the sensor face
(Bank 2) and rotor. Refer to the guided
circuit to power

ECM to ignition module/coil
drive circuit high
to ground Refer to the electrical guides and
check the ignition coil circuits. For
ignition system tests, refer to the
Ignition Coil A Ignition module/coil ground
P035100 relevant workshop manual section.
Primary/Secondary Circuit circuit high resistance
Ignition module/coil battery diagnostic system.
supply circuit high
resistance (including
relay, if installed)
ECM to ignition module/coil Refer to the electrical guides and
Ignition Coil B
P035200 drive circuit short check the ignition coil circuits. For
Primary/Secondary Circuit
circuit to ground, high ignition system tests, refer to the
resistance relevant workshop manual section.
Ignition module/coil ground
diagnostic system.
Ignition module/coil battery

supply circuit high
drive circuit short
circuit to ground, high
resistance Refer to the electrical guides and
Ignition Coil C Ignition module/coil ground
supply circuit high
drive circuit short
Ignition Coil D Ignition module/coil ground
supply circuit high
drive circuit short
Ignition Coil E Ignition module/coil ground
supply circuit high
drive circuit short
Ignition Coil F Ignition module/coil ground
supply circuit high
ECM to ignition module/coil Refer to the electrical guides and
drive circuit short check the ignition coil circuits. For
Ignition Coil G circuit to ground, high ignition system tests, refer to the
P035700 resistance relevant workshop manual section.
Primary/Secondary Circuit
Ignition module/coil ground diagnostic system.
Ignition module/coil battery

supply circuit high
drive circuit short
Ignition Coil H Ignition module/coil ground
supply circuit high
EGR pipe blocked
EGR valve incorrectly

installed or loose Check the EGR pipes. Check the EGR
Exhaust Gas Recirculation A valve installation. For emission
P040100
Flow Insufficient Detected system tests. Refer to the relevant
EGR valve stuck workshop manual section.
closed/blocked
EGR valve failure

Catalyst failure due to
overheating damage
caused by misfire
and/or lean combustion
Check the catalyst condition. Refer to
Catalyst System Efficiency
P042000 the warranty policy and procedures
Below Threshold (Bank 1) Catalyst failure due to manual if the catalyst is suspect.
poisoning caused by
excessive oil
consumption and/or
contaminated fuel
Catalyst failure due to
overheating damage
caused by misfire
and/or lean combustion
Check the catalyst condition. Refer to
Catalyst System Efficiency
P043000 the warranty policy and procedures
Below Threshold (Bank 2) Catalyst failure due to manual if the catalyst is suspect.
poisoning caused by
excessive oil
consumption and/or
contaminated fuel
(EVAP) canister purge
valve pipe
restricted/leaking Check the charcoal canister pipework
Evaporative Emission System
P044100 and vent for integrity. Refer to the
Incorrect Purge Flow
Canister vent restricted
Purge valve failure

Fuel filler cap not correctly
installed
Evaporative Emission System Refer to the relevant workshop

P044200 Fuel filler cap seal faulty
Leak Detected (small leak) manual section.
system leak (canister,
pipes, etc)
Fuel tank leak
Canister dynamic
monitoring of tank
leakage (DMTL) valve
fault
check the DMTL valve circuit.
Evaporative Emission System EVAP DMTL valve circuit
P044700 Repair/renew as necessary. Refer to
Vent Control Circuit Open short circuit to ground
the relevant workshop manual
section.
Evaporative Emission System EVAP DMTL valve circuit
P044800 Repair/renew as necessary. Refer to
Vent Control Circuit Shorted short circuit to power
the relevant workshop manual
section.
Fuel filler cap not installed
Fuel filler cap seal

faulty/missing
Check the fuel filler cap and seal,
Evaporative Emission System check the canister, pipes, etc. Check
P045500 Leak Detected (gross leak/no the fuel tank for leaks, etc. Refer to
system leak (canister,
flow) the relevant workshop manual
pipes, etc)
section.
Fuel tank leak
DMTL valve fault

Purge valve control circuit
short circuit to ground Refer to the electrical guides and
Evaporative Emission System Repair/renew as necessary. Refer to
P045800 Purge Control Valve Circuit the relevant workshop manual
high resistance
Low section. Refer to the guided
EVAP canister purge valve the approved diagnostic system.
failure
Evaporative Emission System Repair/renew as necessary. Refer to
P045900 Purge Control Valve Circuit the relevant workshop manual
High section. Refer to the guided
Fuel level sensor circuits
intermittent short
circuit or high Refer to the electrical guides and
Fuel Level Sensor A Circuit
P046129 resistance check the fuel gauge sender unit
Range/Performance
circuit. Repair/renew as necessary.
Fuel level sensor failure

intermittent short
circuit or high Refer to the electrical guides and
P04612F resistance check the fuel gauge sender unit
Range/Performance

intermittent short
circuit to ground or Refer to the electrical guides and
P046200 high resistance check the fuel gauge sender unit
Low

P046300 Fuel Level Sensor A Circuit Fuel level sensor circuits Refer to the electrical guides and
High intermittent short check the fuel gauge sender unit
circuit to power circuit. Repair/renew as necessary.

Viscous fan speed sensor
P048014 Fan 1 Control Circuit check the viscous fan speed sensor
Viscous fan control circuit
short circuit to power Refer to the electrical guides and
P048015 Fan 1 Control Circuit check the viscous fan speed sensor
Viscous fan control circuit circuit. Repair/renew as necessary.
Cooling fan control circuit
Check the cooling fan operation.
Cooling fan control circuit check the fan circuit, Repair/renew
short circuit to power as necessary. Clear the DTCs and
P048300 Fan Performance
test for normal operation. Check the
Cooling fan control circuit pulse width modulated (PWM) signal
high resistance and check the motor for sticking.
Repair/renew as necessary.
Cooling fan fault

EGR valve power supply
Exhaust Gas Recirculation Refer to the relevant workshop
P048900
Control Circuit Low EGR valve power supply manual section.
ground
Exhaust Gas Recirculation EGR valve drive circuit short Refer to the relevant workshop
P049000
Control Circuit High circuit to power manual section.
Check that the viscous coupling turns
Seized viscous coupling independently of the fan. Refer to
P049300 Fan Overspeed (clutch locked) the electrical guides and check the
Fan speed sensor failure viscous fan speed sensor circuit.
Check for wheel speed sensor DTCs.
Vehicle speed invalid signal Investigate and repair any codes
P050000 Vehicle Speed Sensor A
received over CAN stored in other CAN modules. Clear
the codes and retest.
Vehicle Speed Sensor A Vehicle speed Investigate and repair any codes
P050162
Range/Performance range/performance stored in other CAN modules. Clear
Vehicle Speed Sensor A Vehicle speed Investigate and repair any codes
P050164
Range/Performance range/performance stored in other CAN modules. Clear
Check for ABS DTCs, check the brake
Brake switch malfunction switch and circuits (refer to the
P050429 Brake Switch A / B Correlation
(sub-processor) electrical guides). Clear the DTCs
and test for normal operation.
Check for ABS DTCs, check the brake
switch and circuits (refer to the
P050464 Brake Switch A / B Correlation Brake switch malfunction
electrical guides). Clear the DTCs
Air intake restriction
Check the air intake system. Check
Idle Air Control System RPM the accessory drive belt and
P050600 Accessory drive overload
Lower Than Expected components. Refer to the relevant
(defective/seized workshop manual section.
component)
Intake air leak between the Check the air intake system. Check
Idle Air Control System RPM mass air flow (MAF) the engine breather system. Refer to
P050700 sensor and throttle
Higher Than Expected the relevant workshop manual
section.
Intake air leak between
throttle and engine
Engine crankcase breather

leak
Crank request circuit low
P051216 Starter Request Circuit check the starter circuit.
input
Crank request circuit high
P051217 Starter Request Circuit check the starter circuit.
input
Program keys using the approved
diagnostic system. Investigate and
P051300 Incorrect Immobilizer Key Security key invalid
repair any codes stored in other CAN
modules. Clear the codes and retest.
Refer to the warranty policy and
Cruise Control Servo Control Internal control module
P052500 procedures manual if a module is
Circuit Range/Performance software corruption
suspect.
P052616 Fan Speed Sensor Circuit check the viscous fan speed sensor
low
circuit.
P052617 Fan speed sensor circuit check the viscous fan speed sensor
high
circuit.
Battery back-up malfunction
Battery voltage low
Battery ground cable: high Check the battery condition and

P056000 System Voltage resistance state of charge. Refer to the relevant
Battery connections
loose/corroded
Battery current drain

Battery voltage low
Battery ground cable: high

resistance Check the battery condition and
P056200 System Voltage Low state of charge. Refer to the relevant
Battery connections workshop manual section.
loose/corroded

System boosted from high
voltage
Check if the vehicle has been jump-
started. Check the battery condition
P056300 System Voltage High Battery voltage high
and state of charge. Refer to the
Generator over charge
condition
Cruise Control System - Incorrect speed sensor Check for ABS DTCs. Refer to the
P057400
Vehicle Speed Too High signal relevant workshop manual section.
Speed control switch short Refer to the electrical guides and
circuit to ground check the cruise control circuit
Cruise Control Input Circuit
P057600 between the ECM and switch. Check
Low
Speed control switch high the switch operation and
resistance renew/renew as necessary.
check the cruise control circuit
Cruise Control Input Circuit Speed control switch short
High circuit to power
the switch operation and
renew/renew as necessary.
Speed control multi-function
input A circuit high
resistance
Speed control multi-function Refer to the electrical guides and

input A circuit short check the cruise control circuit
Cruise Control Multi-Function circuit to ground
Input A Circuit Stuck
the switch operation and
Speed control multi-function renew/renew as necessary.
input A circuit short
circuit to power
Speed control switch stuck

resistance

Cruise Control Multi-Function input A circuit short check the cruise control circuit
P057900 Input A Circuit circuit to ground between the ECM and switch. Check
Range/Performance the switch operation and
input A circuit short
circuit to power

Check for other DTCs and
Cruise Control Multi-Function Cruise control acceleration
P058500 Repair/renew those first. Clear this
Input A / B Correlation monitor fault
DTC and retest.
Transmission control Clear the DTC. Cycle the ignition,
module (TCM) Internal allow power latch and retest. If the
Internal Control Module
P060143 control module memory DTC resets, refer to the warranty
Memory Check Sum Error
check sum error - policy and procedures manual if a
special memory failure module is suspect.
Clear the DTC. Cycle the ignition,
Internal control module
allow power latch and retest. If the
Internal Control Module memory check sum
P060145 DTC resets, refer to the warranty
Memory Check Sum Error error - program
memory failure
module is suspect.
Clear DTC and retest. If the problem
persists, renew the TCM. Refer to the
P060442 Random Access Memory (RAM) General memory failure
Error
Internal Control Module allow power latch and retest. If the
Shut off RAM test - special
P060443 Random Access Memory (RAM) DTC resets, refer to the warranty
memory failure
Error policy and procedures manual if a
module is suspect.
RAM check sum - data
memory failure
module is suspect.
ECM failure - program
memory failure
module is suspect.
Internal Control Module Read TCM - general memory persists, renew the TCM. Refer to the
P060542
Only Memory (ROM) Error failure ROM checksum warranty policy and procedures
Internal Control Module Read persists, renew the TCM. Refer to the
P060543 TCM - shut off ROM test
Only Memory (ROM) Error warranty policy and procedures
P060544 TCM - initial ROM test
P060545 TCM - continuous ROM test
P060546 TCM - continuous ROM test
ECM circuits short circuit to
ground
Check the ECM circuits. Refer to the

ECM circuits short circuit to electrical guides. Clear the DTC.
power Cycle the ignition, allow power latch
Internal Control Module Read
P060548 and retest. If the DTC resets,
Only Memory (ROM) Error
ECM circuits high resistance suspect the ECM. Refer to the
TCM - shut off ROM test -
supervision software
fault
PCM/ECM processor
persists, renew the ECM. Refer to the
P060601 Control Module Processor controller test - general
electrical failure
PCM/ECM processor error persists, renew the ECM. Refer to the
P060604 Control Module Processor
capturing instructions warranty policy and procedures
PCM/ECM processor
scheduling sequence Program the module using the
check - system approved diagnostic system.
programming failures
PCM/ECM processor watch Clear DTC and retest. If the problem
dog timer fault - persists, renew the ECM. Refer to the
general checksum warranty policy and procedures
failure manual if a module is suspect.
PCM/ECM processor error
P060642 Control Module Processor capturing instructions -
general memory failure
PCM/ECM processor Clear DTC and retest. If the problem
duplication memory persists, renew the ECM. Refer to the
fault - special memory warranty policy and procedures
duplication memory persists, renew the ECM. Refer to the
fault - data memory warranty policy and procedures
detection of write to persists, renew the ECM. Refer to the
internal ROM - program warranty policy and procedures
memory failure manual if a module is suspect.
PCM/ECM processor
detection of write to
P060646 Control Module Processor internal ROM -
calibration/parameter
memory failure
PCM/ECM processor watch
P060647 Control Module Processor dog timer
fault/processor fault
scheduling sequence persists, renew the ECM. Refer to the
check/processor - warranty policy and procedures
supervision software manual if a module is suspect.
failure
PCM/ECM processor
controller
P060649 Control Module Processor test/processor -
internal electronic
failure
Check the ECM circuits and
connectors. Refer to the electrical
guides. Clear the DTC. Cycle the
ECM event information - ignition, allow power latch and
P060700 Control Module Performance
CPU watch dog retest. If the DTC resets, suspect the
ECM. Refer to the warranty policy
and procedures manual if a module
is suspect.
ECM internal communication persists, renew the ECM. Refer to the
P060D00 Accelerator Pedal Position
error warranty policy and procedures
Performance
Throttle motor amplifier
failure for valve sensor
Internal Control Module persists, renew the ECM. Refer to the
P060E62 malfunction - ECM
Throttle Position Performance warranty policy and procedures
internal signal compare
failure
Throttle position Clear DTC and retest. If the problem
Internal Control Module communication - ECM persists, renew the ECM. Refer to the
P060E64
Throttle Position Performance internal signal warranty policy and procedures
plausibility failure manual if a module is suspect.
Control Module Vehicle Options Car configuration file (CCF) Configure the module using the
P061000
Error settings mismatch approved diagnostic system.
Starter relay drive circuit
Check the starter relay operation.
P061600 Starter Relay Circuit Low Starter relay drive circuit
check the starter relay circuit.
high resistance
Starter relay failure

Starter relay drive circuit Check the starter relay operation.
short circuit to battery Refer to the electrical guides and
P061700 Starter Relay Circuit High
Starter relay failure Repair/renew as necessary.
Retrieve the flight recorder data
using the approved diagnostic
system and the customer statement
P061A00 Pedal follower error relating to the concern. Check and
Torque Performance
Repair/renew other DTCs first. If this
code still sets, contact the technical
help desk.
Absolute engine torque system and the customer statement
P061A29 calculation failure - relating to the concern. Check and
Torque Performance
sub-processor Repair/renew other DTCs first. If this
help desk.
Internal Control Module Absolute engine torque
P061A64 relating to the concern. Check and
Torque Performance calculation failure
help desk.
Internal Control Module Internal control module
P061B29 Torque Calculation torque calculation
Performance performance
relating to the concern. Check and
help desk.
Internal Control Module Internal control module system and the customer statement
P061B64 Torque Calculation torque calculation relating to the concern. Check and
Performance performance Repair/renew other DTCs first. If this
help desk.
Generator circuit fault check the generator circuit.
P062000 Generator Control Circuit Repair/renew as necessary. Refer to
Generator failure the relevant workshop manual
section.
Voltage sense circuit high
Check the main charging circuit fuse.
resistance
Check the charging voltage. Check
the charging system circuits. Refer to
Generator Field Terminal Generator B+ circuit high the electrical guides. If no fault is
P062500
Circuit Low resistance/intermittent found in the circuits, install a new
generator. Refer to the relevant
workshop manual section. Clear the
Generator monitor circuit
DTCs and test for normal operation.
Generator connector
loose/not connected Check the charging voltage. Check
the charging system circuits. Refer to
the electrical guides. If no fault is
Generator Field Terminal Generator monitor circuit
P062600 found in the circuits, install a new
Circuit High short circuit to power
generator. Refer to the relevant
workshop manual section. Clear the
Generator monitor circuit DTCs and test for normal operation.
high resistance
Fuel pump control circuit check the fuel pump circuits. Activate
Fuel Pump A Control Circuit open circuit the relay and listen for an audible
P062700
Open 'click'. Repair/renew as necessary.
Fuel pump relay fault Clear the DTCs and test for normal
operation.
Fuel pump control circuit
short circuit to ground Refer to the electrical guides and
check the fuel pump circuits. Activate
Fuel Pump A Control Circuit the relay and listen for an audible
P062800 Fuel pump control circuit
Low 'click'. Repair/renew as necessary.
high resistance
Clear the DTCs and test for normal
operation.
Fuel pump relay fault
Fuel pump control circuit check the fuel pump circuits. Activate
Fuel Pump A Control Circuit short circuit to power the relay and listen for an audible
P062900
High 'click'. Repair/renew as necessary.
Fuel pump relay fault Clear the DTCs and test for normal
operation.
check the fuel pump circuits. Clear
Fuel Pump A Control Circuit ECM requesting invalid fuel the DTCs and test for normal
P062A00
Range/Performance pump duty cycle operation. Refer to the warranty
module is suspect.
VIN not programmed
VIN Not Programmed or Configure the module using the
P063000
Incompatible - ECM/ECM VIN incompatible with approved diagnostic system.
vehicle specification
Immobilizer Key Not Security target ID transfer Program the key using the approved
P063305
Programmed - ECM/PCM process failed diagnostic system.
Immobilizer Key Not Program the module using the
P063355 Security no target in EMS
Programmed - ECM/PCM approved diagnostic system.
P063422 PCM / ECM / TCM Internal ECM internal temperature Consider atmospheric and customer
Temperature A Too High too high driving conditions before carrying out
any other action. Check the E box
cooling fan function. Refer to the
E box cooling fan
electrical guides and check the ECM
obstruction
circuits. Using a datalogger function,
check the ECM temperature. If the
E box cooling fan operation temperature value is greater than
130C (266F) suspect the ECM.
ECM internal sensor error Refer to the warranty policy and
suspect.
Consider atmospheric and customer
ECM internal temperature driving conditions before carrying out
too high any other action. Check the E box
cooling fan function. Refer to the
E box cooling fan electrical guides and check the ECM
PCM / ECM / TCM Internal obstruction circuits. Using a datalogger function,
P063424
Temperature A Too High check the ECM temperature. If the
temperature value is greater than
E box cooling fan operation 130C (266F) suspect the ECM.
ECM internal sensor error procedures manual if a module is
suspect.
Clear the DTC, cycle the ignition,
PCM / ECM / TCM Internal ECM temperature sensor allow power latch and retest. If the
P066800 Temperature Sensor A Circuit circuit short circuit to DTC resets, refer to the warranty
Low ground policy and procedures manual if a
module is suspect.
PCM / ECM / TCM Internal TCM temperature sensor allow power latch and retest. If the
P066900 Temperature Sensor A Circuit circuit short circuit to DTC resets, refer to the warranty
High power policy and procedures manual if a
module is suspect.
ECM/PCM Power Relay Control ECM control relay Check the ECM relay and circuit.
P068700
Circuit High malfunction Refer to the electrical guides.
E box fan circuit short Check the E box fan operation and
P069500 Fan 3 Control Circuit Low
circuit to ground circuit. Refer to the electrical guides.
E box fan circuit short Check the E box fan operation and
P069600 Fan 3 Control Circuit High
circuit to power circuit. Refer to the electrical guides.
Transmission Control System Check for other DTCs and rectify
P070000 Transmission fault
(MIL Request) those first. Clear this DTC and retest.
Check the switch and circuits. Refer
Park / Neutral Switch Input Park/Neutral switch circuit to the electrical guides and
P085100
Circuit Low short to ground repair/renew as necessary. Clear the
Check the switch and circuits. Refer
Park / Neutral Switch Input Park/Neutral switch circuit to the electrical guides and
P085200
Circuit High short to power repair/renew as necessary. Clear the
ECM to ignition coil primary
circuit fault (cylinder
misfire detected DTC
also flagged)
Ignition coil failure

For ignition coil tests, refer to the coil
Spark plug failure DTCs in this index. Check the
P131500 Persistent Misfire failure/fouled/incorrect spark plug conditions and gaps.
gap Check the fuel pressure, check for
fuel injector DTCs and refer to the
Fuel delivery pressure low
Fuel injector circuit fault(s)

(injector DTCs also
flagged)
Engine misfire - injector Refer to the warranty policy and
Injector Driver Module Codes
P131600 driver module codes procedures manual if a module is
Detected
detected suspect.
Ignition coil group A
monitoring circuit to
ECM high resistance, Refer to the electrical guides and
short circuit to ground, check the ignition monitoring circuit
short circuit to power between the ignition coils and ECM.
P136700 Ignition Spare
Repair as necessary. For ignition coil
tests, refer to the coil failure DTCs in
Ignition module/coils this index.
ground circuit fault,
right hand bank
Ignition coil group B
monitoring circuit to
ECM high resistance, Refer to the electrical guides and
short circuit to ground, check the ignition monitoring circuit
short circuit to power between the ignition coils and ECM.
P136800 Ignition Spare
Repair as necessary. For ignition coil
tests, refer to the coil failure DTCs in
Ignition module/coils this index.
ground circuit fault left
hand bank
P160300 EEPROM Malfunction ECM fault procedure manual if an ECM is
suspect.
Check for fuel charging DTCs and a
message in the instrument cluster.
Throttle Actuator A Control
Jammed throttle blade, Rectify as necessary. If the problem
P210129 Motor Circuit
gearing or motor persists, renew the throttle body.
Range/Performance
manual section.
Range/Performance
manual section.
Range/Performance
manual section.
Range/Performance
manual section.
Check the electric throttle unit and
Throttle Actuator control guides. Clear the DTCs and test for
circuit short circuit to normal operation. Refer to the
Throttle Actuator A Control power
Motor Circuit High
ECM fault system. Refer to the warranty policy
and procedure manual if an ECM is
suspect.
Check the electric throttle unit and
Control circuit short circuit guides. Clear the DTCs and test for
to power normal operation. Refer to the
Motor Circuit High
and procedure manual if an ECM is
suspect.
Check for DTCs indicating the reason
Throttle Motor Control System Throttle MIL request due to
P210500 for the fuel cut. Follow the action
- Forced Engine Shutdown fuel cut
indicated for those DTCs.
Intended reduced
Throttle Actuator Control Rectify as necessary. If the problem
P210629 availability fault (limp
System - Forced Limited Power persists, renew the throttle body.
home)
manual section.
Intended reduced
Throttle Actuator Control Rectify as necessary. If the problem
P210664 availability fault (limp
System - Forced Limited Power persists, renew the throttle body.
home)
manual section.
check the wiring between the ECM
Throttle motor over current and throttle actuator. Refer to the
Throttle Actuator Control condition detected guided diagnostic routine for this
P211800 Motor Current
Range/Performance
and procedures manual if an ECM is
suspect.
Check the throttle return spring on
the throttle body. Repair/renew as
necessary. Check for fuel charging
Throttle Actuator Control
DTCs and a message in the
P211900 Throttle Body Throttle spring faulty
instrument cluster. Rectify as
Range/Performance
necessary. If the problem persists,
renew the throttle body. Refer to the
Sensor/Switch D Circuit circuit 2 low input
diagnostic system.
Sensor/Switch D Circuit High circuit 2 high input
diagnostic system.
Driver demand sensor -
Throttle/Pedal Position routine for this code on the approved
circuit 1 and 2
P213529 Sensor/Switch A / B Voltage diagnostic system. Refer to the
range/performance -
Correlation warranty policy and procedures
sub-processor
manual if an ECM is suspect.
Driver demand sensor -
Throttle/Pedal Position routine for this code on the approved
circuit 1 and 2
P213564 Sensor/Switch A / B Voltage diagnostic system. Refer to the
range/performance -
Correlation warranty policy and procedures
sub-processor
manual if an ECM is suspect.
Barometric Pressure Sensor A Barometric sensor failure
Circuit Low (internal ECM fault)
policy and procedures manual if an
ECM is suspect.
Barometric Pressure Sensor A Barometric sensor failure
Circuit High (internal ECM fault)
policy and procedures manual if an
ECM is suspect.
Diagnostic monitoring of
tank leaks (DMTL)
pump circuit(s) short Refer to the electrical guides and
circuit to ground check the wiring between the ECM
P240100 Leak Detection Pump Control
and DMTL pump. Repair as
Circuit Low
necessary.
DMTL pump circuit(s) high
resistance
DMTL pump circuit(s) short check the wiring between the ECM
P240200 Leak Detection Pump Control
circuit to power and DMTL pump. Repair as
Circuit High
necessary.
Check the evaporative emission
system for serviceability and leaks.
Check the DMTL pump and circuits.
P240429 Leak Detection Pump Sense DMTL reference leak
Refer to the electrical guides.
Complete a DMTL test. Refer to the
Check the DMTL pump and circuits.
Refer to the electrical guides. Refer
P24042F Leak Detection Pump Sense DMTL signal erratic
to the relevant workshop manual
section.
DMTL pump circuit check the wiring between the ECM
P240500 Leak Detection Pump Sense
reference circuit low and DMTL pump. Repair as
Circuit Low
necessary.
DMTL pump circuit check the wiring between the ECM
P240600 Leak Detection Pump Sense
reference circuit high and DMTL pump. Repair as
Circuit High
necessary.
DMTL heater control circuit check the wiring between the ECM
P240B00 Leak Detection Pump Heater
low and DMTL pump. Repair as
Circuit Low
necessary.
DMTL heater control circuit check the wiring between the ECM
P240C00 Leak Detection Pump Heater
high and DMTL pump. Repair as
Circuit High
necessary.
DMTL pump circuit short Refer to the electrical guides and
Evaporative Emission Control circuit, high resistance check the wiring between the ECM
P245000 System Switching Valve and DMTL valve. Repair/renew as
Performance/Stuck Open DMTL change over valve necessary. Refer to the relevant
failed workshop manual section.
DMTL pump circuit short Refer to the electrical guides and
Evaporative Emission Control circuit, high resistance check the wiring between the ECM
P245100 System Switching Valve Stuck and DMTL valve. Repair/renew as
Closed DMTL change over valve necessary. Refer to the relevant
failed workshop manual section.
Brake booster vacuum Refer to the electrical guides and
Vacuum reservoir pressure
P252516 pump relay short circuit check the brake pump relay
sensor circuit
to ground circuits/relay operation.
Brake booster vacuum Refer to the electrical guides and
Vacuum reservoir pressure
P252517 pump relay short circuit check the brake pump relay
sensor circuit
to power circuits/relay operation.
Coolant Pump A Control Circuit Coolant pump control circuit
P260100 check the supercharger coolant
Range/Performance range/performance
pump circuit.
ECM Internal engine off timer
P261000 ECM internal error procedures manual if an ECM is
performance
suspect.
Four Wheel Drive (4WD) Low Low gear ratio plausibility Check for four wheel drive system
P277200 Switch Circuit check (CAN TCCM DTCs. Carry out a complete vehicle
Range/Performance message v actual) read.
Check for other CAN DTCs or
apparently unrelated customer
complaints. Carry out a complete
Control Module vehicle DTC read. Check the CAN and
U007300 CAN Link circuit malfunction
Communication Bus "A" Off module power and ground circuits.
Repair/renew as necessary. Clear the
CAN Link ECM/TCM network vehicle DTC read. Check the CAN and
U010100 Lost Communication With TCM
malfunction module power and ground circuits.
CAN Link ECM/transfer case
Lost Communication With vehicle DTC read. Check the CAN and
U010200 control module network
Transfer Case Control Module module power and ground circuits.
malfunction
CAN Link engine control complaints. Carry out a complete
Lost Communication With module ECM/Speed vehicle DTC read. Check the CAN and
U010400
Cruise Control Module control module CAN module power and ground circuits.
timeout Refer to the electrical guides.
Lost Communication With Anti-
CAN Link ECM/ABS network vehicle DTC read. Check the CAN and
U012100 Lock Brake System (ABS)
Control Module
CAN Link ECM/steering
U012600 angle sensor network
Steering Angle Sensor Module module power and ground circuits.
malfunction
CAN Link ECM/electric park
Lost Communication With Park vehicle DTC read. Check the CAN and
U012800 brake signal missing
Brake Control Module module power and ground circuits.
network malfunction
CAN Link ECM/active roll
U013300 control module network
Suspension Control Module "A" module power and ground circuits.
malfunction
CAN Link ECM/terrain
Lost Communication with All vehicle DTC read. Check the CAN and
U013800 optimization switch
Terrain Control Module module power and ground circuits.
network malfunction
Lost Communication With Lost communications - CAN vehicle DTC read. Check the CAN and
U015100
Restraints Control Module or hardwired module power and ground circuits.
Lost Communication With Lost communications - SRS
U01511F complaints. Carry out a complete
Restraints Control Module fault
vehicle DTC read. Check the CAN and
module power and ground circuits.
Lost Communication With Lost communications - CAN vehicle DTC read. Check the CAN and
U015157
Restraints Control Module fault module power and ground circuits.
Lost Communication With
CAN Link ECM/IPC network vehicle DTC read. Check the CAN and
U015500 Instrument Panel Cluster (IPC)
Control Module
Security challenge response vehicle DTC read. Check the CAN and
U016700 Vehicle Immobilizer Control
timeout module power and ground circuits.
Module
Lost communication complaints. Carry out a complete
U023500 Cruise Control Front Distance
Range Sensor Fault status transmitted Refer to the electrical guides.
Invalid data received from complaints. Carry out a complete
Invalid Data Received from transmission control vehicle DTC read. Check the CAN and
U040264
TCM module - actual gear module power and ground circuits.
position status Refer to the electrical guides.
U040267
TCM module - gear shifter module power and ground circuits.
position status Refer to the electrical guides.
U040281
TCM module - output shaft module power and ground circuits.
speed signal Refer to the electrical guides.
Invalid Data Received From
External ambient vehicle DTC read. Check the CAN and
U042381 Instrument Panel Control
temperature module power and ground circuits.
Module
U042386 Invalid Data Received From Battery voltage level Check for other CAN DTCs or
Instrument Panel Control apparently unrelated customer
Module complaints. Carry out a complete
Invalid Data Received From Check the configuration of the
U042600 Vehicle Immobilizer Control Security code mismatch modules using the approved
Module diagnostic system.
Check for SRS DTCs. Refer to the
Warning Indicator Requested
U206400 Crash event has occurred relevant workshop manual section
by Another Control Module
DTC index.
Electronic Engine Controls - 4.2L SC V8 - AJV8 - Powertrain

Control Module (PCM) Long Drive Cycle Self-Test
General Procedures
WARNING: Where possible, all road tests should be on well surfaced and dry roads. Always comply with
speed limits and local traffic regulations.
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. NOTE: Make sure cruise control is not engaged.
Make sure the engine temperature is above 60 C (140 F).
Carry out a road test and perform the following

operations.
1. Accelerate to 55 mph (88 km/h) in 5th gear

and cruise for 2 minutes with the engine
speed at or above 1800rpm.
2. Lift off the throttle and allow the vehicle to
decelerate until the engine speed is less than
1000 rpm.
3. Stop the vehicle.
4. Release brake, allow the vehicle to move with
no throttle for 1 minute.
5. Road test is now complete.
7. NOTE: If fault codes are found, interrogation of the
relevant system must be carried out and claimed against.
Follow on screen prompts and check for engine

Electronic Engine Controls - 4.2L SC V8 - AJV8 - Powertrain
Control Module (PCM) Short Drive Cycle Self-Test
General Procedures
NOTE: This procedure is an overcheck only. If fault codes are found, interrogation of the relevant system
must be carried out and claimed against.

2. Follow on screen prompts and check for engine
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 70C (158 F) is
achieved.
Allow the engine to idle for 30 seconds.
Switch off the engine.

5. NOTE: If fault codes are found, interrogation of the
relevant system must be carried out and claimed against.
Follow on screen prompts and check for engine

Electronic Engine Controls - 4.2L SC V8 - AJV8 - Engine Oil

Pressure (EOP) Sensor
Removal
1. CAUTION: Before the disconnection or removal of

any components, ensure the area around joint faces and
Disconnect the battery ground cable.


safety stands.

Installation).
4. Remove the oil pressure sensor.
Installation
1. Install the oil pressure sensor.
Tighten the oil pressure sensor to 12 Nm (9 lb.ft).

Installation).
Electronic Engine Controls - 4.2L SC V8 - AJV8 - Oil Temperature

Sensor
Removal

safety stands.

Installation).
Remove the oil temperature sensor.
Installation
1. Install the oil temperature sensor.
Tighten the oil temperature sensor to 20 Nm (15 lb.ft).

Installation).
Electronic Engine Controls - 4.2L SC V8 - AJV8 - Engine Coolant

Temperature (ECT) Sensor
Removal
3. Remove the ECT sensor.

spillage.
Release the clip.

Installation
Install the clip.

Electronic Engine Controls - 4.2L SC V8 - AJV8 - Crankshaft

Position (CKP) Sensor
Removal

safety stands.

Installation).

removal of any components, make sure the area
Remove the crankshaft position (CKP) sensor.
Remove the bolt.
Installation

Electronic Engine Controls - 4.2L SC V8 - AJV8 - Throttle Position
(TP) Sensor
Removal
NOTE: The TP sensor is part of the throttle body assembly and cannot be serviced separately.
1. Remove the throttle body.

Installation
Electronic Engine Controls - 4.2L SC V8 - AJV8 - Camshaft Position

(CMP) Sensor LH
Removal
Remove the bolt.
Installation

Electronic Engine Controls - 4.2L SC V8 - AJV8 - Camshaft Position

(CMP) Sensor RH
Removal
2. Remove the throttle body gasket.
Remove the bolt.
Installation

2. Install the throttle body gasket.
Electronic Engine Controls - 4.2L SC V8 - AJV8 - Knock Sensor (KS)

Removal
3. Remove the knock sensors (KS).
Remove the NVH pad.
Remove the 2 bolts.
Installation
1. Install the KS.
Install the NVH pad.

Electronic Engine Controls - 4.2L SC V8 - AJV8 - Manifold Absolute

Pressure (MAP) Sensor
Removal
Specifications).
Remove the 2 bolts.
4. Remove the manifold absolute pressure (MAP)

sensor.
Installation
1. Install the MAP sensor.


Specifications).
If required, carry out a short drive cycle.

Module (PCM) Short Drive Cycle Self-Test (303-14A
Procedures).
Electronic Engine Controls - 4.2L SC V8 - AJV8 - Fuel Temperature

Sensor
Removal
Remove the 2 bolts.

Release the clip.
5. Disconnect the intake air temperature (IAT) sensor

6. WARNING: The spilling of fuel is

unavoidable during this operation. Ensure that all
necessary precautions are taken to prevent fire
and explosion.
CAUTION: To prevent damage to

components, use an additional wrench when
loosening or tightening unions.
Remove the fuel temperature sensor.
Installation
1. Install the fuel temperature sensor.
Apply sealant to the sensor thread.

2. Connect the IAT sensor electrical connector.
Align the bushing.
Secure the clip.


Electronic Engine Controls - 4.2L SC V8 - AJV8 - Heated Oxygen
Sensor (HO2S) LH
Special Tool(s)
Wrench, HO2S
310-121(LRT-19-014)
Removal

safety stands.

manifold.

exhaust manifold.

5. Using the special tool, remove the HO2S.
Installation
1. CAUTIONS:
Make sure the anti-seize compound does not contact

the HO2S tip.
Make sure the H02S wiring harness is not twisted

more than 180 degrees and is not in contact with either the
exhaust or driveshaft.
Using the special tool, install the HO2S.
Apply an anti-seize compound to the thread of the

sensor.
Tighten the HO2S to 45 Nm (33 lb.ft).
Attach the wiring harness.

manifold.

manifold.

Electronic Engine Controls - 4.2L SC V8 - AJV8 - Mass Air Flow
(MAF) Sensor
Removal
Specifications).
2. Disconnect the mass air flow (MAF) sensor electrical
connector.
3. Remove the MAF sensor.
Installation
Tighten Torx screws to 2 Nm (1.5 lb.ft).

2. NOTE: Federal market vehicles only.
If required, carry out a short drive cycle.

Module (PCM) Short Drive Cycle Self-Test (303-14A
Procedures).
3. NOTE: Non federal market vehicles only.
Using the approved diagnostic equipment, clear the

Electronic Engine Controls - 4.2L SC V8 - AJV8 - Catalyst Monitor

Sensor LH
Special Tool(s)
Wrench, HO2S
310-121 (LRT-19-014)
Removal

safety stands.

manifold.

exhaust manifold.
5. Using the special tool, remove the catalyst

monitor sensor.

Installation
1. CAUTIONS:
Make sure the anti-seize compound does not contact

the catalyst monitor sensor tip.
Make sure the catalyst monitor sensor wiring harness

is not twisted more than 180 degrees and is not in contact
with either the exhaust or driveshaft.
Using the special tool, install the catalyst monitor sensor.

sensor.
Attach the wiring harness.

manifold.

manifold.


Procedures).
Electronic Engine Controls - 4.2L SC V8 - AJV8 - Intake Air

Temperature (IAT) Sensor
Removal
Specifications).
Remove the 2 bolts.

Release the clip.
5. Position the supercharger pressure relief

actuator aside for access.
Remove the bolt.

6. Remove the intake air temperature (IAT)
sensor.
Installation
1. Install the IAT sensor.

2. Secure the supercharger pressure relief actuator.

Align the bushing.
Secure the clip.


Specifications).
Electronic Engine Controls - 4.2L SC V8 - AJV8 - Fuel Rail Pressure

(FRP) Sensor
Removal

unavoidable during this operation. Ensure that all
necessary precautions are taken to prevent fire
and explosion.
Remove the fuel rail pressure sensor (FRP).

spillage.
Remove the 2 bolts.
Installation
1. Install the FRP sensor.
Install the O-ring seals.

Automatic Transmission/Transaxle - 4.2L SC V8 - AJV8 -
Lubricants
Item Specification
* Recommended lubricant Shell 13754. Land Rover Part No. TYK500050
+ Torque converter nose Molybdenum disulphide grease to specification FB180
CAUTIONS:
* Do not use any lubricant other than that specified.
+ Do not over lubricate.
Capacity
Item Capacity
** Initial dry fill 9.5 Litres (16.7 pints) (10.0 US quarts)
CAUTION: ** A final fluid level check/top-up must be carried out when the unit has been installed.
Item Specification
Automatic transmission ZF 6HP26
Speeds 6 Forward, 1 Reverse
Gear ratios:
First 4.17:1
Second 2.34:1
Third 1.521:1
Fourth 1.143:1
Fifth 0.867:1
Sixth 0.691:1
Reverse 3.403:1
Torque converter Sachs W280 2GWK with slip controlled, dual friction faced lock-up clutch
Transmission control module:
Location Located in transmission casing
Type 1904
Torque Specification
Transmission fluid drain plug 9 7
Transmission fluid filler/level plug 35 26
Transmission selector lever nut 12 9
Transmission selector cable to transmission bolts 10 7
Transmission main control valve body Torx screws 8 6
Transmission fluid pan Torx screws 8 6
Transmission support insulator bolts 45 33
Transmission to engine bolts 45 33
Transmission breather pipe bolt 25 18
Transmission fluid line bolt 10 7
Fuel pipe heat shield bolts 10 7
Transmission heat shield bracket bolts 10 7
Transmission heat shield bolts 10 7
4.2L V8 SUPERCHARGED 6HP26 AUTOMATIC TRANSMISSION COMPONENT

LOCATION
2 - PRND and M/S LED display
3 - Selector lever assembly
4 - Automatic transmission
5 - Transmission fluid cooler
INTRODUCTION
The ZF 6HP26 transmission is an electronically controlled, six speed unit. The transmission is manufactured by
ZF Transmissions GmbH in Saarbrcken, Germany. This transmission represents the latest in automatic
transmission technology and incorporates new features to enhance the transmission functionality:
The hydraulic and electronic control elements of the transmission are now incorporated in a single unit
located inside the transmission and is known as 'Mechatronic'
Another new strategy is Adaptive Shift Strategy (ASIS). ASIS represents the continuous adaptation of shift
changes to suit the driving style of the driver which can vary from sporting to economical. Further
details of the ASIS function are contained in the 'Driving Modes' section.
The transmission used in the 4.2L V8 Supercharged Range Rover is an uprated derivative of the 6HP26
transmission used in the 4.4L V8 model. The uprated transmission includes an additional pinion gear in the
planetary gear train and additional clutch plates to enable the transmission to manage the additional power
output of the supercharged engine.
The transmission is controlled by a transmission control module (TCM) which contains software to provide
operation as a semi-automatic 'CommandShift' transmission. The TCM allows the transmission to be operated
as a conventional automatic unit by selecting P, R, N, D on the selector lever. Movement of the selector lever
across the gate to the 'M/S' position puts the transmission into electronic 'Sport' mode. Further movement of
the lever in a lateral direction to the + or position puts the transmission into electronic manual
'CommandShift' mode.
The 6HP26 transmission has the following features:
Designed to be maintenance free
Transmission fluid is 'fill for life'
The torque converter features a controlled slip feature with electronically regulated control of lock-up,
creating a smooth transition to the fully locked condition
Shift programs controlled by the TCM
Connected to the engine control module (ECM) via the High Speed controller area network (CAN) bus for
communications
Default mode if major faults occur
Diagnostics available from the TCM via the CAN bus.
ZF 6HP26 Automatic Transmission Exploded View
NOTE: The transmission shown is exploded to the extent of the serviceable items
1 - Breather tube
2 - Plug
3 - Seal sleeves
4 - Seal - Selector shaft (2 off)
5 - Gasket
6 - Drain plug
7 - Fluid pan
8 - Torx screws
9 - Mechatronic valve block
10 - Element seal
11 - Electrical connector guide sleeve
12 - O-ring
13 - O-ring
14 - Pump housing (not serviceable)
15 - Input shaft seal
16 - Torque converter
The gearbox comprises the main casing which houses all of the transmission components. The main case also
incorporates an integral bell housing.
A fluid pan is bolted to the lower face of the main case and is secured with bolts. The fluid pan is sealed to the
main case with a gasket. Removal of the fluid pan allows access to the Mechatronic valve block. The fluid pan
has a magnet located around the drain plug which collects any metallic particles present in the transmission
fluid.
A fluid filter is located inside the fluid pan. If the transmission fluid becomes contaminated or after any service
work, the fluid pan with integral filter must be replaced.
CAUTION: Take care when removing the fluid pan and/or replacing the Mechatronic valve block that
neither the fluid pan gasket or the mating face on the transmission casing is damaged or leakage may occur.
Do not use metal tools to prise the fluid pan from the transmission casing. Take care when positioning a new
mechatronic unit to ensure it does not contact the casing face.
The integral bell housing provides protection for the torque converter assembly and also provides the
attachment for the gearbox to the engine cylinder block. The torque converter is a non-serviceable assembly
which also contains the lock-up clutch mechanism. The torque converter drives a crescent type pump via drive
tangs. The fluid pump is located in the main case, behind the torque converter.
The main case contains the following major components:
Input shaft
Output shaft
Mechatronic valve block which contains the solenoids, speed sensors and the TCM
Three rotating multiplate drive clutches
Two fixed multiplate brake clutches
A single planetary gear train and a double planetary gear train.
ZF 6HP26 Automatic Transmission Sectional View

1 - Torque converter lock-up clutch
3 - Fluid pump
4 - Single planetary gearset
5 - Clutch A
6 - Clutch B
7 - Clutch E
8 - Brake C
9 - Brake D
10 - Double planetary gearset
11 - Park lock gear
12 - Output shaft
13 - Park lock pawl
14 - Drain plug
15 - Magnet
16 - Pressure regulator
18 - Fluid filter
19 - Fluid pan
20 - Input shaft
21 - Transmission casing
TORQUE CONVERTER
Torque Converter Sectional View - 4.2L V8 Supercharged

1 - Impeller
2 - Turbine
3 - Stator
4 - Freewheel
5 - Torque converter hub
6 - Stator shaft
7 - Turbine shaft
8 - Drive plate
9 - Journal - Drive plate/crankshaft location
10 - Torque converter cover
11 - Lock-up clutch piston
12 - Lock-up clutch plate
The torque converter is the coupling element between the engine and the gearbox and is located in the
transmission housing, on the engine side of the transmission. The driven power from the engine crankshaft is
transmitted hydraulically and mechanically through the torque converter to the transmission. The torque
converter is connected to the engine by a drive plate.
The torque converter comprises an impeller, a stator and a turbine. The torque converter is a sealed unit with
all components located between the converter housing cover and the impeller. The two components are welded
together to form a sealed, fluid filled housing. With the impeller welded to the converter housing cover, the
impeller is therefore driven at engine crankshaft speed.
The converter housing cover has threaded bosses which provide for attachment of the engine drive plate which
is connected to the engine crankshaft. The threaded bosses also provide for location of special tools which are
required to remove the torque converter from the bell housing.
Impeller
Fluid Flow
NOTE: Typical torque converter shown

1 - Turbine
2 - Stator
3 - Impeller
When the engine is running the rotating impeller acts as a centrifugal pump, picking up fluid at its center and
discharging it at high velocity through the blades on its outer rim. The design and shape of the blades and the
curve of the impeller body cause the fluid to rotate in a clockwise direction as it leaves the impeller. This
rotation improves the efficiency of the fluid as it contacts the outer row of blades on the turbine.
The centrifugal force of the fluid leaving the blades of the impeller is passed to the curved inner surface of the
turbine via the tip of the blades. The velocity and clockwise rotation of the fluid causes the turbine to rotate.
Turbine
The turbine is similar in design to the impeller with a continuous row of blades. Fluid from the impeller enters
the turbine through the tip of the blades and is directed around the curved body of the turbine to the root of
the blades. The curved surface redirects the fluid back in the opposite direction to which it entered the turbine,
effectively increasing the turning force applied to the turbine from the impeller. This principle is known as
torque multiplication.
When engine speed increases, turbine speed also increases. The fluid leaving the inner row of the turbine
blades is rotated in an anti-clockwise direction due to the curve of the turbine and the shape of the blades. The
fluid is now flowing in the opposite direction to the engine rotation and therefore the impeller. If the fluid was
allowed to hit the impeller in this condition, it would have the effect of applying a brake to the impeller,
eliminating the torque multiplication effect. To prevent this, the stator is located between the impeller and the
turbine.
Stator
The stator is located on the splined transmission input shaft via a freewheel clutch. The stator comprises a
number of blades which are aligned in an opposite direction to those of the impeller and turbine. The main
function of the stator is to redirect the returning fluid from the turbine, changing its direction to that of the
impeller.
The redirected fluid from the stator is directed at the inner row of blades of the impeller, assisting the engine in
turning the impeller. This sequence increases the force of the fluid emitted from the impeller and thereby
increases the torque multiplication effect of the torque converter.
Stator Functions
NOTE: Typical stator shown

1 - Blades
2 - Stator held fluid flow redirected
3 - Stator rotates freely
4 - Roller
5 - Converter at coupling speed
6 - Fluid flow from turbine
7 - Converter multiplying
8 - Fluid flow from impeller
9 - Drive from engine
10 - Impeller
11 - Stator
12 - Turbine
13 - Output to transmission
Refer to the 'Stator Functions' illustration
Fluid emitted from the impeller acts on the turbine. If the turbine is rotating at a slower speed than the fluid
from the impeller, the fluid will be deflected by the turbine blades in the path 'A'. The fluid is directed at and
deflected by the stator blades from path 'B' to path 'C'. This ensures that the fluid is directed back to the pump
in the optimum direction. In this condition the sprag clutch is engaged and the force of the fluid on the stator
blades assists the engine in rotating the impeller
As the rotational speed of the engine and therefore the turbine increases, the direction of the fluid leaving the
turbine changes to path 'D'. The fluid is now directed from the turbine to the opposite side of the stator blades,
rotating the stator in the opposite direction. To prevent the stator from resisting the smooth flow of the fluid
from the turbine, the sprag clutch releases, allowing the stator to rotate freely on its shaft.
When the stator becomes inactive, the torque converter no longer multiplies the engine torque. When the
torque converter reaches this operational condition it ceases to multiply the engine torque and acts solely as a
fluid coupling, with the impeller and the turbine rotating at approximately the same speed.
The stator uses a sprag type, one way, freewheel clutch. When the stator is rotated in a clockwise direction the
sprags twist and are wedged between the inner and outer races. In this condition the sprags transfer the
rotation of the outer race to the inner race which rotates at the same speed.
One Way Free Wheel Clutch Typical

1 - Sprags
2 - Inner race
3 - Outer race
4 - Sprag and cage assembly
5 - Sprag outer race
6 - Sprag inner race
7 - Retaining ring
The free wheel clutch can perform three functions; hold the stator stationary, drive the stator and free wheel
allowing the stator to rotate without a drive output. The free wheel clutch used in the 6HP26 transmission is of
the sprag type and comprises an inner and outer race and a sprag and cage assembly. The inner and outer
races are pressed into their related components with which they rotate. The sprag and cage assembly is
located between the inner and outer races.
The sprags are located in a cage which is a spring which holds the sprags in the 'wedge' direction and
maintains them in contact with the inner and outer races.
Referring to the illustration, the sprags are designed so that the dimension 'B' is larger than the distance
between the inner and outer race bearing surfaces. When the outer race rotates in a clockwise direction, the
sprags twist and the edges across the dimension 'B' wedge between the races, providing a positive drive
through each sprag to the inner race. The dimension 'A' is smaller than the distance between the inner and
outer race bearing surfaces. When the outer race rotates in an anti-clockwise direction, the dimension 'A' is too
small to allow the sprags to wedge between the races, allowing the outer race to rotate freely.
On the illustration shown, when the outer race is rotated in a clockwise direction, the sprags twist and are
'wedged' between the inner and outer races. The sprags then transfer the rotation of the outer race to the
inner race, which rotates at the same speed.
Lock-Up Clutch Mechanism
The Torque Converter Clutch (TCC) is hydraulically controlled by an electronic pressure regulating solenoid
(EPRS6) which is controlled by the TCM. This allows the torque converter to have three states of operation as
follows:
Fully engaged
Controlled slip variable engagement
Fully disengaged
The TCC is controlled by two hydraulic spool valves located in the valve block. These valves are actuated by
pilot pressure supplied via a solenoid valve which is also located in the valve block. The solenoid valve is
operated by pulse width modulation (PWM) signals from the TCM to give full, partial or no lock-up of the torque
converter.
A - Unlocked condition
B - Locked condition
1 - Clutch plate
2 - Clutch piston
3 - Torque converter body
4 - Turbine
5 - Impeller
6 - Stator
7 - Piston chamber
8 - Turbine chamber
The lock-up clutch is a hydro-mechanical device which eliminates torque converter slip, improving fuel
consumption. The engagement and disengagement is controlled by the TCM to allow a certain amount of
controlled 'slip'. This allows a small difference in the rotational speeds of the impeller and the turbine which
results in improved shift quality. The lock-up clutch comprises a piston and a clutch friction plate.
In the unlocked condition, the oil pressure supplied to the piston chamber and the turbine chamber is equal.
Pressurised fluid flows through a drilling in the turbine shaft and through the piston chamber to the turbine
chamber. In this condition the clutch plate is held away from the torque converter body and torque converter
slip is permitted.
In the locked condition, the TCC spool valves are actuated by the electronic pressure regulating solenoid
(EPRS6). The fluid flow in the unlocked condition is reversed and the piston chamber is vented. Pressurised
fluid is directed into the turbine chamber and is applied to the clutch piston. The piston moves with the
pressure and pushes the clutch plate against the torque converter body. As the pressure increases, the friction
between the clutch plate and the body increases, finally resulting in full lock-up of the clutch plate with the
body. In this condition there is direct mechanical drive from the engine crankshaft to the transmission
planetary gear train.
FLUID PUMP
The fluid pump is an integral part of the transmission. The fluid pump is used to supply hydraulic pressure for
the operation of the control valves and clutches, to pass the fluid through the transmission cooler and to
lubricate the gears and shafts.
The 6HP26 fluid pump is a crescent type pump and is located between the intermediate plate and the torque
converter. The pump has a delivery rate of 16cm3 per revolution.

1 - Securing ring
2 - Shaft oil seal
3 - O-ring seal
4 - Pump housing
5 - Ring gear
6 - Crescent spacer
7 - Roller bearing
8 - Impeller
9 - Centring pin
10 - Spring washer
11 - Outlet port (high pressure)
12 - Inlet port (low pressure)
The pump comprises a housing, a crescent spacer, an impeller and a ring gear. The housing has inlet and
outlet ports to direct flow and is located in the intermediate plate by a centring pin. The pump action is
achieved by the impeller, ring gear and crescent spacer.
The crescent spacer is fixed in its position by a pin and is located between the ring gear and the impeller. The
impeller is driven by the torque converter hub which is located on a needle roller bearing in the pump housing.
The impeller teeth mesh with those of the ring gear. When the impeller is rotated, the motion is transferred to
the ring gear which rotates in the same direction.
The rotational motion of the ring gear and the impeller collects fluid from the intake port in the spaces between
the teeth. When the teeth reach the crescent spacer, the oil is trapped in the spaces between the teeth and is
carried with the rotation of the gears. The spacer tapers near the outlet port. This reduces the space between
the gear teeth causing a build up of fluid pressure as the oil reaches the outlet port. When the teeth pass the
end of the spacer the pressurised fluid is released into the outlet port.
The fluid emerging from the outlet port is passed through the fluid pressure control valve. At high operating
speeds the pressure control valve maintains the output pressure to the gearbox at a predetermined maximum
level. Excess fluid is relieved from the pressure control valve and is directed, via the main pressure valve in the
valve block, back to the pump inlet port. This provides a pressurised feed to the pump inlet which prevents
cavitation and reduces pump noise.
MECHATRONIC VALVE BLOCK
The Mechatronic valve block is located in the bottom of the transmission and is covered by the fluid pan. The
valve block houses the TCM, electrical actuators, speed sensors and control valves which provide all electro-
hydraulic control for all transmission functions. The Mechatronic valve block comprises the following
components:
TCM
Six pressure regulator solenoids
One shift control solenoid
One damper
Twenty one hydraulic spool valves
Manually operated selector valve
Temperature sensor
Turbine speed sensor
Output shaft speed sensor.

ZF 6HP26 Automatic Transmission Mechatronic Valve Block
1 - Position switch
2 - Sliding block
3 - Selector spool valve
4 - Position switch assembly
5 - Electronic Pressure Regulator Solenoid (EPRS) 6
6 - Solenoid Valve 1
7 - EPRS 4
8 - EPRS 5
9 - EPRS 3
10 - EPRS 2
11 - EPRS 1
13 - TCM
14 - Valve housing
15 - Valve plate
16 - Torque converter retaining valve
17 - Clutch return valve
18 - Element seal
19 - Pressure regulator dampers
20 - Intermediate plate
ZF 6HP26 Automatic Transmission Valve Housing Components
2 - Lubricating valve
3 - Torque converter pressure valve
4 - System pressure valve
5 - Torque converter clutch valve
6 - Retaining valve Clutch E
7 - Clutch valve E
8 - Clutch valve A
9 - Valve housing
10 - Bolts
11 - Retaining valve Clutch A
12 - Retaining valve Clutch B
13 - Pressure reducing valve
14 - Shift valve 1
15 - Retaining valve Brake D
16 - Shift valve 2
17 - Damper
19 - Solenoid valve 1
20 - EPRS 4
21 - EPRS 5
22 - EPRS 2
23 - EPRS 3
24 - EPRS 1
ZF 6HP26 Automatic Transmission Valve Plate Components

1 - Retaining valve Brake D2
2 - Clutch valve Brake D2
3 - Clutch valve B
4 - Valve plate
6 - Clutch valve Brake C
Electronic Pressure Regulator Solenoids (EPRS)
Six Electronic Pressure Regulator Solenoids (EPRS) are located in the valve block. The solenoids are controlled
by PWM signals from the TCM. The solenoids convert the electrical signals into hydraulic control pressure
proportional to the signal to actuate the spool valves for precise transmission operation.
The following table shows EPRS and their associated functions:
EPRS Function
1 Clutch A
2 Clutch B
3 Clutch C
4 Brake clutches D and E
5 System pressure control
6 Torque converter lock-up control
Solenoids EPRS 1, 3 and 6 supply a lower control pressure as the signal amperage increases and can be
identified by a black connector cap. The TCM operates the solenoids using PWM signals. The TCM monitors
engine load and clutch slip and varies the solenoid duty cycle accordingly. The solenoids have a 12V operating
voltage and a pressure range of 0 - 4.6 bar (0 - 67 lbf.in2).
Solenoids EPRS 2, 4 and 5 supply a higher control pressure as the signal amperage increases and can be
identified by a green connector cap. The solenoids are normally open, regulating flow solenoid valves. The TCM
operates the solenoids using a PWM ground proportional to the required increasing or decreasing clutch
pressures. The solenoids have a 12V operating voltage and a pressure range of 4.6 - 0 bar (67 - 0 lbf.in2).
The resistance of the coil winding for the EPRS solenoids is 5.05 ohms at 20C (68F).
Control Solenoid
A shift control Solenoid Valve (SV) is located in the valve block. The solenoid is controlled by the TCM and
converts electrical signals into hydraulic control signals to control clutch application.
The shift control solenoid is an open/closed, on/off solenoid which is controlled by the TCM switching the
solenoid to ground. The TCM also supplies power to the solenoid. The TCM energises the solenoid in a
programmed sequence for clutch application for gear ratio changes and shift control.
The resistance of the solenoid coil winding within the solenoid valve is between 26 to 30.4 ohms at 20C
(68F).
Sensors
Speed Sensors
The turbine speed sensor and the output shaft speed sensor are Hall effect type sensors located in the
Mechatronic valve block and are not serviceable items. The TCM monitors the signals from each sensor to
determine the input (turbine) speed and the output shaft speed.
The turbine speed is monitored by the TCM to calculate the slip of the torque converter clutch and internal
clutch slip. This signal allows the TCM to accurately control the slip timing during shifts and adjust clutch
application or release pressure for overlap shift control.
The output shaft speed is monitored by the TCM and compared to engine speed signals received on the CAN
bus from the ECM. Using a comparison of the two signals the TCM calculates the transmission slip ratio for
plausibility and maintains adaptive pressure control.
Temperature Sensor
The temperature sensor is also located in the Mechatronic valve block. The TCM uses the temperature sensor
signals to determine the temperature of the transmission fluid. These signals are used by the TCM to control
the transmission operation to promote faster warm-up in cold conditions or to assist with fluid cooling by
controlling the transmission operation when high fluid temperatures are experienced. If the sensor fails, the
TCM will use a default value and a fault code will be stored in the TCM.
Damper
There is one damper located in the valve housing. The damper is used to regulate and dampen the regulated
pressure supplied via EPRS 5. The damper is load dependent through modulation of the damper against return
spring pressure.
The damper comprises a piston, a housing bore and a spring. The piston is subject to the pressure applied by
the spring. The bore has a connecting port to the function to which it applies. Fluid pressure applied to the
applicable component (i.e. a clutch) is also subjected to the full area of the piston, which moves against the
opposing force applied by the spring. The movement of the piston creates an action similar to a shock
absorber, momentarily delaying the build up of pressure in the circuit. This results in a more gradual
application of clutches improving shift quality.
Spool Valves
The valve block contains twenty one spool valves which control various functions of the transmission. The spool
valves are of conventional design and are operated by fluid pressure.
Each spool valve is located in its spool bore and held in a default (unpressurised) position by a spring. The
spool bore has a number of ports which allow fluid to flow to other valves and clutches to enable transmission
operation. Each spool has a piston which is waisted to allow fluid to be diverted into the applicable ports when
the valve is operated.
When fluid pressure moves a spool, one or more ports in the spool bore are covered or uncovered. Fluid is
prevented from flowing or is allowed to flow around the applicable waisted area of the spool and into another
uncovered port. The fluid is either passed through galleries to actuate another spool, operate a clutch or is
returned to the fluid pan.
DRIVE CLUTCHES
Multiplate Drive or Brake Clutch Typical

1 - Input shaft
2 - Main pressure supply port
3 - Piston
4 - Cylinder External plate carrier
6 - Baffle plate
7 - Diaphragm spring
8 - Output shaft
9 - Bearing
10 - Dynamic pressure equalisation chamber
11 - Piston chamber
12 - Lubrication channel
There are three drive clutches and two brake clutches used in the 6HP26 transmission. Each clutch comprises
one or more friction plates dependent on the output controlled. A typical clutch consists of a number of steel
outer plates and inner plates with friction material bonded to each face.
The clutch plates are held apart mechanically by a diaphragm spring and hydraulically by dynamic pressure.
The pressure is derived from a lubrication channel which supplies fluid to the bearings etc. The fluid is passed
via a drilling in the output shaft into the chamber between the baffle plate and the piston. To prevent
inadvertent clutch application due to pressure build up produced by centrifugal force, the fluid in the dynamic
pressure equalisation chamber overcomes any pressure in the piston chamber and holds the piston off the
clutch plate assembly.
When clutch application is required, main pressure from the fluid pump is applied to the piston chamber from
the supply port. This main pressure overcomes the low pressure fluid present in the dynamic pressure
equalisation chamber. The piston moves, against the pressure applied by the diaphragm spring, and
compresses the clutch plate assembly. When the main pressure falls, the diaphragm spring pushes the piston
away from the clutch plate assembly, disengaging the clutch.
PLANETARY GEAR TRAINS
The planetary gear trains used on the 6HP26 transmission comprise a single web planetary gear train and a
double web planetary gear train. These gear trains are known as Lepelletier type gear trains and together
produce the six forward gears and the one reverse gear.
Single Web Planetary Gear Train
The single web planetary gear train comprises:
One sunwheel
Four planetary gears
One planetary gear carrier (spider)
One ring gear or annulus

1 - Torque converter input shaft
2 - Stator shaft
3 - Multi-disc clutch A
4 - Multi-disc clutch E
5 - Planetary gear carrier
6 - Ring gear 1
7 - Planetary gear
8 - Sunwheel 1
Double Web Planetary Gear Train

1 - Planetary gear spider
2 - Planetary gears (short)
3 - Ring gear
4 - Output shaft
6 - Sunwheel
7 - Double planetary gears (long)
8 - Sunwheel
The double planetary gear train comprises:
Two sunwheels
Three short planetary gears
Three long planetary gears
One planetary gear carrier
POWER FLOWS
Operation of the transmission is controlled by the TCM which electrically activates various solenoids to control
the transmission gear selection. The sequence of solenoid activation is based on programmed information in
the module memory and physical transmission operating conditions such as vehicle speed, throttle position,
engine load and selector lever position.
Powerflow Schematic

1 - Torque input from engine
3 - Single web planetary gear carrier
4 - Single web planetary gears
5 - Single web sunwheel 1
6 - Double web sunwheel 2
7 - Double web planetary gears - Long
8 - Double web planetary gear carrier
9 - Double web planetary gears - Short
11 - Torque output from transmission
A - Multiplate clutch
B - Multiplate clutch
C - Multiplate brake
D - Multiplate brake
E - Multiplate clutch
Engine torque is transferred, via operation of single or combinations of clutches to the two planetary gear
trains. Both gear trains are controlled by reactionary inputs from brake clutches to produce the six forward
gears and one reverse gear. The ratios are as follows:
Gear 1st 2nd 3rd 4th 5th 6th Reverse

Ratio 4.171 2.340 1.521 1.143 0.867 0.691 3.403
The following table shows which solenoids are activated to produce the required torque output from the
transmission.
Gear Selector Lever Shift Control Solenoid Electronic Pressure Regulator Solenoids
Position Valve (EPRS)
1 2 3 4 5 6
P - - - - ON -ON- -
R - - ON - ON -ON- -
N - - - - ON -ON- -
D 1 - ON - - ON -ON- -ON-
D 2 - ON - ON - -ON- -ON-
D 3 ON ON - - -ON- -ON-
D 4 ON ON - - ON -ON- -ON-
D 5 ON - ON - ON -ON- -ON-
D 6 ON - - ON ON -ON- -ON-
1 2 3 4 5 6
ON = Active (pressure build up)
OFF = Inactive
-ON- = Inactive (pressure drain)
The following table shows which clutches are operating for selected gear ratios to produce the required torque
output from the transmission.
Gear Selector Lever Position Shift Control Solenoid Valve Clutch Brake
A B E WK C D
P - - - - - - X
R - - X - - - X
N - - - - - - X
D1 - X - - X - X
D2 - X - - X X
D3 - X X - X -
D4 ON X - X X -
D5 ON - X X X -
D6 ON - - X X X
X = clutch applied
Shift Elements

1 - Turbine shaft
2 - Stator shaft
3 - Single web planetary gear train
4 - Ring gear 1
5 - Clutch A
6 - Clutch B
7 - Clutch E
8 - Brake clutch C
9 - Fixed connection to transmission housing
10 - Shaft key
11 - Brake clutch D
12 - Double web planetary gear train
13 - Planetary gears - Long
14 - Ring gear 2
15 - Sunwheel 2
16 - Sunwheel 3
18 - Planetary gears - short
20 - Sunwheel 1
The shift elements are three rotating multiplate clutches (A, B and E) and two fixed multiplate brakes (C and
D). All shifts from 1st to 6th gears are power-on overlapping shifts. Overlapping shifts can be described as one
of the clutches continuing to transmit drive at a lower main pressure until the next required clutch is able to
accept the input torque.
The shift elements, clutches and brakes are actuated hydraulically. Fluid pressure is applied to the required
clutch and/or brake, pressing the plates together and allowing drive to be transmitted through the plates. The
purpose of the shift elements is to perform power-on shifts with no interruption to traction and smooth
transition between gear ratios.
Power Flow 1st Gear
The gear selector lever and the manual selector valve spool are in the 'D' position. Engine torque is transmitted
from the torque converter turbine shaft to the ring gear 1 of the single web planetary gear train and the outer
plate carrier of clutch 'E'.
Ring gear 1 drives the planetary gears which rotate around sunwheel 1. This drives the planetary gear carrier 1
and also the outer plate carrier of clutch 'A' and the inner plate carrier of clutch 'B'.
When clutch 'A' is engaged, sunwheel 3 in the double web planetary gear train is driven and meshes with the
short planetary gears.
The double web planetary gear train is locked against the transmission housing by brake 'D'. This allows ring
gear 2 (output shaft) to be driven in the same direction as the engine via the long planetary gears.
NOTE: Refer to 'Shift Elements' illustration for key

Power Flow 2nd Gear
The gear selector lever and the manual selector spool valve are in the 'D' position. Engine torque is transmitted
Sunwheel 2 is locked to the transmission housing by brake clutch 'C'. The long planetary gears, which are also
meshed with the short planetary gears, roll around the fixed sunwheel 2 and transmit drive to the double web
planetary gear train carrier and ring gear 2 in the direction of engine rotation.

Power Flow 3rd Gear
Sunwheel 2 is driven via clutch 'B' which is engaged. The long planetary gears, which are also meshed with the
short planetary gears, cannot roll around the fixed sunwheel 2 and transmit drive to the locked double web
planetary gear train carrier in the direction of engine rotation.

Power Flow 4th Gear
from the torque converter turbine shaft to ring gear 1 of the single web planetary gear train and the outer
The double web planetary gear carrier is driven via clutch 'E' which is engaged. The long planetary gears,
which are also meshed with the short planetary gears, and the double web planetary gear carrier, drive ring
gear 2 in the direction of engine rotation.

Power Flow 5th Gear
The long planetary gears, which are also meshed with the short planetary gears, and the double web planetary
gear carrier, drive ring gear 2 in the direction of engine rotation.

Power Flow 6th Gear
Clutches 'A' and 'B' are released, removing the effect of the single web planetary gear train.
Clutch brake 'C' is applied which locks sunwheel 2 to the transmission housing.
Clutch 'E' is engaged and drives the double web planetary gear carrier. This causes the long planetary gears to
rotate around the fixed sunwheel 2 and transmit drive to ring gear 2 which is driven in the direction of engine
rotation.
Power Flow Reverse Gear

The gear selector lever and the manual selector spool valve are in the 'R' position. Engine torque is transmitted
Ring gear 1 drives the planetary gears of the single web planetary gear train which rotate around the fixed
sunwheel 1. This transmits the drive to the single web planetary gear carrier, the outer plate carrier of clutch
'A' and the inner plate carrier of clutch 'B'.
With clutch 'B' applied, sunwheel 2 in the double web planetary gear train is driven and meshes with the long
planetary gears.
The double web planetary gear carrier is locked to the transmission housing by brake clutch 'D'. This allows
ring gear 2 to be driven in the opposite direction to engine rotation by the long planetary gears.

CONTROL DIAGRAM
NOTE: A = Hardwired; D= High Speed CAN Bus

2 - Mechatronic Valve (including TCM, sensors and solenoids)
4 - ECM
5 - Selector indicator (PRND)
6 - Selector indicator (M/S +/-)
7 - Fusible link 7E (50A) - Permanent battery feed
8 - Fuse 43P (5A)
10 - Fuse 33P (5A) - Ignition feed
13 - Fuse 27P (5A) Ignition feed
14 - Fuse 4E (10A) Permanent feed
15 - Starter relay
SELECTOR POSITION SWITCH
The Mechatronic valve block contains a position switch which is mechanically connected to the selector spool
valve. The selector spool valve is connected by a selector shaft to the selector lever via a 'Bowden' selector
cable.
The signals from the position switch are used by the TCM to determine the P, R, N or D selection made by the
driver.
INSTRUMENT CLUSTER

2 - Transmission status display
3 - Message center
4 - Malfunction Indicator Lamp (MIL)
The instrument cluster is connected to the TCM via the CAN bus. Transmission status is transmitted by the TCM
and displayed to the driver on one of two displays in the instrument cluster.
Operation).
Malfunction Indicator Lamp (MIL)
The malfunction indicator lamp (MIL) is located in the lower left hand corner of the instrument cluster, below
the fuel gage. Transmission related faults which may affect the vehicle emissions output will illuminate the MIL.
The MIL is illuminated by the ECM on receipt of a relevant fault message from the TCM on the CAN bus. The
nature of the fault can be diagnosed using an approved Land Rover diagnostic system which reads fault codes
stored in the TCM memory.
Transmission Status Display
The transmission status display is located on the right hand side of the message center. The display shows the
selector lever position and in the case of manual (CommandShift) mode, the selected gear.
Symbol Description
P Park selected
R Reverse selected
N Neutral selected
D Drive selected
1 1st gear selected (Manual mode)
2 2nd gear selected (Manual mode)
3 3rd gear selected (Manual mode)
4 4th gear selected (Manual mode)
Message Center Display
The message center is located below the speedometer and the tachometer at the bottom of the instrument
cluster. The message center is a liquid crystal display (LCD) to relay vehicle status information to the driver,
refer to Information and Message Center section for message details.
TRANSMISSION CONTROL MODULE (TCM)
The TCM is an integral part of the Mechatronic valve block which is located at the bottom of the transmission,
within the fluid pan. The TCM is the main controlling component of the transmission.
The TCM processes signals from the transmission speed and temperature sensors, engine control module and
other vehicle systems. From the received signal inputs and pre-programmed data, the module calculates the
correct gear, torque converter clutch setting and optimum pressure settings for gear shift and lock-up clutch
control.
The TCM outputs signals to control the shift control solenoid valve and the Electronic Pressure Regulator
Solenoids (EPRS) to control the hydraulic operation of the transmission.
The ECM supplies the engine management data on the high speed CAN bus system. The TCM requires engine
data to efficiently control the transmission operation, for example; flywheel torque, engine speed, accelerator
pedal angle, engine temperature etc.
The steering angle sensor and the anti-lock brake system (ABS) module also supply data to the TCM on the
high speed CAN bus system. The TCM uses data from these systems to suspend gear changes when the vehicle
is cornering and/or the ABS module is controlling braking or traction control.
The selector lever is connected to the automatic transmission and the position switch in the transmission by a
Bowden cable. Movement of the selector lever moves the position switch via the Bowden cable and the switch
position informs the TCM of the selected position. The sport/manual +/- CommandShift switch passes
manual/sport selections to the TCM. An additional switch provides a selector lever in park position signal. Once
the selector lever position is confirmed, the TCM outputs appropriate information which is received by the
instrument cluster to display the gear selection information in the message center.
The Mechatronic valve block also contains the speed and temperature sensors. These are integral with the
Mechatronic valve block and cannot be serviced individually. The speed sensors measure the transmission
input and output speeds and pass signals to the TCM. The fluid temperature sensor is also located in the valve
block and measures the fluid temperature of the transmission fluid in the fluid pan.
The TCM is connected to the starter relay coil. When the selector lever is in PARK or NEUTRAL, the module
provides a ground for the coil allowing the starter relay to be energised and allow starter motor operation. If
the selector lever is in any other position, the module will not provide the ground preventing starter motor
operation.
DIAGNOSTICS
The diagnostic socket is located in the instrument panel, in the driver's side stowage tray. The socket is
secured in the instrument panel and protected by a hinged cover.
Diagnostic Socket

1 - Cover
The diagnostic socket allows the exchange of information between the various modules on the bus systems and
an approved Land Rover diagnostic system or a generic scan tool. The information is communicated to the
socket via the high speed CAN bus from the TCM. This allows the retrieval of diagnostic information and
programming of certain functions using an approved Land Rover diagnostic system.
The TCM uses a P code strategy which stores industry standard diagnostic trouble code (DTC) relating to faults.
CONTROLLER AREA NETWORK (CAN)
The high speed CAN broadcast bus network is used to connect the powertrain modules. The CAN bus is
connected between the following electronic units:
High Speed CAN Bus
TCM
Instrument cluster

Center console switch pack
Restraints control module
ECM
ABS module
Adaptive front lighting control module
Transfer box control module
Diagnostic socket.
The CAN bus allows a fast exchange of data between modules. The CAN bus comprises two wires which are
identified as CAN high (H) and CAN low (L). The two wires are coloured yellow/black (H) and yellow/brown (L)
and are twisted together to minimise electromagnetic interference (noise) produced by the CAN bus messages.
For additional information, refer to: Communications Network (418-00 Module Communications Network,
In the event of CAN bus failure, the following symptoms may be observed:
Transmission operates in default mode
Torque converter lock-up clutch control is disabled
Gear position indication in instrument cluster message center inoperative (this will also occur with any
transmission fault).
DRIVING MODES
There are a number of different driving modes of operation. Some can be selected by the driver and some are
automatically initiated by the TCM during driving:
Normal mode
Sport mode
Manual (CommandShift) mode
Adaptive Shift Strategy (ASIS)
Hill Descent Control (HDC) mode
Cruise mode
Hill mode
Default (Limp home) mode
Reverse lock-out mode
Cooling strategy.
Curve recognition mode
Fast off recognition

Normal Mode
Normal mode is automatically selected by the TCM on power up. In this mode all automatic and adaptive
modes are active. Normal mode uses gear shift and lock-up maps to allow for vehicle operation which offers
fuel consumption and emissions or driveability depending on the driving style. If the transmission is operated
in sport or manual mode and the selector lever is moved to the 'D' position, normal mode is automatically
resumed.
Sport Mode
Sport mode operates in high range only and provides enhanced acceleration and responsiveness. In sport
mode the TCM uses shift maps which allow the transmission to downshift more readily, hold gears for longer at
higher engine speeds, and limits the transmission to the first five gears (6th gear is not used).
Sport mode is selected by moving the selector lever to the left into the 'M/S' position. When the sport mode is
first selected, if 6th gear is currently engaged, the TCM downshifts to 5th.
Manual (CommandShift) Mode
Manual mode allows the transmission to operate as a semi-automatic 'CommandShift' unit. The driver can
change up and down the six forward gears with the freedom of a manual transmission.
Shift maps are provided for manual mode to protect the engine at high engine speeds. The TCM will
automatically change up to a higher gear ratio to prevent engine overspeed and change down to a lower gear
ratio to avoid engine labouring and stalling.
When kickdown is requested the TCM downshifts at least 2 gears.
When the vehicle is stationary, to drive off the driver can select 1st , 2nd or 3rd gear in low and high range.
Any other gear selection will be rejected by the TCM.
When driving off, upshifts can be pre-selected by making + selections with the selector lever for the number of
upshifts required. The TCM then automatically performs a corresponding number of upshifts when the
appropriate shift points are reached. So, for example, when starting off in 1st gear, if three + selections are
made in quick succession, the TCM will automatically change up through the box to 4th gear as the vehicle
accelerates, without any further selections being made.
In manual mode a low gear can be selected to provide engine braking for descending a slope without HDC or
continuous use of the brake pedal. The driver can prepare for the end of the descent by moving the selector
lever to D. The TCM will maintain the low gear and only revert to automatic shift control when the throttle is
opened and vehicle speed increases.
The ASIS system is a new feature on automatic transmissions. With the TCM linked via the CAN bus to other
vehicle systems, signals are received which can allow the TCM to calculate the way in which the vehicle is
being driven. The type of signals include the following:
Longitudinal and lateral acceleration
Engine speed
Engine torque
Oil temperature
Accelerator pedal position
Wheel speed.
Using these signals, additional transmission control can be obtained. The TCM can calculate when the vehicle is
cornering, all wheels are gripping, the driver is braking or if the driver is accelerating. This is the conventional
'Adaptive' transmission control. ASIS uses this system but adds the continuous adaptation of the gear changes
to the individual driving style of the driver.
HDC Mode
The HDC mode assists the ABS module in controlling the downhill speed of the vehicle. When HDC is selected
on, the ABS module selects the most appropriate gear for the descent, to maximise engine braking.
Cruise Mode
When speed control is activated, the TCM receives a cruise active message on the CAN bus. The TCM activates
a speed control map which prevents locking and unlocking of the torque converter clutch and minimises up and
down shifts.
Hill Mode
Hill mode is initiated by the TCM when the engine torque, via ECM signals on the CAN bus, exceeds the
theoretical load curve for normal operation. The TCM monitors this signal to determine when the vehicle is
travelling up or down a steep gradient.
In hill mode the TCM adopts one of four shift maps, three uphill and one downhill. The shift map chosen
depends on the severity of the slope as determined from the engine signals and the appropriate gear is
selected to assist with the ascent or descent.
Hill mode can also be initiated when the vehicle is at very high altitudes or ambient temperatures, and also
when the vehicle is towing.
Default (Limp Home) Mode
If a transmission fault is detected by the TCM, the TCM adopts a limp home mode strategy. 'TRANS. FAILSAFE'
is displayed in the message center and, if the fault has an effect on engine emissions, the MIL will also be
illuminated.
In default mode, P, R and N functions operate normally (if the fault allows these selections) and the TCM locks
the transmission in 3rd or 5th gear to allow the driver to take the vehicle to the nearest dealer. The torque
converter lock-up clutch is disabled and reverse lock-out will not function.
If the vehicle is stopped and subsequently restarted in the default mode condition, the TCM operates normally
until the fault which caused the condition is detected again.
When limp home mode is active, the gear position indicator will show one of the following letters which defines
the fault type:
'F' - transmission is operating in limp home mode
'H' - transmission has reached overheat threshold temperature and transmission is operating in limp home
mode
'E' - CAN bus is off and transmission is operating in limp home mode.
If electrical power is lost and the transmission is operating in mechanical limp home mode, the selector lever
will not be locked in the 'N' position by the shift interlock solenoid. The lever will be locked in the 'P' position
and can only be released by using the interlock emergency release lever or by correcting the electrical fault.
Reverse Lock-Out Mode
When the vehicle is travelling forwards, selecting reverse could cause transmission damage. To protect against
this, reverse gear is prohibited if the vehicle is travelling forwards at a road speed of 5 mph (8 km/h) or
higher.
Cooling Strategy
The purpose of the cooling strategy is to reduce engine and transmission temperatures during high load
conditions, when towing a trailer for example. Under these conditions the engine and transmission may
generate excessive heat.
If the transmission fluid temperature increases to 125C (257F) or higher, the TCM employs the cooling
strategy. An applicable message is displayed in the message center to alert the driver.
The strategy uses a specific shift and torque converter lock-up clutch map. This map allows torque converter
clutch lock-up and gear shifts to operate outside of their normal operation. This will reduce the engine speed
and/or slip in the torque converter, therefore reducing heat generated by the engine and the transmission.
If the transmission fluid temperature increases to 137C (278F) or higher, the transmission will use the
default (limp home mode). 'H' is displayed in the gear position indicator. If the temperature exceeds 140C
(284F), CAN bus transmission is disabled and 'E' is displayed in the gear position indicator.
The cooling strategy is cancelled when the transmission fluid temperature decreases to less than 120C
(248F) or below.
Curve Recognition
Curve recognition is activated when high levels of lateral acceleration and/or steering angle are detected via
the ABS module and steering angle sensor signals on the CAN bus. When this condition is detected, the TCM
prevents the transmission from changing to a higher gear to assist with cornering. When the vehicle completes
it manoeuvre, the transmission will shift to the correct ratio.
Fast Off Recognition
Fast off recognition is activated when the TCM detects that the driver has backed off the accelerator pedal
quickly in a 'change of mind' manoeuvre. This is detected by monitoring for a high level of negative pedal angle
from the engine control module signal on the CAN bus. If this condition is detected, the TCM holds the current
gear ratio to allow the driver to complete his original action without the need for a downshift. The mode
remains active for a predetermined time period or if the driving style remains passive.
TRANSMISSION FAULT STATUS
If the TCM detects a fault with the transmission system, it will enter a default mode to prevent further damage
to the transmission and allow the vehicle to be driven.
When a fault is detected a CAN message is sent from the TCM and is received by the instrument cluster. The
instrument cluster illuminates the MIL and displays an applicable message in the message center.
Some transmission faults may not illuminate the MIL or display a fault message, but the driver may notice a
reduction in shift quality.
ENGINE SPEED AND TORQUE MONITORING
The ECM constantly supplies the TCM with information on engine speed and torque through messages on the
CAN bus. The TCM uses this information to calculate the correct and appropriate timing of shift changes.
If the messages are not received by the ECM, the TCM will implement a back-up strategy to protect the
transmission from damage and allow the vehicle to be driven.
In the event of an engine speed or torque signal failure, the transmission will adopt the electrical limp home
mode with the transmission operating in a fixed gear.
TOWING FOR RECOVERY
The following procedure must be used to ensure that the vehicle is towed in a safe condition and damage to
the vehicle transmission system is prevented.
Secure the towing attachment from the recovery vehicle to the towing eye of the vehicle to be recovered.
Make sure that the parking brake is on. Turn the ignition key to the ignition position II.
Apply the footbrake and move the automatic transmission selector lever to the neutral position. If
electrical power is not available, use the manual interlock release tab on the selector lever to move
the lever to the neutral (N) position.
Make sure that the ignition is in the auxiliary position I or, if the stop lamps and turn signal indicators are
required, in the ignition position II.
Make sure that the parking brake is released before the vehicle is towed.
The vehicle can only be towed for a maximum of 30 miles (50 km) at a maximum speed of 30 mph (50
km/h). Towing the vehicle for longer distances and/or faster speeds will damage the transmission.
WARNING: Do not remove the key or move the ignition switch to position 'O' when the vehicle is being
towed. The steering lock will be engaged preventing the steering from being turned.
With the engine not running, the brake booster and power steering pump will be inoperative. Care must be
taken to ensure the vehicle is manoeuvred and driven accordingly.

Transmission Fluid Drain and Refill
General Procedures
WARNINGS:
Observe due care when draining transmission fluid as the fluid can be very hot.
Observe due care when working near a hot exhaust system.

safety stands.

2. Clean the area around the transmission fluid drain and
filler plugs.
3. Place a container under the transmission.
4. WARNINGS:
Observe due care when draining

transmission fluid as the fluid can be very hot.
Observe due care when working near a hot

exhaust system.
Remove the transmission fluid filler/level plug.
Remove and discard the sealing washer.
5. Remove the transmission fluid drain plug.
6. Install the transmission fluid drain plug and tighten to 9

Nm (7 lb.ft).
Install a new sealing washer.

7. Add 3.5 to 4 litres of the correct transmission fluid, or
until a small thread of fluid runs from the filler/level hole.
8. Check and top-up the transmission fluid level.
Level Check (307-01B Automatic Transmission/Transaxle
- 4.4L NA V8 - AJ41, General Procedures).

Transmission Fluid Level Check
General Procedures
WARNINGS:
Observe due care when draining transmission fluid as the fluid can be very hot.
CAUTION: The gearbox fluid level must only be checked when the temperature of the fluid is between 30
degrees and 50 degrees. The fluid level obtained will be incorrect if the reading is outside this temperature
range.
1. The following steps must be observed before starting the

transmission fluid level check and top-up.
The vehicle must be on a horizontal ramp.
The parking brake must be applied.
The wheels must be chocked.
2. CAUTION: Make sure the transmission

fluid temperature is below 30 degrees before
starting the fluid level check.
Connect T4 to the on-board diagnostic

connector to monitor the transmission fluid
temperature.
3. Start the engine. Move the selector lever from 'P'

through all gear positions, pausing in each gear position
for 2-3 seconds and return to the 'P' position.

safety stands.

6. WARNINGS:
Observe due care when draining

transmission fluid as the fluid can be very hot.

exhaust system.
CAUTION: The gearbox fluid level must only

be checked when the temperature of the fluid is
between 30 degrees and 50 degrees. The fluid
level obtained will be incorrect if the reading is
outside this temperature range.
Clean the area around the filler/level plug.

7. If no fluid loss is apparent when the filler/level plug is
removed, with the engine at idle, continue to fill the
transmission until a small thread of oil runs from oil
filler/level hole.
8. Install the transmission fluid filler/level plug and tighten

9. Disconnect T4 from the vehicle.
- Selector Shaft Seal
In-vehicle Repair
Special Tool(s)
Seal extractor (LRT-44-033/1)
307-509-1
Seal extractor (LRT-44-033/2)
307-509-2
Seal installer (LRT-44-033/3)
307-509-3
Removal

safety stands.

2. RH side only: Release the selector cable and
lever.
Remove the 2 bolts.
Remove the nut.

removal of any components, ensure the area
Remove the selector shaft seal.
Install 307-509-1 to the seal.
Install 307-509-2 to 307-509-1 and extract

the seal.
Installation
1. Using 307-509-3, install the selector shaft seal.
2. RH side only: Install the selector cable and lever.

In-vehicle Repair
Special Tool(s)
Seal extractor
307-492 (LRT-44-005)
Removal
NOTE: The transmission control module (TCM) is part of the main control valve body and cannot be serviced
separately.

safety stands.

3. Remove the fluid pan.
For additional information, refer to: Fluid Pan, Gasket
and Filter (307-01B Automatic Transmission/Transaxle -
4.4L NA V8 - AJ41, In-vehicle Repair).
5. Remove and discard the electrical connector

sleeve.
Release the retainer.
6. Remove the main control valve body.
7. Using the special tool, remove the 4 seals.

8. Remove the seal block.
Installation
1. CAUTIONS:
Make sure that when fully fitted, all seals

protrude by the same amount.
Engage the selector lever with the groove in

the piston rod.
Install the main control valve body.
Install new seals.
Install a new seal block.
2. Install a new electrical connector sleeve.
Secure with retainer.

4. Install the fluid pan.
6. Calibrate a new main control valve body using T4.
Automatic Transmission/Transaxle - 4.2L SC V8 - AJV8 - Output
Shaft Seal
In-vehicle Repair
Special Tool(s)
Oil seal remover (LRT-12-092)
303-903
Oil seal installer
307-520
Removal

safety stands.

3. Remove the transfer case.
For additional information, refer to: Transfer Case - 3.6L
V8 - TdV8 (308-07B Transfer Case, Removal).
4. CAUTION: Care must be taken to avoid

damage to the seal register and running surface.
Remove the transmission output shaft oil seal.
Use the special tool.

Installation
1. CAUTION: Oil seals must be fitted dry.
Install a new transmission output shaft oil seal.
Clean the seal register.
2. Install the transfer case.

Automatic Transmission/Transaxle - 4.2L SC V8 - AJV8 - Fluid

Pan, Gasket and Filter
In-vehicle Repair
Removal

safety stands.

2. Drain the transmission.
Drain and Refill (307-01B Automatic
Transmission/Transaxle - 4.4L NA V8 - AJ41, General
Procedures).

spillage.
Remove and if necessary, discard the seal.
Installation
Install the seal.

2. Refill the transmision with fluid.
Automatic Transmission/Transaxle - 4.2L SC V8 - AJV8 - Main

Control Valve Body
In-vehicle Repair
Special Tool(s)
Seal extractor
307-492 (LRT-44-005)
Removal
separately.


safety stands.


sleeve.
Release the retainer.

Installation
1. CAUTIONS:


the piston rod.
Install new seals.

6. Calibrate a new main control valve body using T4.
Transmission Support Insulator
In-vehicle Repair
Removal

safety stands.

and Installation).
4. Remove the transmission support insulator.
Remove the 5 bolts.
Installation
1. Install the transmission support insulator.

and Installation).
Transmission
Special Tool(s)
Torque converter seal installer
308-246
Torque converter support

handles (LRT-44-010)
307-497
Wrench adaptor
303-1069
Removal
Specifications).

safety stands.

Installation).
Installation).
5. Remove the front driveshaft.
For additional information, refer to: Front Driveshaft -
4.4L NA V8 - AJ41/4.2L SC V8 - AJV8 (205-01
Driveshaft, Removal and Installation).
4.4L NA V8 - AJ41/4.2L SC V8 - AJV8 (205-01
7. Disconnect the transfer case 3 electrical
connectors.
8. Release the selector cable and lever.
Remove the 2 bolts.
Remove the nut.
9. Release the 2 heated oxygen sensor (HO2S)

harness brackets.
Remove the 2 bolts.

10. Release the wiring harness from the RH side
of the transmission.
11. Release the wiring harness from the top of the

transmission.

Release the transmission fluid lines.
Remove the bolt.
Remove and discard both O-ring seals.

13. Remove the CKP sensor.
14. Release the flexplate.
Remove the access plugs.
Rotate the crankshaft to access the retaining

bolts.
Remove the 3 bolts.
15. Release the starter motor heat shield.
Remove the 2 bolts.
Remove the bracket.
16. Release the front driveshaft joint heat shield

from the transmission and carefully move aside.
Remove the nut.

17. WARNINGS:
Secure the transmission to the transmission

jack.
Support the engine. The engine will fall

forward when the transmission is removed.
CAUTION: Make sure the torque converter

remains connected to the transmission.
With assistance, remove the transmission.

transmission.
18. Install the torque converter retainer.

Remove the transmission from the transmission jack.

20. Remove the torque converter retainer.
21. Using the special tools, remove the torque
converter.
22. Carefully remove and discard the torque
converter fluid seal.

Disconnect the transfer case breather line.
Depress the locking ring.

Remove the transmission breather lines.
Remove the bolt.
Remove the 5 bolts.

Remove the 8 bolts.
Remove the O-ring seal.
Installation
CAUTION: If the automatic transmission fluid is very dirty or it contains metallic particles, then along
with a new transmission, install a new automatic transmission fluid cooler and lines.
Lubricate input shaft splines with 'Weicon TL7391'

grease.
Align the fuel hose support bracket.
Using the special tool, tighten the bolts to 45 Nm (33

lb.ft).

3. Attach the transmission and the transfer case breather
lines.

4. Using the special tool, install a new torque
5. Install the torque converter.

Clean the seal contact area.

6. Install the torque converter retainer.
7. Position the transmission to the transmission jack.
8. Remove the torque converter retainer.
9. CAUTION: Apply grease of the correct specification

to the torque converter spigot.
With assistance, install the transmission.

10. Secure the front driveshaft joint heat shield.

11. Secure the starter motor heat shield.
Install the bracket.

12. Attach the flexplate to the torque converter.
Rotate the crankshaft to access the retaining bolts.
Install the access plugs.


14. Attach the transmission fluid lines.

15. Secure the wiring harness to the transmission.
16. Attach the HO2S harness brackets.

17. Install the selector cable and lever.

18. Connect the transfer case electrical connectors
4.4L NA V8 - AJ41/4.2L SC V8 - AJV8 (205-01
20. Install the front driveshaft.
For additional information, refer to: Front Driveshaft -
4.4L NA V8 - AJ41/4.2L SC V8 - AJV8 (205-01
Installation).
Installation).
Specifications).
24. Adjust the selector cable.
For additional information, refer to: Selector Lever Cable
Adjustment (307-05A Automatic Transmission/Transaxle
External Controls - 4.2L SC V8 - AJV8, General
Procedures).
Level Check (307-01A Automatic Transmission/Transaxle
- 4.2L SC V8 - AJV8, General Procedures).
If fitting new or exchange components, carry out long

drive cycle.
Procedures).
Automatic Transmission/Transaxle - 3.6L V8 - TdV8/4.4L NA V8 -

AJ41/4.2L SC V8 - AJV8 - Input Shaft Seal
Removal

safety stands.

Remove the transmission assembly.
Refer to: Transmission (307-01A Automatic

Transmission/Transaxle - 4.2L SC V8 - AJV8, Removal
and Installation).
Refer to: Transmission (307-01B Automatic

Transmission/Transaxle - 4.4L NA V8 - AJ41, Removal
and Installation).
Refer to: Transmission (307-01C Automatic

Transmission/Transaxle - 3.6L V8 - TdV8, Removal and
Installation).
3. WARNING: Do not let the torque
converter drop out of the transmission.
Failure to follow this instruction may result in
personal injury.
Using the special tools, remove the torque

converter. Drain any remaining fluid into a
suitable container.
4. WARNING: Make sure the transmission

housing seal face is not damaged when
removing the torque converter seal. Failure
to follow this instruction may result in
Using the special tools, remove the input

shaft seal.
5. NOTE: Using a suitable metal surface cleaner

meeting Jaguar specification. clean the seal
face on the housing before fitting the new
seal.
Clean and inspect the transmission housing

seal face.
Installation
Using the special tool, install a new input shaft

seal.
personal injury.
NOTE: The torque converter hub must

engage fully in the oil pump drive gear.
Using the special tools, install the torque

converter. Remove the special tools.
Install the transmission assembly.

Transmission/Transaxle - 4.2L SC V8 - AJV8, Removal
and Installation).

Transmission/Transaxle - 4.4L NA V8 - AJ41, Removal
and Installation).

Transmission/Transaxle - 3.6L V8 - TdV8, Removal and
Installation).
Transmission/Transaxle Cooling - 4.2L SC V8 - AJV8 -
4.2L V8 FLUID COOLING COMPONENT LOCATION

1 - Engine cooling radiator
3 - Return pipe (To transmission)
4 - Feed pipe (From transmission)
INTRODUCTION
The transmission fluid cooler is a separate cooling unit located behind the engine cooling radiator. The
transmission is connected to the fluid cooler via flexible hoses and metal pipes.
The transmission cooler is a dedicated fluid cooler which is connected into the engine cooling system circuit.
The transmission fluid is cooled by the temperature differential between the transmission fluid and the engine
coolant flowing through the cooler and also by airflow over cooling fins on the end tank.
Fluid is supplied from the transmission fluid pump into the lower connection of the cooler. After passing
through the cooler, the fluid passes out of the upper connection and is returned to transmission fluid pan.
Transmission/Transaxle Cooling - 4.2L SC V8 - AJV8 -

Transmission Fluid Cooler
Removal

safety stands.

Installation).
5. CAUTIONS:

Always protect the cooling pack elements to

prevent accidental damage.
Disconnect the 3 transmission fluid cooler

coolant hoses.

contamination.
Disconnect the 2 transmission fluid cooler pipes.
Depress the 2 quick release connectors.
Installation
2. Connect the transmission fluid cooler pipes.
3. Connect the transmission fluid cooler coolant hoses.

Installation).
Automatic Transmission/Transaxle External Controls - 4.2L SC V8

- AJV8 -
Item Specification
Cable operated from shift mechanism to bell crank on side of transmission with manual release from Park
Type
'P' position in the event of electrical failure
Selector lever locknut 14 10
Transmission under shield bolts 10 7
Transmission selector nuts* 8 6
*Before VIN257100, discard old fixings and tighten new fixings to the torque value given
- AJV8 - External Controls
GEAR SELECTOR LEVER ASSEMBLY COMPONENT LOCATION

1 - Selector cable
2 - Shift interlock solenoid
3 - Selector lever
4 - Manual +/- CommandShift switch
5 - Selector lever and shroud
6 - Park/Reverse release button
7 - Selector lever cover
8 - High/Low range selector switch
9 - Selector position light emitting diode (LED) display
11 - Key interlock cable
12 - Key interlock mechanism
13 - Selector lever position switch
14 - Manual/Sport switch
15 - Mounting plate
INTRODUCTION
The gear selector lever assembly is located in a central position on the transmission tunnel, between the front
driver and passenger seats. A mounting plate is secured to the transmission tunnel and provides the mounting
for the selector lever assembly.
The selector lever comprises a cast mounting plate which provides for the location of the selector components.
The lever is connected to a gimbal mechanism which allows for the selection of P, R, N, D in a forward or
backward direction and selection between automatic and manual/sport in a left/right transverse direction.
When manual/sport mode is selected, the lever can be moved in a forward or backward direction to select + or
- for manual (CommandShift) operation.
When the selector lever is moved to the M/S position, the Bowden cable to the transmission is mechanically
disconnected at the shifter. If left in Sport mode all gear changes are performed automatically. If Manual
(CommandShift) mode is selected, all gear changes are based on switched ground inputs received by the
transmission control module (TCM) from the Manual +/- CommandShift switch.
The selector mechanism houses the following components:
Manual +/- CommandShift switch
Shift interlock solenoid
High/Low range selector switch
Hill Descent Control (HDC) switch
Selector position LED display
Selector lever position switch
Manual/Sport switch
Key interlock mechanism.
There are four selector lever positions and two additional positions for manual/sport operation:
P (Park) - Prevents the vehicle from moving by locking the transmission
R (Reverse) - Select only when the vehicle is stationary and the engine is at idle - selects reverse
direction
N (Neutral) - No torque transmitted to drive wheels
D (Drive) - This position uses all six forward gears in high and low ranges
M/S (Sport mode) - This position uses all six forward gears as in 'D', but will upshift at higher engine
speeds improving acceleration
+ and - ('CommandShift' mode) - Movement of the selector lever in the +/- positions, when the lever
is in the M/S position, will operate the transmission in manual (CommandShift) mode, allowing the
driver to manually select all six forward gears.
- The selector lever position is displayed to the driver on the selector position LED display and in
the instrument cluster. In 'CommandShift' mode, if a gear is selected, but the TCM logic prevents
selection of that gear, the requested gear is initially displayed. The TCM will engage the next
allowed gear and then display that gear.
Manual +/- CommandShift Switch
The manual +/- switch is located on the left hand side of the selector lever assembly. The switch comprises a
housing which provides the location for a sliding contact. When the selector lever is moved to the manual/sport
position, a dog on the lever engages with a slotted abutment on the switch sliding contact. When the lever is
moved to the + or - position the dog moves the switch completing a momentary earth circuit with one of two
microswitches at each end of the switch which correspond to the + or - positions.
This momentary signal is received by the TCM which, on first operation of the switch, initiates manual mode
and operates the transmission in the selected gear.
In this position, a spring will move the selector lever to the center position when released.
Shift Interlock Solenoid
The shift interlock solenoid is located at the front of the selector lever assembly. The selector lever is
connected to a locking plate which has two holes which correspond to the 'P' and 'N' positions. When the
ignition is on or the engine is running, the solenoid is energised by the TCM when the selector lever is in the 'P'
or 'N' positions. When energised, the solenoid ejects a pin which engages in the locking plate preventing the
lever from being moved.
When the footbrake is applied, a signal from a brake switch is passed to the TCM which de-energises the
solenoid allowing the lever to be moved from the 'P' or 'N' position. This prevents the selector from being
moved to the 'D' or 'R' position unintentionally and the application of the brakes also prevents the vehicle
'creeping' when the gear is engaged.
High/Low Range Selector Switch
The high/low range switch is located on the selector lever cover, on the right hand side of the selector lever.
The switch can be identified by the a high/low range legend graphic and the switch lever is coloured white.
High or low range can be selected using this switch providing the vehicle speed is within defined limits and the
gear selector lever is in the neutral position.
For additional information, refer to: Four-Wheel Drive Systems - 4.2L/4.4L (308-07A Four-Wheel Drive
Systems, Description and Operation).
Hill Descent Control (HDC) Switch
The HDC switch is located on the selector lever cover, on the left hand side of the selector lever. The switch
can be identified by the HDC legend graphic and the switch lever is coloured yellow. Operation of the HDC
switch is not directly related to automatic transmission operation.
For additional information, refer to: Anti-Lock Control - Traction Control - 4.2L (206-09A Anti-Lock Control -
Traction Control, Description and Operation).
Selector Position LED Display
The selector position LED display is located on the selector lever cover, between the HDC and high/low range
switches. The display has a graphic which shows the lever positions P, R, N, D, M/S and +/-. The P, R, N, D
and M/S positions each have a small, red LED which illuminates when that position is selected. The +/-
positions do not have an LED.
The LED display is controlled by the selector lever position switch, with the two components connected via a
five wire ribbon cable. The LED display is powered from the generic electronic module (GEM) and remains
illuminated until the GEM is in sleep mode. The LED display is active at all times when the ignition is on.
Selector Lever Position Switch
The selector lever position switch is located on the right hand side of the selector lever assembly. The switch
has a moving contact which is connected to the selector lever. As the lever is moved, the sliding contact moves
in the switch completing a circuit with four further contacts in the switch which represent the four lever
positions; P, R, N and D. The switch is connected to the selector position LED display via a ribbon cable and
provides the power for the display LED's. The switch receives its power supply from the GEM.
Manual/Sport Switch
The manual/sport switch is located at the rear of the selector lever assembly. The manual/sport switch is a
cam operated microswitch. A lever with a roller is attached to the switch body. When the selector lever is
moved from the automatic 'D' position to the manual/sport 'M/S' position, the roller contacts a cam on the
selector lever which depresses the switch lever and operates the switch. The switch contacts remain closed
when the selector lever is in the manual/sport position.
The operation of the switch completes an earth path which is sensed by the TCM which switches the
transmission operation to sport when M/S is selected and deselects sport mode when D (automatic operation)
is reselected. The completed earth path is connected to the TCM via the M/S LED on the selector lever display
which is illuminated by an output from the TCM when M/S is selected.
Selector Cable
The selector cable is a Bowden type cable that connects the selector lever to the manual selector spool valve. A
'C' clip secures the outer cable to the selector lever assembly. The inner cable is secured to an arm which is
connected to the selector lever via a 'U' shaped bracket and pin.
The transmission end of the outer cable is secured to a bracket on the transmission by a clamp nut. The
transmission has an operating lever which is attached to and operates the manual selector control spool valve.
The inner cable is attached to the operating lever by a clamp bush and locknut. The clamp bush allows for the
adjustment of the selector cable.
Key Interlock Mechanism

1 - Ignition key
2 - Ignition switch
3 - Bowden cable
4 - Latch gate
The key interlock mechanism prevents the key from being removed from the ignition switch when the selector
lever is any position other than 'P' PARK. This prevents the vehicle being accidentally left in neutral which
would cause the vehicle to move if the handbrake was not applied.
The mechanical mechanism is operated by a Bowden cable which is attached between the selector lever
assembly and the ignition switch. When the ignition switch is turned to the on position, the switch rotates a
lever which in turn pulls the cable. This lifts a latch in the selector lever assembly which is engaged with the
selector lever when in the 'P' position.
- AJV8 - Selector Lever Cable Adjustment
General Procedures
1. WARNING: The park brake and foot brake MUST

BE applied.
NOTE: All vehicles.
Check for correct cable adjustment.
Move the selector lever from 'P' position, check

engagement in each position and return to 'P'.
Check that the engine will start in 'P' and 'N' positions
and that the engine start is inhibited when drive
positions are selected.

safety stands.

Using an additional wrench, restrain the

clamping bush and loosen the locknut.
Move the selector lever on the transmission

fully forward and release it. The lever will
return to the "P" position.
Make sure the selector lever within the

vehicle is in the "P" position.
4. NOTE: Vehicles built up to VIN:284081
Secure the cable.
Pull the inner cable forward then release it.
Tighten the locknut to 10 Nm (7 lb.ft).

5. NOTE: Vehicles built from VIN:284082
Secure the cable.
Push the inner cable rearward then release it.

BE applied.
NOTE: All vehicles.

Four-Wheel Drive Systems -

Transfer case shift motor Torx bolts 38 28
Transfer case clutch control solenoid Torx bolts 5 4
High/Low range sensor Torx bolts 7 5
Four-Wheel Drive Systems - Four-Wheel Drive Systems3.6L
(TdV8) Diesel
Transfer Box Component Location
2 - Range change selection switch
3 - Transfer box
Transfer Box Exploded View
1 - Synchronisation spring
2 - Differential assembly
3 - Bolt, 6 off
4 - Spacer ring
5 - Shifting sleeve
6 - Bolt, 3 off
7 - Solenoid
8 - Shifting element
10 - Circlip
11 - Ball bearing
12 - Rear housing
13 - Circlip
14 - Seal ring
15 - Needle roller bearing
16 - Rear output flange
18 - Bolt, 2 off
19 - Selector fork position sensor
20 - Bearing
21 - Circlip
22 - Transfer box motor assembly
23 - Bolt, 4 off
24 - Circlip
25 - Shifting fork
26 - Fork pin
27 - Sliding block
28 - Actuator assembly
29 - Fill plug
30 - Seal ring
31 - Ball retention
32 - Drain plug
33 - Seal ring
34 - Particle collector magnet
35 - Sliding blocks, 2 of
36 - High/low shifting fork
37 - O-ring
38 - High/low fork pin
39 - Circlip
40 - Circlip
41 - Clutch hub
42 - Clutch friction plate, 10 off
43 - Clutch steel plate, 10 off
44 - Disc spring, 6 off
45 - Clutch piston
46 - Axial needle roller bearing
47 - Transfer box motor lever assembly
48 - Ball, 5 off
52 - Front output sprocket
53 - Chain
55 - Sprocket
56 - Circlip
57 - Thrust washer
58 - Spacer ring
59 - Oil pump assembly
61 - Input shaft
62 - O-ring
63 - Circlip
65 - Bolt, 19 off
66 - Dowel pin (2 off)
67 - Front housing
68 - Breather cartridge
69 - Bearing
70 - Circlip
71 - Seal ring
72 - Front output flange
73 - Seal ring
74 - Circlip
75 - Bearing
GENERAL
The DD295 transfer box is full time, permanent four-wheel-drive unit, with 50/50 torque distribution to the
front and rear driveshafts. Magna Steyr Powertrain manufactures the unit, which is identical for all engine
derivatives and supports the following features:
Permanent four-wheel-drive with a bevel gear centre differential, providing a 50:50 torque split
Selectable high and low range for optimum on-road and off-road performance
Two-speed, fully synchronized 'shift-on-the-move' system allows the driver to change the range without
having to stop the vehicle
Electronically controlled multi-plate clutch providing a centre differential lock and torque biasing function
to give improved traction performance and vehicle dynamic stability.
A strategy, to electronically control the centre differential multi plate clutch assembly, has been developed to
provide;
The unit is located under the vehicle and is mounted on the cross-member, behind the transmission.
The transfer box receives a torque input from the transmission output shaft, which is passed through the unit
to 2 outputs for the front and rear drive shafts.
The input torque is equally distributed via a bevel gear type differential. In order to provide an optimal torque
distribution to each wheel in all driving conditions, the unit is equipped with an electronically controlled locking
and torque-biasing device. This device detects wheel slip via various vehicle system inputs to the transfer box
control module and locks the differential accordingly. The locking torque is applied through a multi-plate clutch
assembly.
A planetary gear set, located in the differential assembly, allows the driver to select high or low range whilst
driving, this is known as 'shift on the move'. When in low range, the planetary gear set provides a ratio of
2.93:1, which gives the vehicle an extremely low crawl speed for off road driving and trailer towing. High range
is a direct drive from the transmission output shaft and provides a 1:1 ratio.
Both the centre differential locking and biasing and the 'shift on the move' features are actuated via a Direct
Current (DC) transfer box motor, which is controlled by the transfer box control module, via a Pulse Width
Modulation (PWM) signal.
Transfer Box - Sectional View

1 - Planetary gear set
3 - Centre differential assembly
4 - Multi-plate clutch
5 - Transfer box motor module
6 - Rear housing assembly
8 - Chain drive
10 - Transfer box motor levers
11 - Sprocket
13 - Input shaft
14 - Front housing assembly
Transfer Box Power Flow
Input torque from the transmission is transferred to the input shaft of the transfer box and then onto the
planetary sun gear and planetary pinion gears. The planetary pinion gears are held in place by the planet
pinion shafts, which are connected to the differential carrier, and drive the differential pinion gears. The torque
is then distributed to both the front and rear carriers, which are connected to the outputs of the transfer box.
The rear carrier is connected directly to the rear output flange; the front carrier is connected to the sprocket
and therefore to the chain drive, which provides front output flange rotation.
TRANSFER BOX CASINGS
The front and rear casing assemblies are manufactured from cast aluminium.
Front Casing Assembly
The front casing assembly provides the location for the input shaft bearing, the front output flange bearing and
the oil pump. It is also equipped with threaded holes to mount the chassis mounting bush, 2 lifting eyes and a
breather cartridge for the transfer box breather pipe. The breather pipe allows an equalisation between
atmospheric and internal transfer box pressure.
Rear Casing Assembly
The rear casing assembly provides the location for the rear output flange bearing, the transfer box motor and
the oil fill and drain plug. Fins are cast into the rear casing assembly to improve heat dissipation. The unit
number is also stamped into the rear housing.
OIL PUMP
An oil pump assembly is located in the front casing to provide lubrication for the bearings and rotary
components through cross-drillings in the input shaft. A flat-sectioned coupling on the input shaft drives the
rotor of the pump; the stator is fixed to the front housing assembly. A tube is attached to the pump, which
leads into a calm suction area at the bottom of the 2 casing assemblies. The collector magnet in the suction
area of the pump collects any metallic debris.
CHAIN DRIVE
The chain-drive transfers drive from the centre differential to the front output flange. A 3/8" pitch chain
connects the sprocket on the transfer box input shaft with the sprocket on the front output flange. As both
sprockets have the same number of teeth, the rotational speed of both sprockets is identical.
TRANSFER BOX MOTOR
One motor operates both the high/low range change and the differential locking and torque-biasing device
(multi-plate clutch). The motor solenoid switches between the 2 functions, while the motor provides the
rotational movement for both operations.
Transfer Box Motor Position For Clutch Control Mode

1 - Motor shaft
2 - Solenoid shift fork
3 - Solenoid
4 - Clutch control disc
5 - Shifting sleeve
To actuate the multi-plate clutch, the transfer box control module energizes the solenoid (3). The solenoid pin
pivots the solenoid shift fork (2), which engages the shifting sleeve (5) into the dogteeth on the clutch control
disc (4). The rotational movement of the motor shaft (1) is then linked to the clutch control disc via the shifting
sleeve.
This is the normal operating mode of the transfer box. In this position, the range change function is
disengaged and mechanically locked.
Transfer Box Motor Position For High/Low Range Mode

1 - Motor shaft
3 - Solenoid
4 - Shifting sleeve
5 - Actuation cam
To actuate the high/low range change, the transfer box control module de-energizes the solenoid (3). A spring
in the solenoid retracts the solenoid pin and rotates the solenoid shift fork (2). This engages the shifting sleeve
(4) to the dogteeth on the high/low actuation cam (5). The rotational movement of the motor shaft (1) is then
linked to the cam.
In this position, the multi-plate clutch is open, the differential cannot be locked and torque cannot be biased.
Once the range change is complete the system returns to clutch control mode. In the event of an electrical
failure, the motor will default to this position.
CENTER DIFFERENTIAL ASSEMBLY

1 - Synchronisation cup and spring
2 - Planetary ring gear
3 - Differential carrier
4 - Pinion gears
5 - Pinion gear shafts
6 - Planetary pinion gears
7 - Planetary pinion gear shafts
8 - Planetary sun gear
9 - Differential cover
10 - Differential side gears
11 - Multi-plate clutch basket
12 - Dogteeth
The center differential assembly is the primary feature of the transfer box. Torque is transmitted through the
center differential carrier and distributed to the differential gears and the front and rear output flanges. The
planetary gear set, for the high/low range change function, is also an integral part of the centre differential
assembly.
The assembly comprises 3 differential pinion gears (4) and shafts (5), which are equally spaced within the
centre differential carrier (3). The differential shafts have a rigid connection to the differential carrier. Located
between the pinion gears are 3 planetary pinion gears (6) and shafts (7). The planetary sun gear (8) and 2
differential side gears (10) are located in the centre line of the carrier.
The planetary ring gear (2) is supported in both directions by the differential casing and the differential cover
(9). The planetary ring gear is connected to a shifting sleeve, which is engaged in either high or low range.
The multi-plate clutch basket (11), which is welded to the differential casing, supports the friction plates, the
dogteeth (12) for high range engagement and the synchronisation cup and spring (1) for the 'shift-on-the-
move' function.
A - High range position
B - Low range position
1 - Dogteeth
4 - Shifting sleeve
5 - Low range dogteeth
6 - Rear carrier assembly
When high range is engaged, the shifting sleeve (4) connects to the differential carrier via dogteeth (1). The
planetary ring gear (3), via the shifting sleeve, and the planetary pinion gears (5), via the planetary shafts,
which are also attached to the differential carrier. The planetary gear set rotates as 1 unit and therefore turns
the differential side gear with a 1:1 ratio.
In low range the motor moves the shifting sleeve (4) in the direction of the low range dogteeth (5). The low
range dogteeth, with the synchronisation cup and spring, are fixed to the rear carrier assembly (6). When the
shifting sleeve is engaged with the low range dogteeth, the planetary ring gear (3), via the shifting sleeve, is
stationary and the planetary pinion gears (2), via the planetary bolts, turn the differential side gears with 2.93:
1 ratio.
High range actuation sequence

1 - Shifting sleeve
3 - Shifting cam
The rotational movement of the motor shaft turns the shifting cam (3) to high range position. The shifting cam
then moves the shifting sleeve (1), via the high/low shifting fork (2), into the high range position. After the
synchronisation sequence, the planetary ring gear is connected to the high range dogteeth, via the shifting
sleeve, on the differential carrier. In this position, the input speed equals the output speed, which equates to a
high range ratio of 1:1.
Low range actuation sequence

1 - Shifting sleeve
3 - Shifting cam
4 - Motor shaft
The rotational movement of the motor shaft (4) turns the shifting cam (3) into low range position. The shifting
cam then moves the shifting sleeve (1) of the centre differential assembly via the high/low shifting fork (2) into
low range position. After the synchronisation sequence, the planetary ring gear is connected to the low range
dogteeth, via the shifting sleeve, on the rear carrier assembly. The output speed is then reduced to a ratio of
2.93:1.
MULTI-PLATE CLUTCH ASSEMBLY

1 - Clutch hub
2 - Cup springs
3 - Clutch plates
4 - Clutch piston
5 - Motor levers
6 - Ball ramp mechanism
7 - Sprocket
The multi-plate clutch assembly for both centre and rear differentials act in a similar way. The aim of the multi-
plate clutch assembly is to prevent excessive differential slip and therefore maximise the traction performance
of the vehicle. This is fundamentally different from the 'braked' traction control, which can only counteract
differential slip when it occurs.
through primary vehicle controls and automatically sets the slip torque at the differentials. The system is
completely automatic and does not require any special driver input.
The multi-plate clutch assembly actively controls the torque flow through the centre differential and optimises
the torque distribution in the driveline. The clutch assembly biases the torque from the transmission to the axle
and wheels with the higher grip and prevents the wheels with the lower grip from spinning.
The multi-plate clutch assembly comprises the sprocket (7), which is connected to the front differential side
gear, the motor levers (5) with the ball ramp mechanism (6), the clutch hub (1) as support for the clutch
plates (3), the clutch piston (4) to generate friction between the clutch plates, and a pack of cup springs (2) to
return the clutch piston into its original position.
One set of friction plates are connected to the clutch hub; the other set of friction plates are connected to the
multi-plate clutch basket, which is welded to the centre differential housing.
Multi-plate Clutch Actuation
Transfer box motor levers in initial position, multi-plate clutch open condition
Transfer box motor in end position, multi-plate clutch closed condition

1 - Clutch piston
2 - Motor shaft
4 - Motor levers
5 - Ramp mechanism balls
By turning the clutch control disc (3), via the motor shaft (2), the motor levers (4) are rotated relative to each
other. This relative movement acts on 5 balls (5) in a ramp mechanism between the 2 levers and give a
defined axial movement. The movement forces the clutch piston (1) to induce friction between the plates
supported by the clutch hub and the plates supported by the clutch basket on the differential carrier. This
frictional force inhibits the differential rotation; the differential carrier and front differential side gear are locked
together.
TRANSFER BOX CONTROL MODULE
The transfer box control module controls the high/low 'shift-on-the-move' actuation and the multi-plate clutch
actuation. The control module is located in the E-box, next to the Engine Control Module (ECM).

1 - Engine Control Module (ECM)
3 - Battery Junction Box (BJB)
4 - E-box
The control module is connected to the Controller Area Network (CAN) bus and controls transfer box operation
using CAN messages from other control modules on the network.
The control module memorises the position of the transfer box motor when the ignition is switched off.
The transfer box control module uses the same actuator to control both range change function and application
of centre differential locking torque. The module uses position feed back from the actuator to provide smooth
range changing capability and graduated application of locking torque appropriate for the current driving
conditions. Range change can be carried out while moving providing the transmission is in neutral and the
vehicle is below the speed necessary for the requested range change.
30A fuse located in the Battery Junction Box (BJB), and an ignition supply via fuse 33 in the Generic Electronic
Module (GEM).
The control module uses a series of programmed shift maps to control the synchronisation speed and ensure
that a maximum shift time of approximately 1 second is achieved.
If the control module is replaced, the Land Rover approved diagnostic system must be connected to the vehicle
and the transfer box control module self-calibration procedure must be performed. This procedure must also be
performed if the transfer box motor assembly is replaced.
Default/Limp-home Strategy
If a fault occurs with the transfer box, the transfer box control module or 1 of the required input signals i.e.
road speed signal, the control module records an error code and will respond appropriately to provide the
highest level of system capability under the specific fault conditions. The following fault states are possible:
Fault state System response Driver warning

No reduction in Diagnostic Trouble Code None
capability (DTC) will be recorded
but no effect on
performance
Clutch control not
The tractive capability of
possible. Temporary Driveline over temperature warning lamp or 'TRANSMISSION
the vehicle, off road, is
over temperature OVERHEAT SLOW DOWN' on message centre
reduced
condition
Clutch control not The tractive capability of
Driveline fault warning lamp or 'TRANSMISSION FAULT
possible. Permanent the vehicle, off road, is
TRACTION REDUCED' on message centre
fault reduced
The system inhibits the
Range change not Driveline fault warning lamp or 'TRANSMISSION RANGE
driver from making a
possible CHANGE NOT AVAILABLE' on message centre
range change
Flash low range indicator plus 'APPLY HANDBRAKE'
The transfer box is stuck
(PARKBRAKE US/CAN) message on message centre. The
Stuck in Transfer box between high and low
message will only display at times when it is deemed safe or
neutral range resulting in no
necessary for the hand/parkbrake to be applied. It will not
drive to wheels
display during normal driving for example
If a driveline over temperature condition has occurred, after the driveline has been allowed to cool, clutch
control will be re-enabled and the warnings will disappear. There is no need to seek service assistance
following an over temperature event.
If clutch control or range change is not possible due to a permanent fault the driver must seek service
assistance at the earliest opportunity.
If the system suffers a fault, which causes the transfer box to fail in neutral, the control module is designed to
continue attempting to engage the requested range or return to its original range for a fixed number of
attempts. If this has not been successful and the low range lamp is still flashing the driver should bring the
vehicle to a halt and attempt the range change again while stationary. If this does not work after a number of
attempts, key off for 30 seconds, restart engine and request range change again while stationary. The driver
must seek service assistance at the earliest opportunity.
TRANSFER BOX CONTROL MODULE INPUTS
The transfer box control module receives the following inputs:
Range change selection switch
High/low position sensor
Transfer box actuator motor temperature
Transfer box actuator motor position sensor
CAN bus messages.
CAN Bus Messages
The CAN bus is a high speed broadcast network connected between various vehicle control modules. The CAN
network carries an extensive list of messages between the different control modules enabling more
sophisticated control with reduced complexity. Data on the network is packaged for efficient communication
and prioritised according the urgency and importance of the messages. The bus comprises 2 wires, which are
twisted together to minimise electromagnetic interference (noise) produced by the CAN messages.
The transfer box control module is connected on the CAN bus and controls transfer box operation using CAN
messages from other control units on the network. Wheel speed, vehicle acceleration, engine torque and
speed, gear information, from the transmission, temperature information, car configuration, axle ratios and
Terrain Response mode inputs, are some of the main signals received by the control module.
In the event of a CAN bus failure the following symptoms may be observed:
Shift from high to low or low to high inoperative
Instrument cluster low range warning lamp inoperative
Warning messages or lamps displayed in instrument cluster.
Range Change Selection Switch

The range change selection switch is located behind the main transmission selection lever, in the centre
console. The switch is a 2-position sprung device. The driver pulls the lever backwards to select a range
change, the transfer box will then change to the other available range. The same direction is used for both high
and low range.
The switch comprises a housing, which provides the location for a sliding contact. When the switch is moved to
the range change position, it completes a momentary connection to 12V with the micro-switch located at the
end of the range change selection switch.
The transfer box control module receives this momentary signal and attempts a range change. The switch will
return to its normal position when released.
High/Low Position Sensor
The high/low position sensor converts the pivotal movement of the high/low fork into a PWM signal on the
input. The PWM signal of the position sensor differs between high range and low range. The control module
checks this signal and informs the driver, via the instrument cluster and the range change selection switch
LED's, if a range change is in progress or has been completed.
The high/low position sensor is connected to the transfer box control module via a 3-pin connector.
TRANSFER BOX CONTROL MODULE OUTPUTS
The transfer box control module sends the following outputs:
CAN bus messages
Key interlock solenoid
High/low range change LED
Transfer box motor
Solenoid.
CAN Bus Messages
status of the transfer box. The high/low status, clutch torque and default mode status are some of the main
signals sent out by the transfer box control module.
Key Interlock Solenoid
The transfer box control module is able to send a signal to the key interlock solenoid. This signal locks the key
in the ignition barrel to prevent it from being removed if the transmission is not in the 'Park' position.
High/Low Range Change LED
The control module is responsible for illuminating the 2 'high/low' range change LED's adjacent to the range
change lever. One LED indicates high range and the other indicates low range.
One LED will be on continuously when in the corresponding range.
When changing range, the current range LED will remain on until the new range status has been achieved.
The new range LED will start flashing only when the range change has commenced (i.e. speed and neutral
conditions have been met). The new range LED will be illuminated continuously at the same instant that the
current range (now the old range) LED turns off.
The flash rate is 2 Hz with a 50% duty cycle.
The LED's have 2 levels of intensity, high when the vehicle lights are switch off and low when they are switched
on.
If both lights are flashing at 0.5 Hz, this would indicate a transfer box fault or that the transfer box is in
undefined range and may require calibration.
Transfer Box Motor
The transfer box motor provides the necessary movement to perform the high/low range change and the multi-
plate clutch actuation. The motor is located on the rear casing assembly and secured with four bolts.
The motor is a PWM controlled, DC motor with an integrated worm gear reduction drive. It is connected to the
transfer box control module with an 8-pin connector; the power supply of the motor is maintained through 2
large diameter cables on the motor connector. An internal position sensor checks the rotational movement of
the motor.
There is a temperature sensor located within the motor housing.
Solenoid
The solenoid switches the power flow on the actuation system between high/low range change mode and
clutch control mode. When the solenoid is energized, the solenoid pin deploys and activates the clutch control
mode. When the solenoid is de-energized, the internal spring rejects the solenoid pin and activates the
high/low range change mode.
NOTE: In order to replace the solenoid in service, the solenoid must be energized using the Land Rover
The solenoid is connected to the transfer box control module with a 2-pin connector.
Status Indication
Instrument Cluster

1 - Low-range status indicator
2 - Message centre text
The low range status indicator will take the form of a mountain symbol and has the following logic:
Lamp on = low range
Lamp off = high range
Lamp flashing = range change in progress/range undefined/range fault.
There will also be a message displayed in the message centre, which will inform the driver of any faults with
the transfer box.
The following table shows the messages that can be displayed in the message centre relating to the transfer
box:

'LOW RANGE SELECTED' Transfer case has engaged low range after a range change request Single
'HIGH RANGE SELECTED' Transfer case has engaged high range after a range change request Single
'SPEED TOO HIGH FOR Range change request when vehicle speed too high Single
RANGE CHANGE'
'SELECT NEUTRAL FOR
Range change request when lever not in neutral Single
RANGE CHANGE'
This alerts the driver that the transmission park lock function is
inoperative due to transfer box out of high or low range.
'APPLY HANDBRAKE'
Transfer box control module has stopped transmitting on the CAN bus Continuous
(PARKBRAKE US/CAN)
during a range change or while in neutral and as a result the
transmission park lock function is inoperative
'TRANSMISSION RANGE Transfer box has detected a fault inhibiting a new range change.
Single
CHANGE NOT AVAILABLE' Control unit has shut down due to thermal overload
'TRANSMISSION OVER Centre differential temperature is approaching the over heated
Single
HEAT SLOW DOWN' threshold
'TRANSMISSION FAULT
Centre differential has failed - operating as an open differential Single
TRACTION REDUCED'
'TRANSMISSION FAULT Transfer box control module has stopped transmitting on the CAN bus
Single
TRACTION REDUCED' and defaults to open centre differential
SERVICE
Basic Dimensions (Millimetres)
The transfer box weighs 40.30 kg without oil and 41.55 kg with oil. The unit requires 1500 ml 2% of oil from
empty (dry).
The oil used in the transfer box is Shell TF 0753, which has been specially developed by Magna Steyr and
Shell. The oil contains unique additives, which enhance the transfer box operation. No other oil must be used in
the transfer box.
There is a unique type of grease, Weicon anti-seize montagepaste grau TL 7391, that needs to be applied to
the units input shaft spline when installing or reinstalling the transfer box.
1 - Input shaft spline
DIAGNOSTICS
The transfer box control module can store fault codes, which can be retrieved using the Land Rover approved
diagnostic system or a diagnostic tool using KW2000* protocol.
systems and the Land Rover approved diagnostic system or another suitable diagnostic tool. The information is
communicated to the socket via the CAN bus. This allows the retrieval of diagnostic information and
programming of certain functions using the Land Rover approved diagnostic system or another suitable
diagnostic tool.
The transfer box control module uses Diagnostic Trouble Codes (DTC), which relate to transfer box electrical
faults.
Clutch and Range Change Mechanism Calibration
In order for the range change mechanism to function correctly, the transfer box control module must be
calibrated to the mechanical dimensions of the transfer box that it is connected to.
This procedure is required if one of the following occurs:
The switch is changed
The transfer box control module is changed
The transfer box or range position sensor is changed
Vehicle or transfer box control module fault has caused the transfer box to revert to an undefined range.
Calibration can be carried out using the Land Rover approved diagnostic system.
SYSTEM OPERATION
The selection of high/low range is achieved by using a switch located behind the main transmission selection
lever in the centre console. A range change can only be performed when the transmission selector lever is in
neutral (position 'N'). The accelerator pedal must not be depressed when a range change is in progress.
If high or low range is requested and the transmission selector lever is in a position other than 'N' or 'P', the
instrument cluster message center will display 'SELECT NEUTRAL FOR RANGE CHANGE'.
NOTE: If the transmission selector lever is in the 'P' position, the range change will not take place and the
'SELECT NEUTRAL FOR RANGE CHANGE' message will not be displayed in the message centre.
When low range is selected, the low range 'mountain' symbol will flash when the range change is taking place
and then remain illuminated when the range change is complete. The instrument cluster message centre will
display 'LOW RANGE SELECTED' for approximately 3 seconds followed by a chime from the instrument cluster
to confirm that the range change has been completed. Only 'D' and 'Manual mode' are available, the 'Sport
mode' selection is not available.
When high range is selected, the low range 'mountain' symbol will flash when the range change is taking place
and then extinguish when the range change is complete. The instrument cluster message centre will display
'HIGH RANGE SELECTED' for approximately 3 seconds followed by a chime from the instrument cluster to
confirm that the range change has been completed.
The design of the transfer box allows range changes when the vehicle is moving, within set limitations as
follows:
High to Low at speeds not exceeding 25 mph (40 km/h)
Low to High at speeds not exceeding 37 mph (60 km/h).
If the vehicle speed is higher than the parameters given, the instrument cluster message centre will display
'SPEED TOO HIGH FOR RANGE CHANGE'. When the correct speed range is reached, the message will be
deleted and the range change will commence.
The transfer box control module interprets a road speed of less than 2 mph (3 km/h) as a static shift (vehicle
not moving). In this instance, the driver must use the shift lock procedure of operating the brake pedal to allow
the selector lever to be moved from 'N' to 'D' after the range change has been performed.
High range should be used for all normal road driving and also for off-road driving across dry, level terrain.
Low range should only be required where low speed manoeuvring is necessary, such as reversing a trailer,
negotiating steep slippery surfaces or boulder-strewn terrain. Low range should also be used for extreme off-
road conditions where progress in high range cannot be maintained. Low range should never be used for
normal road driving.
TERRAIN RESPONSE

4 - Sand program
5 - Rock/crawl program
8 - Hill Decsent Control (HDC) switch
9 - Air suspension switch
The system is controlled by a rotary control located on the centre console. The rotary control allows the
selection of one of 5 programs.
The Terrain Response system uses a combination of vehicle subsystems to achieve the required vehicle
characteristics for the terrain selected. The following subsystems form the Terrain Response system:
Transmission
Transfer box
Rear locking differential (if fitted)

Brake system
Air suspension
control module can check that all systems are controlling the system correctly.
HIGH RANGE OPERATION
In high range, the torque input from the transmission is passed to the transfer box input shaft. The position of
the synchronizer sleeve couples the shaft directly to the differential housing. The differential splits the torque
between the 2 side gears. One side gear is connected by splines and passes the torque to the rear output
flange. The second side gear is connected to the chain drive sprocket and passes the torque, via the chain, to
the front output flange.
LOW RANGE OPERATION
In low range, the torque input from the transmission is passed to the transfer box input shaft. The
synchroniser sleeve is moved and connects the planetary carrier to the differential housing. The torque from
the transmission is now directed through the sun gear of the epicyclic gearset and, via the pinion gears and
pinion gear shafts, into the planetary carrier. The annulus gear of the epicyclic gearset is secured inside the
casing and generates the low range ratio of 2.93:1. The torque is then passed, via the synchroniser sleeve, to
the differential housing where it is split between the 2 side gears. One side gear is connected by splines and
passes the torque to the rear output flange. The second side gear is connected to the chain drive sprocket and
passes the torque, via the chain, to the front output flange.
HIGH/LOW RANGE GEARS WITH SHIFT-ON-THE-MOVE
The driver is able to change between high and low range gears while the vehicle is moving, or if the vehicle is
stationary.
Pushing the range change lever makes a range change requests. This lever is located on the centre console
behind and to one side of the main transmission lever. The driver requests a range change by pulling the range
change lever towards the rear of the vehicle.
The driver is informed of the range status via a green lamp (mountain symbol) in the instrument. The lamp will
not be illuminated in high range, illuminated in low range and flashes during a range change.
The driver is informed of the range status via a green lamp (mountain symbol) in the instrument cluster and
LED's next to the range change lever. The lamp will not be illuminated in high range, illuminated in low range
and flashes during a range change. There are 2 LED's on the range change lever 1 for high and 1 for low.
During a range change the new range LED will flash.
The vehicle will remain in the selected range unless the driver requests a change, i.e. it will not automatically
revert to high range following a key off/key on sequence.
RANGE CHANGE PROCEDURE
Neutral must be selected on the main transmission before requesting a range change and then select the
appropriate gear following completion of the range change. During the range change the main transmission will
be locked in neutral.
If neutral is not selected when a range change is requested then the request is denied and the driver will be
advised to select neutral via the instrument cluster message centre.
The range change process can take up to 1 second to complete following a request being accepted.
There is a limit set on the maximum speed at which a range change can be achieved. The maximum speed for
a high to low range change is 25 mph (40 km/h). The maximum speed for a low to high range change is 37
mph (60 km/h). If the vehicle speed is over the limit when a range change is selected then the request is
denied and the instrument cluster message centre will display a 'SPEED TOO HIGH FOR RANGE CHANGE'
message.
TRANSFER BOX CONTROL DIAGRAM
NOTE: A = Hardwired; D = CAN bus

3 - High/Low range selection switch
5 - Transmission Control Module (TCM)
6 - Transfer box motor
7 - Temperature sensor
8 - Hall sensors (speed and direction)
9 - Fuse 24 ignition feed
10 - Fusible link permanent battery feed
12 - Solenoid
14 - High/low position sensor
Four-Wheel Drive Systems - Four-Wheel Drive Systems4.2L/4.4L


3 - Transfer box
3 - Bolt, 6 off
4 - Spacer ring
5 - Shifting sleeve
6 - Bolt, 3 off
7 - Solenoid
10 - Circlip
11 - Ball bearing
12 - Rear housing
13 - Circlip
14 - Seal ring
18 - Bolt, 2 off
20 - Bearing
21 - Circlip
23 - Bolt, 4 off
24 - Circlip
25 - Shifting fork
26 - Fork pin
27 - Sliding block
29 - Fill plug
30 - Seal ring
31 - Ball retention
32 - Drain plug
33 - Seal ring
37 - O-ring
39 - Circlip
40 - Circlip
41 - Clutch hub
45 - Clutch piston
48 - Ball, 5 off
53 - Chain
55 - Sprocket
56 - Circlip
57 - Thrust washer
58 - Spacer ring
61 - Input shaft
62 - O-ring
63 - Circlip
65 - Bolt, 19 off
67 - Front housing
69 - Bearing
70 - Circlip
71 - Seal ring
73 - Seal ring
74 - Circlip
75 - Bearing
GENERAL
provide;
to two outputs for the front and rear drive shafts.
assembly.
Both the centre differential locking and biasing and the 'shift on the move' features are actuated via a DC
transfer box motor, which is controlled by the transfer box control module, via a Pulse Width Modulation (PWM)
signal.

8 - Chain drive
11 - Sprocket
13 - Input shaft
the oil pump. It is also equipped with threaded holes to mount the chassis mounting bush, two lifting eyes and
a breather cartridge for the transfer box breather pipe. The breather pipe allows an equalisation between
OIL PUMP
leads into a calm suction area at the bottom of the two casing assemblies. The collector magnet in the suction
CHAIN DRIVE
TRANSFER BOX MOTOR
(multi-plate clutch). The motor solenoid switches between the two functions, while the motor provides the

1 - Motor shaft
3 - Solenoid
5 - Shifting sleeve
sleeve.

1 - Motor shaft
3 - Solenoid
4 - Shifting sleeve
5 - Actuation cam
linked to the cam.

4 - Pinion gears
12 - Dogteeth
assembly.
between the pinion gears are 3 planetary pinion gears (6) and shafts (7). The planetary sun gear (8) and two
move' function.
1 - Dogteeth
4 - Shifting sleeve
which are also attached to the differential carrier. The planetary gear set rotates as one unit and therefore
turns the differential side gear with a 1:1 ratio.
1 ratio.

1 - Shifting sleeve
3 - Shifting cam

1 - Shifting sleeve
3 - Shifting cam
4 - Motor shaft
2.93:1.

1 - Clutch hub
2 - Cup springs
3 - Clutch plates
4 - Clutch piston
5 - Motor levers
7 - Sprocket

1 - Clutch piston
2 - Motor shaft
4 - Motor levers
other. This relative movement acts on 5 balls (5) in a ramp mechanism between the two levers and give a
together.

4 - E-box
The control module uses three connectors for all inputs and outputs. It receives a permanent power supply via
a 30A fuse located in the Battery Junction Box (BJB), and an ignition supply via fuse 33 in the Central Junction
Box (CJB).
that a maximum shift time of approximately one second is achieved.
If the control module is replaced, T4 must be connected to the vehicle and the transfer box control module
self-calibration procedure must be performed. This procedure must also be performed if the transfer box motor
assembly is replaced.
If a fault occurs with the transfer box, the transfer box control module or one of the required input signals i.e.

No reduction in Diagnostic Trouble Code None
capability (DTC) will be recorded
but no effect on
performance
Clutch control not
possible. Temporary Driveline over temperature warning lamp or "TRANSMISSION
over temperature OVERHEAT SLOW DOWN" on message centre
reduced
condition
Driveline fault warning lamp or "TRANSMISSION FAULT
TRACTION REDUCED" on message centre
fault reduced
Range change not Driveline fault warning lamp or "TRANSMISSION RANGE
possible CHANGE NOT AVAILABLE" on message centre
range change
Flash low range indicator plus "'APPLY HANDBRAKE'
(PARKBRAKE US/CAN)" message on message centre. The
drive to wheels
display during normal driving for example)
Transfer Box Control Module Pin Out Details
Connector 1 - C1856
Pin No. Description Input/output
1 Not used -
2 Not used -
3 CAN bus low Data (input and output)
4 Range change selection switch Input
5 Not used -
6 CAN bus high Data (input and output)
7 Not used -
8 Not used -
9 Not used -
Connector 2 - C1854
1 CAN bus low Data (input and output)
2 Not used -
3 Ignition supply Input
4 CAN bus high Data (input and output)
5 Ground -
6 Permanent battery supply Input
Connector 3 - C1855
1 Hall sensor signal-A (directional) Input
2 Hall sensor ground -
3 Hall sensors supply Output
4 Not used -
5 Temperature sensor Input
6 Hall sensor signal-B (speed) Input
7 Selector position ground -
8 5V position sensor supply Output
9 Selector mode solenoid ground -
10 Selector position sensor signal Input
11 Not Used -
12 Selector mode solenoid power supply Output
13 Not Used -
14 Not Used -
15 Motor supply/ground Input/output
16 Not Used -
17 Not Used -
18 Motor supply/ground Input/output
CAN bus messages.
CAN Bus Messages
and prioritised according the urgency and importance of the messages. The bus comprises two wires, which are


and low range.
The high/low position sensor is connected to the transfer box control module via a three-pin connector.
CAN bus messages
Transfer box motor
Solenoid.
CAN Bus Messages
Transfer Box Motor
transfer box control module with an eight-pin connector; the power supply of the motor is maintained through
two large diameter cables on the motor connector. An internal position sensor checks the rotational movement
of the motor.
Solenoid
NOTE: In order to replace the solenoid in service, the solenoid must be energized using T4.
The solenoid is connected to the transfer box control module with a two-pin connector.
Status Indication
Instrument Cluster

Lamp on = low range
the transfer box.
box:

'SPEED TOO HIGH FOR
Range change request when vehicle speed too high Single
RANGE CHANGE'
'SELECT NEUTRAL FOR
RANGE CHANGE'
'APPLY HANDBRAKE' This alerts the driver that the transmission park lock function is
Continuous
(PARKBRAKE US/CAN) inoperative due to transfer box out of high or low range.
Transfer box control module has stopped transmitting on the CAN bus
Single
Single
'TRANSMISSION FAULT
TRACTION REDUCED'
Single
SERVICE
empty (dry).
the transfer box.
DIAGNOSTICS
The transfer box control module can store fault codes, which can be retrieved using T4 or a diagnostic tool
using KW2000* protocol.
systems and T4 or another suitable diagnostic tool. The information is communicated to the socket via the CAN
bus. This allows the retrieval of diagnostic information and programming of certain functions using T4 or
another suitable diagnostic tool.
faults.
Calibration can be carried out using T4.
SYSTEM OPERATION
follows:

between the two side gears. One side gear is connected by splines and passes the torque to the rear output
LOW RANGE OPERATION
the differential housing where it is split between the two side gears. One side gear is connected by splines and
stationary.
and flashes during a range change. There are two LED's on the range change lever one for high and one for
low. During a range change the new range LED will flash.
The range change process can take up to one second to complete following a request being accepted.
message.

12 - Solenoid
Four-Wheel Drive Systems - Transfer Case Shift Motor

Removal

safety stands.

2. Remove the transmission support insulator nut,
bolt and damper.
Support the transmission.
3. CAUTION: To avoid damage to the joints

or gaiters, do not allow the transmission to hang
on the driveshafts.
Remove the shift motor.
Lower the transmission.
Installation
1. Install the shift motor.

2. Install the transmission support insulator nut, bolt and
damper.
Raise the transmission.

3. Use T4 to re-calibrate a new transfer case shift motor.
Four-Wheel Drive Systems - High/Low Range Sensor

Removal

safety stands.

bolt and damper.

on the driveshafts.
Remove the high/low range sensor.
Installation
1. Install the high/low range sensor.

damper.

3. Using T4, calibrate a new high/low range sensor.
Four-Wheel Drive Systems - Transfer Case Clutch Solenoid

Removal

safety stands.
2. CAUTION: Connect T4, prior to removal

of the solenoid.

this operation.
Remove the transfer case clutch solenoid.

spillage.
Use T4 to energise the solenoid.
Detach from the selector lever.
Installation
1. CAUTION: Make sure the seal is installed correctly.
Install the transfer case clutch solenoid.
Install to the selector lever.

2. Check and top-up the transfer case fluid level.
3. Using T4, calibrate a new transfer case control solenoid.
Transfer Case -
Sealers and Lubricants
Item Specification
* Recommended oil Shell TF 0753
Capacity - Wet and dry fill 1.5 litres, (2.6 pints) (1.5 US quarts)
Input shaft splines grease Weicon TL7391
CAUTION: * Do not use any lubricant other than that specified
Item Specification
Make Magna Steyr
Model DD295
Two speed, permanent four wheel drive transfer box having synchronised shift on the move
Type facility with an actively controlled wet clutch and 50/50 torque split across the centre
differential
Clutch type Wet, multi-plate
Maximum torque
2500 Nm (1842.5 lb-ft)
capacity
Ratios:
High 1:1
Low 2.93:1
Maximum shift
speeds:
High to low ratio 40 kph (24.8 mph)
Low to high ratio 60 kph (37.2 mph)
Transfer case fluid drain plug 22 16
Transfer case fluid filler/level plug 22 16
Transmission support insulator to transfer case bolts 60 44
Transfer case to transmission bolts 45 33
* Front driveshaft to transfer case output flange:
Stage 1 45 33
* New 'patched' Torx bolts must be installed
Transfer Case - Transfer Case

For additional information, refer to:
Four-Wheel Drive Systems - 4.2L/4.4L (308-07A Four-Wheel Drive Systems, Description and Operation),
Four-Wheel Drive Systems - 3.0L (Td6) Diesel (308-07A, Description and Operation).
Transfer Case - Transfer Case Draining and Filling
General Procedures
All vehicles

safety stands.

2. Position a container to collect the fluid.
Vehicles with petrol engine
3. Remove the fluid drain plug.
Clean the immediate area.
Vehicles with diesel engine

All vehicles
5. Allow the fluid to drain.
6. Install the drain plug and tighten it to 22 Nm (16 lb.ft).


8. Remove the fluid filler/level plug.

All vehicles
10. Refill transfer case with the recommended fluid, until
the fluid is level with bottom of filler/level plug hole.
11. Install the fluid filler/level plug and tighten to 22 Nm
(16 lb.ft).

(18 lb.ft).
Transfer Case - Transfer Case Input Shaft Seal4.2L SC V8 - AJV8

In-vehicle Repair
Special Tool(s)
Oil seal remover
303-903 (LRT-12-092)
Oil seal installer
308-598
Removal

safety stands.


Carefully remove and discard the oil seal.
Installation
Install a new seal.

Transfer Case - Transfer Case Front Output Shaft Seal4.2L SC V8 -
AJV8
In-vehicle Repair
Special Tool(s)
Installer (LRT-41-019)
307-486
Installer
308-636
Installer
205-818
Removal

safety stands.

3. Drain the transfer case fluid.
For additional information, refer to: Transfer Case
Draining and Filling (308-07B Transfer Case, General
Procedures).
5. With assistance, secure the transfer case with its
transmission mating face down on a flat surface.
Secure with 2 bolts.

Remove the 4 bolts.
Remove any debris from the bolt holes.
Remove 17 Torx bolts securing the transfer

casings.
The two bolts indicated remain fully

tightened.
8. With assistance, release the transfer case and secure

with the rear face of the transfer case facing down on a
flat surface.
CAUTION: Care must be taken to avoid

damage to the mating surfaces.
Remove the front half of the transfer case.
Remove the remaining 2 Torx bolts.
Use a soft faced mallet.

special washers.
Remove the 2 special washers.

11. Remove the input shaft and oil pump
assembly.
Release the fluid pump pickup line.
12. Remove the front output flange.
Compress the snap ring.
Press the flange through the bearing.

Remove the output flange seal.
14. Remove the output flange bearing.
Installation
1. Remove the sealant from the transfer case mating faces.
2. Clean the magnetic filter.
3. CAUTION: The chamfer on the bearing

inner track must face the seal.
Using the special tool, install the output flange

bearing.

4. Using the special tool, install a new oil seal.
Grease the new seal.
5. CAUTIONS:
Centralise the snap ring in the snap ring

groove before installing the output flange.
Extreme care is necessary to make sure the

snap ring enters the bearing squarely.
Using the special tool and with assistance,

install the drive flange.
Make sure the snap ring is fully engaged and

retains the drive flange.
6. CAUTION: Make sure the washers are installed

correctly.
Install the 2 special washers.

7. CAUTION: Make sure the oil pump is
installed over its location peg.
Install the input shaft and oil pump assembly.
Secure the fluid pickup line.
8. Apply a 2 mm bead of sealant to one surface of

the transfer case mating face, as shown.
Clean the dowels and dowel holes.

9. Install the front half of the transfer case.
Evenly tighten the 2 Torx bolts shown to 35

Nm (26 lb.ft).

with its transmission mating face down on a flat surface.
11. Tighten the remaining Torx bolts to 35 Nm (26 lb.ft).

13. With assistance, release the transfer case.
Remove the 2 bolts.

15. Refill the transfer case with the recommended fluid.
Procedures).
Transfer Case - Transfer Case Rear Output Shaft Seal4.2L SC V8 -
AJV8
In-vehicle Repair
Special Tool(s)
Remover/installer (LRT-54-
015)
205-726
Seal installer
308-637
Installer
204-525/1
Removal

safety stands.

Procedures).

Remove the 4 bolts.
Remove 17 Torx bolts securing the transfer

casings.

tightened.


Remove the rear half of the transfer case.
Remove the remaining 2 Torx bolts.
9. Remove the differential module.
Remove the spacer.

10. NOTE: Remove as an assembly.
Remove the clutch, chain and sprocket.
11. Remove the rear output flange.


Remove the circlip.
14. Release the front half of the transfer case from the flat
surface.
Remove the 2 bolts.
Installation


bearing.
Install the circlip.

5. CAUTIONS:
Centralise the snap ring in the snap ring




6. Secure the rear half of the transfer case with its rear
face down on a flat surface.
7. NOTE: Rotate the differential to engage the
splines.
Install the differential module.
Install the spacer.
8. NOTE: Rotate the assembly to engage the

clutch plates.
NOTE: Use circlip pliers to open the actuator

levers.
Install the clutch.
Engage the actuator levers.

9. CAUTION: The dark links in the chain
face up as shown.
NOTE: The relieved splined inner diameter of the

sprocket must face up as shown.
Install the chain and sprocket.
10. Apply a 2 mm bead of sealant to one surface

of the transfer case mating face, as shown.
Apply a 2 mm bead of sealant to one surface

of the transfer case mating face, as
shown.
Evenly tighten the 2 Torx bolts shown to 35

Nm (26 lb.ft).
12. Tighten the remaining Torx bolts to 35 Nm (26 lb.ft).


14. With assistance, release the transfer case from the flat
surface.
Remove the 2 bolts.

Procedures).
Transfer Case - Transfer Case4.2L SC V8 - AJV8

Removal
Special Tool(s)
Wrench adaptor
303-1069
Removal

safety stands.

and Installation).
3. CAUTIONS:



drive flange.
4. NOTE: Components removed for clarity.
Using a suitable tie strap, secure the driveshaft

above the transfer case.
5. CAUTIONS:


Release the front driveshaft from the transfer

case drive flange.
Remove the 6 Torx bolts and washers, discard

the bolts.
Remove the 5 bolts.

connectors.

9. Support the transmission on a jack.
10. WARNING: Secure the component to the

transmission jack.
Using a transmission jack, support the transfer case.

11. With assistance, remove the transfer case.
Remove the 8 bolts.
Transfer Case - Transfer Case4.2L SC V8 - AJV8

Installation
Special Tool(s)
Wrench adaptor
303-1069
Installation
1. With assistance, install the transfer case.
Lubricate input shaft splines with 'Weicon

TL7391' grease.
Using the special tool, tighten the bolts to 45

Nm (33 lb.ft).

3. Connect the electrical connectors.

Attach the rear driveshaft to the transfer case drive

flange.

further 45 degrees.
6. Attach the front driveshaft to the transfer case drive
flange.
Tighten the new Torx bolts to 45 Nm (33 lb.ft), then a

further 90 degrees.
and Installation).
8. If a new transfer case is installed, calibrate the transfer
case using the diagnostic equipment.
Exhaust System - 4.2L SC V8 - AJV8 -

Recommended Lubricant
Item Specification
HO2S threads Use a high temperature resistant anti-seize compound
Item Specification
Fabricated, stainless steel twin skin with exhaust gas recirculation (EGR) tapping
Exhaust manifolds
on left hand manifold
Exhaust system Stainless steel pipes throughout with stainless steel mufflers
Catalytic converters - Close coupled cascade - located in each down pipe with pre and post catalyst
type/location sensors in both pipes
** HO2S 45 33
Catalytic converter monitor sensor 45 33
Retaining clamps 55 40
* Catalytic converter to exhaust manifold nuts 20 15
Exhaust hanger to body nuts 40 30
* New nuts must be installed
** Apply suitable high temperature resistant anti-seize compound
Exhaust System - 4.2L SC V8 - AJV8 - Exhaust System

4.2L V8 SUPERCHARGED COMPONENT LOCATION - REST OF WORLD (ROW)

FROM 2006MY ONWARDS AND NORTH AMERICAN SPECIFICATION (NAS) UP TO
2007MY
NOTE: X = Service repair cut point

1 - left-hand (LH) Exhaust manifold
2 - right-hand (RH) Exhaust manifold
3 - Manifold flange
4 - Manifold stud and nut
5 - Pre catalyst heated oxygen sensor location
6 - Catalyst
7 - Post catalyst heated oxygen sensor location
8 - Center mounting bracket
9 - Bracket
10 - Nut
11 - Rubber mountings
12 - Center silencer
13 - Rear mounting bracket
14 - Rubber mountings
15 - Bracket
16 - Nut
17 - Rear silencer
18 - Repair sleeve
4.2L V8 SUPERCHARGED COMPONENT LOCATION - NAS FROM 2007MY
NOTE: X = Service repair cut point

1 - LH exhaust manifold
2 - RH exhaust manifold
3 - Stub pipe
4 - Pre-catalyst heated oxygen sensor (HO2S)
5 - Gasket
6 - Starter catalyst
7 - Post starter catalyst HO2S
8 - Main catalyst
9 - Rubber mounting
10 - Center silencer
11 - Tailpipes
12 - Rear silencer
EXHAUST SYSTEM
The 4.2L V8 Supercharged, stainless steel exhaust system is supplied from the factory as a one-piece assembly
and is connected to the engine with two exhaust manifolds. It is attached to the underside of the body with six
rubber mountings.
The system consists of a two downpipes with flanges which attach to the exhaust manifolds. The downpipes
are welded into the catalytic converters. Two intermediate pipes are welded to the opposite end of the catalytic
converters and connect into welded joints with the two front cylindrical silencers. Two connecting pipes are
welded between each front silencer and the rear silencer assembly. Internally the rear silencer assembly is
divided into two independent silencers each with its own tailpipe. The tailpipes on the supercharged derivative
are straight and have polished stainless steel finishers.
Although supplied from the factory as a one-piece, welded assembly, in service sections of the system can be
replaced individually. Service joints are identified by indentations on the pipes, to show where the exhaust
pipes can be cut to accommodate the replacement service sections.
After the replacement sections are positioned, the system integrity is restored by sealing the service joints with
one piece repair sleeves.
NAS Vehicles - From 2007MY stub pipes are used to connect the exhaust system to the new exhaust manifolds.
The stub pipes contain a threaded boss which provides for the fitment of the pre-catalyst HO2S. The threaded
boss for the post-catalyst HO2S is relocated to a position mid-way between the starter catalyst and the main
catalyst.
EXHAUST MANIFOLDS
ROW Vehicles - The fabricated stainless steel twin skin exhaust manifolds are unique for each cylinder bank.
Spacers on the securing bolts allow the manifolds to expand and retract with changes of temperature while
maintaining the clamping loads. Heat shields are integrated into the exhaust manifold gaskets.
NAS Vehicles - From 2007MY new manifolds are fitted to comply with NAS LEVII emission regulations. The use
of these manifolds require the use of stub pipes to connect between the manifolds and the exhaust system
down pipes. The fabricated stainless steel twin skin exhaust manifolds are unique for each cylinder bank.
Spacers on the securing bolts allow the manifolds to expand and retract with changes of temperature while
maintaining the clamping loads. Heat shields are integrated into the exhaust manifold gaskets.
CATALYTIC CONVERTERS
The engine management system provides accurately metered quantities of fuel to the combustion chambers to
ensure the most efficient use of fuel and to minimise the exhaust emissions. Two threaded bosses are located
each side of the catalytic converters to house the pre and post catalyst oxygen sensors. The engine
management system monitors the sensors and uses the information to further improve the fuelling and
exhaust emissions.
To further reduce the carbon monoxide and hydrocarbons content of the exhaust gases, two catalytic
converters are integrated into the front down pipe from each exhaust manifold. In the catalytic converter the
exhaust gases are passed through honeycombed ceramic elements coated with a special surface treatment
called 'washcoat'. The washcoat increases the surface area of the ceramic elements by a factor of
approximately 7000. On top of the washcoat is a coating containing metals, which are the active constituent
for converting harmful emissions into inert by-products. The metals add oxygen to the carbon monoxide and
the hydrocarbons in the exhaust gases, to convert them into carbon dioxide and water respectively.
Two catalytic converters are used in each cylinder bank down pipe. A starter and main catalyst are located
below the downpipe flange and are monitored by two HO2S.
For additional information, refer to: Electronic Engine Controls (303-14A Electronic Engine Controls - 4.2L SC
V8 - AJV8, Description and Operation).
Exhaust System - 4.2L SC V8 - AJV8 - Catalytic Converter LH
Special Tool(s)
Wrench, HO2S (LRT-19-014)
310-121
Pipe cutter-exhaust (LRT-99-

027)
100-051
Removal

safety stands.

manifold.

exhaust manifold.

5. Disconnect the LH heated oxygen sensor

(HO2S) electrical connector.
6. Disconnect the LH catalyst monitor sensor

Using the special tool, cut the exhaust pipe at

the point indicated by a depression in the
pipe.

monitor sensor.
Installation
1. CAUTION: Make sure the anti-seize compound

does not contact the catalyst monitor sensor tip.

sensor.
Tighten the catalyst monitor sensor to 45 Nm (33

lb.ft).

does not contact the HO2S tip.

sensor.

3. NOTE: Do not tighten the retaining clamp at this stage.
Install the LH catalytic converter.
Install the retaining clamp.

manifold.

manifold.

7. Align the LH catalytic converter and tighten the retaining
clamp to 55 Nm (40 lb.ft).
Exhaust System - 4.2L SC V8 - AJV8 - Catalytic Converter RH

Special Tool(s)
310-121

027)
100-051
Removal

safety stands.

manifold.

exhaust manifold.

5. Disconnect the RH heated oxygen sensor

6. Disconnect the RH catalyst monitor sensor



the point indicated by a depression in the
pipe.

monitor sensor.
Installation


sensor.

lb.ft).


sensor.

3. NOTE: Do not tighten the retaining clamp at this stage.
Install the RH catalytic converter.
Install the retaining clamp.

manifold.

manifold.

7. Align the RH catalytic converter and tighten the retaining
clamp to 55 Nm (40 lb.ft).

Procedures).
Exhaust System - 4.2L SC V8 - AJV8 - Exhaust System

Special Tool(s)
310-121
Removal

safety stands.

manifold.
exhaust manifold.
5. Disconnect the LH heated oxygen sensor


6. Disconnect the LH catalyst monitor sensor
8. With assistance, remove the exhaust system.
Remove the 2 nuts.

Remove both rear exhaust hanger assemblies.
Repeat the above procedure for the remaining sensor.

monitor sensor.

sensor.
Installation


sensor.
lb.ft).


sensor.

3. Install the rear exhaust hanger assemblies.
4. With assistance, install the exhaust system.
Attach the exhaust hangers.
5. CAUTION: Make sure the catalyst monitor sensor

wiring harness is not twisted more than 180 degrees and is
not in contact with either the exhaust or driveshaft.
Connect the catalyst monitor sensors.
6. CAUTION: Make sure the HO2S wiring harness is

not twisted more than 180 degrees and is not in contact
with either the exhaust or driveshaft.
Connect the HO2S electrical connectors.

manifold.

manifold.

Exhaust System - 4.2L SC V8 - AJV8 - Tailpipe
Special Tool(s)
027)
100-051
Removal

safety stands.

2. Release the tail pipe.
Using 100-051, cut the tail pipe at the point

indicated by a depression in the pipe.

pipe.
3. With assistance, remove the tail pipe.
Remove the 2 nuts.

4. Remove both rear exhaust hanger assemblies.
Installation
2. NOTE: Do not tighten the retaining clamps at this stage.
With assistance, install the tail pipe.
Install the retaining clamps.

3. Align the tail pipe and tighten the retaining clamps to 55
Nm (40 lb.ft).
Fuel System - General Information -
Fuel tank module locking ring 25 18
Fuel tank access cover nuts 10 7
Spare wheel removal strap Allen bolts 45 33
Fuel System - General Information - Diesel Filter Water Drain-Off
General Procedures
WARNINGS:
The spilling of fuel is unavoidable during this operation. Ensure that all necessary precautions are taken
to prevent fire and explosion.
Do not carry or operate cellular phones when working on or near any fuel related components. Highly
flammable vapors are always present and may ignite. Failure to follow these instructions may result in personal
injury.
Do not smoke or carry lighted tobacco or open flame of any type when working on or near any fuel
related components. Highly flammable vapors are always present and may ignite. Failure to follow these
If fuel contacts the eyes, flush the eyes with cold water or eyewash solution and seek immediate medical
attention.
Wash hands thoroughly after fuel handling, as prolonged contact may cause irritation. Should irritation
develop, seek medical attention.
CAUTION: Diesel fuel injection equipment is manufactured to very precise tolerances and fine clearances.
It is therefore essential that absolute cleanliness is observed when working with these components. Always
install blanking plugs to any open orifices or lines. Failure to follow this instruction may result in foreign matter
ingress to the fuel injection system.

2. Drain the fuel filter element.
Disconnect the water-in-fuel sensor electrical

connector.
Attach a suitable drain tube to the water-in-fuel

sensor drain port.
Loosen the water-in-fuel sensor one complete

turn and allow the fuel to drain into a
container.
Remove the drain tube.

3. Tighten the water-in-fuel sensor.
4. Connect the water-in-fuel sensor electrical connector.
6. Bleed the fuel system.
For additional information, refer to: Low-Pressure Fuel
System Bleeding - 3.6L V8 - TdV8 (310-00 Fuel System -
Fuel System - General Information - Fuel System Pressure
Release4.2L SC V8 - AJV8
General Procedures
Special Tool(s)
tool
310-005

3. WARNINGS:


injury.


Release the clip.

spillage.
Secure the clip.

Fuel System - General Information - Fuel Tank Draining

General Procedures
WARNINGS:
Place the vehicle in a well ventilated, quarantined area and arrange ' No Smoking/Petrol Fumes' signs
about the vehicle.
injury.
1. Open the fuel filler door and remove the cap.

3. Connect the fuel tank drain equipment ground cable to
the vehicle.
4. Remove the fuel from the fuel tank, via the filler neck,
using the fuel tank draining equipment. Follow the
manufacturer's operating instructions.
5. Remove the LH C-pillar lower trim panel.
For additional information, refer to: C-Pillar Lower Trim
Panel (501-05 Interior Trim and Ornamentation,
6. Remove the RH C-pillar lower trim panel.
7. Release the spare wheel removal straps.
Remove the 2 Allen bolts.

8. Lift the carpet for access.
9. Remove the LH fuel tank access cover.
Remove the 4 nuts.

Remove the LH fuel sender cover.
Using the special tool, remove the fuel sender

cover locking ring.
Release the LH fuel sender cover.
11. Remove the remaining fuel from the fuel tank,

via the LH sender unit access aperture, using
the fuel tank draining equipment. Follow the
12. Install the LH fuel sender cover.
Install a new seal.
Using the special tool, install the fuel tank module

locking ring and tighten to 35 Nm (26 Ib.ft).
13. Install the LH fuel tank access cover.
Tighten the 4 nuts to 10 Nm (7 lb.ft).

14. Position the carpet.
15. Attach the spare wheel removal straps.
Tighten the Allen bolts to 45 Nm (33 lb.ft).

16. Install the RH C-pillar lower trim panel.
17. Install the LH C-pillar lower trim panel.
Fuel Tank and Lines - 4.2L SC V8 - AJV8 -

Capacity
Fuel tank 104.5 litres (22.9 gallons) (27.6 US gallons)
Item Specification
System type Electronic - returnless
Fuel delivery
Located in the fuel tank
module
Fuel pump:
Type/location Dual stage electric - submersible - located in fuel tank
Operating
550 kPa (5.5 bar) (79.8 lb/in)
pressure
Fuel filter Located in the fuel delivery module - a renewable element is installed
Fuel tank sender Two - Left and right - Left-hand sender is attached to the frame of the Jet pump and the
units right-hand sender is attached to the fuel pump swirl pot
Fuel tank filler pipe bolt 10 7
Fuel tank retaining bolts 45 33
Rear subframe to body bolts 165 122
Rear damper to body nuts 56 41
Evaporative emissions canister bolts 25 18
Fuel tank shield nuts/bolts 25 18
Fuel Tank and Lines - 4.2L SC V8 - AJV8 - Fuel Tank and Lines
4.2L V8 SUPERCHARGED FUEL TANK AND LINES COMPONENT LOCATION (All

except NAS)
1 - Charcoal canister breather pipe
2 - Fuel tank breather pipe
3 - Filler pipe cap
4 - Filler pipe
5 - Fuel Pump Driver Module (FPDM)
6 - Fuel delivery module
7 - Vapor separator
8 - Fuel tank
4.2L V8 SUPERCHARGED FUEL TANK AND LINES COMPONENT LOCATION (NAS)
NOTE: NAS fuel tank shown

3 - Filler pipe cap
4 - DMTL pump
5 - Filer pipe
6 - Fuel Pump Driver Module (FPDM)
7 - Fuel delivery module
8 - Vapor separator
9 - Fuel tank
GENERAL
The major components of the 4.2L V8 supercharged fuel system comprise a fuel tank, a fuel delivery module, a
fuel filler assembly and 2 fuel level sensors.
The 4.2L V8 supercharged fuel system uses an electronic returnless fuel system which comprises a fuel pump
mounted in the fuel tank to deliver fuel at a variable flow and pressure to the fuel rails which supply fuel to all
fuel injectors.
The fuel pump operation is regulated by a Fuel Pump Driver Module (FPDM) which is controlled by the engine
management system. The control module regulates the flow and pressure supplied by controlling the operation
of the fuel pump using a Pulse Width Modulation (PWM) output.
The fuel rails and the injectors are described in Fuel Charging and Controls 4.2L V8.
For additional information, refer to: Fuel Charging and Controls (303-04A Fuel Charging and Controls - 4.2L SC
V8 - AJV8, Description and Operation).
Fuel system emission control is described in Engine Emission Control - 4.2L V8
The FPDM is described in the Electronic Engine Controls 4.2L V8
FUEL TANK
The fuel tank is constructed from moulded plastic and is mounted under the rear seat floor pan, forward of the
rear suspension. The fuel tank has a capacity of 104.5 liters (27.6 US gallons). The tank is a saddle tank
design with a fuel delivery module located inside the tank to collect the fuel of each side of the tank.
A vapor separator is attached to the top of the tank. The vapor separator collects liquid fuel and returns it back
to the fuel tank via the left hand roll over valve.
The tank is a new design for 2006MY vehicles. The tank design allows it to be retrofitted onto pre 2006MY
vehicles by using a service kit.
FUEL DELIVERY MODULE

2 - Top flange assembly
3 - Pressure outlet to fuel rail
4 - Harness connector
5 - Outlet for FFBH pump (if fitted)
6 - Pressure feed pipe to filter
7 - Fuel outlet pipe to FFBH pump connection
8 - Remote jet pump assembly
9 - LH fuel level sensor
10 - Level sensor float
11 - Inlet filter
12 - One way valve
13 - Level sensor flat
14 - Inlet filter
15 - RH fuel level sensor
16 - Fuel pump
The fuel delivery module is a new design for 2006MY vehicles. The module is located inside the fuel tank and
comprises three main components; a fuel pump, a remote jet pump and a top flange assembly.
Fuel Pump
The fuel pump is a dual stage electric pump which is located in the bottom of the fuel tank, on the right hand
side. The fuel pump delivers fuel at a maximum pressure of 5.5 bar (80 lbf/in2) to the filter bowl in the top
flange.
The pump has a spring loaded top plate which secures the pump by compression in its location in the front
right hand side of the fuel tank. The electric pump is located in a plastic swirl pot which collects fuel from the
base of the fuel tank via a filter.
The fuel level sensor the right hand side of the tank is attached to the outside of the swirl pot.
The fuel pump is a serviceable component. Access to the pump is by removal of the top flange.
Remote Jet Pump
The remote jet pump is located in the front left hand side of the fuel tank. The jet pump has a spring loaded
frame which secures the pump by compression in the fuel tank.
The jet pump is connected by 2 pipes to the fuel pump. One small diameter pipe supplies pressurized fuel from
the fuel pump to the jet pump. The jet pump is also connected to the fuel pump swirl pot by a larger diameter
pipe. The pressurized fuel from the small pipe enters the larger pipe and the fuel flow causes a vacuum which
draws fuel from the bottom of the tank via a filter. This fuel, collected from the left hand side of the fuel tank,
in addition to the pressurized fuel from the fuel pump is delivered back to the fuel pump swirl pot in the right
hand side of the tank.
The fuel level sensor for the left hand side of the fuel tank is attached to the remote jet pump frame.
The remote jet pump is a serviceable component. Access to the jet pump is by removal of the flange cover on
the top left hand side of the fuel tank.
Top Flange Assembly
The top flange is located on the top right hand side of the fuel tank. The flange assembly is sealed in the tank
with a with a sealing ring. A locking ring secures the flange assembly in the tank and requires a special tool for
removal.
The outer surface of the flange has 2 outlets with quick-fit connections. One connection is the pressure outlet
to the fuel rail, the second outlet is the fuel supply to the Fuel Fired Booster Heater (FFBH) pump, if fitted.
For additional information, refer to: Auxiliary Heater (412-02B Auxiliary Heating, Description and Operation).
An electrical connector is located adjacent to the pipe connections and provides the electrical interface to the
fuel pump and the level sensors.
On the underside of the flange, inside the tank, is a moulded housing which contains the fuel filter. Fuel from
the fuel pump enters the base of the housing and passes through the filter before exiting the tank to the fuel
rail or the FFBH pump, if fitted. An electrical connection on the base of the filter housing provides a ground for
the filter.
FUEL PUMP DRIVER MODULE (FPDM)
The fuel pump operation is regulated by a FPDM which is controlled by the engine management system. The
FPDM regulates the flow and pressure supplied by controlling the operation of the fuel pump using a Pulse
Width Modulation (PWM) output. Refer to Electronic Engine Controls for operation details
FUEL LEVEL SENSORS
Two fuel level sensors are used in the fuel tank to measure the amount of remaining fuel in the left and right
hand sides of the fuel tank. The left hand sensor is attached to the frame of the jet pump and the left hand
level sensor is attached to the fuel pump swirl pot. The sensors are connected to the vehicle wiring harness via
a connector on the outer face of the top flange assembly.
The sensors are a MAgnetic Passive Position Sensor (MAPPS) which provides a variable resistance to ground for
the output from the fuel gage. The sensor is sealed from the fuel preventing contamination of the contacts,
increasing reliability. The front and rear fuel level sensors are connected to the external electrical connector on
the flange via the connectors on the underside of the fuel pump module flange.
The sensor comprises a series of 51 film resistors mounted in an arc on a ceramic surface. The resistors are
wired in series with individual contacts. A soft magnetic foil with 51 flexible contacts is mounted a small
distance above the film resistors. A magnet, located below the ceramic surface, is attached to the sender unit
float arm. As the float arm moves, the magnet follows the same arc as the film resistors. The magnet pulls the
flexible contacts onto the opposite film resistor contacts forming an electrical circuit.
Sensor Operating Principle

1 - Magnetic foil
2 - Spacer
3 - Ceramic surface
4 - Magnet
5 - Resistance film
The film resistors are arranged in a linear arc with resistance ranging from 51.2 to 992.11 Ohms. The electrical
output signal is output proportional to the amount of fuel in each side of the tank and the position of the float
arms. The measured resistance is processed by the instrument cluster to implement an anti-slosh function.
This monitors the signal and updates the fuel gage pointer position at regular intervals, preventing constant
pointer movement caused by fuel movement in the tank due to cornering or braking.
A warning lamp is incorporated in the instrument cluster and illuminates when the fuel level is at or below 10
liters (2.64 US gallons).
The fuel level sender signals are converted into a CAN message by the instrument cluster as a direct
interpretation of the fuel tank contents in liters. The ECM uses the CAN message to store additional OBD P
Codes for misfire detection when the fuel level is below a predetermined capacity.
Left Hand Fuel Level Sensor Resistance/Fuel Gage Read out Table
NOTE: These figures are with the vehicle on level ground. Sensor readings will differ with varying vehicle
inclinations.
Sender Unit Resistance, Ohms Nominal Gage Reading

51 Empty
84 Low fuel level illumination (12.5L)
375 Half full
911 Full
Right Hand Fuel Level Sensor Resistance/Fuel Gage Read out Table
inclinations.

86 Empty
160 Low fuel level illumination (12.5L)
441 Half full
944 Full
FUEL FILLER PIPE AND TANK BREATHER ASSEMBLY
Fuel Filler Pipe Assembly- ROW (Non NAS)

3 - Filler head cap
4 - Filler pipe
5 - Roll over valve
6 - Vapor separator
7 - Roll over valve
8 - Connection pipe to purge valve
9 - Filler pipe tank connection and spitback flap
10 - Purge pipe
11 - Fuel tank vapor vent pipe
Fuel Filler Pipe Assembly - NAS only
1 - Charcoal canister breather pipe to DMTL pump
3 - Filler head cap
4 - DMTL pump
5 - Filler pipe
6 - Fuel tank vapor vent pipe
7 - Roll over valve
8 - Vapor separator
9 - Roll over valve
10 - Connection pipe to purge valve
12 - Filler pipe tank connection
13 - Purge pipe
The fuel filler head is positioned at the rear of the vehicle, above the right hand rear wheel. The filler head and
cap is covered by a moulded plastic cover which is electrically locked when the vehicle is locked.
The filler cap is a 1/8 turn type which is secured to the vehicle with a lanyard. The filler cap must be securely
fitted to ensure that the tank venting system is sealed. The cap has a locking mechanism which gives an
audible click when the cap is correctly tightened.
Failure to correctly secure the filler cap will result in vapor being lost from the system. On NAS Vehicles, if the
cap is incorrectly secured when the engine management system operates the Diagnostic Monitoring Tank
Leakage (DMTL) system, the loss of vapor will be detected as a leak and the MIL lamp will be illuminated.
The filler head is a plated mild steel fabrication. A bracket provides for the attachment of the filler head to the
vehicle body.
A connection on the rear of the filler head allows for the connection of the fuel tank breather pipe from the
vapor separator on ROW vehicles and from the roll over valves on NAS vehicles.
The fuel filler pipe is connected to the fuel tank by a rubber hose. The hose locates in a spitback flap which is
an integral part of the tank. The flap is a spring loaded cover which acts as a one way valve, allowing the tank
to be filled but preventing fuel leaving the tank into the filler pipe.
All vehicles have a charcoal canister breather pipe which is connected from the charcoal canister and is routed
alongside the fuel filler pipe to the filler head. The filler head end of this pipe is connected differently depending
on market as follows:
On ROW vehicles the breather pipe is fitted with a mesh and allows fresh air to be drawn into the charcoal
canister when fuel vapor is being purged from the system.
On NAS vehicles the breather pipe is connected to the DMTL pump. Fresh air is drawn into the pipe via a
DMTL filter integral with the pump when fuel vapor is being purged from the system. When the DMTL
system is active, the breather pipe is closed by the pump, sealing the system and allowing the system
to be pressure checked for leakage.
For information on the charcoal canister and purging system refer to the evaporative emissions section.
A second pipe is routed alongside the charcoal canister breather pipe. On ROW vehicles, this pipe is the fuel
tank breather pipe from the vapor separator and is connected into the fuel filler pipe near to the filler head. On
NAS vehicles, this pipe is smaller in diameter and also serves as the fuel tank breather pipe. The pipe is not
connected to the vapor separator but allows fuel vapor from the right hand roll over valve to vent into the
connection with the fuel filler pipe near to the filler head.
A pipe is routed across the top of the tank in front of the vapor separator. This pipe connects the charcoal
canister to the purge valve located in the engine compartment.
Fuel Tank and Lines - 4.2L SC V8 - AJV8 - Fuel Pump Module
Special Tool(s)
Wrench, Fuel Tank Moduel
(LRT-19-009)
310-118
Removal
NOTE: The fuel pump module consists of the fuel pump and fuel gauge sender units that cannot be serviced
separately.
1. Drain the fuel tank.

For additional information, refer to: Fuel Tank Draining
(310-00 Fuel System - General Information, General
Procedures).
2. Remove the RH fuel tank access cover.
Remove the 4 nuts.

Release the fuel filter.
Using the special tool, remove the fuel tank

module locking ring.
Disconnect the fuel supply line.

Remove the fuel filter.
Disconnect the 3 fuel lines.

6. Remove the fuel pump module.
Depress the clips and release the lower part

of the pump and sender unit rearward.
Withdraw from the fuel tank.
7. Remove the container.
Installation
1. Install the fuel pump module.
2. Install the fuel filter.
Install a new seal.
Connect the fuel lines.

3. Secure the fuel filter.
Connect the fuel supply line.

4. Install the RH fuel tank access cover.

5. Refill the fuel tank.
Procedures).
Fuel Tank and Lines - 4.2L SC V8 - AJV8 - Fuel Tank Filler Pipe
Removal
WARNINGS:
After carrying out repairs, the fuel system must be checked visually for leaks. Failure to follow this
instruction may result in personal injury.
After the fuel tank drain is complete always fit the sealing covers over the drain ports. Failure to do so
will mean that fuel vapor can escape.
This procedure involves fuel handling. Be prepared for fuel spillage at all times and always observe fuel
handling precautions. Failure to follow these instructions may result in personal injury.
CAUTIONS:
Always carry out the cleaning process before carrying out any repairs to the fuel injection system
components. Failure to follow this instruction may result in foreign matter ingress to the fuel injection system.
Make sure the workshop area in which the vehicle is being worked on is as clean and as dust free as
possible. Foreign matter from work on clutches, brakes or from machining or welding operations can
contaminate the fuel system and may result in later malfunction.
1. Position the vehicle on a lift.

Procedures).
4.4L NA V8 - AJ41/4.2L SC V8 - AJV8 (205-01
For additional information, refer to: Rear Fender Splash
Shield (501-08 Exterior Trim and Ornamentation,
Remove the 7 bolts.
Remove the 2 nuts.

Release the fuel tank breather hose from the

fuel tank filler pipe.
Remove and discard the hose clip.

contamination.
Release the evaporative emissions vent pipe.
Install blanking caps to the exposed ports.

9. Position a container to collect the fuel spillage.
10. Disconnect the fuel tank filler pipe hose from
the fuel tank filler pipe.
Release the clip.
Dispose of the collected fuel in accordance with local

regulations.
Clean any fuel residue remaining in the container.

12. Release the air suspension pipes from the fuel tank
filler pipe.
Remove and discard the 3 tie straps.

13. Remove the fuel tank filler pipe from the vehicle body.
Remove the 2 nuts.
Disconnect the breather hose from the fuel tank filler

pipe.
Installation
1. Install the fuel tank filler pipe to the vehicle body.
Install the nuts.
Connect the breather hose to the fuel tank filler pipe.
Install the clip.

2. Secure the air suspension pipes to the fuel tank filler
pipe.
Install new tie straps.

3. Install the fuel tank filler pipe hose to the fuel tank filler
pipe.
4. Secure the evaporative emission vent pipe.

5. Secure the breather hose to the fuel tank filler pipe.
Install a new clip.


4.4L NA V8 - AJ41/4.2L SC V8 - AJV8 (205-01
9. Fill the fuel tank with the amount recovered during the
fuel tank drain procedure.
Procedures).
11. Remove and discard the hose clip.
Fuel Tank and Lines - 4.2L SC V8 - AJV8 - Fuel Tank
Special Tool(s)
Wrench, Fuel Tank Module
310-118(LRT-19-009)
Removal

safety stands.


contamination.
Drain the fuel tank.

Procedures).
4. Release the LH and RH rear shock absorbers from
the body.
Remove the 6 nuts.
5. Release the RH fuel tank access cover.
Remove the 4 nuts.

6. Disconnect the low tire pressure monitoring system rear
antenna electrical connector.
7. NOTE: Wheel shown removed for clarity.
Remove the RH rear fender splash shield.
Remove the 2 clips securing the rear fender splash

shield to the rocker panel and rear bumper.
Remove the nut.
Remove the 4 bolts.
Remove the fender seal.

Release the fuel tank breather hose from the


contamination.
Release the evaporative emissions vent pipe.

10. Release the breather hose and vent hose from the
securing clip.
Withdraw the breather hose and vent hose from the

body during the fuel tank lowering procedure.
4.4L NA V8 - AJ41/4.2L SC V8 - AJV8 (205-01
12. Remove the fuel tank shields.
Remove the 4 nuts.

Remove the evaporative emissions canister.
Remove the 2 bolts.
Disconnect the 3 quick release connectors.

Position a container to collect the fuel spillage.

Release the fuel tank filler pipe from the fuel

tank filler hose.
Release the hose clip.

Disconnect both rear suspension height sensor


subframe.
18. Remove the 4 rear subframe mounting bolts.

mm (0.78 inches).
20. Release the air suspension air pipes.

mm (1.57 inches).
Collect the spacers from the mountings.
22. With assistance, remove the fuel tank.
Remove the 5 bolts.


Remove the fuel lines.
Disconnect the quick release connector.

Release the fuel vapor separator lines.

Remove the fuel tank vapor separator.
Remove the 2 clips.
Release the hose.

Using the special tool, remove the fuel pump

access port locking ring.

Remove the fuel pump.
Depress the clips and release the lower part

of the pump and sender unit rearward.
Withdraw from the fuel tank.
28. Remove the fuel tank support straps from the fuel
tank.
Remove the 4 clips.
Installation
1. Install the fuel tank support straps to the fuel tank.
2. Install the fuel pump.
Install a new seal.
Using the special tool, install the fuel pump access port
locking ring.
4. Install the fuel tank vapor separator.
Install the clips.
Attach the hose.
Install a new retaining clip.

5. Attach the fuel vapor separator lines.

6. Install the fuel lines.
Connect the quick release connector.

7. Position fuel tank with the fuel tank breather hose and
vent hose to the vehicle.
8. With assistance, install the fuel tank.

9. Raise the rear subframe and locate on the dowels.
Install the spacers to the rear subframe mountings.

10. Secure the air suspension air pipes.
11. CAUTION: Make sure that the spacers are

correctly located to the bushes prior to tightening.
Install the 4 rear subframe mounting bolts and tighten to

165 Nm (122 lb.ft)
12. Connect both rear suspension height sensor electrical
connectors.
13. Install the fuel tank filler pipe to the fuel tank filler
hose.
Tighten the clip.

14. Connect the fuel lines.
15. Install the evaporative emissions canister.

16. Install the fuel tank shields.

4.4L NA V8 - AJ41/4.2L SC V8 - AJV8 (205-01
18. Secure the breather hose and vent hose to the
securing clip.
19. Secure the evaporative emission vent pipe.

Tighten the clip.

Install the clips.
Install the bolts.
Install the nut.
Install the fender seal.

22. Connect the low tire pressure monitoring system rear
antenna electrical connector.
Install the electrical connector.
Install the nuts.

24. Secure the rear shock absorbers to the body.

Procedures).
Fuel Tank and Lines - 4.2L SC V8 - AJV8 - Fuel Filter

Special Tool(s)
(LRT-19-009)
310-118
Removal

Remove the 4 nuts.



Installation
Install a new seal.





Fuel Tank and Lines - 4.2L SC V8 - AJV8 - Fuel Filter
Special Tool(s)
(LRT-19-009)
310-118
Removal

Remove the 4 nuts.



Installation
Install a new seal.





Acceleration Control - 4.2L SC V8 - AJV8 - Acceleration Control

OVERVIEW
Acceleration control for the V8 petrol engine is achieved via an electronic throttle drive by wire system. The
throttle is electronically connected to the engine control module (ECM). The ECM then controls the fueling in
accordance to signals received from the accelerator pedal position (APP) sensor.
For additional information, refer to: Electronic Engine Controls (303-14A Electronic Engine Controls - 4.2L,
ELECTRONIC THROTTLE
Electronic Throttle Body
The electronic throttle controls the air flow into the engine. In addition to the normal engine power control
function, the electric throttle allows the speed control, idle speed control and engine speed limiting functions to
be performed without the need for additional hardware.
The electronic throttle consists of a throttle body which incorporates a throttle plate driven by a direct current
(DC) motor via reduction gears. A return spring biases the throttle plate in the closed direction.
Operation of the DC motor is controlled by the ECM, which outputs two pulse width modulation (PWM) signals
to an H bridge drive circuit in the motor. The ECM varies the speed and direction of the motor by varying the
duty cycle of the PWM signals.
To enable closed loop control, the position of the throttle plate is supplied to the ECM by two feedback Hall
effect sensors in the throttle body. The feedback sensors have a common 5 volt supply and a common ground
connection from the ECM. The sensors produce separate linear signal voltages to the ECM proportional to the
position of the throttle plate. The ECM uses the signal from feedback sensor 1 as the primary signal of throttle
plate position, and the signal from feedback sensor 2 for plausibility checks.
The signal from feedback sensor 1 varies between 0.5 volt (0% throttle open) and 4.5 volts (100% throttle
open)
The signal from feedback sensor 2 varies between 4.5 volts (0% throttle open) and 0.5 volt (100% throttle
open)
While the ignition is on, the ECM continuously monitors the two feedback sensors for short and open circuits.
The ECM checks the feedback sensor signals, against each other and the inputs from the APP sensor, for
plausibility. If a fault is detected in the feedback sensor signals or the DC motor, the ECM:
Stores a related diagnostic trouble code (DTC) in its memory
Illuminates the SERVICE ENGINE warning lamp in the instrument cluster
Adopts a throttle limp home mode or disables throttle control, depending on the nature of the fault.
The throttle limp home mode adopted depends on the nature of the fault:
If there is a fault with one feedback sensor, or the throttle position controller in the ECM, the ECM limits
vehicle acceleration by limiting throttle plate opening.
If there is a fault with both feedback sensors, the ECM uses fuel injection cut-off to limit engine speed to
1300 rev/min maximum.
ACCELERATOR PEDAL POSITION SENSOR

2 - Sensor spigot
3 - Pedal
4 - Springs
5 - Cables
6 - Bush
7 - Drum
8 - APP sensor
The APP sensor is located in plastic housing which is integral with the throttle pedal. The housing is injection
secured with 2 Torx screws. The external body of the sensor has a 6 pin connector which accepts a connector
on the vehicle wiring harness.
rotate through approximately 90, 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 2 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 APP sensor has 2 potentiometer tracks which each receive a 5V input voltage from the ECM. Track 1
to determine fueling for engine operation and also by the ECM and the transmission control module (TCM) to
initiate a kickdown request for the automatic transmission.
Engine System - General Information - EngineTDV8 3.6L Diesel

Special Tool(s)
Oil Pressure Testing Adaptor
303-1166
Oil Pressure Testing Gauge
303-871
Overview
As diagnosis of the different areas of the engine is covered in other sections and by general procedures, this
section is limited to an oil pressure test.
For specific areas of the engine, refer to the general procedures in this section and the relevant section of the
manual.
2. Visually inspect for obvious mechanical faults.
Symptom chart
Mechanical
Engine oil level
Coolant level
Transmission fluid level
Fuel level
Coolant leaks
Oil leaks
Mechanical
Fuel leaks
Visibly damaged or worn parts
Loose or missing nuts or bolts
Fuel contamination/grade/quality
Sensor fitment/condition
Viscous fan and solenoid

before carrying out the following procedure.
Oil Pressure check
WARNINGS:
The spilling of hot engine oil is unavoidable during this procedure, care must be taken to prevent
scalding.
Eye protection must be worn.
NOTE: Prior to checking the engine oil pressure, a road test of 6 miles (10 kilometers), must be carried out.

REFER to: Specifications (414-00 Battery and Charging System - General Information,
Specifications).
2. Remove the engine oil pressure (EOP) sensor.

REFER to: Engine Oil Pressure (EOP) Sensor (303-14C Electronic Engine Controls - TDV8 3.6L
Diesel, Removal and Installation).

CAUTION: Make sure that the mating faces are clean and free of foreign material.

REFER to: Brake Vacuum Pump - TDV8 3.6L Diesel (206-07 Power Brake Actuation, Removal and
Installation).
5. Check and top-up the engine oil, if required.
6. Start and run the engine.
7. Note the oil pressure readings with the engine running at idle and 3500 RPM.
REFER to: Specifications (303-01C Engine - TDV8 3.6L Diesel, Specifications).
8. Turn off the engine.
9. Remove the brake vacuum pump.

REFER to: Brake Vacuum Pump - TDV8 3.6L Diesel (206-07 Power Brake Actuation, Removal and
Installation).

Engine System - General Information - Bearing Inspection

General Procedures
1. Inspect bearings for the following defects.
1. Cratering - fatigue failure

2. Spot polishing - incorrect seating.
3. Imbedded dirt engine oil.
4. Scratching - dirty engine oil.
5. Base exposed - poor lubrication.
6. Both edges worn - journal damaged.
7. One edge worn - journal tapered or
bearing not seated.

Clearance
General Procedures
1. NOTE: Make sure that the following stages are
followed exactly. The tappets or followers must be
removed to carry out this measurement.
NOTE: Make sure that the camshaft is to

specification.
NOTE: The bearing caps and journals should be free

from engine oil and dirt.
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.
Follow the relevant tightening sequence.

3. NOTE: Do not strike the 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.

Diameter
General Procedures
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.
Engine System - General Information - Camshaft End Play

General Procedures
1. NOTE: Make sure that the camshaft is to
specification.
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.
1. End play = maximum value minus

minimum value.
If the measurement is out of specification, install

new components.
Engine System - General Information - Camshaft Surface
Inspection
General Procedures
1. Inspect camshaft lobes for pitting or damage in the
active area. Minor pitting is acceptable outside the active
area.
Engine System - General Information - Connecting Rod Cleaning

General Procedures
1. CAUTION: Do not use a caustic cleaning solution

or damage to connecting rods may occur.
Mark and separate the parts and clean with solvent.

Clean the oil passages.
Engine System - General Information - Connecting Rod Large End

Bore
General Procedures
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.
Engine System - General Information - Crankshaft End Play

General Procedures
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.
Engine System - General Information - Crankshaft Main Bearing

Journal Clearance
General Procedures
CAUTION: THESES PROCEDURES SHOULD NOT BE CARRIED OUT DURING THE MANUFACTURERS
WARRANTY PERIOD.
1. NOTE: Example - *PJEAL* - Crankshaft Main

Journal Diameter.

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.
NOTE: For vehicles built up to 2002 MY.

installed.

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).
NOTE: For vehicles built from 2002 MY.

installed.
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. NOTE: Example - *21222122* - Cylinder Bore and
Piston
The cylinder bore grades read from LEFT to RIGHT as

follows:

Cylinder 3, Bank 2 - Cylinder 4, Bank 1 - Cylinder
4,

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. NOTE: Example - *WPPNN* - Crankshaft Main
Bearing Bore in Cylinder Block

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
CARRIED OUT WHEN REPLACIING MAIN BEARING
SHELLS.

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:
1. Blue / Green and Blue / Green

2. Blue / Green and Blue
3. Blue and Blue
4. Blue and Green
5. Green and Green
6. Green and Yellow
7. 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.
CARRIED OUT WHEN A REPLACMENT CRANKSHAFT
OR CYLINDER BLOCK HAS BEEN FITTED.

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.
Engine System - General Information - Cylinder Bore Out-of-

Round
General Procedures
1. NOTE: The main bearing caps or lower crankcase must
be in place and tightened to the specified torque;
however, the bearing shells should not be installed.
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.

General Procedures
distortion.
Using the special tool, measure the mating face

distortion.

mating face.
Engine System - General Information - Exhaust Manifold Cleaning

and Inspection
General Procedures
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.
Engine System - General Information - Piston Inspection

General Procedures
1. CAUTION: Do not use any aggressive cleaning
fluid or a wire brush to clean the piston.
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.
Engine System - General Information - Piston Pin Diameter

General Procedures
1. NOTE: The piston and piston pin are a matched
pair. Do not mix up the components.
Measure the piston pin diameter.
If the values are not to specification, install a new

piston and a new piston pin.
Engine System - General Information - Piston Pin to Bore

Diameter
General Procedures
1. NOTE: The piston and piston pin form a matched pair.
Do not mix up the components.
Measure the diameter of the piston pin bore.
If the values are not to specification, install both a new

piston and a new piston pin.
Engine System - General Information - Piston Ring End Gap

General Procedures
1. CAUTION: Do not mix up the piston rings.
Install the piston rings in the same position and
location.

gap.
The values given in the specification refer to a

gauge ring used during production.
Engine System - General Information - Piston Ring-to-Groove

Clearance
General Procedures
1. NOTE: The piston ring must protrude from the
piston groove. To determine the piston ring
clearance, insert the Feeler Gauge right to the back
of the groove, behind the wear ridge.

clearance.
Engine System - General Information - Valve Spring Free Length

General Procedures
1. Using a vernier gauge, measure the free length of
each valve spring. Verify the length is within
specification.
Engine System - General Information - Valve Stem Diameter

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

install a new valve.
Engine System - General Information - Leakage Test Using Smoke

Test Equipment
General Procedures
CAUTION: The compressed air line supply pressure must be between 3.5 and 12 bar (50 and 175 psi) for
the smoke test equipment to function correctly. Do not exceed this pressure. Failure to follow this instruction
may result in damage to the 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: For further information regarding operation of the test equipment refer to the manufacturers
operators manual supplied with the kit.
1. WARNING: Use an additional support to

prevent the hood from falling if the smoke test
equipment is secured to the hood. Failure to
follow this instruction may result in personal
injury.
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. WARNING: Do not connect the smoke test
equipment negative cable to the battery negative terminal.
Connect the smoke test equipment negative cable to a

suitable body ground point.
5. NOTE: A flashing green light indicates low
battery voltage. In this case, place the battery on
charge and make sure that the battery is fully
charged before using the smoke test equipment.
Observe the power indicator lamp on the smoke

test equipment. Make sure that a continuous
green light is displayed.
6. NOTE: In some cases it may be necessary to

remove the air cleaner(s) to allow access to the
air cleaner outlet pipes.
NOTE: In some cases it will be necessary to cap

one of the air cleaner outlet pipes. Use the
blanking caps supplied in the kit to cap the open
orifice.
Disconnect the air cleaner outlet pipe(s).

7. NOTE: Make sure the smoke test equipment
adapter is a good fit to the air cleaner outlet pipe.
This must be an air tight seal.
Connect the smoke test equipment supply hose

to the air cleaner outlet pipe.
1. Install the appropriate adapter to

the air cleaner outlet pipe.
2. Connect the smoke test equipment
supply hose to the adapter link
hose.
8. NOTE: The flow control valve must be in the

fully open position.
NOTE: Smoke is produced for 5 minutes. The

smoke test equipment will automatically switch off
after this period of time.
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. NOTE: The longer smoke is allowed to exit from a leak,
the more fluorescent dye will be deposited at a leak
location.
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.
Engine - TDV8 3.6L Diesel -
Lubricants
Description Specification
Engine oil, SAE 5W-30 Use 5W/30 oil to specification WSS-M2C913B A1
Sealers
Camshaft caps ESK-M4G269-A
T joints - ladder frame to engine block WSE-M4G323-A4
Coolant plug - threaded PTFE Seal
Capacities
Engine Oil Capacity Specification
9.9 liters (17.4 pints) (10.4 US
Dry fill including filter
quarts)
95 liters (16.7 pints) (10.0 US
Oil and filter change
quarts)
Amount of oil required to bring level from 'MIN' to 'MAX' mark on oil level 2.7 liters (4.75 pints) (2.85 US
indicator quarts)
Item Specification
3.6L, 60 degree 'V', common rail direct injection, twin
Type turbocharged and intercooled diesel, twin overhead camshafts, 4
valves per cylinder
V8, numbers 1 and 5 cylinders at front of engine when engine is
Cylinder arrangement
viewed from the rear of the cylinder block
NOTE: Viewed from the rear of the cylinder block
RH bank: Front cylinder number 1 through to cylinder

Cylinder numbering number 4
LH bank: Front cylinder number 5 through to cylinder

number 8
Bore - nominal 81.009 mm (3.1893 inches)
Stroke 88.0 mm (3.465 inches)
Capacity 3628 cc (221.4 cu.in)
Firing order 1-5-4-2-6-3-7-8
Direction of rotation Anti-clockwise viewed from rear of engine
Maximum power 200 kW (272 PS) (268 bhp) @ 4000 rev/min
Maximum torque 640 Nm (472 lb-ft) @ 2000 rev/min
At idle: 0.8 bar (80 kPa) (11.6 lb/in) min 0.5 bar (50 kPa)
Engine oil pressure (measured at the oil (7.251 lb/in)
pressure sensor and with oil temperature at
65c) At 3500 rev/min: 2.4 bar (240 kPa) (34.8 lb/ft) min 2.0
bar (200 kPa) (29 lb/in)
Accessory drive belt idler pulley bolt (65mm) 48 35
Accessory drive belt idler pulley bolt (80mm) 80 59
Accessory drive belt tensioner bolts 25 18
Air conditioning (A/C) compressor bolts 23 17
A/C compressor mounting bracket bolts 23 17
A/C compressor low pressure refrigerant line bolt 23 17
A/C compressor high pressure refrigerant line bolt 23 17
Battery positive cable nut 22 16
Camshaft position sensor bolt 10 7
* Camshaft bearing cap bolts - -
Stage 1 1 1
Stage 2 5 4
Stage 3 10 7
Vacuum pump cap bolts 10 7
*+ LH camshaft sprocket and gear bolts - -
Stage 1: Tighten the exhaust camshaft gear bolt 80 59
Stage 2: Tighten the exhaust camshaft gear bolt Further 80
Stage 3: Tighten the intake camshaft sprocket and gear bolt 80 59
Stage 4: Tighten the intake camshaft sprocket and gear bolt Further 80
*+ RH camshaft sprocket and gear bolts - -
Stage 1: Tighten the exhaust camshaft gear bolt 80 59
Stage 2: Tighten the exhaust camshaft gear bolt Further 80
Stage 3: Tighten the intake camshaft sprocket and gear bolt 80 59
Stage 4: Tighten the intake camshaft sprocket and gear bolt Further 80
*+ Crankshaft pulley bolt - -
Stage 1 140 103
Stage 2 Further 90
Crankshaft position sensor bolt 5 4
Crankshaft rear seal plate bolts 10 7
Cylinder block coolant elbow bolts 10 7
*+ Cylinder head bolts - -
Stage 1: Tighten the M13 bolts 20 15
Stage 4: Tighten the M13 bolts Further 180
EGR valve inlet tube bolts 10 7
EGR valve and cooler assembly bolts 10 7
Engine breather line bolts 23 17
Engine mount bracket bolts 115 85
Engine mount bolts 100 74
Engine mount nut 100 74
Exhaust manifold heat shield bolts 10 7
Exhaust manifold nuts 23 17
Exhaust manifold studs 13 10
+ Flexplate bolts 95 70
Front driveshaft joint shield bolts 3 2
Front driveshaft joint shield nut 10 7
Fuel injection pump bolts 23 17
Fuel injector bolts 10 7
* Fuel injection supply line unions - -
Stage 1: High-pressure fuel supply line unions 15 11
Stage 2: High-pressure fuel supply line unions 30 22
Generator bolts 47 35
Generator battery positive cable nut 15 11
Glow plugs 10 7
Knock sensor bolts 20 15
Oil pan bolts - -
M6 bolts 10 7
M8 bolts 23 17
* Oil pump bolts - -
Stage 1: Tighten the bolts 4 3
Stage 2: Tighten the bolts 10 7
Oil level indicator tube nut 23 17
Oil pan drain plugs 23 17
Oil baffle plate bolts 23 17
Oil pressure sensor 14 10
Oil filter cover 35 26
Power steering gear bolts 100 74
Power steering pump bolts 23 17
Power steering pump to steering gear pressure line bolt 25 18
Starter motor bolts 45 33
Timing chain tensioner bolts 10 7
Transmission fluid line bracket bolt 6 4
Transmission bolts 45 33
Turbocharger heat shield bolts 10 7
Turbocharger support bracket bolts 24 18
Valve cover bolts 10 7
Vacuum pump bolts 23 17
Vacuum pump nut 23 17
Vacuum pump stud 10 7
* Bolts must be tightened in sequence
+ New bolts must be installed
Lightly oil bolt threads
Do not apply lubricant to bolt threads
Published: 13-Jun-2011
Engine - TDV8 3.6L Diesel - Engine
EXTERNAL VIEW
OVERVIEW
The TdV8 engine is a 3.6 liter, direct injection, 8-cylinder diesel engine having 2 banks of 4 cylinders, arranged
at 90 degrees to each other. The cylinders are numbered as shown below, with cylinders 1 and 5 being at the
front of the engine.
There are 4 valves per cylinder, which are operated by 2 overhead camshafts per cylinder.
The engine emissions comply with ECD4 (European Commission Directive) legislative requirements and
employs 2 catalytic converters systems, electronic engine management control, positive crankcase ventilation
and exhaust gas recirculation to limit the emission of pollutants. The unit is water cooled and turbo-charged.
The fuel injection system features common rail technology.
The cylinder block is manufactured in Compacted Graphite Iron (CGI) and is coupled with a separate cast
aluminium sump to provide a lightweight, compact and very stiff bottom end. The cylinder heads are cast
aluminium with a moulded plastic camshaft cover. The cast iron exhaust manifolds are unique for each cylinder
and a moulded plastic acoustic cover is fitted over the upper engine to reduce engine-generated noise.
Technical Features
90 degree 'vee' 8 cylinder engine with a CGI cylinder block
Plastic cylinder head cover
Two light, high strength, aluminium cylinder heads
Four-valve technology with centrally arranged fuel injectors
Steel roller rockers with hydraulic lash adjusters
Twin plenum intake system integrated with the camshaft cover
Twin electronically controlled Variable Geometry Turbochargers (VGT)
Common rail direct fuel injection system

High pressure fuel pump
Gallery cooled pistons with a central crown bowl
Two electronically controlled Exhaust Gas Recirculation (EGR) valves
Two EGR coolers
Exhaust re-treatment by means of a diesel specific oxidation catalytic converter and primary catalytic
converter
Cooling fan with electro-viscous clutch drive
DESCRIPTION TYPE
Configuration 90 degree V8
Maximum power 200 kW at 4000 rpm
Maximum torque 640 Nm at 2000 rpm
Displacement 3628cc
Stroke/bore 81.0mm/88.0mm
Firing order 15426378
Oil capacity (fill and filter) 9 liters
CYLINDER BLOCK COMPONENTS

1 - Oil filter element
2 - Oil filter cap
3 - Crankcase ventilation oil separator assembly
4 - Oil and fuel cooler assembly
5 - Knock sensor (4 of, 2 per bank)
6 - Cylinder block aperture cover
7 - Crankshaft Position (CKP) sensor
8 - Crankshaft rear oil seal retainer
9 - Crankshaft rear oil seal
10 - Cylinder block
11 - Seal
12 - Oil pump
13 - Crankshaft front oil seal
14 - Coolant pump
15 - Gasket
16 - Oil level gauge
17 - Oil level gauge tube
Cylinder Block
The cylinders and crankcase are contained in the closed-deck cylinder block, which is of single cast CGI
construction with a hollow beam structure and features fully cross-bolted main bearing journals. With this type
of construction less material is required than for a conventional cast iron block, therefore, reducing engine
weight and length.
Lubrication oil is distributed through the cylinder block, via the main oil gallery and channels bored in the
block, to all critical moving parts. These channels divert oil to the main and big-end bearings via holes
machined into the crankshaft.
A single connection at the Right Hand (RH) rear of the oil filter and oil/fuel cooler assembly connects a pipe to
each of the turbochargers via a T-piece connector. Oil is supplied, under pressure via this connection, from the
oil pump to provide lubrication for the turbochargers bearings.
Cylinder cooling is achieved by coolant circulating through chambers in the cylinder block casting.
Two hollow metal dowels are used to locate the cylinder heads to the cylinder block, one on each side at the
rear of the unit.
A port is included at the rear RH and Left Hand (LH) side of the sump, below the turbochargers, to connect the
turbochargers oil return pipes to a dedicated sump within the main sump (see 'Turbocharger Oil Return' section
for more information).
A plug sealing the lubrication cross-drilling gallery is located at the front RH side of the cylinder block. Plugs for
the main lubrication gallery are included at the front and rear of the cylinder block.
Piston Cooling Jets

A - Front of engine
1 - Bolt
2 - Piston cooling jet
Jets located in the cylinder block provide piston and gudgeon pin lubrication and cooling. These jets spray oil
on to the inside of the piston. The oil then flows through 2 internal wave shaped channels to help cool each
piston crown.
Crankshaft Position (CKP) Sensor

1 - Crankshaft Position (CKP) sensor
The Crankshaft Position (CKP) sensor is located at the rear of the crankshaft, behind the flywheel in the LH side
of the rear oil seal retainer. The sensor provides an input of engine crankshaft speed and position. The sensor
works on the Hall effect principle and scans a trigger wheel (magnetic disc) on the crankshaft. An air gap of 0.4
to 1.5mm, between the trigger wheel and the CKP sensor, is achieved by the positional mounting of the
sensor.
For additional information, refer to: Electronic Engine Controls (303-14C Electronic Engine Controls - TDV8
3.6L Diesel, Description and Operation).
Knock Sensors
1 - RH knock sensors
2 - LH knock sensors
Four knock sensors are located on the cylinder block between the 'vee' of each cylinder. The knock sensors
produce a voltage signal in proportion to the amount of mechanical vibration generated at each ignition point.
Each sensor monitors 2 cylinders in the related cylinder bank.
The signals are supplied to the Engine Control Module (ECM), which compares them with mapped signals
stored in it's memory. From this, the ECM can determine when detonation occurs on individual cylinders.
Starter Motor
The engine starter motor is installed at the rear RH side of the sump, at the cylinder block to sump split line.
For additional information, refer to: Starting System (303-06C Starting System - TDV8 3.6L Diesel, Description
and Operation).
Coolant Drain Plug
Two coolant drain plugs are installed in the cylinder block, 1 is fitted in the rear RH side, and the other is fitted
in the middle of the cylinder block on the LH side.
Coolant Pump

1 - Bolt (4 off)
2 - Coolant pump
3 - 'O' ring seal
4 - Cylinder block
The coolant pump is installed on center of the cylinder block front face and is secured and sealed using 4 bolts
and an 'O' ring. A poly-vee belt drives the coolant pump via the crankshaft.
Oil Filter and Oil/Fuel Cooler Assembly
The oil filter and oil/fuel cooler assembly is located on the top of the cylinder block in the centre of the 'vee'.
The oil filter is a replaceable cartridge installed on an adapter. For more information refer to the lubrication
section.
Thermostat Assembly
1 - Thermostat assembly
2 - Bolt (3 off)
The thermostat assembly connects the cooling channels of the cylinder block to the cooling channels of the LH
and RH cylinder heads and provides the coolant outlet for the EGR and coolant return.
For additional information, refer to: Engine Cooling (303-03B Engine Cooling - V8 4.4L Petrol, Description and
Operation).
CRANKSHAFT AND SUMP COMPONENTS

1 - Cylinder block
2 - Crank rear oil seal retainer
3 - Flywheel
4 - Crankshaft
5 - Main bearings (10 off, 5 upper and 5 lower. Number 5 bearings include thrust washers)
6 - Main bearing caps (5 off)
7 - Main bearing cap bolts (20 off)
8 - Cross bolts (10 off)
9 - Gasket
10 - Oil baffle plate
11 - Crankcase ventilation oil return
12 - Oil scavenge pipe
13 - Sump
14 - Bolt (7 off)
15 - Drain plug
17 - Bolt (14 off)
18 - Oil level gauge
19 - Oil level gauge tube
20 - Crankcase ventilation tube
21 - Oil pick-up and strainer
22 - Bolt (16 off, 2 per piston)
23 - Connecting rod cap
24 - Connecting rod cap bearing
25 - Connecting rod bearing
26 - Connecting rod
27 - Piston pin retainer (16 off, 2 per piston)
28 - Piston pin
29 - Piston
30 - Bolt
31 - Crankshaft damper pulley
32 - Oil pump
33 - Coolant pump
Crankshaft and Main Bearings
1 - Crankshaft
2 - Main bearing shell - lower (5 off)
3 - Main bearing shell - upper (5 off)
The crankshaft is forged steel and undercut rolled with induction hardened journals, which run in 5 main
bearings.
The main bearing caps are double and cross-bolted, this adds to the strength and rigidity of the engine block.
The crankshaft drive pulley is not keyed onto the crankshaft; it is secured to the crankshaft by a single bolt.
The main bearings are aluminium/tin split plain selective bearings. An oil groove in the top half of each bearing
transfers oil into the crankshaft for lubrication of the connecting rod bearings. The upper and lower shells of
bearing number 5 contain integral thrust washers, which limits the crankshaft end float.

1 - Crankshaft front oil seal
2 - Oil pump
The crankshaft front oil seal is a press fit into the oil pump housing and requires a special tool for fitment.
NOTE: The seal must be inserted such that it's front face is 1mm underflush with the machined front face of
the oil pump. It must not be pushed all the way into the bore as this will block the seal drains.
1 - Bolt (11 off)
2 - Crankshaft rear oil seal
3 - Rear oil seal retainer
4 - CKP retainer
The crankshaft rear oil seal is a press fit in the rear oil seal retainer. The rear oil seal retainer also houses the
CKP sensor.
1 - CKP sensor trigger wheel
2 - Rear oil seal retainer
The trigger wheel is located on the rear of the crankshaft. It is pressed onto the crankshaft using a special tool,
which also precisely aligns the trigger wheel for crankshaft position and timing. The trigger wheel consists of
60 magnets, minus 2 for ECM crankshaft position reference and synchronisation. The magnets cannot be seen
on the trigger-wheel; therefore, it can only be positioned using the special tool.
NOTE: If the trigger wheel is removed for any reason, a new trigger wheel must be fitted. Do not reuse the
old trigger wheel.
The CKP sensor air gap is not adjustable. The sensor bolts into the rear oil seal retainer and the tolerance on
the retainer and sensor give an air gap within the specified range.
Connecting Rods and Pistons

A - Front of engine
1 - Piston pin retainers
2 - Piston
3 - Piston pin
4 - Connecting rod
5 - Identification marks
6 - Connecting rod bearing cap
7 - Bolt (2 off)
8 - Connecting rod bearing (lower)
9 - Connecting rod bearing (upper)
The connecting rods are manufactured from sinter-forged steel and have fracture-split bearing caps. Fracturing
the opposing sides of the connecting rod at the bearing horizontal centerline produces the bearing caps. As well
as being easier to manufacture, when reassembled the fractured surfaces interlock to form a strong seamless
joint. The cylinder position is etched on adjoining sides of the joint to identify matching connecting rods and
bearing caps. The selective connecting rod bearings are aluminium/tin split plain bearings. The connecting rod
bearing is 'Bismuth coated' (Bismuth exhibits the greatest opposition to being magnetised and has one of the
lowest thermal conductivity of all metals).
NOTE: The connecting rods are not selective.

A - Front of engine
1 - Piston and connecting rod assembly, cylinders 5-8
2 - Piston and connecting rod assembly, cylinders 1-4
3 - Bolt (16 off)
4 - Connecting rod bearing cap
When installing a connecting rod, ensure the back of the connecting rod faces the center of the 'vee'.
The pistons are made from aluminium alloy and are fitted with 2 compression rings and an oil control ring. The
piston crown incorporates a pronounced bowl; this forms the combustion chamber, which promotes swirl and
turbulence necessary for good combustion and improved emissions. In addition, the piston skirt has a
molybdenum-coated surface, which counteracts scoring of the cylinder bore and piston.
The piston also incorporates a double wave gallery within the piston crown to enhance piston cooling. The
pistons are supplied oil by means of spray jets located in the cylinder block oil gallery. These jets ensure
optimum piston cooling to counteract the high temperatures generated by the combustion process.
Each piston is installed on a wrist pin located in an aluminium/tin bushing in the connecting rod.
When installing pistons ensure the arrows on the piston crowns all point to the front of the engine.
NOTE: All pistons are common single grade/single part number.
The piston top ring is a taper type and is fitted with the taper to the top of the piston. All rings marked 'top' are
assembled with 'top' uppermost. All rings must be spaced evenly around the piston before installing. The
circumference gap of the double bevelled oil control ring must be opposite the spiral control joint.
Sump
1 - Engine oil drain plug
3 - Bolt (4 off)
4 - Bolt (3 off)
5 - Bolt (15 off)
6 - Cylinder block
7 - Sump
The cast aluminium sump is heavily ribbed for strength and stiffness and supports the front differential. The
engine oil drain plug and oil temperature sensor are located on the underside of the sump, towards the rear.
An oil baffle plate is incorporated in the sump to reduce oil foaming and slosh.
A gasket seals the joint between the sump and the cylinder block.
Oil Temperature Sensor

The engine oil temperature sensor, located in the sump, provides the ECM and the instrument cluster with the
engine oil temperature status.
The sensor circuit consists of an internal voltage divider circuit, which incorporates a Negative Temperature
Coefficient (NTC) thermistor. The output from the sensor is the change in voltage, as the thermistor allows
more current to pass to ground relative to the temperature of the oil.
CAMSHAFT TIMING COMPONENTS

1 - Bolt
2 - RH exhaust camshaft gear
3 - Vacuum pump drive gear
4 - RH inlet camshaft timing chain gear
5 - RH inlet camshaft
6 - RH exhaust camshaft
7 - LH inlet camshaft
8 - LH inlet camshaft timing chain gear
9 - LH exhaust camshaft gear
10 - High-pressure fuel pump gear
11 - Bolt
12 - Bolt
13 - LH inlet camshaft gear
14 - LH exhaust camshaft
15 - LH bank timing chain
16 - Chain guide
17 - Guide pin
18 - Chain guide
19 - Bolt (2 of)
20 - LH timing chain tensioner
21 - RH bank timing chain
22 - Chain guide
23 - Chain guide
24 - Bolt (2 of)
25 - RH timing chain tensioner
26 - Guide pin
Drive is provided by 2 simplex bush timing chains, driven from the crankshaft to the inlet camshaft gears of
each cylinder head.
Each exhaust camshaft is driven by a gearwheel arrangement from the intake camshaft.
Each timing chain is contained between 1 fixed and 1 hydraulically adjustable chain guide. The adjustable
guides are of aluminium die casting construction with clip-fastened plastic slide linings. The fixed guides are
moulded plastic. The adjustable guides are attached to the front of the cylinder block using pivot bolts, which
allows it to pivot about its axis. A single tensioner provides hydraulic tension for the chains, 1 located in each
cylinder head (for more information, see cylinder head section). The lateral movement in the adjustable guides
causes the timing chain to tension and consequently, compensation for chain flutter and timing chain wear is
automatically controlled.
The timing chains are oil splash lubricated, via the oil pump and chain tensioner. Oil spray is directed to the
chain from several oil supply ports in the front of the cylinder block and cylinder head.
CYLINDER HEAD COMPONENTS

1 - Intake manifold assembly (2 off)
2 - Inlet camshaft (2 off, 1 per cylinder head)
3 - Exhaust camshaft (2 off, 1 per cylinder head)
4 - LH Exhaust Gas Recirculation (EGR) cooler assembly
5 - LH high-pressure fuel rail
6 - Coolant tube
7 - Glow plug (8 off, 4 per cylinder head)
8 - LH timing chain tensioner
9 - Camshaft Position (CMP) sensor
10 - Cylinder head gasket (2 off, 1 per cylinder head)
11 - Cylinder block
12 - Vacuum pump
13 - Valve seat (32 off, 16 per cylinder head)
14 - Valve (32 off, 8 inlet and 8 exhaust per cylinder head)
15 - Valve guide (32 off, 16 per cylinder head)
16 - RH EGR cooler assembly
17 - RH timing chain tensioner
18 - Oil pressure sensor
19 - Engine Coolant Temperature (ECT) sensor
20 - Camshaft bearing cap (20 off, 10 per cylinder head)
21 - Bolt (40 off, 20 per cylinder head)
22 - High-pressure fuel pump
24 - Glow plugs (8 off, 4 per cylinder head)
25 - Valve stem oil seal (32 off, 16 per cylinder head)
26 - Valve spring (32 off, 16 per cylinder head)
27 - Valve spring cap (32 off, 16 per cylinder head)
28 - Hydraulic lash adjuster (32 off, 16 per cylinder head)
29 - Valve spring retainer (32 off, 16 per cylinder head)
30 - Roller finger lever (32 off, 16 per cylinder head)
31 - RH high-pressure fuel rail
Cylinder Heads
1 - Cylinder head (LH shown, RH similar)
2 - Intake camshaft
3 - Camshaft bearing cap (5 off per camshaft)
4 - Exhaust camshaft
The aluminium gravity die-cast cylinder heads are unique to each cylinder. Ten deep-seated bolts help reduce
distortion and secure each cylinder head to the cylinder block. The cylinder head bolts are located beneath the
camshafts, 5 under the inlet camshaft and 5 under the exhaust camshaft. Two hollow dowels align each
cylinder head with the cylinder block.
NOTE: The cylinder head bolts are not accessible with the camshafts fitted.
NOTE: The cylinder head cannot be reworked.
Each cylinder head has 4 ports machined at each cylinder location, 2 exhaust ports and 2 inlet ports. One of
the inlet ports is helical and functions as a swirl port, the other is arranged laterally as a tangential port and
functions as a charge port.
1 - LH cylinder head
2 - Hydraulic chain tensioner (2 off)
3 - RH cylinder head
Each cylinder head houses an automatic chain tensioner, which contains a hydraulically operated plunger that
operates on the adjustable guides at the slack side of each of the timing chains. Pressurised oil for the adjuster
is supplied through the back of the unit from an oil supply port in each cylinder head.
Camshafts
There is 1 exhaust camshaft and 1 intake camshaft per cylinder head. Each of the overhead camshafts are
located in 5 bearings and maintained in position by 5 aluminium alloy bearing caps. Each of the bearing caps
are fixed to the cylinder head by 2 bolts. Location letters and numbers are etched on the caps for each cylinder
head, A to L for the LH head and 0 to 9 for the RH head. The camshafts are of a hollow steel tube construction,
with pressed on steel lobes. The camshafts are driven from the crankshaft via simplex chains and a sprocket
arrangement.
NOTE: Both the LH and RH inlet camshafts utilize LH threads to locate the timing gears.
Each camshaft has 8 machined lobes for operating the inlet and exhaust valves through hydraulic lash
adjusters and roller-type finger levers. The front of the RH cylinder head inlet camshaft provides a drive
connection for the vacuum pump, via a drive gear. The front of the LH cylinder head inlet camshaft provides a
drive connection for the high-pressure fuel pump, also via a drive gear.
The following table lists some unique features for each camshaft to avoid placement of camshafts in the wrong
position:
Camshaft Identification Table

Camshaft Identification
LH thread for camshaft gear attachment
Intake - RH
Longest camshaft
RH thread for camshaft gear attachment.
Exhaust - RH
Cannot accommodate both sprocket and gear
LH thread for camshaft gear attachment
Intake - LH Trigger wheel for CMP sensor
Camshaft diameter will not allow it to be fitted in the RH head
RH thread for camshaft gear attachment
Exhaust - LH
Cannot accomodate both sprocket and gear
Inlet and Exhaust Valves
1 - Valve spring stem seal (32 off per head)
2 - Valve spring retainer (32 off per head)
3 - Valve spring collet (32 off per head)
4 - Valve spring (32 off per head)
5 - Exhaust valve (16 off per head)
6 - Inlet valve (16 off per head)
Two 27.5 mm inlet valves and 2 25.0 mm exhaust valves serve each cylinder. Each valve is of a ground, solid
one-piece head construction and the stems are made from a Nimonic alloy material.
The valve springs are made from spring steel and are of the parallel single-coil type. The bottom end of each
spring rests on the flange of a spring retainer, which has an integral valve stem seal. The top end of the spring
is held in place by a spring retainer, which is held in position at the top end of the valve stem by split taper
collets. The taper collets have grooves on the internal bore that locate to grooves ground into the upper stems
of the valves.
The powder metal valve seats and guides are an interference fit in the cylinder head.
Valve Timing
Valve Position
Inlet valve opens 8.5 degrees BTDC
Inlet valve closes 35.5 degrees ABDC
Exhaust valve opens 64 degrees BBDC
Exhaust valve closes 12 degrees ATDC
Key
BTDC = Before Top Dead Center
ABDC = After Bottom Dead Center
BBDC = Before Bottom Dead Center
ATDC = After Top Dead Center
Hydraulic Lash Adjusters and Roller Finger Rockers

1 - Hydraulic lash adjuster
2 - Roller finger rocker
The valves are operated through roller-type finger rockers and hydraulic lash adjusters, actuated by the
camshaft lobes. When the camshaft lobe presses down on the top of a finger rocker, roller mechanism, the
respective valve is forced down, opening the effected inlet or exhaust port. The use of this type of actuation
method helps reduce friction in the valve timing mechanism.
Typical Hydraulic Lash Adjuster

1 - Oil passage
2 - Roller finger rocker
3 - Camshaft
4 - Cylinder head
5 - Valve
6 - Hydraulic lash adjuster
7 - Plunger spring
8 - High-pressure chamber
9 - Check ball
10 - Plunger
11 - Reservoir chamber
12 - Oil hole
13 - Hydraulic lash adjuster body
14 - Plunger cap
The body of the hydraulic lash adjuster contains a plunger and 2 chambers for oil feed and pressurised oil. The
pressurised oil is supplied to the adjusters via the main oil galleries in the cylinder head and through a hole in
the side of the adjuster body. The oil passes into a feed chamber in the adjuster and then through to a
separate pressure chamber via a 1-way ball valve.
Oil flow from the pressure chamber is determined by the amount of clearance between the adjuster outer body
and the centre plunger. Oil escapes up the side of the plunger every time the adjuster is operated, the
downward pressure on the plunger forcing a corresponding amount of oil in the adjuster body to be displaced.
When the downward pressure from the camshaft and finger rocker is removed (i.e. after the trailing flank of
the camshaft lobe has passed), oil pressure forces the adjuster's plunger up again. This pressure is not
sufficient to effect the valve operation, but eliminates the clearance between the finger rocker and top of the
valve stem.
High-Pressure Fuel Pump

1 - Bolt (3 off)
3 - Gasket
4 - Fuel pump drive
5 - Washer
6 - Fuel pump bracket shield
7 - Bolt (3 off)
8 - Bolt (3 off)
The high-pressure fuel pump supplies the common rail with fuel and is fixed to the front of the LH cylinder
head. The pump is a 3-radial piston type and is driven by the intake camshaft of the LH cylinder head via the
fuel pump drive gear. The Engine Management System (EMS) controls pump pressure (depending on engine
speed and load) up to a maximum of 1700 bar.For additional information, refer to:
Electronic Engine Controls (303-14C Electronic Engine Controls - TDV8 3.6L Diesel, Description and Operation),
Fuel Charging and Controls (303-04C Fuel Charging and Controls - TDV8 3.6L Diesel, Description and
Operation).
High-Pressure Fuel Rails
2 - RH high-pressure fuel rail
3 - Intake manifold support bracket
5 - Fuel pressure sensor
7 - LH high-pressure fuel rail
The fuel rails are manufactured from forged steel. They store the fuel at high pressure and prevent pressure
fluctuations in the high-pressure system. A fuel rail pressure sensor is fitted into a threaded bore in the rear
end of the RH rail. The sensor is connected to the ECM via the engine harness, which supplies a 5V power
supply, ground and signal connections. The sensor is a diaphragm type sensor, which changes shape as the
fuel pressure increases or decreases. The ECM compares this signal to values stored in its memory to calculate
the actual fuel pressure present in the rail.For additional information, refer to:
Fuel Charging and Controls (303-04C Fuel Charging and Controls - TDV8 3.6L Diesel, Description and
Operation),
Electronic Engine Controls (303-14C Electronic Engine Controls - TDV8 3.6L Diesel, Description and Operation).
Glow Plugs
1 - Glow plug (4 off per cylinder head)
The glow plugs are arranged centrally on the inlet side of the cylinder head, between the 2 inlet ports of each
cylinder.
The purpose of the glow plugs is:
Assist cold engine start
Reduce exhaust emissions at low engine load/speed
The main part of the glow plug is a tubular heating element that protrudes into the combustion chamber of the
engine. The heating element contains a spiral filament that is encased in magnesium oxide powder. At the tip
of the tubular heating element is the heater coil. Behind the heater coil and connected in series is a control
coil. The control coil regulates the heater coil to ensure it does not overheat and cause a possible failure.
Cylinder Head Gaskets

1 - LH cylinder head gasket
2 - RH cylinder head gasket
3 - Cylinder block
4 - Identification teeth
5 - Cylinder head locating dowel (2 off per cylinder head)
The cylinder head gasket is a multi-layer, laminated steel type and is available in 5 different thicknesses. The
choice of gasket thickness is dependent on the maximum piston protrusion. Gasket thickness is identified by
teeth cut into the rear end of the gasket.
To calculate the correct cylinder head gasket thickness, each piston must be measured at 2 points, with an
average of the 2 measurements taken to determine the piston protrusion. The highest of the 4 measurements
will determine the gasket required for that particular cylinder head.
NOTE: The difference between the maximum and minimum protrusion measurement in any one bank should
not be greater than 0.1mm. It is permissible to have a different grade of gaskets between the LH and RH
banks.
CYLINDER HEAD GASKET SELECTION
Principals of Measurement
Piston bump heights (protustion above block face) are as follows:
Grade 1 gasket = 0.541 - 0.551mm (AD suffix part)
Grade 2 gasket = 0.552 - 0.603mm (BD suffix part)
Grade 3 gasket = 0.604 - 0.655mm (CD suffix part)
Grade 4 gasket = 0.656 - 0.707mm (DD suffix part)
Grade 5 gasket = 0.708 - 0.760mm (ED suffix part)
RH (right-hand) gasket
Engineering (Ford) part numbers Service (LandRover) part numbers
6H4Q- 6051-AD 1418984
6H4Q- 6051-BD 1418985
6H4Q- 6051-CD LR000635
6H4Q- 6051-DD 1418987
6H4Q- 6051-ED 1418989
LH (left-hand) gasket
Engineering (Ford) part numbers Service (LandRover) part numbers
6H4Q- 6083-AD 1418990
6H4Q- 6083-BD 1418991
6H4Q- 6083-CD 1418992
6H4Q- 6083-DD 1418993
6H4Q- 6083-ED 1418996
Camshaft Position (CMP) Sensor
1 - Bolt (1 off)
2 - CMP sensor
3 - LH cylinder head camshaft
4 - O-ring seal
5 - Cylinder head
The CMP sensor locates through a hole in a flange on the rear RH side of the LH cylinder head. The rear of the
inlet camshaft incorporates a trigger wheel, which is used in conjunction with the sensor to measure engine
position.
Exhaust Gas Recirculation (EGR) Valve Assembly

2 - Bolt (6 off, 3 per assembly)
3 - Bolt (2 off, 1 per assembly)
4 - RH EGR cooling and valve assembly
6 - LH EGR cooling and valve assembly
The combined EGR modulator and cooler assemblies are located inboard of each cylinder head, between the
vee. The cooler side of the EGR valve assembly is connected to the vehicle cooling system via hoses. The
exhaust side is connected directly into the exhaust manifolds on each side. The exhaust gas passes through
the cooler and is expelled via the actuator and a metal pipe into the throttle housing. The EGR modulator is a
Direct Current (DC) motor, which is operated via a reduction gear drive and is controlled by the ECM. The ECM
uses the EGR modulator to control the amount of exhaust gas being recirculated in order to reduce exhaust
emissions and combustion noise. The EGR is enabled when the engine is at normal operating temperature and
under cruising conditions.
For additional information, refer to: Engine Emission Control (303-08A Engine Emission Control - TDV8 3.6L
Diesel, Description and Operation).
Oil Pressure Switch
The oil pressure switch is located in the front of the RH cylinder head. For more information, refer to the
'Lubrication System' section.
Inlet Manifold/Camshaft Cover
NOTE: RH cylinder head and camshaft cover shown, LH similar.

1 - Inlet manifold/camshaft cover
2 - Cylinder head
The inlet manifolds are integrated with the moulded camshaft covers and work in conjunction with the intake
tracts within the cylinder heads to provide variable intake swirl through port deactivation.
For additional information, refer to: Intake Air Distribution and Filtering (303-12C Intake Air Distribution and
Filtering - TDV8 3.6L Diesel, Description and Operation).
The covers are manufactured from 2 layers of 2 mm sound-deadened steel that are bonded together by a
visco-elastic damping material. This provides a fully formable, acoustically dead panel. The covers are rubber
mounted and include additional foam absorbtion.
The LH cover incorporates the oil filler cap assembly.
NOTE: LH cylinder head and camshaft cover shown, LH similar.

1 - Inlet manifold/camshaft cover
2 - Injectors (8 off, 4 per cylinder head)
The 8, side fed, piezo electrically controlled fuel injectors are mounted in the inlet manifold/camshaft cover,
which locates them centrally in each cylinder head. An O-ring seals each injector to the manifold interface.
The start of fuel injection and the quantity of fuel injected is controlled directly by the ECM.
LUBRICATION SYSTEM
The lubrication system is a wet sump, pressure fed type. It lubricates the engine sliding surfaces, dissipates
heat, absorbs fuel combustion residue and seals off the gap between the cylinder and piston.
Oil is drawn from the reservoir in the sump and pressurised by the crankshaft driven oil pump. The output from
the oil pump is then filtered and distributed through internal oil passageways.
All moving parts are lubricated by pressure or splash oil. Pressurised oil is also provided for operation of the
hydraulic adjusters and the timing gear chain tensioners.
The engine is lubricated by a force-fed oil circulation system with a full flow oil filter. The oil cooler forms a unit
with the oil filter and fuel cooler, which is mounted centrally in the middle of the cylinder block between the 2
banks of cylinders. The engine oil is cooled using the engine cooling system. This eliminates the need for an
additional engine oil cooler.
The fuel cooler, which forms part of the oil filter body, is also cooled by engine coolant. In addition there is a
further fuel cooler in the return line to the fuel tank.
Oil returns to the oil pan under gravity. Large drain holes through the cylinder heads and cylinder block ensure
the quick return of the oil, reducing the volume of oil required and enabling an accurate check of the contents
soon after the engine stops.
System replenishment is through the oil filler cap on the LH inlet manifold/camshaft cover.
Turbocharger Oil Return
Due to the wide range of inclines the vehicle operates across, the geometry of the sump has been configured
to guarantee oil pick-up across all operating angles. Land Rover have developed an oil-scavenge system to
guarantee excellent oil flow through the turbochargers on severe side-slopes. Whilst the 60-degree cylinder
bank angle of a V6 engine allows the turbochargers to be packaged relatively higher in the vehicle, to obtain
the best configuration for the V8 engine, the turbochargers must be sited much lower. At extreme angles,
there is a risk they may be below the oil level on the sump, restricting oil return flow. To overcome this, the
engine uses a rotor pump located on the front of the vacuum pump, to help draw oil back from the
turbochargers to guarantee good flow across the full range of operating angles.
A - Potential oil level
2 - Vacuum pump
3 - RH turbocharger
4 - Turbocharger oil feed pipe
5 - Oil filter/cooler assembly
6 - Turbocharger oil return pipe
7 - LH turbocharger
8 - Sump
9 - Crankcase ventilation oil return pipe
11 - Oil pick-up pipe
Oil Pick-up
The moulded composite oil pick-up is immersed in the oil reservoir to provide a supply to the oil pump during
all normal vehicle attitudes. A mesh screen in the inlet prevents debris from entering the oil system.
Oil Pump

1 - Bolt (11 off)
2 - Oil pump housing
3 - Oil inlet
4 - Cylinder block
The oil pump is a gear type pump and is bolted and dowelled to the front of the engine block. It is sealed by
means of a rubber gasket, which is recessed into the oil pump housing. The pump inlet and outlet ports align
with oil passages in the ladder frame.
The pumping element is an eccentric rotor, which is directly driven by flats on the crankshaft. An integral
pressure relief valve regulates pump outlet pressure at 4.5 bar (65.25 Psi).
The front crankshaft oil seal is housed in the oil pump casing.
Oil Filter and Oil/Fuel Cooler Assembly

1 - Bolt (12 off)
2 - Oil filter and cooler assembly
3 - Crankcase ventilation system
4 - Fuel cooler
The oil filter is a replaceable cartridge installed on an adapter in the center of the 'vee'. An internal bypass
facility permits full flow bypass if the filter is blocked.
For additional information, refer to: Fuel Tank and Lines (310-01C Fuel Tank and Lines - TDV8 3.6L Diesel,
NOTE: In service care must be taken when removing the oil filter to minimise oil drips and spillage into the
engine 'vee' and cam covers.
The crankcase ventilation system ensures that all gasses emitted from the crankcase during engine running are
separated from any oil particles.
For additional information, refer to: Engine Emission Control (303-08A Engine Emission Control - TDV8 3.6L
Two fuel coolers are fitted to the vehicle. One is located in the 'vee' of the engine block, and has a coolant
system connection to aid heat transfer. The second cooler is a body mounted cooler located in the fuel return
line on the LH side of the engine compartment and is a fuel to air cooler.
The body mounted fuel cooler uses engine coolant, direct from the lower part of the radiator, to cool fuel
returning to the tank from the High Pressure (HP) injection pump.
Oil Pressure Switch

2 - Oil pressure switch
The oil pressure switch, located in the front of the RH cylinder head, connects a ground input to the instrument
cluster when oil pressure is present. The switch operates at a pressure of 0.15 to 0.41 bar (2.2 to 5.9 Psi).
Oil Level Gage
The oil level gage is located towards the front RH side of the oil pan. Two holes in the end of the gage indicate
the minimum and maximum oil levels. There is a difference of approximately 1 liter (1 US quart) between the 2
levels.
EXHAUST MANIFOLD
A - LH exhaust manifold
B - RH exhaust maniflod
1 - Connection for turbocharger
2 - Connection for exhaust system
3 - Connection for EGR cooling inlet
The cast iron exhaust manifolds are unique for each cylinder bank. They are sealed to the cylinder head by
means of a steel gasket. Sacrificial plastic sleeves are used to align the manifolds. These sleeves must be
changed when refitting the manifolds. Spacers on the securing bolts allow the manifolds to expand and retract
with changes of temperature while maintaining the clamping loads.
Each manifold has a connection for the EGR cooling inlet pipe.
The engine is fitted with 2 electronically controlled Variable Geometry Turbochargers (VGT), which are fixed to
the exhaust manifold by a 3-hole flange with a steel gasket.
Overview
As diagnosis of the different areas of the engine is covered in other sections and by general procedures, this
section is limited to an oil pressure test and the active engine mount system.
For specific areas of the engine, refer to the general procedures in this section and the relevant section of the
manual.
Inspection and Verification (general)

2. Visually inspect for obvious signs of mechanical or electrical damage.
Visual Inspection
Engine oil level
Coolant level
Transmission fluid level Fuses
Fuel level - Fuse 3E, engine compartment box
Coolant leaks Wiring harness
Oil leaks Electrical connector(s)
Fuel leaks Injectors
Visibly damaged or worn parts Glow plugs
Loose or missing nuts or bolts Active engine mounts
Fuel contamination/grade/quality 5 volt sensor supply
Sensor fitment/condition Sensor(s)
Viscous fan and solenoid Viscous fan solenoid
Active engine mounts, correct fitment/damage Engine control module (ECM)
Routing of pipework etc to avoid vibrations
Contact anywhere between the driveline and chassis

Inspection and Verification (active engine mounts)
If the customer concern is of a vibration at other than idle speed, then the fault is not with the
active engine mounts.
2. Use the approved diagnostic system or a scan tool to retrieve any fault codes, as other causes of
vibration or misfire should be eliminated before condemning an active engine mount.
Visual Inspection
Active engine mounts, correct fitment/damage Fuse 3E, engine compartment box
Routing of pipework etc to avoid vibrations Harnesses/connectors
Contact anywhere between the driveline and chassis Active engine mounts

before proceeding.
5. If any non-engine-mount DTCs were present in the steps above, make sure their causes are
rectified before beginning any work on the active engine mounts.
DTC index
NOTE: For a full list of ECM DTCs.

REFER to: Electronic Engine Controls - 3.6L (TdV8) Diesel (303-14C Electronic Engine Controls - TDV8 3.6L
Diesel, Diagnosis and Testing).

Engine mount control
Engine mount circuit: high
P0A1413 control circuit A resistance
open
Engine mount fault
circuit: short circuit Check the engine mounts and circuits. Refer to the
Engine mount to ground
P0A1511 electrical guides. Rectify as necessary. Clear the
control circuit A low
Engine mount fault
Engine mount circuit: short circuit
P0A1612 control circuit A to power
high
Engine mount fault
Engine mount circuit: high
P0AB613 control circuit B resistance
open
Engine mount fault
circuit: short circuit Check the engine mounts and circuits. Refer to the
Engine mount to ground
P0AB711 electrical guides. Rectify as necessary. Clear the
control circuit B low
Engine mount fault
Engine mount circuit: short circuit
P0AB812 control circuit B to power
high
Engine mount fault
Oil Pressure check
NOTE: Prior to checking the engine oil pressure, a road test of 6 miles (10 kilometers), must be carried out.
WARNINGS:
The spilling of hot engine oil is unavoidable during this procedure, care must be taken to
prevent scalding. Failure to follow this instruction may result in personal injury.
1. Remove the oil pressure sensor.

2. Install the special tool to the oil filter housing.
3. Install the special tool gauge and tighten the union.
6. Note the oil pressure readings with the engine running at idle and at 3,500 rpm.
REFER to: Specifications (303-01C, Specifications).
7. Turn off the engine.

Engine - TDV8 3.6L Diesel - Engine Oil Draining and Filling
General Procedures

safety stands.

For additional information, refer to: Engine Cover - TDV8
3.6L Diesel (501-05 Interior Trim and Ornamentation,
4. Loosen the oil filter cover 3 turns and allow the engine
oil to drain.
5. NOTE: Position cloth to collect fluid spillage.
Remove the oil filter cover and oil filter element.
6. Remove and discard the oil filter element.
Remove and discard the oil filter cover O-ring

seal.

Installation).
Position a container to collect the engine oil.
Remove and discard the 2 drain plugs.
Allow the engine oil to drain.
9. Install the new drain plugs.
Tighten the drain plugs to 23 Nm (17 lb.ft).

Installation).
11. Install a new oil filter cover O-ring seal.
Lubricate the O-ring seal with clean engine oil.

12. Install a new oil filter element to the oil filter cover.
Lubricate the oil filter element O-ring seal with clean

engine oil.
13. Install the oil filter cover and oil filter element.
Tighten the oil filter cover to 35 Nm (26 lb.ft).

14. Fill the engine with the recommended oil to the correct
level.
Engine - TDV8 3.6L Diesel - Camshaft LH
In-vehicle Repair
Special Tool(s)
Camshaft holding tool
303-1236
Crankshaft timing pin
303-1238
Camshaft rotation pin
303-1239
303-1242
Removal

safety stands.

3. Remove the RH turbocharger.
For additional information, refer to: Turbocharger RH
(303-04D Fuel Charging and Controls - Turbocharger,
For additional information, refer to: Generator (414-02C
Generator and Regulator - TDV8 3.6L Diesel, Removal
and Installation).
5. Release the coolant distribution manifold.
Remove the 5 bolts.

(303-01C Engine - TDV8 3.6L Diesel, In-vehicle Repair).

Release the oil pick-up pipe.
Remove the 3 bolts.
9. Release the RH engine mount bracket.
Remove the nut.
10. Release the air conditioning (A/C) line bracket.
Remove the bolt.
11. Remove the RH engine mount bracket.
Support the engine.
Remove the 4 bolts.
Release the engine ground cable.

12. Remove the crankshaft timing pin plug.
13. CAUTION: Crankshaft timing tool

pistons number 2,4,7&8 are roughly at TDC as pin
may lock on web instead of machined face.
Rotate the crankshaft on to the crankshaft

timing pin.
14. Install the special tools to both the LH bank

and RH bank camshafts.
15. Remove and discard the LH hydraulic timing

chain tensioner.
Remove the 2 bolts.

16. Remove the LH timing chain sprocket and
gears.
17. Remove the special tools from the LH bank

camshafts.
18. Remove the LH bank camshaft bearing caps.
19. Remove the LH bank camshafts.
Installation
1. NOTE: Make sure that all the component mating faces
are clean.
Install the LH bank camshafts.
Lubricate the camshaft journals and camshaft lobes.
2. CAUTION: Tighten the bolts evenly in the stages

shown.
Install the LH bank camshaft bearing caps.
Stage 1: Tighten the bolts to 1 Nm (0.7 lb.ft).

3. Using the special tool, rotate the camshafts and
hold in the 12 o'clock position.
4. Install the special tools to the LH bank

camshafts.
5. CAUTION: Do not tighten the camshaft sprocket

bolts at this stage.
Install the LH timing chain sprocket and gears.
Loosely install the new bolts.

6. NOTE: Lubricate the O-ring seals with clean engine oil.
Install a new LH hydraulic timing chain tensioner.

7. Release the LH hydraulic timing chain tensioner.

8. Tighten the LH camshaft sprocket and gears.
Stage 1: Tighten the exhaust camshaft gear bolt to 80

Nm (59 lb.ft).
Stage 2: Tighten the exhaust camshaft gear bolt a

further 80 degrees.
Stage 3: Tighten the intake camshaft sprocket and

gear bolt to 80 Nm (59 lb.ft).

gear bolt a further 80 degrees.
10. Install the crankshaft timing pin plug.

11. Remove the special tools from the LH and RH
bank camshafts.
12. Install the RH engine mount bracket.
Secure the engine ground cable.

13. Secure the RH engine mount bracket.

14. Secure the A/C line bracket.
Tighten the bolt.

15. Secure the oil pick-up pipe.


18. NOTE: Lubricate the O-ring seal with clean coolant.
Secure the coolant distribution manifold.

and Installation).
20. Install the RH turbocharger.
Engine - TDV8 3.6L Diesel - Camshaft RH
In-vehicle Repair
Special Tool(s)
303-1236
303-1238
303-1239
303-1242
Removal

safety stands.

and Installation).
Control - TDV8 3.6L Diesel, Removal and Installation).

Remove the 3 bolts.

Remove the nut.
10. Release the air conditioning (A/C) line bracket.
Remove the bolt.
Support the engine.
Release the engine ground cable.
Remove the 4 bolts.

Rotate the crankshaft on to the crankshaft

timing pin.

Remove and discard the RH hydraulic timing chain

tensioner.
Remove the 2 bolts.
16. Remove the RH timing chain sprocket and

gears.
Remove the vacuum pump drive gear.

17. Remove the special tools from the RH bank
camshafts.
18. Remove the RH bank camshaft bearing caps.
19. Remove the RH bank camshafts.
Installation
are clean.
NOTE: Make sure that all the component mating faces are
clean.
Install the RH bank camshafts.

shown.
Install the RH bank camshaft bearing caps.


4. Install the special tools to the RH bank

camshafts.

Install the RH timing chain sprocket and gears.
Install the brake vacuum pump drive gear.

Install a new RH hydraulic timing chain tensioner.

7. Release the RH hydraulic timing chain tensioner.

8. Tighten the RH camshaft sprocket and gears.

Nm (59 lb.ft).

further 80 degrees.


11. Remove the special tools from the LH and RH
bank camshafts.
Secure the engine ground cable.


14. Secure the A/C line bracket.
Tighten the bolt.


and Installation).
Engine - TDV8 3.6L Diesel - Crankshaft Front Seal
In-vehicle Repair
Special Tool(s)
Crankshaft Front Seal
Remover
303-1120
Crankshaft Front Seal Sleeve
303-1122
Crankshaft Front Seal Installer
303-1121
Removal

safety stands.

3. Remove the crankshaft pulley.
4. Install the special tool to the
crankshaft.
5. Using the special tool, remove the crankshaft front seal.
Remove and discard the crankshaft front seal from

the special tool.
Installation
1. NOTE: Make sure that the transit sleeve is
correctly in place and install a new crankshaft
front seal over the crankshaft. Do not use any
lubricant on the seal, the transit sleeve or the
crankshaft.
NOTE: Make sure that all the component mating

faces are clean.
Install a new crankshaft front seal to the special

tool.
2. Remove the sleeve from the special tool.
Reposition the crankshaft front seal along the special

tool.
3. Using the special tool, install a new crankshaft
front seal.

service tool.

Engine - TDV8 3.6L Diesel - Crankshaft Pulley
In-vehicle Repair
Special Tool(s)
Flexplate locking tool
303-1243
Removal

safety stands.

06C Starting System - TDV8 3.6L Diesel, Removal and
Installation).
5. Remove the accessory drive belt.

(303-05C Accessory Drive - TDV8 3.6L Diesel, Removal
and Installation).
6. NOTE: The crankshaft pulley bolt will be very
tight.
Remove the crankshaft pulley.
Installation
1. CAUTION: Make sure that the washer is installed

between the nose of the crankshaft and the crankshaft
pulley.
Install the crankshaft pulley.
A new crankshaft pulley bolt must be installed.
Stage 1: Tighten the bolt to 140 Nm (103 lb.ft).
Stage 2: Tighten the bolt a further 90 degrees.

and Installation).

Installation).
Engine - TDV8 3.6L Diesel - Crankshaft Rear Seal
In-vehicle Repair
Special Tool(s)
Installer - Crankshaft Position
(CKP) Sensor Ring
303-1237
Removal
For additional information, refer to: Oil Pan (303-01C
Engine - TDV8 3.6L Diesel, In-vehicle Repair).
Remove the bolt.
5. Remove the engine oil return line.
Remove the 2 bolts.

damage to the crankshaft.
Remove and discard the CKP sensor ring.
7. Remove and discard the rear crankshaft oil seal.
Installation
1. Install a new rear crankshaft oil seal.

2. Install a new CKP sensor ring to the special
tool.
Wind the special tool nut back to the end of

the thread.
Engage the CKP sensor ring to the locating

pin.
3. Install the CKP sensor ring to the crankshaft.
Align the dowel and install the special tool to the

crankshaft.
Tighten the 2 bolts.
Tighten the special tool nut, to install the CKP

sensor ring to the crankshaft.

Install the engine oil return line.


For additional information, refer to: Oil Pan (303-01C
Engine - TDV8 3.6L Diesel - Cylinder Head LH
In-vehicle Repair
Removal
Specifications).

safety stands.

(309-00C Exhaust System - TDV8 3.6L Diesel, Removal
and Installation) /
Filter (DPF) (309-00C Exhaust System - TDV8 3.6L
Remove the 3 bolts.
5. Loosen the turbocharger support bracket.
Loosen the 4 bolts.
6. Remove the LH camshafts.

For additional information, refer to: Camshaft LH (303-
01C Engine - TDV8 3.6L Diesel, In-vehicle Repair).
7. Remove the LH EGR valve inlet tube.
Remove the 3 bolts.

Intake Air Distribution and Filtering - TDV8 3.6L Diesel,
Disconnect the air conditioning (A/C) refrigerant

line from the A/C compressor.
Remove the 3 bolts.
Remove the bracket.
Remove the 3 bolts.
11. Release the LH turbocharger.
12. Release the power steering pump and

mounting bracket.
Remove the 3 bolts.

13. Remove the fuel pump crash protector.
Remove the 3 bolts.
14. Release the vacuum solenoid.
15. Disconnect the fuel pressure regulator

16. Disconnect the fuel metering valve electrical

connector.
17. Remove the LH timing chain tensioner guide
pin.
Remove the bolt.
19. CAUTIONS:
The cylinder head must not be placed

mating face down. Failure to follow this instruction
may result in damage to the vehicle.
Make sure that no damage occurs to the

timing chain and timing chain guides.
With assistance, remove the cylinder head

assembly.

20. Remove and discard the turbocharger gasket.
Installation
1. Install a new turbocharger gasket.

2. NOTE: The cylinder head gasket must be installed over
the cylinder head to cylinder block dowels.
Install a new LH cylinder head gasket.

3. Check cylinder head face for distortion, across the center
and from corner to corner.
4.
CAUTIONS:
Tighten the
bolts in the
sequence
shown.
Use
care when
installing
the cylinder
head.
Damage to
the cylinder
block,
cylinder
head or
cylinder
head gasket
may result.
Make
sure that no
damage
occurs to
the timing
chain and
timing
chain
guides.
NOTE:
Make sure
the cylinder
head is
installed in
its original
position.
With
assistanc
e, install
the
cylinder
head
assembly.
Clean
the
co
mp
on
ent
ma
tin
g
fac
es.
Stage
1:
Tig
hte
n
the
M1
3
bol
ts
to
20
N
m
(1
5
lb.f
t).
Stage
2:
Tig
hte
n
the
M1
3
bol
ts
to
40
N
m
(3
0
lb.f
t).
Stage
3:
Tig
hte
n
the
M1
3
bol
ts
to
80
N
m
(5
9
lb.f
t).
Stage
4:
Tig
hte
n
the
M1
3
bol
ts
a
fur
the
r
18
0
de
gre
es.
Stage
5:
Tig
hte
n
the
M8
bol
ts
to
20
N
m
(1
5
lb.f
t).

6. NOTE: Lubricate the O-ring seal with clean engine oil.
Install the LH timing chain tensioner guide pin.

7. Connect the fuel metering valve electrical connector.
8. Connect the fuel pressure regulator electrical connector.
9. Secure the vacuum solenoid.
10. Install the fuel pump crash protector.

11. Secure the power steering pump and mounting
bracket.





16. Install the LH EGR valve inlet tube.

17. Install the LH camshafts.
For additional information, refer to: Camshaft LH (303-
18. CAUTION: Tighten the bolts in the sequence

shown.
Secure the LH turbocharger support bracket.



and Installation) /
Specifications).
Engine - TDV8 3.6L Diesel - Cylinder Head RH
In-vehicle Repair
Removal
Specifications).

safety stands.

3. Remove the RH camshafts.
For additional information, refer to: Camshaft RH (303-
4. Remove the RH EGR valve inlet tube heatshield.
5. Remove the RH EGR valve inlet tube.
Remove the 2 bolts.
6. Remove the RH cylinder head coolant elbow.
7. Release the turbocharger oil feed pipe.
Remove the bolt.

Remove the nut.
Remove the bolt.
10. CAUTIONS:
Make sure that all openings are sealed. Use

new blanking caps.
Do not allow the unions to hit the olive ends

of the high-pressure fuel supply line as this may
damage the ends of the line and allow foreign
matter to enter the fuel injection system.
Remove and discard the high-pressure fuel rail

supply line.
Release the clip.

11. Release the engine lifting eye bracket.
Remove the 4 bolts.

12. Remove the RH timing chain tensioner guide
pin.
13. CAUTIONS:
The cylinder head must not be placed

mating face down. Failure to follow this instruction
Make sure no damage occurs to the timing

chain and timing chain guides.
With assistance remove the cylinder head

assembly.
Using a suitable tie strap, secure the 2 bolts

at the rear of the cylinder head.
Installation
Install a new RH cylinder head gasket.

3.
CAUTIONS:
Tighten the
bolts in the
sequence
shown.
Use
care when
installing
the cylinder
head.
Damage to
the cylinder
block,
cylinder
head or
cylinder
head gasket
may result.
Make
sure no
damage
occurs to
the timing
chain and
timing
chain
guides.
NOTE:
Make sure
the cylinder
head is
installed in
its original
position.
With
assistanc
e install
the
cylinder
head
assembly.
Clean
the
co
mp
on
ent
ma
tin
g
fac
es.
Remov
e
an
d
dis
car
d
the
tie
-
str
ap.
Stage
1:
Tig
hte
n
the
M1
3
bol
ts
to
20
N
m
(1
5
lb.f
t).
Stage
2:
Tig
hte
n
the
M1
3
bol
ts
to
40
N
m
(3
0
lb.f
t).
Stage
3:
Tig
hte
n
the
M1
3
bol
ts
to
80
N
m
(5
9
lb.f
t).
Stage
4:
Tig
hte
n
the
M1
3
bol
ts
a
fur
the
r
18
0
de
gre
es.
Stage
5:
Tig
hte
n
the
M8
bol
ts
to
20
N
m
(1
5
lb.f
t).
Install the RH timing chain tensioner guide pin.

5. Secure the engine lifting eye bracket.
Tighten the bolts.
6. CAUTIONS:
Do not allow the unions to hit the olive ends of the

high-pressure fuel supply line as this may damage the ends
of the line and allow foreign matter to enter the fuel
injection system.
Maintain pressure on the high-pressure fuel supply

line to keep the olives in contact with the fuel rail and the
fuel injection pump cones while installing unions.
NOTE: Remove and discard the blanking caps.
Install the new high-pressure fuel rail supply line.
Stage 2: Tighten the high-pressure fuel supply line

union at the fuel injection pump to 15 Nm (11
lb.ft).

union at the fuel rail to 15 Nm (11 lb.ft).

union at the fuel injection pump to 30 Nm (22
lb.ft).

Tighten the clip to 10 Nm (7 lb.ft).

Tighten the nut.
Tighten the bolt.

9. Secure the turbocharger oil feed pipe.
Tighten the bolt.

10. Install the RH cylinder head coolant elbow.

11. Install the RH EGR valve inlet tube.

12. Install the RH EGR valve inlet tube heatshield.

13. Install the RH camshafts.
For additional information, refer to: Camshaft RH (303-
Specifications).
Engine - TDV8 3.6L Diesel - Engine Mount LH
In-vehicle Repair
Removal
Specifications).

safety stands.

Installation).
Remove the LH catalytic converter heat shield.
Remove the 2 nuts.
6. Remove the LH engine mount heat shield.
Remove the bolt.
7. Disconnect the LH engine mount vacuum line.

8. Release the LH engine mount.
Remove the bolt.
9. Remove the LH engine mount.
Support the engine.
Remove the 2 bolts.
Installation
1. Install the LH engine mount.
Loosely install the bolts.

2. Secure the LH engine mount.
Lower the engine onto the engine mount.
Tighten the engine mount to subframe bolts to 56 Nm

(41 lb.ft).
Tighten the engine mount bracket to engine mount

3. Connect the LH engine mount vacuum line.
4. Install the LH engine mount heat shield.

5. Install the LH catalytic converter heat shield.
Tighten the nuts.
Tighten the screws.

Installation).
Tighten the wheel nuts to 140 Nm (104 lb.ft)

Specifications).
Engine - TDV8 3.6L Diesel - Engine Mount RH
In-vehicle Repair
Removal
and Installation).
Installation).
4. Disconnect the RH engine mount vacuum line.
Remove the nut.
Remove the RH engine mount.
Support the engine.
Remove the 2 bolts.
Installation
1. Install the RH engine mount.
Loosely install the nut.

2. Secure the RH engine mount.
Lower the engine onto the engine mount.
Tighten the engine mount to subframe bolts to 56 Nm

(41 lb.ft).
Tighten the engine mount bracket to engine mount nut

to 100 Nm (74 lb.ft).
3. Connect the RH engine mount vacuum line.
Installation).
and Installation).
Engine - TDV8 3.6L Diesel - Exhaust Manifold LH
In-vehicle Repair
Removal
Specifications).

safety stands.

3. Remove the LH turbocharger.
For additional information, refer to: Turbocharger LH
4. Release the exhaust gas recirculation (EGR)
valve inlet tube.
Remove the 2 bolts.
Remove and discard the 8 studs.
Installation
1. Install the 8 studs.
Tighten the new studs to 13 Nm (10 lb.ft).

2. Install a new exhaust manifold gasket.
Clean the component mating face.

3. NOTE: Only carry out the following step if a new exhaust
manifold is to be installed.
Install a new assembly spacer to the exhaust manifold

stud number 8.
4. CAUTION: To make sure that the exhaust

manifold is correctly installed and the exhaust
manifold nuts are at the correct torque, it is
critical that the tightening torque is checked 2
further times after the initial torque has been
applied.
NOTE: Tighten the nuts in the sequence shown.
Install the exhaust manifold.
Stage 1: Tighten the new nuts to 24 Nm (18

lb.ft).
Stage 2: Wait for 2 minutes and tighten the

nuts to 24 Nm (18 lb.ft).

5. Secure the EGR valve inlet tube.

6. Install the LH turbocharger.
For additional information, refer to: Turbocharger LH
Specifications).
Engine - TDV8 3.6L Diesel - Exhaust Manifold RH
In-vehicle Repair
Removal
Specifications).

safety stands.

valve inlet tube.
Remove the 2 bolts.
Remove and discard the 8 studs.
Installation
1. Install the 8 studs.
Tighten the new studs to 13 Nm (10 lb.ft).

2. Install a new exhaust manifold gasket.

3. NOTE: Only carry out the following step if a new exhaust
manifold is to be installed.

stud number 8.
4. CAUTION: To make sure that the exhaust
manifold is correctly installed and the exhaust
manifold nuts are at the correct torque, it is
critical that the tightening torque is checked 2
further times after the initial torque has been
applied.
Install the exhaust manifold.

lb.ft).



Specifications).
Engine - TDV8 3.6L Diesel - Flexplate
In-vehicle Repair
Special Tool(s)
303-1243
Removal

safety stands.
01C Automatic Transmission/Transaxle - TDV8 3.6L
Installation


01C Automatic Transmission/Transaxle - TDV8 3.6L
Engine - TDV8 3.6L Diesel - Intake Manifold Plenum Chamber
In-vehicle Repair
Removal
Installation).
4. Release the coolant lines.
Remove the 2 nuts.
Remove the bolt.
5. Disconnect the glow plug electrical connectors.

6. Disconnect both exhaust gas recirculation
(EGR) valve electrical connectors.
8. Disconnect the knock sensor (KS) electrical

connectors.
9. Disconnect the fuel rail pressure (FRP) sensor


11. Disconnect the camshaft position (CMP)

13. Remove the engine cover mounting bracket.
Release the vacuum line.
Remove the 4 bolts.

Release both EGR valve outlet tubes.
Fully loosen the 4 bolts.
15. Reposition the intake manifold plenum

chamber rear hoses.
Release the clips.
16. Disconnect both manifold absolute pressure

and temperature (MAPT) sensor electrical
connectors.
17. Disconnect the charge air cooler outlet hoses.

18. Release the intake manifold plenum chamber.
Release the clips.
19. Disconnect the vacuum lines.
20. Disconnect both throttle body electrical

connectors.

Remove the intake manifold plenum chamber.

Remove the throttle bodies.
Remove the 8 bolts.
23. Remove the intake manifold plenum chamber

front hoses.
Release the clips.
24. Remove the engine cover locating studs.
25. Remove the MAPT sensors.

26. Remove both EGR valve outlet tubes.
Remove the 4 bolts.

runner control actuator.
Release the intake manifold plenum chamber

runner control actuator rod.

rear hoses.
Installation
1. Install the intake manifold plenum chamber rear hoses.
2. Install the intake manifold plenum chamber runner
control actuator.
Secure the intake manifold plenum chamber runner

control actuator rod.
3. Install both EGR valve outlet tubes.

4. Install both MAPT sensors.

5. Install the engine cover locating studs.
6. Install the intake manifold plenum chamber front hoses.
Tighten the clips to 3 Nm (2 lb.ft).

7. Install the throttle bodies.

Install the intake manifold plenum chamber.

9. Connect both throttle body electrical connectors.
10. Connect the vacuum lines.
11. Secure the intake manifold plenum chamber.

12. Connect both charge air cooler outlet hoses.

13. Connect both MAPT sensor electrical connectors.
14. Reposition the intake manifold plenum chamber rear
hoses.

15. Secure both EGR valve outlet tubes.

16. Install the engine cover mounting bracket.
Secure the vacuum line.

18. Connect the CMP sensor electrical connector.
connector.
20. Connect the FRP sensor electrical connector.

21. Connect the KS electrical connectors.

23. Connect both EGR valve electrical connectors.

24. Connect the glow plug electrical connectors.

25. Secure the coolant lines.
Tighten the bolt.
Tighten the nuts.

Installation).
Engine - TDV8 3.6L Diesel - Oil Pan
In-vehicle Repair
Special Tool(s)
303-1243
Removal
and Filling (303-01C Engine - TDV8 3.6L Diesel, General
Procedures).
For additional information, refer to: Engine (303-01C
Engine - TDV8 3.6L Diesel, Removal).
4. Install the engine to a suitable engine stand.
7. Release the oil pick-up pipe.
Remove the 3 bolts.
Remove the nut.
Remove the stud.

10. Remove the front driveshaft carrier.
Remove the 4 bolts.


Remove the 4 bolts.

Remove the 5 bolts.


Remove the engine oil temperature sensor.
Installation
1. Install the engine oil temperature sensor.

Apply sealant to the 4 places shown.

shown.
Secure the oil pan.
Tighten the bolts A to 10 Nm (7 lb.ft).
Tighten the bolts B to 23 Nm (17 lb.ft).

Install the new gaskets.


connector.

7. Install the front driveshaft carrier.

Install the oil level indicator and tube.


Secure the oil pick-up pipe.


level.
Procedures).
Engine - TDV8 3.6L Diesel - Oil Pump
In-vehicle Repair
Special Tool(s)
303-1122
303-1121
303-1243
Removal
00 Battery and Charging System - General Information,
Specifications).
Procedures).

tight.

Remove the 8 bolts.

Release the oil level indicator and tube.
Remove the nut.
Remove the stud.

Remove the 3 bolts.
10. Remove the front driveshaft carrier.
Remove the 4 bolts.


Remove the 4 bolts.

Remove the 5 bolts.

Remove and discard the crankshaft front seal.
Installation
1. Prime the oil pump.
Fill the orifice shown with 20 ml of engine oil.
Rotate the oil pump drive 2 complete turns.

2. Install the oil pump.
3. Check the oil pump to engine block alignment.
4. CAUTION: Prime the oil pump with 20cc

of engine oil.
Secure the oil pump.
Tighten the bolts in the sequence shown to 10

Nm .
5. Install a new crankshaft front seal to the
special tool.

front seal.

service tool.

shown.
Secure the oil pan.
Tighten bolts A to 10 Nm (7 lb.ft).
Tighten bolts B to 23 Nm (17 lb.ft).



connector.

13. Install the front driveshaft carrier.

Secure the oil pick-up pipe.

Secure the oil level indicator and tube.
Apply approved Land Rover sealant to the oil level

indicator tube sealing surface.

16. Install the flexplate.



level.
Procedures).
Specifications).
Engine - TDV8 3.6L Diesel - Timing Drive Components
In-vehicle Repair
Special Tool(s)
303-1236
303-1238
303-1243
Valve cover alignment tool
303-1244
303-1122
303-1121
Fuel Injector remover
303-1127
Removal
Procedures).
5. Remove the LH fuel line shield.
Release the 2 fuel lines.
Remove the 7 nuts.
6. Remove the RH fuel line shield.
Remove the 7 nuts.
Disconnect the 8 fuel injector electrical

connectors.
Release the fuel charging wiring harness.
Remove the 2 nuts.
Remove the bolt.

9. Disconnect both glow plug electrical
connectors.

12. Disconnect the 4 knock sensor (KS) electrical

connectors.




connectors.
connectors.
18. Reposition the engine wiring harness.
Remove the 4 bolts.
20. Disconnect the 2 vacuum lines.

22. Reposition both intake manifold plenum

chamber rear hoses.
23. Release the intake manifold plenum chamber.


25. Remove the fuel pump shield.
Remove the 3 bolts.
26. Using the pneumatic vacuum gun, vacuum foreign

material from the high-pressure fuel supply lines, the
fuel rails and the fuel injection pump.
For additional information, refer to: Fuel Injection
Component Cleaning (303-04C Fuel Charging and
Controls - TDV8 3.6L Diesel, General Procedures).

Remove and discard the 2 high-pressure fuel

supply lines.
Remove the 2 nuts.

Disconnect the low-pressure fuel return line.
29. Disconnect the fuel pressure control valve


connector.
31. Remove the fuel pump.
Release the low-pressure fuel supply line.
Remove the 3 bolts.

Remove the 2 bolts.
33. Disconnect the fuel return line from the fuel

injectors.
Remove and discard the 8 fuel return line

clips.

NOTE: Left-hand shown, right-hand similar.
Remove and discard the 8 high-pressure fuel

supply lines.
35. Remove the 2 fuel injector bolts.
36. Install the special tool studs.
37. CAUTION: Make sure the fuel injector remover

legs are correctly engaged to the fuel injector. Failure to
component.
Install the special tool remover legs to the studs.

38. Install the special tool locking plate to the
remover legs.
Rotate the special tool bolts evenly, in a

clockwise direction.
40. Remove the 7 remaining fuel injectors.

Remove both fuel rails.
Release the glow plug wiring harness.
Remove the 4 bolts.
Remove the 2 brackets.

Disconnect the EGR cooler coolant hoses.
Remove both EGR valve and cooler assemblies.
Remove the 8 bolts.
44. Remove the cylinder block coolant elbow and

hose assembly.
Disconnect the coolant hoses.
Remove the 5 bolts.


tight.


Rotate the crankshaft clockwise until the

crankshaft touches the crankshaft timing
pin.

55. Remove the vacuum pump cap.
Remove the 2 bolts.
56. Remove and discard both hydraulic timing

chain tensioners.
gears.
58. Remove the LH timing chain.

pin.
60. Remove the LH timing chain tensioner guides.

gears.
62. Remove the RH timing chain.

pin.
64. Remove the RH timing chain tensioner guides.
Installation
1. Install the RH timing chain tensioner guides.
Tighten the bolts.


3. Install the RH timing chain.



6. Install the vacuum pump cap.

7. Install the LH timing chain tensioner guides.
Tighten the bolts.


9. Install the LH timing chain.



12. Release the hydraulic timing chain tensioners.

13. CAUTION: Make sure that the crankshaft is still
touching the timing pin.
Tighten the LH camshaft sprocket and gears.

Nm (59 lb.ft).

further 80 degrees.



Nm (59 lb.ft).

further 80 degrees.


Remove the bolts.

18. CAUTION: Prime the oil pump with 20cc of
engine oil.
Install the oil pump.

special tool.

front seal.
Use the discarded crankshaft bolt with the special

tool.
23. Secure the oil pan.



27. CAUTION: Tighten the bolts in the

sequence shown.
Install the RH valve cover.

sequence shown.
Install the LH valve cover.
29. Install the cylinder block coolant elbow and hose

assembly.

Connect the coolant hoses.

30. Install the EGR valve and cooler assemblies.

Connect the EGR cooler coolant hoses.

32. Install both fuel rails.
Install the brackets.
33. CAUTIONS:
Do not disassemble the fuel injectors or clean the

nozzles, even with an ultrasonic cleaner. Always install new
fuel injectors when required.
Do not use tools to install the new fuel return line

clip. Failure to follow this instruction will result in damage
to the clip.
Install a new fuel injector clamp.
Install a new fuel return line clip.
34. CAUTION: Only tighten the bolts finger-tight at

this stage.
Install the fuel injector.

35. Install the remaining fuel injectors.
Apply loctite 572 to the fuel pump bolt threads.
Secure the fuel line.

38. Connect the fuel pressure control valve electrical
connector.
39. CAUTIONS:
line to keep the olives in contact with the fuel injectors and
the fuel rail cones while installing unions.

of the high-pressure fuel supply line and allow foreign
Only tighten the unions finger-tight at this stage.
Loosely install the new high-pressure fuel supply lines.

40. Secure the fuel injectors.

41. Secure the fuel rails.

42. Secure the high-pressure fuel supply lines.
Tighten the high-pressure fuel supply line unions in the

following sequence:

unions to 15 Nm (11 lb.ft).

unions to 30 Nm (22 lb.ft).

43. Secure the fuel line.
44. Secure the glow plug wiring harness.
45. CAUTION: Make sure the fuel return line clip is

correctly installed to the fuel injector before installing the
return line.
Connect the fuel return line to the fuel injectors.
Visually inspect the fuel return line O-ring seals for

damage.
Apply a light coating of petroleum jelly to the fuel

return line O-ring seals.
Connect the low-pressure fuel return line.

47. Install the fuel pump shield.
Secure the vacuum solenoid.
48. CAUTION: Make sure that the mating faces are

clean and free of foreign material.
Install the brake vacuum pump.


hoses.




Secure the locking tangs.

connector.



64. Connect the fuel injector electrical connectors.

65. Install the RH fuel line shield.
66. Install the LH fuel line shield.
Secure the fuel lines.

level.
Procedures).
Engine - TDV8 3.6L Diesel - Valve Cover LH
In-vehicle Repair
Special Tool(s)
303-1244
Removal
2. Remove the intake manifold plenum chamber.
For additional information, refer to: Intake Manifold
Plenum Chamber (303-01C Engine - TDV8 3.6L Diesel,
In-vehicle Repair).
3. Remove the LH bank fuel injectors.
For additional information, refer to: Fuel Injectors LH
(303-04C Fuel Charging and Controls - TDV8 3.6L Diesel,
4. Disconnect the intake manifold plenum
chamber tuning valve vacuum hose.

supply line.
Remove the nut.
6. Remove the fuel line support bracket.
Remove the nut.
7. Remove the valve cover.

Remove the intake manifold tuning valve.
Release the actuator rod.
Installation
1. Install the intake manifold tuning valve.
Secure the actuator rod.

sequence shown.
3. Install the fuel line support bracket.

Install the new high-pressure fuel rail supply line.


union at the fuel pump to 15 Nm (11 lb.ft).


union at the fuel pump to 30 Nm (22 lb.ft).

5. Connect the intake manifold plenum chamber tuning
valve vacuum hose.
6. Install the LH bank fuel injectors.
For additional information, refer to: Fuel Injectors LH
7. Install the intake manifold plenum chamber.
In-vehicle Repair).
Engine - TDV8 3.6L Diesel - Valve Cover RH
In-vehicle Repair
Special Tool(s)
303-1244
Removal
2. Remove the RH bank fuel injectors.
For additional information, refer to: Fuel Injectors RH
3. Reposition the intake manifold plenum chamber
rear hose.
Release the clips.

Remove the intake manifold plenum chamber

front hose.
Release from the clips.
Disconnect the intake manifold plenum chamber

tuning valve vacuum hose.
For additional information, refer to: Brake Vacuum Pump
- TDV8 3.6L Diesel (206-07 Power Brake Actuation,
7. Remove the valve cover.

Remove the intake manifold plenum chamber

tuning valve.
Release the actuator rod.
Installation
1. Install the intake manifold plenum chamber tuning
valve.
Secure the actuator rod.

sequence shown.

4. Connect the intake manifold plenum chamber tuning
valve vacuum hose.
5. Install the intake manifold plenum chamber front hose.

hose.

7. Install the RH bank fuel injectors.
For additional information, refer to: Fuel Injectors RH
Removal
Special Tool(s)
303-1242
Removal

safety stands.

Installation).
7. Remove the cooling fan shroud.
For additional information, refer to: Cooling Fan Shroud
(303-03C Engine Cooling - TDV8 3.6L Diesel, Removal
and Installation).
8. Remove the RH turbocharger intake tube.
Release the clip.
Remove the 2 bolts.
9. Remove the LH turbocharger intake tube.
Release the front differential breather line.
Release the vacuum hose.
Release the clip.
10. Remove the ECM.

For additional information, refer to: Engine Control
Module (ECM) (303-14C Electronic Engine Controls -
TDV8 3.6L Diesel, Removal and Installation).
11. Disconnect the engine wiring harness.

wall.

connector.
Remove the wiper motor support bracket bolt.
Remove the 3 bolts.
Remove the 2 nuts.

Disconnect the A/C refrigerant lines.
Remove the 2 bolts.
14. Disconnect the 3 coolant hoses from the

thermostat housing.
15. Disconnect the 2 heater coolant hoses.


clockwise.
17. Release the power steering pump and tie

aside
Remove the 4 bolts.


compressor.
Remove the bolt.

19. Release the A/C line clip.
Remove the bolt.
20. Disconnect the charge air cooler LH inlet hose.
Release the clip.
21. Disconnect the charge air cooler RH inlet

hose.
Release the clip.
22. Disconnect the coolant hose.
Release the clip.

24. Disconnect the fuel cooler coolant hose.
25. Disconnect the air suspension solenoid vacuum

hose.
26. Disconnect the engine earth strap.
Remove the bolt.

engine mount bracket.
28. Disconnect the brake booster vacuum line
from the brake vacuum pump.
Disconnect the vacuum lines.
29. Reposition the generator.
Remove the 3 bolts.
Reposition the rubber insulator.
Remove the nut.
Disconnect the generator harness.
Release the exhaust system from the

turbochargers.
Remove the 6 bolts.

32. With assistance, support the exhaust system
and unhook the hangers.
Remove the 2 nuts.
Release the 2 exhaust hangers.
34. RH front: Release the anti-lock brake sensor.
Remove the bolt.

35. RH front: Release the brake caliper.
Tie aside.
36. RH front: Release the air suspension spring

from the hub assembly.
Remove and discard the 2 nuts and bolts.
37. RH front: With assistance, remove the

halfshaft and hub assembly.
Using the special tools, remove and discard the

halfshaft oil seal.

For additional information, refer to: Axle Assembly -
TDV8 3.6L Diesel, LHD AWD (205-03 Front Drive
Installation).
Remove the nut.
42. Release the LH engine mount.
Remove the bolt.

Rotate the crankshaft to access the 4 bolts.
Remove the 3 bolts.
45. Release the engine wiring harness from the

engine lifting bracket.
Remove the bolt.

47. Support the transmission.
48. Support the transfer case.
49. Remove the 14 transmission bolts.
50. CAUTIONS:
Make sure the engine does not damage the

brake lines.
Make sure the torque converter remains

connected to the transmission.
With assistance, carefully remove the engine.
Raise the front of the engine to aid removal.
Disassembly
Special Tool(s)
303-1236
303-1238
303-1243
Disassembly

safety stands.

Procedures).
Remove the air conditioning (A/C) compressor

low-pressure refrigerant line.
Remove the 3 bolts.
Remove the bracket.
7. Disconnect the A/C compressor electrical

connector.
8. Remove the A/C compressor rear bolt.
9. Remove the A/C compressor and support

bracket.
Remove the 2 bolts.

Remove the LH turbocharger intake tube.
Remove the bolt.

Remove the charge air cooler LH intake pipe.
Remove the bolt.
Release the clip.
Remove the 3 bolts.
Remove the 3 bolts.

14. Remove the engine oil filler cap.
15. Remove the heater lines.
Remove the 2 nuts.
Remove the bolt.
Remove the 4 bolts.

Remove the charge air cooler RH intake pipe.
Remove the bolt.
Release the clip.

18. Remove the breather line.
Remove the 2 bolts.

Remove the RH turbocharger intake tube.
Remove the nut.
20. Remove the RH turbocharger intake tube

bracket.
Remove the bolt.
Remove the 3 bolts.

22. Remove the halfshaft support bearing
housing.
Remove the 4 bolts.
23. Remove the charge air cooler LH outlet hose.
Release the clip.
24. Remove the charge air cooler RH outlet hose.
Release the clip.
Remove the 2 bolts.

26. Remove the radiator upper hose.
27. Remove the radiator lower hose support

bracket.
Remove the nut.
28. NOTE: The bolt and spacer will remain captive

to the accessory drive belt idler pulley.
Remove the coolant pump pulley and the

accessory drive belt idler pulleys.
Remove and discard the 3 access covers.
Remove the 6 bolts.
Remove the 2 bolts.

30. Remove the generator mounting bracket.
Remove the 2 bolts.
Drain the coolant.
Remove the drain plugs.
Apply loctite 572 to the drain plug threads.
Install the drain plugs and tighten to 18 Nm

(13 lb.ft).

32. Remove the LH engine mount bracket.
Remove the 4 bolts.

connector.
34. Release the LH turbocharger oil return tube.
Remove the 2 bolts.
35. Remove the LH exhaust gas recirculation

(EGR) valve inlet tube.
Remove the 5 bolts.
Remove the 4 bolts.

38. Remove the LH exhaust manifold and

turbocharger assembly.
39. Release the oil pick-up pipe.
Remove the 3 bolts.

40. Remove the oil pick-up pipe.
Remove the nut.
Release the clip.
Remove the 4 bolts.

connector.
43. Release the RH turbocharger oil return tube.
Remove the 3 bolts.

44. Remove the RH EGR valve inlet tube.
Remove the 6 bolts.
Remove the RH EGR valve inlet tube

heatshield.
Remove the 3 bolts.
Remove the 2 bolts.


48. Remove the RH exhaust manifold and

Remove the oil level indicator and tube.
Remove the stud.
Release the 2 fuel lines.
Remove the 7 nuts.

Remove the 7 nuts.
Disconnect the 8 fuel injector electrical

connectors.
53. Disconnect the knock sensor (KS) electrical

connectors.
54. Disconnect the glow plug electrical

connectors.




connectors.
60. Disconnect the fuel pressure control valve


connector.

connectors.
Release the locking tangs.

63. Disconnect the engine coolant temperature
(ECT) sensor electrical connector.
64. Disconnect the air suspension solenoid


66. Disconnect the vacuum solenoid electrical

connectors.
67. Disconnect the crankshaft position (CKP)

69. Remove the engine wiring harness.
Release the clips.

Remove the 4 bolts.
Remove the 4 bolts.

72. Reposition the intake manifold plenum
chamber rear hoses.
Release the clips.
73. Release the fuel temperature sensor.
74. Disconnect the vacuum lines.

Release the clips.

Remove the 2 bolts.
Remove the 3 bolts.
Remove the 3 bolts.

Disconnect the low-pressure fuel return line.

Remove and discard the high-pressure fuel

supply lines.
Remove the 2 bolts.
82. Remove the fuel pump.
Release the low-pressure fuel supply line.
Remove the 3 bolts.

injectors.

clips.


supply lines.

component.

remover legs.
Rotate the special tool bolts evenly, in a

clockwise direction.
90. Remove the remaining fuel injectors.

Remove the fuel rails.
Remove the 4 bolts.
Remove the brackets.

Disconnect the EGR cooler coolant hoses.

Remove the EGR valve and cooler assemblies.
Remove the 8 bolts.
94. NOTE: Some fluid spillage is inevitable during

this operation.

spillage.
Remove the 4 bolts.

tight.


Remove the turbocharger oil supply line.
Remove the 3 bolts.
Release the vacuum and fuel return lines.
Release the fuel return line from the valve

covers.
Disconnect the vacuum hose.

Remove the vacuum and fuel return lines.
Disconnect the fuel return line from the fuel

cooler.
101. Remove the vacuum solenoids and lines.
Remove the 4 bolts.
102. Remove the breather line.
Remove the bolt.
Collect the spacer.
103. Remove the cylinder block coolant elbow and

hose assembly.
Disconnect the coolant hoses.
Remove the 5 bolts.

105. Remove the CMP sensor.
Remove the bolt.
106. NOTE: CKP sensor blanking cover shown

removed for clarity.
NOTE: The CKP sensor bolt should not be

removed from the CKP sensor.
Remove the CKP sensor.
Fully loosen the bolt.

108. Remove the oil filter housing.
109. Remove the knock sensors (KS).
Remove the bolts.

Rotate the crankshaft clockwise until the

crankshaft touches the crankshaft timing
pin.

117. Remove and discard both hydraulic timing

chain tensioners.

gears.

119. Remove the LH timing chain.

pin.
121. Remove the LH timing chain tensioner

guides.
Remove the bolts.

123. Remove the camshaft bearing caps.
124. Remove the LH camshafts.
125. Remove the hydraulic adjuster and rocker

assemblies.
126. CAUTION: The cylinder head must not

be placed mating face down. Failure to follow this
Remove the LH cylinder head assembly.

127. Remove the vacuum pump cap.
Remove the 2 bolts.

gears.
Remove the vacuum pump drive gear.
129. Remove the RH timing chain.
130. Remove the engine lifting eye bracket.
Remove the 4 bolts.

pin.

132. Remove the RH timing chain tensioner
guides.
134. Remove the camshaft bearing caps.
135. Remove the RH camshafts.

136. Remove the hydraulic adjuster and rocker
assemblies.
137. CAUTION: The cylinder head must not

be placed mating face down. Failure to follow this
Remove the RH cylinder head assembly.
Assembly
Special Tool(s)
303-1236
303-1239
303-1238
303-1243
303-1244
303-1122
303-1121
Assembly
Install a new RH cylinder head gasket.

3. CAUTIONS:
Tighten the bolts in the sequence shown.
Use care when installing the cylinder head. Damage

to the cylinder block, cylinder head or cylinder head gasket
may result.
Make sure that new cylinder head bolts are installed.
NOTE: Make sure the cylinder head is installed in its

original position.
NOTE: No additional lubrication to the cylinder head bolts

is required.
Install the RH cylinder head assembly.
Stage 1: Tighten the M13 bolts to 20 Nm (15 lb.ft).
Stage 4: Tighten the M13 bolts a further 180 degrees.
4. NOTE: Make sure that all the components are clean.
NOTE: Lubricate the hydraulic adjuster and rocker

assemblies with clean engine oil.
Install the hydraulic adjuster and rocker assemblies.

Install the RH camshafts.

shown.
NOTE: Make sure that all the components are clean.
Install the camshaft bearing caps.
Lubricate the component mating faces with clean

engine oil.

9. Install the RH timing chain tensioner guides.
Tighten the bolts.


11. Install the engine lifting eye bracket.
Tighten the bolts.

12. Install the RH timing chain.
Install the brake vacuum pump drive gear.


15. Install the vacuum pump cap.

Install a new LH cylinder head gasket.

17. Check cylinder head face for distortion, across the
center and from corner to corner.
18. CAUTIONS:
Tighten the bolts in the sequence shown.
Use care when installing the cylinder head. Damage

to the cylinder block, cylinder head or cylinder head gasket
may result.
Make sure that new cylinder head bolts are installed.
NOTE: Make sure the cylinder head is installed in its

original position.
NOTE: No additional lubrication to the cylinder head bolts

is required.
Install the LH cylinder head assembly.

Stage 4: Tighten the M13 bolts a further 180 degrees.
NOTE: Lubricate the hydraulic adjuster and rocker

assemblies with clean engine oil.
Install the hydraulic adjuster and rocker assemblies.

Install the LH camshafts.

shown.
NOTE: Make sure that all the components are clean.
Install the camshaft bearing caps.


22. Using the special tool, rotate the camshafts
and hold in the 12 o'clock position.
24. Install the LH timing chain tensioner guides.
Tighten the bolts.


26. Install the LH timing chain.



29. Release the hydraulic timing chain tensioners.

30. CAUTION: Make sure that the crankshaft is still
touching the timing pin.
Tighten the LH camshaft sprocket and gears.

Nm (59 lb.ft).

further 80 degrees.



Nm (59 lb.ft).

further 80 degrees.


35. CAUTION: Prime the oil pump with 20cc of

engine oil.
Install the oil pump.

special tool.

front seal.
Use the discarded crankshaft bolt with the special

tool.
40. Secure the oil pan.

sequence shown.
Install the RH valve cover.

sequence shown.
Install the LH valve cover.
43. Install the KS.


46. CAUTION: Install the CKP sensor correctly into

the housing. Failure to follow this instruction may result in
damage to the CKP sensor.
Install the CKP sensor.

Tighten the bolt.


49. Install the cylinder block coolant elbow and hose
assembly.
Connect the coolant hoses.

50. Install the breather line.
Install the spacer.

51. Install the vacuum solenoids and lines.

Install the vacuum and fuel return lines.
Connect the fuel return line to the fuel cooler.
Secure the fuel return line to the valve covers.
Connect the vacuum lines.

Install the fuel cooler fuel return line.

Install the turbocharger oil supply line.

56. CAUTION: Make sure that the washer is installed

between the nose of the crankshaft and the crankshaft
pulley.
Install the crankshaft pulley.

Stage 2: Tighten a further 90 degrees.


59. Install the EGR valve and cooler assemblies.


this stage.
Install both fuel rails.
Install the brackets.
62. CAUTIONS:


to the clip.

this stage.


66. CAUTIONS:

line to keep the olives in contact with the fuel injectors and
the fuel rail cones while installing unions.

of the high-pressure fuel supply line and allow foreign
Only tighten the unions finger-tight at this stage.
Loosely install the new high-pressure fuel supply lines.

67. Secure the fuel injectors.

68. Secure the fuel rails.

69. Secure the high-pressure fuel supply lines.
Tighten the high-pressure fuel supply line unions in the

following sequence:

unions at the fuel rails to 15 Nm (11 lb.ft).

unions at the fuel injectors and fuel pump to 15
Nm (11 lb.ft).

unions at the fuel injectors and fuel pump to 30
Nm (22 lb.ft).


return line.
Visually inspect the fuel return line O-ring seals for

damage.
Apply a light coating of petroleum jelly to the fuel

return line O-ring seals.
Connect the low-pressure fuel return line.



Install the brake vacuum pump.


79. Secure the fuel temperature sensor.
hoses.



83. Install the engine wiring harness.

connector.
85. Connect the CKP sensor electrical connector.
86. Connect the vacuum solenoid electrical connectors.
88. Connect the air suspension solenoid electrical
connector.
Secure the locking tangs.

91. Connect the fuel pressure control valve electrical
connector.
connector.






Install the oil level indicator and tube.
Tighten the stud to 10 Nm (7 lb.ft).

104. NOTE: Only carry out the following step if a new
exhaust manifold is to be installed.

stud number 8.
105. Install the RH exhaust manifold and turbocharger
assembly.
Loosely install the exhaust manifold nuts.

the vehicle.
Install the bolts.
107. CAUTION: To make sure that the

exhaust manifold and turbocharger assembly is
correctly installed and the exhaust manifold nuts
are correctly torqued, it is critical that the
tightening torque is checked 2 further times after
the initial torque has been applied.
Secure the RH exhaust manifold and


lb.ft).





110. Install the RH EGR valve inlet tube.
Install the RH EGR valve inlet tube heatshield.

111. Secure the RH turbocharger oil return tube.


114. Install the oil pick-up pipe.


exhaust manifold is to be installed.

stud number 8.
117. Install the LH exhaust manifold and turbocharger
assembly.
Loosely install the exhaust manifold nuts.

the vehicle.
Install the bolts.

119. CAUTION: To make sure that the
exhaust manifold and turbocharger assembly is
correctly installed and the exhaust manifold nuts
are correctly torqued, it is critical that the
tightening torque is checked 2 further times after
the initial torque has been applied.
Secure the LH exhaust manifold and


lb.ft).




121. Connect the LH turbocharger oil supply pipe.

122. Install the LH EGR valve inlet tube.

123. Secure the LH turbocharger oil return tube.

125. Install the LH engine mount bracket.

126. Install the generator mounting bracket.


128. Install the coolant pump pulley and accessory drive
belt idler pulleys.
Tighten the 65 mm idler pulleys to 48 Nm (35 lb.ft).
Tighten the 80 mm idler pulley to 80 Nm (59 lb.ft).
Install new access covers.
Tighten the coolant pump pulley bolts to 25 Nm (18

lb.ft).
129. Install the radiator lower hose support bracket.

130. Install the radiator upper hose.

131. Install the charge air cooler LH outlet hose.
Tighten the clip to 5 Nm (3.7 lb.ft).

132. Install the charge air cooler RH outlet hose.

Tighten the bolts.



136. Install the RH turbocharger intake tube bracket.

Install the RH turbocharger intake tube.

138. Install the breather line.

Install the charge air cooler RH intake pipe.

Tighten the bolts.

141. Install the heater lines.
Tighten the bolt.
Tighten the nuts.

142. Install the engine oil filler cap.



Install the charge air cooler LH intake pipe.

Install the LH turbocharger intake tube.

147. Install the A/C compressor and support bracket.

148. Install the A/C compressor rear bolt.

149. Tighten the A/C compressor front bolts to 23 Nm (17
lb.ft).
150. Connect the A/C compressor electrical connector.
Install the A/C compressor low-pressure refrigerant line.

154. Fill the engine with the recommended oil to the
correct level.
Procedures).
Installation
Special Tool(s)
303-1242
Installation
1. Install 4 studs to aid engine to transmission alignment.
2. CAUTIONS:
Make sure the engine does not damage the brake

lines.
Apply grease of the correct specification to the torque

converter spigot.
Make sure the torque converter is fully located into

the oil pump drive.
With assistance, carefully install the engine.
3. CAUTION: Make sure the torque converter remains

connected to the transmission.
Secure the engine to the transmission.
Remove the engine to transmission alignment studs.

5. Attach the flexplate to the torque converter.
Make sure the torque converter is free to rotate.
Rotate the torque converter to align with the flexplate

bolt holes.


7. Secure the RH engine mount.

Installation).
TDV8 3.6L Diesel, LHD AWD (205-03 Front Drive
10. Using the special tools, install a new halfshaft oil seal.
The halfshaft oil seal protector must be left in place,

until the halfshaft is fully installed.
11. RH front: With assistance, install the halfshaft and hub
assembly.
12. RH front: Attach the air suspension spring to the hub
assembly.
Install new nuts and bolts and tighten to 250 Nm (184

lb.ft).
13. RH front: Attach the brake caliper.
Stage 1:Tighten the new bolts to 65 Nm (48 lb.ft).
Stage 2: Tighten the bolts a further 90 degrees.

14. RH front: Secure the anti-lock brake sensor.

Attach the rear exhaust hangers.

16. With assistance, attach the front exhaust hangers.

clean and free of corrosion and foreign material.
Secure the LH and RH catalytic converters to the

turbochargers.


19. Connect the generator harness.

sequence shown.
Reposition the generator.

22. Secure the battery positive cable to the engine mount
bracket.
23. Connect the engine earth strap.
24. Connect the air suspension solenoid vacuum hose.
25. Connect the fuel cooler coolant hose.

27. Connect the coolant hose.
28. Connect the charge air cooler RH inlet hose.

29. Connect the charge air cooler LH inlet hose.

30. Secure the A/C line clip.
Tighten the bolt.


32. Secure the power steering pump.
Remove and discard the tie-strap.

Rotate the accessory drive belt tensioner clockwise.

34. Connect the 2 heater coolant hoses.
35. Connect the coolant hoses to the thermostat housing.

36. NOTE: Lubricate the O-ring seals with clean refrigerant
oil.
Connect the A/C refrigerant lines.

Tighten the nuts.
Tighten the bolts.

38. Connect the engine wiring harness.
Secure the grommet.

39. Install the ECM.
For additional information, refer to: Engine Control
Module (ECM) (303-14C Electronic Engine Controls -
40. Install the LH turbocharger intake tube.
Tighten the clip.
Secure the vacuum hose.
Secure the front differential breather line.

41. Install the RH turbocharger intake tube.
Tighten the clip.
Tighten the bolts.

42. Install the cooling fan shroud.
and Installation).
Installation).
Published: 05-Jul-2011
Engine Cooling - TDV8 3.6L Diesel -
Fluids
Item Specification
Havoline Extended Life Coolant (XLC) or any ethylene glycol based
* Anti-freeze anti-freeze containing no methanol with only Organic Acid
Technology (OAT) corrosion inhibitors
Anti-freeze concentration - Will provide
50%
frost protection to -40C (-40F)
Specific gravity of coolant at 20C
(68F), to protect against frost down to - 1.068
40C (-40F)
Amount of anti-freeze to use for 50%
4.1 litres (7.2 pints) (4.3 US quarts)
concentration
CAUTION: No other anti-freeze should be used with Havoline Extended Life Coolant.
Capacity
Item Capacity
Cooling system - from dry 11.2 litres (19.7 pints) (11.8 US quarts)
Cooling system - re-fill 8.2 litres (14.4 pints) (8.6 US quarts)
Item Specification
Cooling system type Pressurised, thermostatically controlled with remote header tank
Radiator Cross flow with integral transmission fluid cooler
Expansion tank Remote - fitted with a bleed screw and low coolant level sensor
Pressure cap rating 110 kPa (1.1 bar) (16 lbf/in)
Thermostat:
Starts to open 88 C (190 F)
Fully open 95 C (203 F)
Cooling fan Engine driven, viscous coupled with electronic control
Cooling fan diameter 500 mm (19.7 in)
Direction of rotation Clockwise when viewed from front of engine
Coolant pump Centrifugal flow impellor, belt driven from crankshaft
Cooling fan to viscous coupling bolts 10 7
* Cooling fan assembly 65 48
Thermostat housing bolts 10 7
Expansion tank bolts 10 7
Power steering fluid reservoir bolts 10 7
Coolant bleed screw(s) 3 2
* Note: Left-hand thread
Engine Cooling - TDV8 3.6L Diesel - Engine Cooling
COMPONENT LOCATION
1 - Auxiliary engine cooler duct
2 - Auxiliary engine coolant cooler
3 - Degas tank
4 - Degas tank cap
5 - Cooling fan shroud
6 - Intercooler
7 - Fuel coolant cooler
8 - Power steering oil cooler
9 - Condenser
10 - Radiator
11 - Cooling fan and motor assembly
OVERVIEW
The pressurized cooling system employed allows coolant to circulate around the engine and the heater circuit
while the thermostat main valve is closed. The primary function of the cooling system is to maintain the engine
within an optimum temperature range under changing ambient and engine operating conditions. Secondary
functions are to provide:
optimized cabin heating during the engine warm-up phase
full automatic transmission fluid temperature control (including heating)
low temperature fuel cooling via a dedicated low temperature sub-cooler
Enhanced Exhaust Gas Recirculation (EGR) cooling via supply of low temperature coolant from the radiator
outlet
During the initial engine warm-up, when the main thermostat is closed, warm coolant is directed to the
ancillary heat exchangers:
Cabin heater
Engine oil heat exchanger
Automatic transmission fluid heat exchanger (limited flow at low engine speeds)
The main engine thermostat is of a pressure relief design. The prime function of this thermostat is to use the
heater and ancillary circuit as the only radiator by-pass while the thermostat is closed.
The pressure relief thermostat gradually opens the main radiator by-pass circuit at engine speeds above
1500rpm. This system ensures that the maximum available coolant flow is directed to the heater and ancillary
heat exchangers during warm-up without affecting the durability of the engine. By using this type of
thermostat there is enough heater flow for all conditions without the need for a dedicated electric water pump.
ENGINE COOLING SYSTEM
The coolant is circulated at up to 400 liters per minute by a coolant pump mounted on the front of the engine
and driven by an ancillary drive 'polyvee' belt. The coolant pump circulates coolant through the cylinder block
and cylinder heads via a chamber located in the 'vee' of the engine. Having passed through the engine the
coolant returns to the thermostat housing. The coolant then progresses down the 'top hose' to the heater pipe.
The heater pipes lead to the bulkhead and return to the engine side of the thermostat.
A - Coolant inlet connection
B - LH coolant cylinder head inlet connection
C - Radiator top hose connection
D - Radiator bottom hose connection
E - RH coolant cylinder head inlet connection
F - Heater feed hose connection
G - EGR cooling feed hose connection
1 - Elbow
2 - EGR thermostat wax motor
3 - O-ring seal
4 - EGR thermostat housing
5 - Thermostat housing upper moulding
7 - Thermostat
8 - Seal
9 - Coolant spigot housing
10 - Bolt, 4 off
The engine contains a conventional wax thermostat, which is positioned such that the wax's temperature is
controlled by the bypass coolant. The thermostat housing also contains a sprung loaded valve, which limits the
amount of coolant using the bypass. At low engine speeds most coolant is diverted through the heater. At
higher engine speeds the bypass opens to protect the heater matrix from to higher pressures and flow rates.
This means the engine can run with minimal coolant flowing through the bypass at low engine speeds, to
improve heater performance.
The radiator is a vertical flow-type with an aluminium matrix and has a drain tap on the bottom left-hand rear
face. The lower radiator mountings are located part way up the module frame. The mountings are fitted with
rubber bushes, which sit on plastic mounts clipped into the chassis rails. The top of the radiator is located in
rubber bushes secured by brackets fitted to the bonnet locking platform.
The coolant degas tank is fitted behind the Right Hand (RH) side headlight of the RH in the engine
compartment. The tank allows for system filling and any air trapped in the coolant to be removed.
The liquid cooled transmission oil cooler is mounted to the fan cowl. It is fed coolant from the sub-cooled
section of the radiator, which is controlled by the oil cooler mixer valve.
The oil cooler mixer valve is a 2 stage valve, which controls the heating and cooling of the transmission oil. The
operation of the first stage is to warm up oil from cold to improve emissions and driveability. The second stage
is fully operational once the coolant temperature reaches 91C (196F) and allows cooling of the oil (starts to
open at 84C (183F)).
For additional airflow through the radiator matrix, particularly when the vehicle is stationary or slow moving,
there is an engine driven electro-viscous unit. This unit functions as a normal viscous fan, but with electronic
control over the level of engagement of the viscous clutch. The Engine Control Module (ECM), which
determines the required fan speed, controls the level of clutch engagement. The ECM determines engagement
based on the coolant, ambient and transmission oil temperatures and Air Conditioning (AC) system pressure.
The fan is mounted using a Left Hand (LH) thread.
The viscous fan unit is electronically controlled by the ECM to optimise fan speed for all operating conditions.
NOTE: If the electrical connections to the viscous fan are disconnected the fan will 'idle' and overheating may
result. The ECM stores the appropriate fault codes in this case. A 'check engine light' will also be displayed in
the instrument cluster.
Due to package constraints an auxiliary radiator is required to maintain acceptable coolant temperatures under
arduous driving conditions such as high-load and high ambient temperatures. This radiator is located in the in
the RH wheel arch area, with cooling airflow supplied by a dedicated aperture in the front bumper. The
auxiliary radiator is connected in parallel with the main radiator, with the coolant flow being controlled by the
main engine thermostat.
An air to air intercooler is located behind the AC condenser, but in front of the main radiator. This reduces the
charge air temperature (post turbocharger compressor) by up to 130C (266F) before entering the engine.
The intercooler has 2 separate air paths for the LH and RH cylinder banks.
ENGINE COOLING SYSTEM OPERATION

1 - Engine coolant pump
2 - Radiator top hose
3 - Hose, fuel cooler return
4 - Hose, radiator top hose to degas tank
6 - Hose, engine coolant return
7 - Oil filter and oil/fuel cooler assembly
8 - Hose, Exhaust Gas Recirculation (EGR) cooler inlet
9 - Hose, engine oil cooler outlet
10 - RH EGR cooler
11 - Coolant hose connection assembly
12 - LH EGR cooler
13 - Transmission oil cooler pipes
14 - Hose, engine coolant inlet
15 - Transmission oil cooler
16 - Hose, fuel cooler inlet
17 - Hose, engine bleed
After the initial warm-up phase is complete (coolant temperature between 40C (104F) and 70C (158F),
depending on ambient temperature), the EGR mixer valve begins to blend cold water from the radiator outlet.
This has the effect of reducing the temperature of the coolant supplied by to the EGR coolers, thus improving
their effectiveness and reducing the emissions of Nitrogen Oxides (NOx). The flow rate of this coolant is
controlled by a thermostatic valve located in each EGR cooler exit and ensures that maximum EGR cooling is
delivered without compromising engine warm-up or cabin heater performance.
As the temperature and pressure increases the bypass valve is forced open allowing coolant to circulate
through the bypass valve. When the temperature reaches 88C (190F) the main engine thermostat and
transmission oil cooler mixer thermostat begin to open allowing coolant to circulate through the main radiator.
As the thermostat progressively opens (fully open at 95C (203F)), the bypass valve progressively closes
forcing any coolant through the heater or radiator.
Coolant flows through the radiator from the top RH tank to the bottom LH tank and is cooled by air passing
through the matrix. A small flow of coolant from the radiator and the top of the engine is directed to the degas
tank where any trapped air is separated.
In arduous driving conditions such as towing and/or in high ambient temperatures the radiator sub-cooled
section and dedicated fuel sub-cooler radiator supply low temperature coolant to the oil/fuel coolers. This
enables sufficient heat exchange into the coolant from these systems to maintain the fluid temperatures within
their required limits.
The temperature of the cooling system is monitored by the ECM via the Engine Coolant temperature (ECT)
sensor located in the coolant housing. The ECM uses signals from this sensor to control the cooling fan
operation.
Regulation of the coolant temperature is achieved via engagement of the electro-viscous fan assembly. This is
controlled by a Pulse Width Modulated (PWM) signal with a duty cycle of between 0 and 100%, provided by the
ECM and derived from inputs based on:
Coolant temperature
Ambient air temperature
Engine inlet air temperature
Air Conditioning (AC) system pressure
AC switch operation
Transmission oil temperature
Fan speed control is variable; however, because the fan is driven directly from the engine, the maximum fan
speed available is tied to engine speed. At high engine speeds the fan is progressively disengaged to protect
the clutch unit. This system provides very high levels of fan power, up to 5 kilo Watts (kW), with enhanced
noise and fuel economy benefits compared to mechanically controlled viscous fans.
The speed of the cooling fan is also influenced by vehicle road speed. The ECM adjusts the speed of the cooling
fans, to compensate for the ram effect of vehicle speed, using the Controller Area Network (CAN) road speed
signal received from the Anti-lock Braking System (ABS) module.
For additional information, refer to: Air Conditioning (412-03A Air Conditioning, Description and Operation).
Engine Cooling - TDV8 3.6L Diesel - Engine Cooling

Visual inspection
Fuses
Coolant leaks
- Fuse 7E, engine compartment
Coolant Hoses
Harnesses
Coolant expansion tank
Loose or corroded connector(s)
Radiator
Engine coolant temperature (ECT) sensor
Heater core
Engine oil temperature (EOT) sensor
Accessory drive belt
Viscous fan solenoid
Viscous fan
E-Box fan
Make sure that all DTCs are cleared following rectification
Symptom chart

Hoses
Hose connections
Radiator
Water pump
Carry out a visual inspection. If there are no obvious leaks, carry
Coolant loss out a pressure test using your workshop tester. Rectify as
Heater core necessary.
Gaskets
Engine casting cracks
Engine block core

plugs
Low/Contaminated
coolant
Thermostat
Check the coolant level and condition. Carry out a pressure test
using your workshop tester. Rectify as necessary. Check the
Overheating Viscous fan thermostat and rectify as necessary. Check the viscous fan
operation, make sure the viscous fan rotates freely. Check for
obstructions to the air flow over the radiator. Rectify as necessary.
ECT sensor
Restricted air flow

over the radiator
Thermostat
Viscous fan
Engine not
Check the thermostat operation. Check the viscous fan operation,
reaching normal Thermostat
make sure the viscous fan is not seized. Rectify as necessary.
temperature
Electric fan
Fan speed module
DTC index


Check the ECT sensor and circuits. Refer to the
ECT sensor electrical guides. With the engine cold, read the
circuit: coolant temperature sensor using a datalogger
Engine coolant temperature intermitten function and start the engine. Record the value and
(ECT) sensor circuit t high allow the engine to idle for 20 minutes. After 20
P011626 range/performance - signal resistance minutes, recheck the value. If the value has not
rate of change below increased by more than 10 C, install a new sensor.
threshold REFER to: Engine Coolant Temperature (ECT)
ECT sensor Sensor (303-14C Electronic Engine Controls - TDV8
fault 3.6L Diesel, Removal and Installation).
Clear the DTCs and test for normal operation.
ECT sensor electrical guides. Measure the resistance of the
circuit: sensor. Nominal resistance at 20 C (68 F) should
Engine coolant temperature short be between 35.47 and 39.21 Kohms. If the
(ECT) sensor circuit low circuit to resistance is outside this range, install a new
P011716 ground
input - voltage below sensor.
ECT sensor electrical guides. Measure the resistance of the
circuit: sensor. Nominal resistance at 20 C (68 F) should
Engine coolant temperature short be between 35.47 and 39.21 Kohms. If the
(ECT) sensor circuit high circuit to resistance is outside this range, install a new
P011817 power
input - voltage above sensor.
electrical guides. Start the engine and allow to
ECT sensor warm up. Read the coolant temperature using a
circuit: datalogger function and record the value. Increase
Engine coolant temperature intermitten the engine speed to 2,000 rpm and recheck the
(ECT) sensor circuit t high value after two minutes at this engine speed. If the
P011927 intermittent/erratic - signal resistance value has increased faster than 5 C per second,
rate of change above
install a new sensor.
threshold
ECT sensor REFER to: Engine Coolant Temperature (ECT)
fault Sensor (303-14C Electronic Engine Controls - TDV8
3.6L Diesel, Removal and Installation).
Engine oil temperature (EOT) EOT sensor Check the EOT sensor and circuits. Refer to the
P019626
sensor circuit circuit: electrical guides. From cold, start the engine and
range/performance- signal intermitten check the oil temperature using a datalogger
rate of change below t high function. Allow the engine to idle for ten minutes
threshold resistance and recheck the oil temperature. If the value has
not increased by more than 5 C in this time, install
a new sensor. Clear the DTCs and test for normal
EOT sensor
operation.
fault
EOT sensor
circuit:
short
Engine oil temperature (EOT) circuit to Check the EOT sensor and circuits. Refer to the
P019716 sensor circuit low input - ground electrical guides. Rectify as necessary.
voltage below threshold
EOT sensor
fault
EOT sensor
circuit:
short
Engine oil temperature (EOT) circuit to Check the EOT sensor and circuits. Refer to the
P019817 sensor circuit high input - power electrical guides. Rectify as necessary.
voltage above threshold
EOT sensor
fault
EOT sensor Check the EOT sensor and circuits. Refer to the
circuit: electrical guides. Start the engine and allow to idle.
Engine oil temperature (EOT) intermitten Check the oil temperature using a datalogger
sensor circuit intermittent - t high function. Increase the engine speed to 2,000 rpm
P019927 resistance
signal rate of change above and recheck the value after two minutes at this
threshold engine speed. If the value has increased by more
EOT sensor than 40 C per second, install a new sensor. Clear
fault the DTCs and test for normal operation.
Cooling fan
control
circuit:
short
P048011 Fan 1 control circuit circuit to
ground
Cooling fan
fault
Cooling fan
control Check the cooling fan and circuits. Refer to the
circuit: electrical guides. Rectify as necessary. Clear the
short DTCs and test for normal operation.
P048012 Fan 1 control circuit circuit to
power
Cooling fan
fault
Cooling fan
control
P048013 Fan 1 control circuit circuit:
high
resistance
Cooling fan
control
circuit:
short
circuit to Check the cooling fan and circuits. Refer to the
ground electrical guides. Rectify as necessary. Clear the
P048300 Fan rationality check DTCs and test for normal operation. Check the PWM
signal, check the motor for sticking. Rectify as
Cooling fan necessary.
control
circuit:
short
circuit to
power
Cooling fan
control
circuit:
high
resistance
Cooling fan
fault
Fan circuit:
short
circuit to
ground
Fan circuit:
Fan speed sensor circuit short
range/performance - signal circuit to
P052721
amplitude less than power
minimum
Fan circuit:
high
resistance
Fan fault
Fan circuit: Check the fan and circuits, including the PWM signal
short circuit. Refer to the electrical guides. Check the
circuit to motor for sticking. Rectify as necessary. Clear the
ground DTCs and test for normal operation.
Fan circuit:
Fan speed sensor circuit short
range/performance - signal circuit to
P052722
amplitude greater than power
maximum
Fan circuit:
high
resistance
Fan fault
Fan speed sensor circuit Sensor signal
range/performance - signal gradient
P052727
rate of change above not
threshold plausible
Viscous fan
control
circuit:
high
Viscous fan control circuit resistance
P069311
low - circuit open
Viscous fan
solenoid
fault
Check the viscous fan solenoid and circuits. Refer to
Viscous fan
the electrical guides. Rectify as necessary. Clear the
control
circuit:
short
Viscous fan control circuit circuit to
P069313 ground
low - circuit short to ground
Viscous fan
solenoid
fault
P069412 Viscous fan control circuit Viscous fan
high - circuit short to battery control
circuit:
short
circuit to
power
Viscous fan
solenoid
fault
E-Box fan
circuit:
short
circuit to
ground
E-Box fan
circuit:
short Check the E-Box fan and circuits. Refer to the
E-Box cooling fan circuit to electrical guides. Rectify as necessary. Clear the
P150F68 performance - event power DTCs and test for normal operation. Refer to the
information warranty policy and procedures manual if a module
is suspect.
E-Box fan
circuit:
high
resistance
E-Box fan fault
ECM fault
Engine Cooling - TDV8 3.6L Diesel - Cooling System Partial
Draining, Filling and Bleeding
General Procedures
CAUTIONS:
The engine cooling system must be maintained with the correct concentration and type of anti-freeze
solution to prevent corrosion and frost damage. Failure to follow this instruction may result in damage to the
engine
Engine coolant will damage the paint finished surfaces. If spilt, immediately remove the coolant and
clean the area with water.

safety stands.

2. Set the heater controls to HOT.

is hot.

5. Loosen the coolant expansion tank bleed screw.

Installation).
7. Drain the coolant from the radiator.
Attach a hose to the radiator drain tap. Open

the tap.
Disconnect the radiator lower hose from the

radiator.
Release the clip.
Allow the coolant to drain.

10. WARNING: Eye protection must be
worn.
Disconnect the oil cooler multi valve hose from

the radiator.
Disconnect the coolant feed hose from the transmission

fluid cooler.

12. Connect the coolant hoses.

15. CAUTION: Anti-freeze concentration must be

maintained at 50%.
Fill the cooling system expansion tank until the coolant

level becomes static with in the "COLD FILL RANGE".
16. CAUTION: Make sure the coolant level remains

above the "COLD FILL RANGE" lower level mark.
Start the engine and allow to idle.
17. WARNING: Eye protection must be

worn.
CAUTIONS:
Engine coolant will damage the paint

Since injury such as scalding could be

caused by escaping steam or coolant, make sure
the vehicle cooling system is cool prior to carrying
out this procedure
Disconnect the fuel cooler coolant return line.
Allow any trapped air to escape.

18. Connect the fuel cooler coolant return line.
19. When coolant runs from the expansion tank bleed point
20. Add coolant to the expansion tank until the coolant
level is 25 mm (0.98 inch) above the "COLD FILL
RANGE" upper mark.
21. Hold the engine speed at 2,000 RPM for 25 seconds.
22. Allow the engine to idle for 30 seconds.
23. CAUTIONS:
Observe the engine temperature gauge. If the engine

starts to over-heat switch off immediately and allow to
cool. Failure to follow this instruction may cause damage to
the vehicle
Make sure the coolant level remains above the "COLD

FILL RANGE" lower level mark.
Repeat the above 2 steps 3 times or until hot air is

emitted from the heater.
RANGE" upper mark.
26. CAUTION: Observe the engine temperature

gauge. If the engine starts to over-heat switch off
immediately and allow to cool. Failure to follow this
instruction may cause damage to the vehicle
Start and run the engine until the thermostat opens.
Switch the engine off and allow to cool.

is hot.
CAUTION: If topping up the cooling system when

HOT, the HOT fill level with the coolant expansion tank cap
removed is significantly higher, 50 mm (2 inches) than the
COLD fill level. Failure to compensate for this may lead to
significant under filling of the cooling system and may lead
to incorrect diagnosis and coolant loss.
Check and top-up the coolant if required.

28. Disconnect the exhaust extraction hoses from the tail
pipes.
Installation).
Engine Cooling - TDV8 3.6L Diesel - Cooling System Partial
Draining and Vacuum Filling
General Procedures
1. WARNING: To avoid having scalding hot coolant or

steam blowing out of the cooling system, use extreme care
when removing the coolant pressure cap from a hot cooling
system. Wait until the engine has cooled, then wrap a thick
cloth around the coolant pressure cap and turn it slowly
until the pressure begins to release. Step back while the
pressure is released from the system. When certain all the
pressure has been released (still with a cloth) turn and
remove the coolant pressure cap from the coolant
expansion tank. Failure to follow these instructions may
result in personal injury.
CAUTIONS:
The engine cooling system must be maintained with

the correct concentration and type of anti-freeze solution to
prevent corrosion and frost damage. Failure to follow this
Engine coolant will damage the paint finished

surfaces. If spilt, immediately remove the coolant and clean
Set the heater controls to maximum HOT.


safety stands.

4. Remove the radiator access panel.
Installation).
Attach a hose to the radiator drain tap.
Open the radiator drain tap.
6. Drain out the remaining coolant.
Disconnect the 2 coolant hoses.

8. Connect the 2 coolant hoses.
Secure the clips.

9. Prepare a sufficient amount of coolant to the specified
concentration.
10. Install the cooling system vacuum refill
adaptor to the expansion tank.
11. Install the vacuum filler gauge to the
cooling system vacuum refill adaptor.
12. Install the venturi tube assembly to the

vacuum filler gauge.
13. Connect a regulated compressed air supply to

the venturi tube assembly.
14. NOTE: Make sure air cannot enter the hose.
Position the coolant pick-up pipe into a container of clean

coolant.
15. Position the evacuated air hose into a container.
16. NOTE: Make sure the coolant supply valve is
in the closed position on the vacuum filler gauge
assembly.
NOTE: Small diameter or long airlines may

restrict airflow to the coolant vacuum fill tool.
NOTE: The coolant vacuum fill tool needs an air

pressure of 6 to 8 bar (87 to 116 psi) to operate
correctly.
Open the air supply valve.
17. Open the coolant supply valve for 2 seconds

to prime the coolant supply hose.
18. Apply air pressure progressively until the

arrow on the vacuum filler gauge reaches the
green segment.
19. Close the air supply valve.

20. Allow one minute to check the vacuum is
held.
Disconnect the compressed air supply.
21. NOTE: Close the coolant supply valve when

the coolant expansion tank MAX mark is reached
or coolant movement has ceased.
Open the coolant supply valve and allow the

coolant to be drawn into the system.
22. Remove the vacuum filler gauge and cooling system

vacuum refill adaptor assembly.
23. Loosen the coolant expansion tank bleed
screw.
25. CAUTION: Make sure the coolant level remains

above the "COLD FILL RANGE" lower level mark.

26. When coolant runs from the expansion tank bleed point
27. Hold the engine speed at 2,000 RPM for 25 seconds.
29. CAUTIONS:
Observe the engine temperature gauge. If the engine

starts to over-heat switch off immediately and allow to
cool. Failure to follow this instruction may cause damage to
the vehicle.
Make sure the coolant level remains above the "COLD

FILL RANGE" lower level mark.
Repeat the above 2 steps 3 times or until hot air is

emitted from the heater.
RANGE" upper mark.
32. Install the coolant expansion tank cap.
33. CAUTION: Observe the engine temperature

gauge. If the engine starts to over-heat switch off
immediately and allow to cool. Failure to follow this
instruction may cause damage to the vehicle.
Run the engine until the thermostat opens.

36. Install the radiator access panel.
Installation).
37. Check and top-up the coolant if required.
Engine Cooling - TDV8 3.6L Diesel - Cooling System Pressure Test
General Procedures
NOTE: The following procedure will enable the cooling system to be pressure tested for condition and leaks.
Stage 1 will check the expansion tank cap register seal and the cap for leaks. Stage 2 will check the entire
cooling system.
NOTE: It will be necessary to use the cooling system test kit, Part Number LR-218, which is available under
the equipment programme.
1. Examine the coolant hoses for signs of cracking,

distortion and security of the hose connections.

Disconnect the coolant expansion tank bleed hose.
Release the clip.

3. Install the 'T' piece adaptor (part of the cooling
system test kit) between the coolant expansion
tank and the coolant bleed hose.
Connect to the 'T' piece.

5. Pressurize the cooling system.

bar (100 kPa) (14.5 psi).
Check the pressure remains above 0.9 bar

(90 kPa) (13 psi) after waiting for 30
seconds.
During the pressure drop check, listen for a

hissing noise from the expansion tank
cap.
6. NOTE: If the coolant expansion tank cap is found to be

leaking, replace the cap.
Depressurize the cooling system.
Disconnect the 'T' piece.
Connect the coolant expansion tank bleed hose.
Secure the clip.


8. NOTE: This adaptor is part of the cooling system test kit.
Install adaptor K83 to the coolant expansion tank.
Lubricate the seal.


bar (150kPa) (22 psi), check the
pressure over a 5 minute period. A small
pressure decay of approximately 0.15 bar
(15 kPa) (1 psi) over the first minute is
normal, as the air in the expansion tank
cools.
If the pressure continues to drop after the

initial tolerance, there is a coolant leak.
10. Depressurize and remove the pressure pump and

gauge.
Engine Cooling - TDV8 3.6L Diesel - Auxiliary Radiator
Removal

safety stands.

3. Remove the front RH fender splash shield.
Disconnect the coolant hose.
Release the clip.
Clamp the hose to minimize coolant loss.


Disconnect the coolant hose.
Release the clip.
Clamp the hose to minimize coolant loss.
7. Remove the auxiliary radiator.
Remove the 2 bolts.
Installation
Check and top-up the coolant.
Engine Cooling - TDV8 3.6L Diesel - Coolant Expansion Tank
Removal
WARNING: Release the cooling system pressure by slowly turning the coolant expansion tank cap a
quarter of a turn. Cover the expansion tank cap with a thick cloth to prevent the possibility of scalding. Failure
to follow this instruction may result in personal injury.

Specifications).

3. Disconnect the 2 hoses from the coolant

expansion tank.
Clamp the hoses

4. Disconnect the coolant low level sensor

Remove the coolant expansion tank.
Remove the 2 bolts.
Installation
1. NOTE: Install a new coolant low level sensor if not part
of the new coolant expansion tank assembly.
Install the coolant expansion tank.

2. Connect the coolant low level sensor electrical
connector.
3. Connect the expansion tank coolant hoses.

Fill with coolant to approximately 30mm ABOVE the

maximum cold fill line.
Specifications).
6. Bleed the air from the cooling system.
Make sure that the expansion tank cap is removed.
Connect exhaust extraction hoses to the tail pipes.
Return the engine to idle for five minutes.
Make sure that the coolant level is maintained to

approximately 30mm ABOVE maximum cold fill
line during the bleed procedure (with the
expansion tank cap removed).
7. Check all coolant hoses for visible signs of coolant leaks.
8. Install the expansion tank cap after making
sure that the final coolant level is 30mm above
the maximum cold fill line.
Engine Cooling - TDV8 3.6L Diesel - Cooling Fan
Special Tool(s)
303-1142

retaining tool
303-1241
Removal

safety stands.

Draining, Filling and Bleeding (303-03D, General
Procedures).
4. Release the coolant expansion hose.
5. Disconnect the radiator upper hose.
Release the clip.

6. Disconnect the auxiliary radiator coolant hose.
Release the clip.
7. Disconnect the charge air cooler outlet hoses.
8. Disconnect the cooling fan control electrical

connector.
Release the cooling fan control electrical

connector from the cooling fan upper
shroud.
Remove the cooling fan upper shroud.

10. NOTE: The thread is left handed.
Using the special tools, remove the cooling fan.

Remove the viscous coupling.
Remove the 4 bolts.
Installation
Tighten the viscous coupling bolts to 10 Nm (7 lb.ft).
Tighten the cooling fan nut to 65 Nm (48 lb.ft).
Engine Cooling - TDV8 3.6L Diesel - Cooling Fan Shroud
Removal

safety stands.

Partial Draining, Filling and Bleeding (303-03C Engine
Cooling - TDV8 3.6L Diesel, General Procedures).
03C Engine Cooling - TDV8 3.6L Diesel, Removal and
Installation).
6. Release the coolant expansion tank.
Remove the 2 bolts.
7. Release the power steering fluid reservoir.
8. Release the RH turbocharger intake tube.
Remove the 2 bolts.
9. Release the automatic transmission fluid cooler.
Remove the 2 bolts.

10. NOTE: Cooling module shown removed for
clarity.
Remove the cooling fan shroud 2 lower screws.
11. NOTE: Cooling module shown removed for

clarity.
Remove the cooling fan shroud.
Installation
Tighten the screws.

2. Tighten the cooling fan shroud lower screws.
3. Attach the automatic transmission fluid cooler.

4. Secure the RH turbocharger intake tube.
Tighten the bolts.

5. Secure the power steering fluid reservoir.
6. Secure the coolant expansion tank.

7. Install the RH headlamp assembly.
Installation).
10. Fill and bleed the cooling system.
Engine Cooling - TDV8 3.6L Diesel - Cooling Module
Removal
3. Remove the cooling fan shroud.
and Installation).
4. Remove the LH headlamp assembly.
5. Release the windshield washer reservoir filler
neck.
Remove the bolt.

7. Remove the hood latch panel.
For additional information, refer to: Hood Latch Panel
(501-27 Front End Sheet Metal Repairs, Removal and
Installation).
8. Release the mass air flow (MAF) sensors wiring
harness.
9. Disconnect the fuel cooler feed hose from the

radiator.
Release the clip.

11. Disconnect the auxiliary fuel cooler coolant

hose.
Release the clip.

Disconnect the A/C condenser refrigerant lines.
Remove the 2 bolts.

13. Remove the RH turbocharger intake tube.
Release the clip.
14. Disconnect the A/C condenser cooling fan

15. CAUTIONS:

new blanking caps.
Make sure that the area around the

component is clean and free of foreign material.
Disconnect the 2 power steering fluid cooler

lines.
Position container to collect fluid loss.
Clamp the power steering fluid cooler lines to

minimize fluid loss.

16. CAUTION: Make sure that the inside of
the pipe ends are clean and free of oil residue.
Disconnect the charge air cooler LH inlet hose.
Release the clip.
17. CAUTION: Make sure that the inside of

the pipe ends are clean and free of oil residue.
Disconnect the charge air cooler RH inlet hose.
Release the clip.
18. Disconnect the radiator lower hose.
Release the clip.
19. Disconnect the coolant hose from the radiator.
Release the clip.

Release the radiator air deflectors.
Remove the 2 clips.
21. NOTE: This step requires the aid of another

technician.
Remove the cooling module.
Installation
1. NOTE: This step requires the aid of another technician.
Install the cooling module.

Attach the radiator air deflectors.
Install the clips.

3. Connect the coolant hose to the radiator.

4. Connect the radiator lower hose.

5. Connect the charge air cooler RH inlet hose.


Connect the power steering fluid cooler lines.
Remove the pipe clamps.

8. Connect the A/C condenser cooling fan electrical
connector.
NOTE: Lubricate the O-ring seals with clean refrigerant

oil.
Connect the A/C condenser refrigerant lines.

10. Install the RH turbocharger intake tube.

11. Connect the auxiliary fuel cooler coolant hose.

12. Attach the cooling fan wiring harness.

13. Connect the fuel cooler feed hose to the radiator.

14. Attach the MAF sensors wiring harness.

15. Install the hood latch panel.
Installation).
17. Attach the windshield washer reservoir filler neck.

18. Install the LH headlamp assembly.
and Installation).
Engine Cooling - TDV8 3.6L Diesel - Coolant Pump
Removal

safety stands.

Installation).
4. Loosen the 3 coolant pump pulley bolts.

clockwise.
6. Remove the coolant pump pulley.
Remove the 3 bolts.
7. CAUTION: Engine coolant will damage the

paint finished surfaces. If spilt, immediately
remove the coolant and clean the area with water.

this operation.

spillage.
Remove the 4 bolts.
Installation
1. NOTE: Lubricate the new O-ring seal with clean engine
coolant.
Install the coolant pump.


Clean and inspect the drive pulleys for damage.
Rotate the accessory drive belt tensioner clockwise.

4. Tighten the coolant pump pulley bolts.

Installation).
Engine Cooling - TDV8 3.6L Diesel - Radiator
Removal

safety stands.

3. Remove the condenser core.
For additional information, refer to: Condenser Core -
TDV8 3.6L Diesel (412-03A Air Conditioning, Removal
and Installation).
4. NOTE: Care must be taken to prevent damage
to the cooler elements during removal and
installation.
NOTE: Right-hand shown, left-hand similar.
Remove the radiator.
Remove the 8 bolts.
Remove the cooling module brackets.
Installation
Engine Cooling - TDV8 3.6L Diesel - Thermostat
Removal

safety stands.

Installation).
5. Remove the charge air cooler RH outlet hose.
Release the clip.
6. Remove the RH manifold absolute pressure and

temperature (MAPT) sensor.
Remove the screw.
7. Disconnect the RH throttle body electrical

connector.
8. Remove the RH throttle body.
Remove the 4 bolts.
9. Release the thermostat housing.
Release the clip.
Remove the 4 bolts.
Remove and discard the O-ring seals.
10. Remove the thermostat.
Installation
1. NOTE: Lubricate the O-ring seal with clean coolant.
Install the thermostat.

2. NOTE: Lubricate the O-ring seals with clean coolant.
Secure the thermostat housing.
Install the clip.

Install the throttle body.

4. Connect the throttle body electrical connector.
5. Install the MAPT sensor.
Tighten the screw to 3 Nm (2 lb.ft).

6. Install the charge air cooler outlet hose.

Installation).
Fuel Charging and Controls - TDV8 3.6L Diesel -
Lubricants, Fluids, Sealers and Adhesives
Apply loctite to the fuel pump bolt threads Loctite 572
Fuel injector bolts 10 7
Fuel line shield nuts 5 4
Fuel pump bolts 23 17
Fuel pump crash protector bolts 23 17
Fuel pump shield bolts 10 7
High-pressure fuel supply line unions A
High-pressure fuel supply line clamps 10 7
A = Refer to the procedure for the correct torque sequence
Fuel Charging and Controls - TDV8 3.6L Diesel - Fuel Charging and
Controls
COMPONENT LOCATION
1 - Fuel injectors (8 off, 4 per cylinder head)
2 - High-pressure fuel pipe - fuel rail to injectors (8 off)
3 - High-pressure fuel rail (2 off)
5 - Right Hand (RH) injector leak-back pipe
6 - Fuel return pipe - high-pressure fuel pump to fuel cooler
7 - Left Hand (LH) injector leak-back pipe
8 - Fuel supply pipe - High-pressure fuel pump to LH fuel rail
9 - High-pressure fuel pump drive gear
11 - Pressure control valve
12 - Fuel supply pipe - High-pressure fuel pump to RH fuel rail
OVERVIEW
The V8 diesel engine is equipped with a high-pressure common rail fuel injection system. With this fuel
injection process, a high-pressure fuel pump delivers a uniform level of pressure to the shared fuel lines (the
common rails), which serve all 8 fuel injectors. Pressure is controllable, to the optimum level for smooth
operation, up to 1700 bar.
The common rail system supports a pre-injection (pilot) phase, which reduces combustion noise and
mechanical load.
Fuel injection pressure is generated independently of engine speed and fuel injection events.
The fuel injection timing and volume are calculated by the Engine Control Module (ECM), which then energizes
the appropriate piezo actuated injector.
The common rail fuel injection system has the following features:
High fuel injection pressures of up to 1700 bar for greater atomisation of fuel (increasing performance and
lowering emissions)
Variable injection to optimize combustion in all engine operating conditions
Low tolerances and high precision throughout the life of the system
The fuel system is divided into 2 sub systems:
Low-pressure system
High-pressure system
The low-pressure system features the following components:
In-tank fuel pump
Fuel pressure regulator (integral to the fuel delivery module)
Fuel filter
Return pipes and fuel cooler
Injector return pipes
Fuel coolers (engine and vehicle)
The low-pressure system pressure is regulated to 0.5 bar gage.
The high-pressure system features the following components:
High-pressure fuel pump

Common fuel rails
High-pressure fuel pipes
Injectors
LOW-PRESSURE SYSTEM
In-tank Fuel Pump
The electric fuel pump is located inside the fuel tank. Fuel is pumped from the tank via the in-tank fuel pump,
to the high-pressure fuel pump via the fuel filter.
Fuel Filter
The fuel filter is located in the engine compartment on the left hand side, packaged to be protected against
damage. Incorporated in the fuel filter housing is a bimetallic temperature valve, which will start to close at
30C (86F) and will fully close at 50C (122F). This allows warm pre-heated diesel fuel to circulate inside the
fuel filter to prevent waxing in cold operating conditions, but directs hot diesel fuel to the vehicle fuel cooler.
Fuel Cooler
Two water cooled fuel coolers are fitted to the vehicle. One is located in the 'vee' of the engine block, and has a
coolant system connection to aid heat transfer. The second cooler is located in the fuel return line, which is
also connected to coolant system and is mounted on the LH side of the engine compartment.
HIGH-PRESSURE SYSTEM
High-Pressure Fuel Pump

A - Fuel return
B - Fuel outlet - high-pressure fuel pump to RH fuel rail
C - Fuel outlet - high-pressure fuel pump to LH fuel rail
D - Fuel inlet
1 - High-pressure fuel pump drive gear
2 - Pressure Control Valve (PCV)
3 - Volume Control Valve (VCV)
The high-pressure fuel pump is a three-piston (120 degree apart) radial plunger pump with a high-pressure
displacement of 1.0 cc. As mentioned, it has the ability to produce a maximum pressure of 1700 bar.
The pump is driven from the LH inlet camshaft via a drive gear and does not need to be timed to the engine.
The required supply pressure to the pump is -0.3 bar to +0.5 bar gage. The return pressure is -0.3 bar to +0.8
bar gage.
The pump is sized to deliver sufficient fuel to the high-pressure rails for all engine-operating conditions.
The high-pressure fuel pump consists of the following components:
Internal Transfer Pump (ITP)
Volume Control Valve (VCV)
High-pressure pumping elements (3 of)
Pressure Control Valve (PCV)
The ITP is a 5-vane pump. This conveys fuel to the VCV.
The VCV is a variable position solenoid valve electronically controlled by the ECM. The VCV is located between
the fuel inlet and the high-pressure pumping elements. The VCV regulates the amount of fuel that is delivered
to the common rails via the pumping elements. When there is no signal to the VCV the valve is closed,
therefore no fuel delivery.
The 3 high-pressure pumping elements are connected together in a fuel ring circuit within the pump. There are
2 high-pressure outlets that connect to the common rails via high-pressure pipes.
The PCV is a variable position solenoid valve electronically controlled by the ECM. The PCV is located between
the high-pressure pumping elements and the high-pressure outlet connections. The PCV regulates the fuel
pressure in the fuel rails. When there is no signal to the PCV the valve is open, therefore no rail pressure can
be generated.
High-Pressure Pump Fuel Flow

A - Low-pressure fuel supply
B - Fuel supply to the high-pressure pumping elements
C - High-pressure outlets to the high-pressure rails
D - Low-pressure fuel return (spill)
1 - Low-pressure side of ITP
2 - ITP pressure relief valve
3 - Screen filter
4 - VCV
5 - ITP
6 - Edge filter (to protect PCV)
7 - PCV
8 - Eccentric on high-pressure fuel pump drive shaft
9 - Pumping element inlet valve
10 - Pumping element outlet valve
11 - High-pressure ring line
12 - High-pressure fuel pump elements (3 off)
13 - Lubrication flow valve
The fuel induced by the ITP (5) is conveyed to the VCV (4) and the lubrication flow valve (13).
When the VCV is closed, the ITP pressure relief valve (2), lying parallel to the transfer pump, opens and
conveys the fuel back to the low-pressure side (1) of the transfer pump.
The fuel also passes through the lubrication flow valve (13) into the interior of the high-pressure fuel pump and
from there to the fuel return (D). The fuel is used to lubricate the pump. The valve restricts flow during engine
cranking to allow maximum fuel flow to the high-pressure pumping elements.
The VCV (4) determines the quantity of fuel (B) that is supplied to the pumping elements (12).
The fuel from the high-pressure outlets (10) of the 3 pumping elements comes together in a ring line (11) and
is conveyed through the high-pressure outlet of the high-pressure fuel pump to the rails.
The PCV (7) regulates the fuel pressure in the fuel rails. Reducing rail pressure via the PCV results in fuel from
the rail returning to the low-pressure fuel return (D).

A - Injection pressure (bar)
B - Engine r/min x 100
1 - High-boost fuel pressure
2 - Low-boost fuel pressure
The high-pressure fuel pump can supply up to 1700 bar fuel pressure continuously with a pump speed of 5/6
engine speed. It is calibrated to deliver fuel pressure dependant upon engine speed and load and is always
under full control.
When the high-pressure fuel pump is rotated, fuel pressure is created when the VCV is open and the PCV is
closed. The VCV and PCV are variable position to allow variable fuel delivery and pressure control.
When the ECM actuates the piezo injectors, the rail pressure drop is offset by additional fuel being delivered to
the high-pressure rails by the high-pressure fuel pump.
Pressure reduction after the engine has stopped - The fuel pressure in the system is reduced within a few
seconds after the engine has stopped as the PCV no longer has the holding current it requires, and therefore
opens. No residual pressure remains in the system and the fuel is returned to the fuel return line (D) through
the open PCV. The system is now pressureless.
Function of the High Pressure Element - Fuel Induction
During the downward motion of the piston (3), a vacuum in the pump cylinder is generated, which opens the
inlet valve (1) against the force exerted by the valve spring. The fuel (A), which is flowing past the VCV, is
sucked in. At the same time the outlet valve (2) is closed due to the pressure difference between the pump
cylinder and the high-pressure fuel in the ring line. The ring line is connected directly to the high-pressure
rails.
Function of the High Pressure Element - Fuel Delivery

The eccentric on the high-pressure fuel pump driveshaft (5) presses the piston (3) upwards. The inlet valve (1)
is then closed through the force exerted by the valve spring and the pressure being built up in the pump
cylinder. The outlet valve (2) opens when the pressure in the pump cylinder is greater than the fuel pressure in
the ring line (B).
Volume Control Valve (VCV)

1 - Piston
2 - Sleeve
4 - Coil
5 - Armature
6 - VCV
The VCV is fixed directly to the high-pressure fuel pump.
The VCV regulates the fuel supply (and hence the quantity of fuel) from the transfer pump to the high-pressure
fuel pump elements, depending on the fuel pressure required in the rail.
This makes it possible to match the delivery of the high-pressure fuel pump to the requirements of the engine
from the low-pressure side. The quantity of fuel flowing back to the main fuel supply line is kept to a minimum.
In addition, this adjustment reduces the power consumption of the high-pressure fuel pump, improving the
efficiency of the engine.
NOTE: The fuel VCV default is closed without electrical supply. An open circuit connector will prevent the
engine from running.
NOTE: The VCV forms part of the high-pressure fuel pump and cannot be replaced as a separate component
in service.

A - VCV not actuated
B - VCV actuated
1 - Fuel supply from the transfer pump
2 - Piston
3 - Fuel supply to the high-pressure pumping elements
4 - Coil energized
5 - Quantity of fuel
6 - Control current
7 - VCV at constant engine speed
VCV Not Actuated (A) - When there is no current supplied to the VCV, the piston (2) closes the opening
between the 2 connections (1) and (3) through the force of the compression spring. The fuel supply to the
high-pressure fuel pump is interrupted.
VCV Actuated (B) - The ECM energizes the coil (4) of the valve, according to the engines requirements. The
armature force is proportional to the control current and counteracts the compression spring through the
moving piston (2).
As a result, the opening between the 2 connections (1) and (3) and hence the quantity of fuel (5) supplied
through the port (3) to the high-pressure fuel pump is also proportional to the control current (6). This means
that the greater the control current, the greater the quantity of fuel supplied.
Pressure Control Valve (PCV)

1 - PCV
The PCV is located on the high-pressure fuel pump. It governs the fuel pressure at the high-pressure outlets of
the high-pressure fuel pump and thus, the fuel pressure within the rail. In addition, the PCV dampens any
fluctuations in pressure, which occur during the delivery of fuel through the high-pressure fuel pump and
through the injection process.
The PCV ensures that optimum pressure exists in the rail for every operating condition of the engine.
The PCV is an electro-magnetically operated valve with spring support.
The electrical current supplied by the ECM through the solenoid attracts the armature (5) to the coil (6). This
forces the ball valve onto its seat via the control pin.
The entire armature is coated with fuel for lubrication and cooling.
NOTE: The PCV forms part of the high-pressure fuel pump and cannot be replaced as a separate component
in service.

A - PCV non-controlled
B - PCV controlled
1 - Fuel from the high-pressure fuel pump
2 - To fuel return
3 - Ball valve
5 - Armature
6 - Coil energized
7 - Control pin
8 - High pressure fuel
9 - Control current
10 - Characteristic of the PCV
PCV Non-controlled (A) - The ball valve (3) will only be operated through the force exerted upon it by the
spring (4). Thereby, the PCV is classed as open.
PCV Controlled (B) - The current flowing through the solenoid (6) draws the pin (7) down. This in turn
transfers the magnetic force via the pin to the ball valve (3). The pull of the pin, and the pressure on the ball
valve, is proportional to the valve flow (9).
High-Pressure Common Fuel Rails

1 - RH high-pressure common fuel rail
2 - LH high-pressure common fuel rail
The fuel rails are manufactured from forged steel. They store the fuel at high-pressure and prevent pressure
fluctuations in the high-pressure system.
All high-pressure pipes have an internal diameter of 3.0 mm. Total rail volume is 33 cc.
FUEL INJECTORS
1 - Harness connection
2 - High-pressure connection
3 - Control piston
4 - Nozzle needle
5 - Nozzle high-pressure chamber
6 - Nozzle spray holes
7 - Valve mushroom
8 - Fuel return
9 - Valve piston
10 - Piezo actuator
The fuel injectors are operated directly by the ECM for fuel metering (start of injection and quantity of fuel
injected).
The operating components of the piezo fuel injectors are:
The piezo actuator
The injector body containing the hydraulic servo system
The fuel injector nozzle
NOTE: New injectors can be installed in any cylinder and DO NOT have to be configured.
NOTE: Each injection event is controlled by a charge and discharge cycle allowing energy to dissipate in, and
recover from, the injector. Never disconnect the wiring connector when the vehicle is running. The injector may
remain open thus causing engine damage.
NOTE: For safety reasons, the engine must be at standstill for 30 seconds before starting work on the high-
pressure fuel system.
Fuel Injector Not Actuated (Not Injecting Fuel)

1 - Piezo actuator
2 - High-pressure connection
3 - Hydraulic force applied on control piston
4 - Hydraulic force acting on tip of nozzle
5 - Control piston
6 - Fuel return
7 - Fuel return
8 - Control piston
9 - Nozzle needle
10 - High pressure chamber of nozzle
11 - Control chamber
12 - Valve mushroom
The high-pressure fuel from the fuel-rail passes through the high-pressure connection (2) into the control
chamber (11) and into the high-pressure chamber (10) of the fuel injector nozzle.
The piezo actuator (1) is currentless and the valve mushroom (12) closes the bore to the fuel return (7) by
means of spring pressure.
There is however a continuous fuel return (6) to vent internal leakage within the injector.
The hydraulic force (3), which is now applied on the control piston by the fuel under high-pressure in the
control chamber (11) through the control piston (8), is greater than the hydraulic force (4) acting on the tip of
the nozzle (since the area of the control piston in the control chamber is greater than the area of the tip of the
nozzle).
Fuel Injector Actuated (Injecting Fuel)

1 - High-pressure supply
2 - Valve piston
3 - Hydraulic force applied on control piston
4 - Hydraulic force acting on tip of nozzle
5 - Control piston
6 - Fuel return
7 - Piezo actuator
8 - Fuel return
9 - Valve piston
10 - Valve mushroom
11 - Control chamber
12 - Control piston
13 - Nozzle needle
The piezo actuator (7) is energized by the ECM extends (charging phase) and presses on the valve piston (9).
The valve mushroom (10) opens the bore, which connects the control chamber (11) to the fuel return (8 then
6).
As a result, the pressure in the control chamber drops, and the hydraulic force (4) acting on the tip of the
nozzle needle is now greater than the force (3) acting on the control piston in the control chamber.
The nozzle needle (13) moves upwards and the fuel passes through the 7 spray holes into the combustion
chamber.
Engine Starting - During starting, the fuel rail pressure must be at least 150 bar. Should the pressure be
below this figure, the injectors will not operate, resulting in the vehicle not starting.
Engine Stopped - To stop the engine the ECM stops energizing the piezo actuators, therefore, no fuel is
injected and the engine speed drops to zero.
Fuel Charging and Controls - TDV8 3.6L Diesel - Fuel Charging and
Controls
Overview
This section covers the fuel system from the fuel filter to the fuel injectors, and includes the fuel rail and pump.
For information on the low-pressure fuel system:

REFER to: Fuel Tank and Lines (310-01C Fuel Tank and Lines - TDV8 3.6L Diesel, Diagnosis and Testing).
For information on the operation of the systems:

REFER to: Fuel Charging and Controls (303-04C Fuel Charging and Controls - TDV8 3.6L Diesel, Description
and Operation) /
Fuel Tank and Lines (310-01C Fuel Tank and Lines - TDV8 3.6L Diesel, Description and Operation).
WARNING: Make sure that all suitable safety precautions are observed when carrying out any work on
the fuel system. failure to observe this warning may result in personal injury.
CAUTION: Make sure that absolute cleanliness is observed when working with these components. Always
install blanking plugs to any open orifices or lines. failure to follow this instruction may result in damage to the
vehicle.
Visual inspection
Fuses
Fuel supply/return line(s)

Fuel tank and filler pipe

Glow plug indicator
Fuel leak(s)
Inertia fuel shutoff switch
Fuel filler cap

Fuel pump module
Fuel filter
Sensor(s)
Push connect fittings

Fuel rail
Fuel volume control valve
Fuel pump
Exhaust gas recirculation (EGR) system

Fuel rail pressure (FRP) sensor

Fuel injector(s)
EGR system
Symptom Chart
Symptom Possible causes Action

Inertia fuel shutoff
switch
Air leakage
Low-pressure fuel
system fault
Check that the inertia switch has not tripped. Check the fuel level
Fuel pump module (lift and condition. Draw off approximately 1 ltr (2.11 pints) of fuel
pump) fault and allow to stand for 1 minute. Check to make sure there is no
separation of the fuel indicating water or other liquid in the fuel.
Engine cranks, Check the intake air system for leaks. Check the lift pump
but does not Blocked fuel filter operation, check the low-pressure fuel system for leaks/damage.
start Check the fuel filter, check for DTCs indicating a fuel volume or
Fuel volume regulator pressure control valve fault. Check the fuel pump:
blocked/contaminate REFER to: Fuel Pump (303-04C Fuel Charging and Controls -
d TDV8 3.6L Diesel, Removal and Installation).
Check the CKP sensor circuits. Refer to the electrical guides.
Fuel pressure control
valve
blocked/contaminate
d
Fuel pump fault
Crankshaft position
(CKP) sensor
Glow plug system fault
(very cold
conditions)
Check the glow plug circuits. Refer to the electrical guides. Check
the fuel level/condition. Draw off approximately 1 ltr (2.11 pints)
Air leakage
of fuel and allow to stand for 1 minute. Check to make sure there
is no separation of the fuel indicating water or other liquid in the
Difficult to Fuel pump module (lift fuel. Check the intake air system for leaks. Check the lift pump
start pump) fault operation, check the low-pressure fuel system for leaks/damage.
Check the fuel filter, check for DTCs indicating a fuel volume or
pressure control valve fault. For EGR valve checks:
Low-pressure fuel
REFER to: Engine Emission Control (303-08A Engine Emission
system fault
Control - TDV8 3.6L Diesel, Diagnosis and Testing).
Blocked fuel filter
Fuel volume control

valve
blocked/contaminate
d

valve
blocked/contaminate
d
Exhaust gas recirculation

(EGR) valve(s) fault
Intake air system fault
Low-pressure fuel
system fault
Check the intake air system for leaks. Check the fuel
Blocked fuel filter level/condition. Draw off approximately 1 ltr (2.11 pints) of fuel
and allow to stand for 1 minute. Check to make sure there is no
Fuel volume control
Rough idle Check the low-pressure fuel system for leaks/damage. Check the
valve
fuel filter, check for DTCs indicating a fuel volume or pressure
blocked/contaminate
control valve fault. For EGR valve checks:
d
valve
blocked/contaminate
d

Intake air system fault Check the intake air system for leakage or restriction. Check for
a blockage/restriction in the exhaust system, install new
Restricted exhaust components as necessary:
system REFER to: Exhaust System - Vehicles Without: Diesel Particulate
Filter (DPF) (309-00C Exhaust System - TDV8 3.6L Diesel,
Lack of power Removal and Installation).
Low fuel pressure
when Check for DTCs indicating a fuel pressure fault. For EGR valve
accelerating checks:
Exhaust gas recirculation REFER to: Engine Emission Control (303-08A Engine Emission
(EGR) valve(s) fault Control - TDV8 3.6L Diesel, Diagnosis and Testing).
For turbocharger actuator checks:
Turbocharger actuator REFER to: Turbocharger (303-04D Fuel Charging and Controls -
fault Turbocharger, Diagnosis and Testing).
Air leakage
Low-pressure fuel Check the intake air system for leaks. Check the fuel
system fault level/condition. Draw off approximately 1 ltr (2.11 pints) of fuel
Engine High pressure fuel leak separation of the fuel indicating water or other liquid in the fuel.
Check the fuel system for leaks/damage: Check for DTCs
stops/stalls
indicating a fuel volume or pressure control valve fault. For EGR
Fuel volume control valve checks:
valve REFER to: Engine Emission Control (303-08A Engine Emission
blocked/contaminate Control - TDV8 3.6L Diesel, Diagnosis and Testing).
d

valve
blocked/contaminate
d

(EGR) valve fault
Air ingress
Low-pressure fuel
system fault
Fuel metering valve

blocked/contaminate Check the fuel level/condition. Draw off approximately 1 ltr (2.11
d pints) of fuel and allow to stand for 1 minute. Check to make
sure there is no separation of the fuel indicating water or other
liquid in the fuel. Check the intake air system for leaks. Check
Engine judders Fuel volume control the low-pressure fuel system for leaks/damage. Check the high
valve pressure fuel system for leaks, check for DTCs indicating a fuel
blocked/contaminate volume or pressure control valve fault. Check the fuel pump:
d REFER to: Fuel Pump (303-04C Fuel Charging and Controls -
valve
blocked/contaminate
d
High pressure fuel leak
Fuel pump fault

Low-pressure fuel
system fault
Fuel volume control

valve
blocked/contaminate
d

Check the low-pressure fuel system for leaks/damage. Check for
valve
DTCs indicating a fuel volume or pressure control valve fault.
blocked/contaminate
Excessive fuel Check the fuel temperature sensor, fuel pump, etc for leaks.
d
consumption Check for injector DTCs. For EGR valve checks:
Fuel temperature sensor Control - TDV8 3.6L Diesel, Diagnosis and Testing).
leak
Injector(s) fault

DTC index


Check fuse 19E of the engine
Fuel volume control compartment junction box. Check the fuel
valve circuit: high volume control valve and circuits. Refer to
resistance the electrical guides. Check the resistance
of the valve and install a new fuel pump if
the resistance is not between 1.5 and 15
Fuel volume control valve Fuel volume control
P000113 ohms (the fuel volume control valve
control circuit open valve circuit: short
cannot be serviced separately).
circuit to ground
REFER to: Fuel Pump (303-04C Fuel
Charging and Controls - TDV8 3.6L Diesel,
Fuel volume control Removal and Installation).
valve fault Clear the DTCs and test for normal
operation.
Fuel volume control
valve circuit: high
resistance Check the fuel volume control valve and
circuits. Refer to the electrical guides.
Check the resistance of the valve and
Fuel volume control install a new fuel pump if the resistance is
valve circuit: short not between 1.5 and 15 ohms (the fuel
Fuel volume control valve circuit to ground volume control valve cannot be serviced
P000311
control circuit low separately).
Fuel volume control REFER to: Fuel Pump (303-04C Fuel
valve circuit: short Charging and Controls - TDV8 3.6L Diesel,
circuit to power Removal and Installation).
operation.
Fuel volume control
valve fault
Check the fuel volume control valve and
Fuel volume control valve circuit to ground volume control valve cannot be serviced
P000319
control circuit low separately).
valve fault Charging and Controls - TDV8 3.6L Diesel,
operation.
Check the fuel volume control valve and
Fuel volume control valve circuit to power volume control valve cannot be serviced
P000412
control circuit high separately).
operation.
Fuel volume control Check the fuel volume control valve and
valve amplitude is circuits. Refer to the electrical guides.
P000E21 control exceeded learning
less than the Check the resistance of the valve and
limit
minimum specified install a new fuel pump if the resistance is
not between 1.5 and 15 ohms (the fuel
volume control valve cannot be serviced
Fuel volume control separately).
valve amplitude is REFER to: Fuel Pump (303-04C Fuel
P000E22 control exceeded learning
greater than the Charging and Controls - TDV8 3.6L Diesel,
limit
maximum specified Removal and Installation).
operation.
Fuel lift pump circuit Check the lift pump and circuits. Refer to
fault the electrical guides. Check fusible link 2P
Fuel rail/system pressure too
P008700 and fuse 6E of the engine compartment
low
junction box. Check the fuel pump relay in
Fuel lift pump relay the engine compartment junction box.
fault Rectify as necessary. Clear the DTCs and
test for normal operation.
Fuel lift pump fault
sensor to ECM
wiring
(supply/sense):
short circuit to each
other
Check for DTCs indicating a fuel pressure
FRP sensor to ECM sensor fault. Rectify as necessary. Clear
sense circuit: short the DTCs and test for normal operation.
circuit to power Check the fuel pressure control valve and
P008800 circuits. Refer to the electrical guides.
high
FRP sensor fault Check the fuel pump and circuits. Refer to
the electrical guides. Rectify as necessary.
Fuel pressure control operation.
valve fault
Fuel pump circuit: short

circuit to power
Fuel pump fault

valve circuit: high
resistance

valve circuit: short
Fuel pressure regulator circuit to ground
P008921
performance
Check the fuel pressure control valve and
circuit to power
Check the resistance of the fuel pressure
control valve. If the resistance is not
Fuel pressure control between 0 and 5.4 ohms, install a new
valve fault fuel pump (the fuel pressure control valve
Fuel pressure control cannot be serviced separately).
valve circuit: high REFER to: Fuel Pump (303-04C Fuel
resistance Charging and Controls - TDV8 3.6L Diesel,
operation.
Fuel pressure regulator circuit to ground
P008922
performance
circuit to power

valve fault
valve circuit: high Check the fuel pressure control valve and
resistance circuits. Refer to the electrical guides.
control valve. If the resistance is not
Fuel pressure control between 0 and 5.4 ohms, install a new
Fuel pressure regulator valve circuit: short fuel pump (the fuel pressure control valve
P00892F circuit to ground
performance cannot be serviced separately).
Fuel pressure control Charging and Controls - TDV8 3.6L Diesel,
valve circuit: short Removal and Installation).
circuit to power Clear the DTCs and test for normal
operation.
valve fault
valve circuit: high
resistance
Fuel pressure control valve Fuel pressure control

P009013
control circuit open valve circuit: short
circuit to ground Check the fuel pressure control valve and
Fuel pressure control control valve. If the resistance is not
valve fault between 0 and 5.4 ohms, install a new
Fuel pressure control fuel pump (the fuel pressure control valve
valve circuit: short cannot be serviced separately).
Fuel pressure control valve circuit to ground REFER to: Fuel Pump (303-04C Fuel
P009111 Charging and Controls - TDV8 3.6L Diesel,
control circuit low
valve fault
operation.
Fuel pressure control valve circuit to power
P009119 control circuit low - Circuit
current above threshold
valve fault
Check the fuel pressure control valve and
control circuit. Refer to the electrical
guides. Check the resistance of the fuel
Fuel pressure control pressure control valve. If the resistance is
valve circuit: short not between 0 and 5.4 ohms, install a new
Fuel pressure control valve circuit to power fuel pump (the fuel pressure control valve
P009212
control circuit high cannot be serviced separately).
Fuel pressure control REFER to: Fuel Pump (303-04C Fuel
operation.
Check the fuel temperature sensor and
Check the fuel temperature using a
datalogger function. Make sure the fuel
Fuel temperature sensor temperature is less than 30 C (86 F).
Fuel temperature sensor circuit: intermittent Start the engine and allow to warm up for
high resistance ten minutes. Recheck the fuel
circuit range/performance -
P018126 temperature. If the value has not
signal rate of change below
increased by more than 8 C in this time,
threshold Fuel temperature sensor install a new sensor.
fault REFER to: Fuel Temperature Sensor (303-
14C Electronic Engine Controls - TDV8
operation.
Measure the sensor resistance. Nominal
Fuel temperature sensor resistance at 20 C (68 F) should be
circuit: short circuit between 5.86 and 6.62 Kohms. If the
Fuel temperature sensor to ground resistance is outside this range, install a
P018216 circuit low input - voltage
new sensor.
below threshold
Fuel temperature sensor REFER to: Fuel Temperature Sensor (303-
fault 14C Electronic Engine Controls - TDV8
operation.
Fuel temperature sensor Check the fuel temperature sensor and
Fuel temperature sensor circuit: short circuit circuits. Refer to the electrical guides.
P018317 circuit high input - voltage to power Measure the sensor resistance. Nominal
above threshold
resistance at 20 C (68 F) should be
Fuel temperature sensor between 5.86 and 6.62 Kohms. If the
fault resistance is outside this range, install a
new sensor.
REFER to: Fuel Temperature Sensor (303-
operation.
Start the engine and allow to warm up.
Check the fuel temperature using a
Fuel temperature sensor datalogger function. Increase the engine
Fuel temperature sensor circuit: intermittent speed to 2,000 rpm and recheck the
circuit intermittent - signal high resistance value. If the value has increased by more
P018427
rate of change above than 10 C per 100 ms, install a new
threshold Fuel temperature sensor sensor.
fault REFER to: Fuel Temperature Sensor (303-
operation.
Low fuel level
Blocked/incorrectly
connected low-
pressure fuel lines
FRP sensor circuit: short

circuit to ground
FRP sensor circuit: short

circuit to power
Check the fuel level and the condition and
FRP sensor circuit: high correct connection of the low-pressure fuel
resistance circuit lines (incorrect connection of the
Fuel rail pressure (FRP) lines to and from the fuel filter can cause
sensor circuit serious fuel pressure fluctuations). Check
P019123 FRP sensor fault
range/performance - signal the FRP sensor and circuits. Check the fuel
stuck low pump module (lift pump) and circuits.
Fuel pump module (lift Refer to the electrical guides. Rectify as
pump) circuit: short necessary. Clear the DTCs and test for
circuit to ground normal operation.
Fuel pump module (lift

pump) circuit: short
circuit to power

pump) circuit: high
resistance

pump) fault
FRP sensor circuit: short Check the FRP sensor and circuits. Refer
circuit to ground to the electrical guides. Start the engine
and allow to idle. Check the fuel pressure
value using a datalogger function. Switch
Fuel rail pressure (FRP) FRP sensor circuit: short the engine off, turn the ignition on and
sensor circuit circuit to power recheck the fuel pressure. If the pressure
P019124
range/performance - signal is greater than 10 MPa (1,450 lbs/in)
stuck high FRP sensor circuit: high after 0.4 seconds, install a new sensor.
resistance REFER to: Fuel Rail Pressure (FRP) Sensor
(303-14C Electronic Engine Controls -
TDV8 3.6L Diesel, Removal and
FRP sensor fault Installation).
operation.
Check the FRP sensor and circuits. Refer
to the electrical guides. Start the engine
value using a datalogger function.
Increase the engine speed to 2,000 rpm
Fuel rail pressure (FRP) FRP sensor circuit: high and recheck the fuel pressure. If the value
sensor circuit resistance has changed by more than 40 MPa (5,801
P019165 range/performance - signal
lbs/in) per 10 ms, install a new sensor.
has too few
FRP sensor fault REFER to: Fuel Rail Pressure (FRP) Sensor
transitions/events
Installation).
operation.
value using a datalogger function. If the
FRP sensor circuit: short value is 0 MPa (0 lbs/in), install a new
Fuel rail pressure (FRP) circuit to ground sensor.
P019216 sensor circuit low input -
REFER to: Fuel Rail Pressure (FRP) Sensor
FRP sensor fault (303-14C Electronic Engine Controls -
Installation).
operation.
value using a datalogger function. If the
FRP sensor circuit: short value is greater than 180 MPa (26,106
Fuel rail pressure (FRP) circuit to power lbs/in), install a new sensor.
P019317 sensor circuit high input -
REFER to: Fuel Rail Pressure (FRP) Sensor
FRP sensor fault (303-14C Electronic Engine Controls -
Installation).
operation.
value using a datalogger function.
Increase the engine speed to 2,000 rpm
Fuel rail pressure (FRP) FRP sensor circuit: high and recheck the fuel pressure. If the value
sensor circuit resistance has changed by more than 40 MPa (5,801
P019427 intermittent/erratic - signal
lbs/in) per 10 ms, install a new sensor.
FRP sensor fault REFER to: Fuel Rail Pressure (FRP) Sensor
threshold
Installation).
operation.
Fuel injector circuit open During the following, clear DTCs and
P020101 cylinder 1 - general electrical Fuel injector circuit:
short circuit to recheck after each step. Turn the ignition
fault off and wait 20 seconds before turning the
ground
Fuel injector circuit open ignition back on to recheck DTCs. Check
P020201 cylinder 2 - general electrical the connections for security. Disconnect
fault Fuel injector circuit: the injector and measure the resistance
Fuel injector circuit open short circuit to and capacitance of the injector. If the
P020301 cylinder 3 - general electrical power resistance is not between 180 and 220
fault Kohms, or the capacitance not greater
Fuel injector circuit open Fuel injector circuit: than 3 microfarad, install a new injector.
P020401 cylinder 4 - general electrical high resistance REFER to: (303-04C Fuel Charging and
fault Controls - TDV8 3.6L Diesel)
Fuel injector circuit open Fuel Injectors LH (Removal and
P020501 Fuel injector fault Installation),
cylinder 5 - general electrical
fault Fuel Injectors RH (Removal and
Fuel injector circuit open Installation).
P020601 cylinder 6 - general electrical If the injector is within specification, check
fault the injector circuits for short circuit to
Fuel injector circuit open ground, short circuit to power and for high
P020701 cylinder 7 - general electrical resistance. Refer to the electrical guides.
fault Rectify as necessary. Clear the DTCs and
Fuel injector circuit open
P020801 cylinder 8 - general electrical
fault
During the following, clear DTCs and
recheck after each step. Turn the ignition
off and wait 20 seconds before turning the
ignition back on to recheck DTCs. Check
Fuel injector circuit: the connections for security. Disconnect
short circuit to the injector and measure the resistance
ground and capacitance of the injector. If the
resistance is not between 180 and 220
Kohms, or the capacitance not greater
Fuel injector circuit: than 3 microfarad, install a new injector.
Cylinder 1 injection timing - short circuit to REFER to: (303-04C Fuel Charging and
P020A33 signal low time greater than power Controls - TDV8 3.6L Diesel)
maximum
Fuel Injectors LH (Removal and
Fuel injector circuit: Installation),
high resistance Fuel Injectors RH (Removal and
Installation).
If the injector is within specification, check
Fuel injector fault the injector circuits for short circuit to
ground, short circuit to power and for high
resistance. Refer to the electrical guides.
Rectify as necessary. Clear the DTCs and
P020A35 signal high time greater than power Controls - TDV8 3.6L Diesel)
maximum
Installation).
Fuel injector circuit: recheck after each step. Turn the ignition
short circuit to off and wait 20 seconds before turning the
ground ignition back on to recheck DTCs. Check
the connections for security. Disconnect
Fuel injector circuit: the injector and measure the resistance
Cylinder 2 injection timing - short circuit to and capacitance of the injector. If the
P020B33 signal low time greater than power resistance is not between 180 and 220
maximum Kohms, or the capacitance not greater
than 3 microfarad, install a new injector.
Fuel injector circuit: REFER to: (303-04C Fuel Charging and
high resistance Controls - TDV8 3.6L Diesel)
Fuel injector fault Installation),
Fuel Injectors RH (Removal and
Installation).
the injector circuits for short circuit to
P020B35 signal high time greater than power Controls - TDV8 3.6L Diesel)
maximum
Installation).
P020C33 signal low time greater than power Controls - TDV8 3.6L Diesel)
maximum
Installation).
Fuel injector circuit: off and wait 20 seconds before turning the
short circuit to ignition back on to recheck DTCs. Check
ground the connections for security. Disconnect
the injector and measure the resistance
and capacitance of the injector. If the
Fuel injector circuit: resistance is not between 180 and 220
Cylinder 3 injection timing - short circuit to Kohms, or the capacitance not greater
P020C35 signal high time greater than power than 3 microfarad, install a new injector.
maximum
REFER to: (303-04C Fuel Charging and
Fuel injector circuit: Controls - TDV8 3.6L Diesel)
high resistance Fuel Injectors LH (Removal and
Installation),
Fuel injector fault Installation).
P020D33 signal low time greater than power Controls - TDV8 3.6L Diesel)
maximum
Installation).
P020D35 signal high time greater than power Controls - TDV8 3.6L Diesel)
maximum
Installation).
Fuel injector circuit: Kohms, or the capacitance not greater
Cylinder 5 injection timing - short circuit to than 3 microfarad, install a new injector.
P020E33 signal low time greater than power REFER to: (303-04C Fuel Charging and
maximum Controls - TDV8 3.6L Diesel)
Installation).
Fuel injector fault If the injector is within specification, check
P020E35 signal high time greater than power Controls - TDV8 3.6L Diesel)
maximum
Installation).
P020F33 signal low time greater than power Controls - TDV8 3.6L Diesel)
maximum
Installation).
P020F35 signal high time greater than power Controls - TDV8 3.6L Diesel)
maximum
Installation).
Cylinder 7 injection timing - Fuel injector circuit: During the following, clear DTCs and
P021A33
signal low time greater than short circuit to recheck after each step. Turn the ignition
maximum ground off and wait 20 seconds before turning the
the connections for security. Disconnect
Fuel injector circuit:
the injector and measure the resistance
short circuit to
and capacitance of the injector. If the
power
high resistance REFER to: (303-04C Fuel Charging and
Controls - TDV8 3.6L Diesel)
Fuel injector fault Fuel Injectors LH (Removal and
Installation),
Installation).
P021A35 signal high time greater than power Controls - TDV8 3.6L Diesel)
maximum
Installation).
P021B33 signal low time greater than power Controls - TDV8 3.6L Diesel)
maximum
Installation).
Fuel injector circuit: During the following, clear DTCs and
Cylinder 8 injection timing - short circuit to recheck after each step. Turn the ignition
P021B35 signal high time greater than ground off and wait 20 seconds before turning the
maximum ignition back on to recheck DTCs. Check
power and capacitance of the injector. If the
Fuel injector circuit:
than 3 microfarad, install a new injector.
high resistance
REFER to: (303-04C Fuel Charging and
Controls - TDV8 3.6L Diesel)
Installation),
ECM fault Fuel Injectors RH (Removal and
Installation).
Cylinder 1 balance - fuel trim Injector leak Check the injector and surrounding area
P029A00
at maximum limit for evidence of fuel leakage. Disconnect
Cylinder 1 balance - fuel trim the injector and check for evidence of fuel
P029B00 Cylinder compression leakage in the connector. Rectify as
at minimum limit
low necessary. Clear the DTCs. Reconnect the
Cylinder 1 balance - injector
P029C00 injector and start the engine. Allow to
restricted
- Blow-by past the warm up to above 60 C (140 F) and
injector allow to idle (cylinder balance diagnosis is
now active). If the DTC resets, check for
blow-by, etc and rectify as necessary.
- Blow-by past the Clear the DTCs and recheck. Carry out a
glow plug compression test only if the DTC resets. If
Cylinder 1 balance - injector the above tests are all within range, install
P029D00
leaking a new injector. REFER to: (303-04C Fuel
- Mechanical fault,
valve, piston/ring, Charging and Controls - TDV8 3.6L Diesel)
etc Fuel Injectors LH (Removal and
Installation),
Injector fault Installation).
P029E00
P029F00 Cylinder compression leakage in the connector. Rectify as
at minimum limit
P02A000 injector and start the engine. Allow to
restricted
P02A100
- Mechanical fault,
Installation),
Injector fault
Installation).
P02A200
Cylinder 3 balance - fuel trim Cylinder compression the injector and check for evidence of fuel
P02A300
at minimum limit low leakage in the connector. Rectify as
Cylinder 3 balance - injector necessary. Clear the DTCs. Reconnect the
P02A400
restricted injector and start the engine. Allow to
- Blow-by past the
warm up to above 60 C (140 F) and
injector
allow to idle (cylinder balance diagnosis is
Cylinder 3 balance - injector - Blow-by past the blow-by, etc and rectify as necessary.
P02A500 glow plug Clear the DTCs and recheck. Carry out a
leaking
compression test only if the DTC resets. If
- Mechanical fault, the above tests are all within range, install
valve, piston/ring, a new injector. REFER to: (303-04C Fuel
etc Charging and Controls - TDV8 3.6L Diesel)
Installation),
Injector fault
Installation).
Cylinder 4 balance - fuel trim Check the injector and surrounding area
P02A600 Injector leak
P02A700 Cylinder compression leakage in the connector. Rectify as
at minimum limit
P02A800 injector and start the engine. Allow to
restricted
P02A900
- Mechanical fault,
Installation),
P02AA00 Injector leak
P02AB00 Cylinder compression leakage in the connector. Rectify as
at minimum limit
P02AC00 injector and start the engine. Allow to
restricted
P02AD00
- Mechanical fault,
Installation),
P02AE00 Injector leak
P02AF00 Cylinder compression leakage in the connector. Rectify as
at minimum limit
P02B000 injector and start the engine. Allow to
restricted
P02B100
- Mechanical fault,
Installation),
P02B200
P02B300 Cylinder compression
at minimum limit leakage in the connector. Rectify as
low
Cylinder 7 balance - injector necessary. Clear the DTCs. Reconnect the
P02B400
restricted injector and start the engine. Allow to
P02B500 Cylinder 7 balance - injector - Blow-by past the warm up to above 60 C (140 F) and
leaking injector allow to idle (cylinder balance diagnosis is
- Blow-by past the
Clear the DTCs and recheck. Carry out a
glow plug
compression test only if the DTC resets. If
the above tests are all within range, install
- Mechanical fault, a new injector. REFER to: (303-04C Fuel
Installation),
Injector fault Fuel Injectors RH (Removal and
Installation).
P02B600 Injector leak
P02B700 Cylinder compression leakage in the connector. Rectify as
at minimum limit
P02B800 injector and start the engine. Allow to
restricted
P02B900
- Mechanical fault,
Installation),
Fuel pump relay control
circuit: short circuit
Fuel pump A control circuit to power
P062712
open - circuit short to battery

Fuel pump relay control Check the fuel pump and circuits. Refer to
circuit: short circuit the electrical guides. Activate the relay
Fuel pump A control circuit to ground
P062811 and listen for an audible "click". Rectify as
low - circuit short to ground
necessary. Clear the DTCs and test for
Fuel pump relay fault normal operation.
Fuel pump relay control
circuit: high
Fuel pump A control circuit resistance
P062913
high - circuit open

Fuel cut not plausible
Monitoring of post
injection Check the ECM circuits. Refer to the
Internal control module - fuel electrical guides. Clear the DTC. Cycle the
injector control performance ignition, allow power latch and retest. If
P062B46 Monitoring of fuel mass the DTC resets, suspect the ECM. Refer to
- calibration/parameter
memory fault adaption the warranty policy and procedures
Monitoring of
accelerator pedal
position
Fuel injector circuits: During the following, clear DTCs and
short circuit to recheck after each step. Turn the ignition
ground off and wait 20 seconds before turning the
Fuel injector driver circuit
performance (right-hand
P062D01 the connections at fuel injectors 1, 2, 3
bank) - general electrical Fuel injector circuits:
and 4. Disconnect the injectors and
fault short circuit to
measure the resistance and capacitance of
power
each injector. Resistance should be 180 to
220 Kohms, capacitance should be greater
Fuel injector circuits: than 3 microfarad at 20 C (68 F). If one
high resistance or more injectors are outside this range,
install new injectors as necessary.
REFER to: Fuel Injectors RH (303-04C Fuel
Fuel injector fault
Check the injector circuits. Refer to the
electrical guides. Rectify as necessary.
operation.
Fuel injector circuits: ignition back on to recheck DTCs. Check
short circuit to the connections at fuel injectors 5, 6, 7
ground and 8. Disconnect the injectors and
measure the resistance and capacitance of
Fuel injector circuits: each injector. Resistance should be 180 to
Fuel injector driver circuit
short circuit to 220 Kohms, capacitance should be greater
performance (left-hand
P062E01 power than 3 microfarad at 20 C (68 F). If one
bank) - general electrical
or more injectors are outside this range,
fault
install new injectors as necessary.
Fuel injector circuits: REFER to: Fuel Injectors RH (303-04C Fuel
high resistance Charging and Controls - TDV8 3.6L Diesel,
Fuel injector fault Check the injector circuits. Refer to the
operation.
Low fuel
Fuel level sensor circuit:

Low fuel level - forced limited short circuit to
power - event information ground
P115A68
(anti air suction intervention
occurred) Fuel level sensor circuit:
high resistance
Check that there is sufficient fuel in the
tank. Check the fuel level sensor and
Fuel level sensor fault circuits. Refer to the electrical guides. If
Low fuel no fault is found in the circuits, install a
new fuel level sensor. Clear the DTCs and
short circuit to
Low fuel level - forced engine ground
P115B68
shutdown - event information
high resistance
Fuel level sensor fault

Fuel volume control
Fuel volume control valve valve circuit fault
P116F2F control exceeded control Check the fuel volume control valve and
limits - signal erratic Fuel volume control circuits. Refer to the electrical guides.
valve fault Check the resistance of the valve and
valve circuit fault not between 1.5 and 15 ohms (the fuel
volume control valve cannot be serviced
P117D00 control exceeded maximum
separately).
control limits Fuel volume control REFER to: Fuel Pump (303-04C Fuel
Fuel volume control Removal and Installation).
Fuel volume control valve valve circuit fault Clear the DTCs and test for normal
P117E00 control exceeded minimum operation.
control limits Fuel volume control
valve fault
P150A01 Injector circuit Injector circuit: short Check the injector circuits. Refer to the
range/performance - cylinder circuit to ground electrical guides. Rectify as necessary.
1 - general electrical fault Disconnect the injector and measure the
resistance and capacitance of the
Injector circuit: short
component. Resistance should be 180 to
circuit to power
than 3 microfarad at 20 C (68 F). If the
Injector circuit: high values are outside this range, install a new
resistance injector as necessary. REFER to: (303-04C
Fuel Charging and Controls - TDV8 3.6L
Injector fault Diesel)
Installation),
Installation).
Injector circuit: short Disconnect the injector and measure the
circuit to ground resistance and capacitance of the
Injector circuit: short 220 Kohms, capacitance should be greater
Injector circuit circuit to power than 3 microfarad at 20 C (68 F). If the
P150B01 range/performance - cylinder values are outside this range, install a new
2 - general electrical fault injector as necessary. REFER to: (303-04C
Injector circuit: high Fuel Charging and Controls - TDV8 3.6L
resistance Diesel)
Injector fault Installation),
Installation).
P150C01 range/performance - cylinder values are outside this range, install a new
resistance Diesel)
Installation).
P155401 range/performance cylinder values are outside this range, install a new
resistance Diesel)
Installation).
Injector circuit: short Check the injector circuits. Refer to the
circuit to ground electrical guides. Rectify as necessary.
Disconnect the injector and measure the
Injector circuit: short resistance and capacitance of the
Injector circuit
circuit to power component. Resistance should be 180 to
P155501 range/performance cylinder
5 - general electrical fault
than 3 microfarad at 20 C (68 F). If the
Injector circuit: high values are outside this range, install a new
resistance injector as necessary. REFER to: (303-04C
Fuel Charging and Controls - TDV8 3.6L
Injector fault Diesel)
Installation),
Installation).
resistance Diesel)
Installation).
resistance Diesel)
Installation).
resistance Diesel)
Installation).
Sensor circuit: high
P226413 Water in fuel sensor circuit
resistance
Water in fuel sensor circuit Water in fuel sensor
range/performance - signal connector fault
P226532 low time greater than Check the sensor and circuits. Refer to the
maximum - Initialization Water in fuel sensor electrical guides. Rectify as necessary.
error - edge too long circuit fault Clear the DTCs and test for normal
Water in fuel sensor circuit Water in fuel sensor operation.
range/performance - signal connector fault
P226533 low time less than minimum
- Initialization error - edge Water in fuel sensor
too short circuit fault
Check the sensor and circuits. Refer to the
Water in fuel sensor circuit Sensor circuit: short electrical guides. Rectify as necessary.
P226611
low circuit to ground Clear the DTCs and test for normal
operation.
Water in fuel condition
Drain the water from the fuel filter. Clear

Water in fuel sensor
the DTC and retest. If the DTC resets,
Water in fuel warning - event circuit: short circuit
P226968 check the sensor circuit. Refer to the
information to ground
electrical guides. If no fault is found in the
circuits, install a new sensor.
fault
There are different approaches to this
depending on whether or not the vehicle
runs. If the vehicle does not run: remove
the lift pump fuse (fuse 6E of the engine
compartment junction box). Disconnect
the volume control valve connector from
the rear of the injection pump. Disconnect
the fuel spill lines and direct into a suitable
container through a length of clear pipe.
Crank the engine to at least 250 rpm for a
minimum of 15 seconds. The pump spill
flow should be at least 160 ml/min. If the
spill flow is greater than this, install a new
injection pump.
operation. If the spill flow is less than 160
ml/min, carry out the low-pressure
bleeding procedure.
REFER to: Low-Pressure Fuel System
Bleeding - TDV8 3.6L Diesel (310-00 Fuel
System - General Information, General
Procedures).
Fuel leak (high or low- Recheck the spill flow, if it is still less than
pressure system) 160 ml/min, install a new fuel pump.
Fuel filter/line fault Removal and Installation).
Injector control pressure too
P229000 Clear the DTCs and test for normal
low
Air lock in injection operation. If the vehicle does run, install
pump a new fuel filter and run the engine at
3,000 rpm for 3 minutes. During this,
monitor the fuel pressure using a
Fuel pump fault datalogger function. If there is an airlock
in the pump, the fuel pressure will be low
and unstable, but a high-speed run should
clear this. If the fault does not clear,
check the low-pressure system to the
injection pump. Insert a length of clear
pipe into the fuel line and check for a
steady flow of fuel with no air bubbles. If
the low-pressure system checks out,
disconnect the fuel injector electrical
connectors and backleak connections.
Direct the lines into a suitable container
and crank the engine. Compare the flow
from the injectors and if there is one or
more with low flow, install a new injector
to that cylinder. REFER to: (303-04C Fuel
Charging and Controls - TDV8 3.6L Diesel)
Installation),
Installation).
operation. If the fault does not clear,
install a new injection pump.
operation.
Fuel Charging and Controls - TDV8 3.6L Diesel - Fuel Injection
Component Cleaning
General Procedures
WARNINGS:
Do not carry out any repairs to the fuel system with the engine running. The fuel pressure within the
system can be as high as 1700 bar (24,656 lb-sq-in). Failure to follow this instruction may result in personal
injury.
attention.
about the vehicle.
Wait at least 30 seconds after the engine stops before commencing any repair to the high-pressure fuel
injection system. Failure to follow this instruction may result in personal injury.
injury.
CAUTIONS:
Before using the cleaning fluid, protect all electrical components and connectors with lint-free non-
flocking material.
Make sure that all parts removed from the vehicle are placed on the lint-free non-flocking material.
Make sure that any protective clothing worn is clean and made from lint-free non-flocking material.
Make sure that clean non-plated tools are used. Clean tools using a new brush that will not lose its
bristles and fresh cleaning fluid, prior to starting work on the vehicle.
Use a steel topped workbench and cover it with clean, lint-free non-flocking material.
NOTE: Pneumatic vacuum gun
1. Using a new brush that will not lose its bristles, brush
cleaning fluid onto the components being removed and
onto the surrounding area.
2. Using a pneumatic vacuum gun, remove all traces of
cleaning fluid and foreign material.
3. Dispose of any used cleaning fluid and the brush after
completing the repair.
Fuel Charging and Controls - TDV8 3.6L Diesel - Fuel Injector
Balance and Spill Check
General Procedures
Special Tool(s)
Fuel Injector Spill Test Kit
310-152
Fuel Return Blanking Caps

310-152-02
WARNINGS:
The spilling of fuel is unavoidable during this operation. Make sure that all necessary precautions are
taken to prevent fire and explosion.
injury.

Installation).

connector.

sensor drain port.

container.

5. NOTE: The locking ring is removed from the
engine bay after the fuel filter element has been
removed.
Remove the fuel filter element.
Remove the locking ring.
6. Reposition the fuel line.
Release the fuel line.

Remove the 2 nuts.
Remove the bolt.
Release the fuel lines.
Remove the 7 nuts.
9. NOTE: An audible click can be heard when the locking

ring is correctly installed.
NOTE: Make sure that the fuel filter element is correctly

aligned. Failure to follow this instruction may result in
Install the fuel filter element.

System Bleeding - TDV8 3.6L Diesel (310-00 Fuel
System - General Information, General Procedures).
12. Disconnect the A/C refrigerant lines.
Remove the 2 bolts.

Remove the 7 nuts.
14. Connect the A/C refrigerant lines.
Tighten the bolts to 10 Nm (7 Ib.ft).

fuel injectors and the fuel rail.

unavoidable during this operation. Make sure that
all necessary precautions are taken to prevent fire
and explosion.
Disconnect the fuel return line from the LH bank

fuel injectors.

clips.
18. Blank-off each of the fuel return line ends

with blanking caps from the kit.
Install the clips.

19. Connect a spill bottle line to each of the
injectors.

21. Connect the Land Rover approved diagnostic system to
the vehicle.
22. Run cylinder balance test from 'live data'.
Injector balance limits are between 960 and 1.4 k.
Note any injector that is outside of these figures (a

figure below the limit will usually mean a reduction
in fuelling, and a figure above will result in an
increase to fuelling).
23. Start the engine and allow to run for 2 minutes, stop
the engine.
24. CAUTION: Do not reject any of the injectors if

the spill rates are even but outside of the correct rates
shown. The spill rate can be affected by varying fuel rail
pressure and fuel temperature. Only suspect a faulty
injector(s) if the amount of fuel collected is significantly
higher or lower than the others.
NOTE: The figures shown are to be used as a guide only.
NOTE: A faulty injector could fill a bottle within 2

minutes.
Observe the spill into bottles, if any bottle starts to fill up

quickly stop engine to prevent further spillage.
Loosen the nut.

26. Disconnect the spill bottle lines from the injectors.
27. Remove the blanking caps from the fuel return line
ends.
Remove the clips.

28. CAUTION: Make sure the fuel return line
clip is correctly installed to the fuel injector before
installing the fuel return line.
Install new fuel return line clips.
Visually inspect the fuel return line O-ring

seals for damage.
Apply a light coating of petroleum jelly to the

fuel return line O-ring seals.
29. Carry out steps 16 to 28 on the RH bank injectors.

31. Disconnect the A/C refrigerant lines.
Remove the 2 bolts.

oil.
Tighten the bolts to 10 Nm (7 Ib.ft).

35. Remove the fuel filter.
For additional information, refer to: Fuel Filter Element
(310-01C Fuel Tank and Lines - TDV8 3.6L Diesel,



39. Renew the fuel filter.
Installation).
from the vehicle.
Published: 09-Aug-2011
Fuel Charging and Controls - TDV8 3.6L Diesel - Fuel Injectors LH
Special Tool(s)
Remover - Fuel Injector
303-1127
Lifting Brackets - Engine
303-1129
Removal
WARNINGS:
injury.
injury.

safety stands.
NOTE: Fuel injector No.8 only.

Installation).
4. Remove the fuel filter element.

Remove the 2 nuts.
Remove the bolt.
Release the battery positive cable from the

Remove the access cover.
Remove the nut.
Remove the locating plate.
Remove the battery compartment side wall.
Remove the 2 nuts.
Remove the 3 bolts.
Release the wiring harness grommet.
9. Remove the fuel line shield.
Remove the 7 nuts.

connectors.
11. CAUTIONS:
Make sure that the high-pressure fuel supply line

remains in contact with the fuel pump and fuel injection
diverter rail until both unions have been detached and
cleaned. Failure to follow this instruction may result in
foreign matter ingress to the fuel injection system.
Do not use any aggressive cleaning fluid or a wire

brush to clean the fuel injector nozzle.
Using the pneumatic vacuum gun, vacuum foreign

material from the high-pressure fuel supply lines, the fuel
injectors and the fuel rail.
12. CAUTIONS:
Make sure that the high-pressure fuel

supply line remains in contact with the fuel
injection supply manifold and the fuel injection
diverter rail until both unions have been detached
and cleaned. Failure to follow this instruction may
result in foreign matter ingress to the fuel
injection system.
Make sure that the fuel injector adaptor

union does not move when loosening the high-
pressure fuel supply lines. Failure to follow this
instruction may result in damage to the fuel
injector or the fuel injector adaptor union.
Loosen the high-pressure fuel supply line from

the fuel injector and fuel rail.

supply line.

injector.
Remove and discard the fuel return line clip.

component.

remover legs.
19. Release the fuel injector.
Rotate the special tool bolts evenly, in a clockwise

direction.

Remove the engine oil filler cap.

22. NOTE: Fuel injector No.8 only.
Release the LH engine mount.
Remove the 2 bolts.

Raise the engine.

Remove the fuel injector.
Remove and discard the fuel injector clamp.

Installation
1. CAUTIONS:


to the clip.

this stage.

4. Lower the engine.

Remove the 5 bolts.

8. Install the engine oil filler cap.

fuel return line.
Connect the fuel return line to the fuel injector.
Visually inspect the fuel return line O-ring seal for

damage.
Lubricate the O-ring seal with a suitable lubricant.
10. CAUTIONS:

Maintain pressure on the high-pressure fuel

supply lines to keep the olives in contact with the
fuel rail and the fuel injector cones while installing
unions.
Install the new high-pressure fuel supply lines.
Install the new high-pressure fuel supply line,

tighten the fuel supply line unions finger
tight.
Tighten the high-pressure fuel supply line in

the shown sequence.
Tighten the high-pressure fuel supply line

union 1 to fuel injector to 15 Nm.

union 2 to fuel rail to 15 Nm.


Attach the fuel charging wiring harness.

12. Install the fuel line shield.

13. Install the battery compartment side wall.
Secure the wiring harness grommet.
Tighten the nuts.

14. Connect the battery positive cable to the battery
compartment side wall.
Install the locating plate.

Install the access cover.

Tighten the bolt.
Tighten the nuts.


17. Install the fuel filter element.
Installation).
Fuel Charging and Controls - TDV8 3.6L Diesel - Fuel Injectors RH
Special Tool(s)
Remover - Fuel Injector
303-1127
Lifting Brackets - Engine
303-1129
Removal
WARNINGS:
injury.
injury.

safety stands.

(A/C) System Recovery, Evacuation and Charging - TDV8
3.6L Diesel (412-00, General Procedures).

Remove the 2 bolts.

wall.

connector.
Remove the wiper motor support bracket bolt.
Remove the 3 bolts.
Remove the 2 nuts.

8. Disconnect the glow plug electrical connectors.
9. Remove the fuel line shield.
Remove the 7 nuts.

connectors.
11. CAUTIONS:



material from the high-pressure fuel supply lines, the fuel
injectors and the fuel rail.
12. CAUTIONS:

injection system.




supply line.

injector.
Remove and discard the fuel return line clip.


component.

remover legs.
19. Release the fuel injector.
Rotate the special tool bolts evenly, in a clockwise

direction.

Disconnect the charge air cooler outlet hose.
Release the clip.

Release the engine wiring harness from the

Remove the bolt.
Release the engine breather line.
Remove the bolt.
Release the engine wiring harness from the

Release the RH engine mount.
Remove the 2 bolts.
Raise the engine.

Remove the fuel injector.
Remove and discard the fuel injector clamp.
Installation
1. CAUTIONS:


to the clip.

this stage.

Lower the engine.

Secure the RH engine mount.


7. Secure the engine breather line.


Connect the charge air cooler outlet hose.

return line.
Connect the fuel return line to the fuel injector.
Visually inspect the fuel return line O-ring seal for

damage.
Lubricate the O-ring seal with petroleum jelly.

11. CAUTIONS:


unions.

tight.

the shown sequence.





13. Install the fuel line shield.

Align the glow plug wiring harness.

Install the 2 nuts.

oil.


(A/C) System Recovery, Evacuation and Charging - TDV8
3.6L Diesel (412-00, General Procedures).
Fuel Charging and Controls - TDV8 3.6L Diesel - Fuel Pump
Removal
WARNINGS:
injury.
attention.
injury.

2. Remove the intake manifold.
In-vehicle Repair).
4. Remove the mass air flow (MAF) outlet pipes.
Release the clips.
Remove the 3 bolts.
Release the vacuum solenoid.
Remove the 3 bolts.

connector.
9. Disconnect the fuel injection control pressure


Disconnect the low-pressure fuel lines.


supply lines.
Release the vacuum hose.
Remove the 2 nuts.

Remove the fuel pump.
Remove the 3 bolts.
Installation
Apply loctite 572 to the fuel pump bolt threads.

2. Loosely install the new high-pressure fuel supply lines.
3. Secure the fuel pump.

Secure the high-pressure fuel supply lines.


unions at the fuel pump to 15 Nm (11 lb.ft).

unions at the fuel rail to 35 Nm (26 lb.ft).

unions at the fuel pump to 35 Nm (26 lb.ft).
Secure the vacuum hose.

5. Secure the high-pressure fuel supply line clips.

Connect the low-pressure fuel lines.

7. Connect the fuel injection control pressure sensor


11. Install the MAF outlet pipes.

12. Install the intake manifold.
In-vehicle Repair).
14. Carry out the low-pressure fuel system bleeding.
Fuel Charging and Controls - TDV8 3.6L Diesel - Fuel Rail LH
Removal
WARNINGS:
injury.
injury.
attention.
If taken internally, do not induce vomiting, seek immediate medical attention. Failure to follow these
CAUTIONS:
Diesel fuel injection equipment is manufactured to very precise tolerances and fine clearances. It is
therefore essential that absolute cleanliness is observed when working with these components. Always install
blanking plugs to any open orifices or lines. Failure to follow this instruction may result in foreign matter
Do not disconnect the fuel injector electrical connectors with the engine running. Failure to follow this
instruction may result in serious damage to the engine.

In-vehicle Repair).
3. Remove the fuel filter.
Remove the 7 nuts.

connectors.
7. CAUTIONS:



material from the high-pressure fuel rail supply lines, the
fuel injectors, the fuel rail and the fuel pump.
8. CAUTIONS:

injection system.




supply line.
10. Release the fuel line.

11. Release the glow plug wiring harness.
Remove the 2 bolts.
Remove the bracket.
Installation

this stage.
Install the fuel rail.
2. CAUTIONS:


unions.

tight.

the shown sequence.







In-vehicle Repair).
Fuel Charging and Controls - TDV8 3.6L Diesel - Fuel Rail RH
Removal
WARNINGS:
injury.
injury.
attention.
If taken internally, do not induce vomiting, seek immediate medical attention. Failure to follow these
CAUTIONS:
Do not disconnect the fuel injector electrical connectors with the engine running. Failure to follow this
instruction may result in serious damage to the engine.

In-vehicle Repair).

Remove the 2 bolts.

Remove the 7 nuts.

connectors.
8. CAUTIONS:



material from the high-pressure fuel rail supply lines, the
fuel injectors, the fuel rail and the fuel pump.
9. CAUTIONS:

injection system.




supply line.
11. CAUTION: Do not allow the unions to hit

the olive ends of the high-pressure fuel supply line
as this may damage the ends of the line and allow
foreign matter to enter the fuel injection system.

supply line.
Release the clip.

Remove the 2 bolts.
Remove the bracket.
Installation

this stage.
Install the fuel rail.
2. CAUTIONS:


unions.

tight.

the shown sequence.






oil.

In-vehicle Repair).
Fuel Charging and Controls - TDV8 3.6L Diesel - Throttle Body
Removal
Disconnect the charge air cooler outlet hose.
Release the clip.

4. NOTE: RH throttle body only.
Remove the manifold absolute pressure and

Remove the screw.
Disconnect the throttle body electrical

connector.
Remove the throttle body.
Remove the 4 bolts.
Installation

2. Connect the throttle body electrical connector.
3. NOTE: RH throttle body only.
Install the MAPT sensor.
Tighten the screw to 3 Nm (2 lb.ft).

4. Connect the charge air cooler outlet hose.
Tighten the clip to 5 Nm (4 lb.ft).

COMPONENT LOCATION
3 - Oil feed pipe
7 - Shield
8 - Oil drain pipe
OVERVIEW
turbochargers.
bearings.
as the flow angle.
Reduced emissions
Trouble Code (DTC).
SYSTEM OPERATION
C - Exhaust inlet
D - Exhaust outlet
2 - Turbine housing
4 - Actuator lever
5 - Actuator motor
Quicker response
Fewer parts

1 - ECM
2 - Actuator motor
3 - Adjusting ring
4 - Vanes
5 - Turbine
Charge Air Cooler
intake manifold.
Overview
The turbocharger system for this vehicle differs from previous models in that it uses twin turbochargers rather
than a single unit serving both banks.
For information on the operation of the system:

REFER to: Turbocharger (303-04D Fuel Charging and Controls - Turbocharger, Description and Operation).
WARNINGS:
The following tests may involve working in close proximity to hot components. Make sure adequate
protection is used. Failure to follow this instruction may result in personal injury.
The turbocharger can continue to rotate after the engine has stopped. Do not attempt to check the
turbocharger until one minute has elapsed since the engine was switched off. Failure to follow this instruction
may result in personal injury.

Visual inspection chart
Intake air system Circuit(s)
Hose(s)/hose connections Electrical connections and harnesses
Turbochargers Turbocharger actuators
General engine condition. Engine control module (ECM)

Symptom chart
Symptom Possible source Action

Low/Contaminated
fuel
Check the fuel level and condition. Draw off approximately 1 ltr
Restricted intake air (2.11 pints) of fuel and allow to stand for 1 minute. Check to make
Poor system sure there is no separation of the fuel indicating water or other
performance liquid in the fuel. Check the intake air system for restriction. Check
(off-boost) the engine condition, compressions, etc if there are indications of a
General engine mechanical fault. Check for DTCs indicating a module fault. Refer to
condition the warranty policy and procedures manual if an ECM is suspect.
ECM failure
Electrical
connections and
harnesses
Restricted intake air

system Check the electrical connections and harnesses. Check the intake
air system for restriction/leakage. Check the turbocharger
Charge air cooler actuators and circuits. Refer to the electrical guides. Check the
restricted/leakin turbochargers for wear. Disconnect the turbocharger intake and
g outlet pipework and turn the turbochargers by hand. Any
No boost
roughness indicates a fault. Check any up and down movement in
the turbocharger shafts. Excessive movement indicates a fault. If in
Turbocharger doubt, compare the suspect unit with a new turbocharger. Check
actuator for DTCs indicating an actuator or module fault. Refer to the
failure(s) warranty policy and procedures manual if an ECM is suspect.
Turbocharger
failure(s)
ECM failure
Disconnect the turbocharger intake and outlet pipework and turn
No the turbochargers by hand. Any roughness indicates a fault. Check
Turbocharger
boost/excessive any up and down movement in the turbocharger shafts. Excessive
failure(s)
noise movement indicates a fault. If in doubt, compare the suspect unit
with a new turbocharger.
DTC index

Check the right-hand turbocharger and
Turbocharger control Rectify as necessary. Clear the DTCs
circuit: short and test for normal operation. If no
Right-hand turbocharger control circuit to ground fault is found in the circuits, install a
P004711
circuit low new turbocharger.
Turbocharger actuator REFER to: Turbocharger RH (303-04D
failure Fuel Charging and Controls -
Turbocharger, Removal and
Installation).
Check the right-hand turbocharger and
Right-hand turbocharger control circuit to power fault is found in the circuits, install a
P004812
circuit high new turbocharger.
Turbocharger actuator REFER to: Turbocharger RH (303-04D
Installation).
Check the left-hand turbocharger and
Left-hand turbocharger control circuit to ground fault is found in the circuits, install a
P004C11
circuit low new turbocharger.
Turbocharger actuator REFER to: Turbocharger LH (303-04D
Installation).
Check the left-hand turbocharger and
Left-hand turbocharger control circuit to power fault is found in the circuits, install a
P004D12
circuit high new turbocharger.
Turbocharger actuator REFER to: Turbocharger LH (303-04D
Installation).
Air leakage in the
Manifold absolute pressure (MAP) Check the intake air system for leakage
intake path
sensor - mass or volume air flow after the turbocharger. Check for DTCs
P006A21 between the
correlation - signal amplitude indicating a MAPT sensor fault. Clear
turbocharger and
less than minimum the DTCs and test for normal operation.
the engine
With the engine at idle, check the
manifold air pressure and indicated
torque set points using a datalogger
function. If the manifold air pressure is
Oil ingress into the greater than 140 KPa (20.31 lbs/in) or
intake manifold the torque less than 70 Nm (51.63
lbf/ft), check for oil being drawn into
Manifold absolute pressure and MAPT sensor circuit the intake manifold. Rectify as
temperature (MAPT) sensor - fault necessary. Clear the DTCs and test for
mass or volume air flow normal operation. With the ignition on,
P006A22
correlation, right-hand bank - engine off and using a datalogger
MAPT sensor fault
signal amplitude greater than function, monitor the turbocharger
maximum actuator angles. Command the actuator
MAF sensor fault to 5% PWM then to 95% PWM and
check the angle values. The angle at
Turbocharger fault 5% PWM should be 0 - 20%, and at
95% 80 - 95%. If the values are inside
this range, install a new MAF sensor.
REFER to: Mass Air Flow (MAF) Sensor
Installation).
If the values are outside this range,
install a new turbocharger.
REFER to: Turbocharger RH (303-04D
Fuel Charging and Controls -
Installation).
operation.
Manifold absolute pressure and Check the intake air system for leakage
Air leakage in intake
temperature (MAPT) - mass or after the turbocharger. Check for DTCs
path between
P00B821 volume air correlation, left-hand indicating a MAPT sensor fault. Refer to
turbocharger and
bank - signal amplitude less than the warranty policy and procedures
engine
minimum manual if a module is suspect.
manifold air pressure and indicated
torque set points using a datalogger
function. If the manifold air pressure is
greater than 140 KPa (20.31 lbs/in) or
the torque less than 70 Nm (51.63
lbf/ft), check for oil being drawn into
the intake manifold. Rectify as
necessary. Clear the DTCs and test for
Oil ingress into the normal operation. With the ignition on,
intake manifold engine off and using a datalogger
function, monitor the turbocharger
actuator angles. Command the actuator
MAPT sensor circuit
Manifold absolute pressure and to 5% PWM then to 95% PWM and
fault
temperature (MAPT) sensor - check the angle values. The angle at
P00B822 mass or volume air correlation, 5% PWM should be 0 - 20%, and at
left-hand bank - signal amplitude MAPT sensor fault 95% PWM 80 - 95%. If the values are
greater than maximum inside this range, install a new MAF
sensor.
MAF sensor fault
Turbocharger fault TDV8 3.6L Diesel, Removal and
Installation).
If the values are outside this range,
REFER to: Turbocharger LH (303-04D
Installation).
operation.
Right-hand MAPT
sensor Check the right-hand MAPT and MAF
temperature sensors and circuits. Refer to the
circuits: short electrical guides. Monitor the charge air
circuit to ground temperature and intake air temperature
signals using a datalogger function.
Right-hand MAPT Start the engine and "wiggle" the
sensor sensor connectors with the engine
Right-hand bank charge air temperature running. Check the recorded values for
temperature (MAPT)/intake air circuits: short the two sensors, the maximum
temperature (IAT) sensor circuit to power difference should not exceed +40 to -
P011C00 correlation - signal invalid (the 30 C (104 to -22 F). If the IAT
IAT sensor is part of the right- sensor is suspect, swap the MAF
Right-hand MAPT
hand MAF sensor. The IAT sensor sensors side to side and recheck. If the
sensor
in the left-hand MAF is not used) DTC resets, install a new right-hand
temperature
MAPT sensor.
circuits: high
REFER to: Manifold Absolute Pressure
resistance
and Temperature (MAPT) Sensor (303-
Right-hand MAPT 3.6L Diesel, Removal and Installation).
sensor fault Clear the DTCs and test for normal
operation.
Right-hand MAF sensor
temperature
circuits: short
circuit to ground

temperature
circuits: short
circuit to power

temperature
circuits: high
resistance

fault
Left-hand MAPT sensor
temperature
circuits: short
circuit to ground

temperature
circuits: short
circuit to power Check the left-hand MAPT and MAF
sensors and circuits. Refer to the
Left-hand MAPT sensor electrical guides. Monitor the charge air
temperature temperature and intake air temperature
circuits: high signals using a datalogger function.
resistance Start the engine and "wiggle" the
sensor connectors with the engine
Left-hand bank charge air running. Check the recorded values for
temperature (MAPT)/intake air Left-hand MAPT sensor the two sensors, the maximum
temperature (IAT) sensor fault difference should not exceed 40 to -
P011D00 correlation - signal invalid (the 30 C (104 to -22 F). If the IAT
IAT sensor is part of the right- Right-hand MAF sensor sensor is suspect, swap the MAF
hand MAF sensor. The IAT sensor temperature sensors side to side and recheck. If the
in the left-hand MAF is not used) circuits: short DTC resets, install a new left-hand
circuit to ground MAPT sensor.
Right-hand MAF sensor 14C Electronic Engine Controls - TDV8
temperature 3.6L Diesel, Removal and Installation).
circuits: short Clear the DTCs and test for normal
circuit to power operation.

temperature
circuits: high
resistance

fault
Manifold absolute During the following, clear DTCs and
pressure and recheck after each step. Check the
temperature MAPT sensor and circuits. Refer to the
(MAPT) sensor electrical guides. Start the engine and
circuit: check the manifold air pressure at idle
intermittent high using a datalogger function. Increase
Right-hand turbocharger boost
resistance the engine speed to 1,500 rpm and
P023627 sensor circuit high - signal rate
recheck the manifold air pressure. If the
of change above threshold
pressure has increased by more than 50
Manifold absolute KPa per 10 ms, install a new sensor.
pressure and REFER to: Manifold Absolute Pressure
temperature and Temperature (MAPT) Sensor (303-
(MAPT) sensor 14C Electronic Engine Controls - TDV8
failure 3.6L Diesel, Removal and Installation).
operation.
Manifold absolute
pressure and During the following, clear DTCs and
temperature recheck after each step. Check the
(MAPT) sensor MAPT sensor and circuits. Refer to the
circuit: short electrical guides. If no fault is found in
Right-hand turbocharger boost circuit to ground the circuits, install a new sensor.
P023716 sensor circuit low - voltage below REFER to: Manifold Absolute Pressure
threshold and Temperature (MAPT) Sensor (303-
Manifold absolute 14C Electronic Engine Controls - TDV8
pressure and 3.6L Diesel, Removal and Installation).
temperature Clear the DTCs and test for normal
(MAPT) sensor operation.
failure
Manifold absolute
pressure and During the following, clear DTCs and
temperature recheck after each step. Check the
(MAPT) sensor MAPT sensor and circuits. Refer to the
circuit: short electrical guides. If no fault is found in
Right-hand turbocharger boost circuit to power the circuits, install a new sensor.
P023817 sensor circuit high - voltage REFER to: Manifold Absolute Pressure
above threshold and Temperature (MAPT) Sensor (303-
Manifold absolute 14C Electronic Engine Controls - TDV8
pressure and 3.6L Diesel, Removal and Installation).
(MAPT) sensor operation.
failure
Check the intake air system. Check the
turbocharger mechanical condition and
operation. Check for oil being drawn
into the intake manifold. Rectify as
necessary. Using a datalogger function,
Intake air system fault monitor the turbocharger actuator
position and command the actuator to
Manifold absolute pressure (MAP) 5% PWM, then 95% PWM in 5% steps.
Turbocharger
sensor/right-hand turbocharger Check the results. There should be a
P023D21 mechanical fault
boost sensor correlation - signal smooth curve between the minimum
amplitude less than minimum and maximum values. If not, install a
Oil ingestion into new turbocharger.
manifold REFER to: Turbocharger RH (303-04D
Installation).
operation.
Turbocharger
mechanical fault Check the intake air system. Check the
operation. Check for DTCs indicating a
Intake air temperature
listed sensor fault. Rectify as necessary.
(IAT) sensor fault
Using a datalogger function, monitor
the turbocharger actuator position and
Mass air flow (MAF) command the actuator to 5% PWM,
Manifold absolute pressure (MAP)
sensor fault then 95% PWM in 5% steps. Check the
sensor/right-hand turbocharger
results. There should be a smooth curve
P023D22 boost sensor correlation - signal
between the minimum and maximum
amplitude greater than Manifold absolute
values. If not, install a new
maximum pressure and
turbocharger.
temperature
REFER to: Turbocharger RH (303-04D
(MAPT) sensor
fault
Installation).
Exhaust gas Clear the DTCs and test for normal
recirculation operation.
(EGR) sensor fault
Turbocharger actuator
position sensor
fault
operation. Check for oil being drawn
into the intake manifold. Rectify as
necessary. Using a datalogger function,
Intake air system fault monitor the turbocharger actuator
position and command the actuator to
Manifold absolute pressure (MAP) 5% PWM, then 95% PWM in 5% steps.
Turbocharger
sensor/left-hand turbocharger Check the results. There should be a
P023E21 mechanical fault
boost sensor correlation - signal smooth curve between the minimum
amplitude less than minimum and maximum values. If not, install a
Oil ingestion into new turbocharger.
manifold REFER to: Turbocharger LH (303-04D
Installation).
operation.
Turbocharger
mechanical fault
operation. Check for DTCs indicating a
(IAT) sensor fault
listed sensor fault. Rectify as necessary.
Using a datalogger function, monitor
Mass air flow (MAF) the turbocharger actuator position and
sensor fault command the actuator to 5% PWM,
Manifold absolute pressure (MAP)
then 95% PWM in 5% steps. Check the
sensor/left-hand turbocharger
results. There should be a smooth curve
P023E22 boost sensor correlation - signal Manifold absolute
between the minimum and maximum
amplitude greater than pressure and
values. If not, install a new
maximum temperature
turbocharger.
(MAPT) sensor
fault
Exhaust gas Installation).
recirculation Clear the DTCs and test for normal
(EGR) sensor fault operation.
position sensor
fault
Check the left-hand MAPT sensor and
Manifold absolute circuits. Refer to the electrical guides.
pressure and Using a datalogger function, check the
temperature manifold pressure at idle and record the
(MAPT) sensor measurement. Increase the engine
circuit: speed to 1,500 rpm and recheck the
Left-hand turbocharger boost intermittent high value. If the pressure has increased by
sensor range/performance - resistance
P024027 more than 50KPa (7.25 lbs/in) per 10
signal rate of change above
ms, install a new sensor.
threshold
Manifold absolute REFER to: Manifold Absolute Pressure
pressure and and Temperature (MAPT) Sensor (303-
temperature 14C Electronic Engine Controls - TDV8
(MAPT) sensor 3.6L Diesel, Removal and Installation).
fault Clear the DTCs and test for normal
operation.
Manifold absolute Check the left-hand MAPT sensor and
pressure and circuits. Refer to the electrical guides. If
Left-hand turbocharger boost temperature no fault is found in the circuits, install a
P024116 sensor circuit low - voltage below (MAPT) sensor new sensor.
threshold circuit: short REFER to: Manifold Absolute Pressure
circuit to ground and Temperature (MAPT) Sensor (303-
Manifold absolute 3.6L Diesel, Removal and Installation).
pressure and Clear the DTCs and test for normal
temperature operation.
(MAPT) sensor
fault
Manifold absolute
pressure and
temperature
(MAPT) sensor
Left-hand turbocharger boost connector fault
P024217 sensor circuit high - voltage
above threshold Manifold absolute
pressure and
temperature
(MAPT) sensor
fault
MAPT sensor circuit Recover the freeze-frame data to
Barometric - turbocharger boost
fault determine when the code was set.
sensor A (right-hand manifold
Check the MAPT sensors and circuits.
absolute pressure temperature
P123A21 Refer to the electrical guides. Make sure
[MAPT] sensor) correlation - MAPT sensor fault
the coolant temperature is above 0 C
signal amplitude less than
(32 F) and with the ignition on, check
minimum
ECM fault the manifold absolute pressure in both
banks using a datalogger function. If
the values are significantly different,
install a new right-hand MAPT sensor.
operation. Compare the right-hand
bank manifold absolute pressure with
ambient pressure. If the difference
MAPT sensor circuit
Barometric - turbocharger boost exceeds 20 Kpa (2.90 lbs/in), suspect
fault
sensor A (right-hand manifold the ECM. Start the engine and allow to
absolute pressure temperature idle. Check the manifold absolute
P123A22
[MAPT] sensor) correlation - MAPT sensor fault pressure in both banks and compare
signal amplitude greater than with the values at ignition on, engine
maximum not running. The pressures should have
ECM fault
increased together to between 52.7 Kpa
and 120 Kpa (7.64 and 17.40 lbs/in).
If this is not the case, install a new
MAPT sensor.
suspect.
MAPT sensor circuit Recover the freeze-frame data to
fault determine when the code was set.
sensor B (left-hand manifold
Check the MAPT sensors and circuits.
P123B21 Refer to the electrical guides. Make sure
the coolant temperature is above 0 C
(32 F) and with the ignition on, check
minimum
ECM fault the manifold absolute pressure in both
banks using a datalogger function. If
the values are significantly different,
MAPT sensor circuit install a new right-hand MAPT sensor.
fault REFER to: Manifold Absolute Pressure
P123B22 14C Electronic Engine Controls - TDV8
signal amplitude greater than
maximum
ECM fault operation. Compare the right-hand
bank manifold absolute pressure with
ambient pressure. If the difference
exceeds 20 Kpa (2.90 lbs/in), suspect
the ECM. Start the engine and allow to
idle. Check the manifold absolute
pressure in both banks and compare
with the values at ignition on, engine
not running. The pressures should have
increased together to between 52.7 Kpa
and 120 Kpa (7.64 and 17.40 lbs/in).
If this is not the case, install a new
MAPT sensor.
suspect.
Turbocharger circuit Check the turbocharger and circuits.
fault Refer to the electrical guides. Turn the
ignition on and using a datalogger
P132A00 function, record the turbocharger
control A electrical Turbocharger fault
actuator angles. Command the
turbocharger actuator to 5% PWM, then
ECM fault 95% PWM and recheck the recorded
angles. The value at 5% PWM should be
Turbocharger circuit 0 - 20%, and at 95% PWM, 80 - 95%.
fault If the angles are within these ranges,
clear the codes and retest. If the angles
P132A19 control A electrical - circuit
Turbocharger fault are outside these ranges, suspect the
ECM. Refer to the warranty policy and
ECM fault
suspect.
Turbocharger
connections:
water ingress,
poor contacts
circuits: short
circuit to ground Check the turbocharger and circuits.
Refer to the electrical guides. Using a
Turbocharger actuator datalogger function, record the
circuits: short turbocharger actuator angle at idle and
circuit to power at 3,000 rpm. From idle, "blip" the
throttle to maximum and allow to idle
P132B21 control A performance - signal
and record the turbocharger actuator
amplitude less than minimum Turbocharger actuator angles. At idle, the angle should be
circuits: high approximately 95%, at 3,000 rpm,
resistance approximately 40%, and when "blipped"
the voltage should change smoothly at
Turbocharger actuator approximately 25% per 100 ms. If the
fault angles do not change, or do not change
at the expected rate, suspect the
turbocharger actuator is sticking. Install
- Turbocharger
a new turbocharger.
actuator control REFER to: Turbocharger RH (303-04D
deviation below Fuel Charging and Controls -
minimum
threshold Installation).
Turbocharger Clear the DTCs and test for normal
connections: operation.
water ingress,
Right-hand turbocharger boost poor contacts
control A performance - signal
P132B22
amplitude greater than
maximum
circuits: short
circuit to ground
circuits: short
circuit to power
circuits: high
resistance
fault
- Turbocharger
actuator control
deviation above
maximum
threshold
Turbocharger circuit Check the turbocharger and circuits.
fault Refer to the electrical guides. Turn the
ignition on and using a datalogger
Left-hand turbocharger boost
P132D00 function, record the turbocharger
control B electrical Turbocharger fault
turbocharger actuator to 5% PWM, then
ECM fault 95% PWM and recheck the recorded
angles. The value at 5% PWM should be
Turbocharger circuit
0 - 20%, and at 95% PWM, 80 - 95%.
fault
If the angles are within these ranges,
clear the codes and retest. If the angles
P132D19 control B electrical - circuit
Turbocharger fault are outside these ranges, suspect the
ECM. Refer to the warranty policy and
ECM fault
suspect.
Turbocharger
connections:
water ingress,
poor contacts
circuits: short
circuit to ground Check the turbocharger and circuits.
Refer to the electrical guides. Using a
Turbocharger actuator datalogger function, record the
circuits: short turbocharger actuator angle at idle and
circuit to power at 3,000 rpm. From idle, "blip" the
throttle to maximum and allow to idle
P132E21 control B performance - signal
and record the turbocharger actuator
amplitude less than minimum Turbocharger actuator angles. At idle, the angle should be
circuits: high approximately 95%, at 3,000 rpm,
resistance approximately 40%, and when "blipped"
the voltage should change smoothly at
Turbocharger actuator approximately 25% per 100 ms. If the
fault voltages do not change or do not
change at the expected rate, suspect
the turbocharger actuator is sticking.
- Turbocharger Install a new turbocharger.
actuator control REFER to: Turbocharger LH (303-04D
deviation below Fuel Charging and Controls -
minimum Turbocharger, Removal and
threshold
Installation).
Turbocharger Clear the DTCs and test for normal
connections: operation.
water ingress,
Left-hand turbocharger boost poor contacts
control B performance - signal
P132E22
maximum
circuits: short
circuit to ground
circuits: short
circuit to power
circuits: high
resistance
fault
- Turbocharger
actuator control
deviation above
maximum
threshold
Right-hand Check the turbocharger and circuits.
turbocharger Refer to the electrical guides. Using a
control position sensor A
boost control datalogger function, record the
P138E21 minimum/maximum stop
position sensor A turbocharger actuator angles.
performance - signal amplitude
adaption diagnosis Command the turbocharger actuator to
less than minimum
below bottom limit 5% PWM, then 95% PWM and recheck
the recorded angles. The value at 5%
PWM should be 0 - 20%, and at 95%
PWM, 80 - 95%. If the angles are
Right-hand
Right-hand turbocharger boost outside these ranges, install a new
turbocharger
control position sensor A turbocharger.
boost control
P138E22 minimum/maximum stop REFER to: Turbocharger RH (303-04D
position sensor A Fuel Charging and Controls -
adaption diagnosis Turbocharger, Removal and
greater than maximum
above top limit
Installation).
operation.
Left-hand Check the turbocharger and circuits.
turbocharger Refer to the electrical guides. Using a
control position sensor B
boost control datalogger function, record the
P138F21 minimum/maximum stop
position sensor B turbocharger actuator angles.
adaption diagnosis Command the turbocharger actuator to
less than minimum
below bottom limit 5% PWM, then 95% PWM and recheck
the recorded angles. The value at 5%
PWM should be 0 - 20%, and at 95%
PWM, 80 - 95%. If the angles are
Left-hand
Left-hand turbocharger boost outside these ranges, install a new
turbocharger
control position sensor B turbocharger.
boost control
P138F22 minimum/maximum stop REFER to: Turbocharger RH (303-04D
position sensor B Fuel Charging and Controls -
adaption diagnosis
greater than maximum Turbocharger, Removal and
above top limit
Installation).
operation.
Where a check calls for a road test to
be carried out, do not attempt this
without assistance. Check the
turbocharger and linkage mechanical
condition. Check the intake air system
condition, rectify as necessary. Check
for sensor DTCs, rectify as necessary.
Using a datalogger function, check the
Left-hand
Left-hand turbocharger boost turbocharger actuator position.
P226300 turbocharger
system performance Command the turbocharger actuator to
failure
95% PWM then to 5% PWM and recheck
the turbocharger actuator position. The
value at 95% PWM should be 80 - 95%,
and at 5% PWM, 0 - 20%. If the angles
are outside these ranges, install a new
turbocharger.
Installation).
operation.
Right-hand turbocharger boost Check the turbocharger circuits. Refer
Turbocharger position
control position sensor A circuit to the electrical guides. Rectify as
P256327 sensor circuit:
range/performance - signal rate necessary. Clear the DTCs and test for
high resistance
of change above threshold normal operation.
Check the turbocharger circuits. Refer
to the electrical guides. Rectify as
Turbocharger position necessary. If no fault is found in the
Right-hand turbocharger boost sensor circuit: circuits, install a new turbocharger.
control position sensor A circuit short circuit to REFER to: Turbocharger RH (303-04D
P256421 ground
low - signal amplitude less than Fuel Charging and Controls -
Turbocharger failure Installation).
operation.
Right-hand turbocharger boost sensor circuit: circuits, install a new turbocharger.
control position sensor A circuit short circuit to REFER to: Turbocharger RH (303-04D
P256522 power
high - signal amplitude greater Fuel Charging and Controls -
than maximum Turbocharger, Removal and
operation.
Turbocharger position to the electrical guides. Rectify as
control position sensor B circuit
P258727 sensor circuit: necessary. Clear the DTCs and test for
range/performance - signal rate
high resistance normal operation. If any DTCs reset,
of change above threshold
recheck the circuits.
Left-hand turbocharger boost sensor circuit: circuits, install a new turbocharger.
control position sensor B circuit short circuit to REFER to: Turbocharger LH (303-04D
P258821 ground
low - signal amplitude less than Fuel Charging and Controls -
operation.
Left-hand turbocharger boost sensor circuit: circuits, install a new turbocharger.
control position sensor B circuit short circuit to REFER to: Turbocharger LH (303-04D
P258922 power
high - signal amplitude greater Fuel Charging and Controls -
than maximum Turbocharger, Removal and
operation.
Fuel Charging and Controls - Turbocharger - Turbocharger LH
Removal
Specifications).

safety stands.

TDV8 3.6L Diesel, RHD AWD (205-03 Front Drive


compressor.
Remove the 3 bolts.

and Installation) /
Remove the 3 bolts.

Remove the 3 bolts.

Remove the LH turbocharger outlet pipe to

charge air cooler connecting hose.
Remove the 3 bolts.
11. Disconnect the LH turbocharger intake tube.
Release the clip.


Remove the LH engine mount bracket and

turbocharger intake tube.
Support the engine.
Remove the 5 bolts.

Remove the 4 bolts.

connector.
Remove the 4 bolts.

Remove the LH turbocharger.
Installation
Install the LH turbocharger.

the vehicle.
Install the bolts.






Install the LH engine mount bracket and turbocharger

intake tube.
Tighten the engine mount bracket bolts to 115 Nm (85

lb.ft).
Tighten the engine mount bolt to 100 Nm (85 lb.ft).

Connect the LH turbocharger oil supply pipe.

11. Connect the LH turbocharger intake tube.
Tighten the clip.

Install the LH turbocharger outlet pipe to charge air

cooler connecting hose.
Tighten the clips.

13. Secure the LH exhaust manifold heat shield.


and Installation) /

TDV8 3.6L Diesel, RHD AWD (205-03 Front Drive
Specifications).
Fuel Charging and Controls - Turbocharger - Turbocharger RH
Removal
Specifications).

safety stands.

RH - Vehicles With: Diesel Particulate Filter (DPF) (309-
00C Exhaust System - TDV8 3.6L Diesel, Removal and
Installation) /
Catalytic Converter RH - Vehicles Without: Diesel
Particulate Filter (DPF) (309-00C Exhaust System - TDV8
Installation).
Remove the 3 bolts.

Disconnect the charge air cooler RH intake pipe.
Remove the bolt.
Release the clip.

Disconnect the RH turbocharger intake tube.
Remove the nut.
Remove the 3 bolts.


connector.

Remove the 5 bolts.
Remove the 3 bolts.

Remove the RH turbocharger.

Remove the 2 bolts.
Installation
Install the RH turbocharger.

the vehicle.
Install the bolts.

3. Secure the RH turbocharger.







Connect the RH turbocharger intake tube.

Connect the charge air cooler RH intake pipe.
Tighten the clip.


Installation).
14. Install the RH catalytic converter.
RH - Vehicles Without: Diesel Particulate Filter (DPF)
and Installation) /
Catalytic Converter RH - Vehicles With: Diesel Particulate
Specifications).
Actuator Rod
Removal
CAUTION: Always plug any open connections to prevent contamination.
1. Remove the left hand turbocharger or right hand

Turbocharger)

2. CAUTION: Make sure that no parts of the

turbocharger actuator linkage are allowed to move
beyond the normal operating limits. Failure to
vehicle.
Position the turbocharger actuator connecting

rod to the mid point position.
3. Using a suitable marker, mark the mid point

position of the actuator arm.
4. CAUTION: Make sure that two spanners
are used to remove the bolt. Failure to follow this
Remove the bolt.
5. Remove the turbocharger actuator connecting

rod.
Installation
1. CAUTIONS:
Make sure that no parts of the turbocharger actuator

linkage are allowed to move beyond the normal operating
limits. Failure to follow this instruction may result in
Make sure that the marks are aligned. Failure to

Make sure that two spanners are used to install the

bolt. Failure to follow this instruction may result in damage
to the vehicle.

2. Tighten the bolt to 5 Nm.
3. Install the left hand turbocharger or right hand

Turbocharger)

Accessory Drive - TDV8 3.6L Diesel -
Item Nm lb-ft lb-in
65 mm accessory drive belt idler pulley bolt 48 35 -
80 mm accessory drive belt idler pulley bolt 80 59 -
Accessory drive belt tensioner bolts 25 18 -
Accessory Drive - TDV8 3.6L Diesel - Accessory Drive
COMPONENT LOCATION
1 - Accessory drive belt
2 - Engine cooling fan/coolant pump
3 - Idler assembly
5 - Air Conditioning (A/C) compressor
6 - Tensioner assembly
7 - Crankshaft pulley
8 - Generator
The engine crankshaft pulley drives the accessory components, which comprise the generator, power steering
pump, A/C compressor, coolant pump and engine cooling fan, via the accessory drive belt.
The 8-rib belt, which is a maintenance free poly-V type belt, is automatically pre-loaded by the tensioner and
routed over deflection idler pulleys in order to maintain sufficient grip between the belt and the driven pulleys.
This ensures slip-free drive of the accessory components.
The 37 mm belt is especially wide and designed to achieve fit-for-life performance through normal use (due to
the risk of off-road stone damage, the belt is inspected periodically and, if necessary, replaced. Refer to the
vehicles service schedule for more information). The belts unique rib profile provides higher dimensional
accuracy, whilst the surface of the ribs themselves have been specially treated to reduce noise.
Engine durability during wading is protected by sealed bearings on the belt idlers and tensioners. The
generator, A/C compressor and starter motor are also fully sealed.
Accessory Drive - TDV8 3.6L Diesel - Accessory Drive
Overview
There is an additional drive belt on diesel engines for the fuel injection pump, this section covers basic checks
for both.
REFER to: Accessory Drive (303-05C Accessory Drive - TDV8 3.6L Diesel, Description and Operation).
2. Visually inspect for obvious mechanical faults.
Visual inspection
Mechanical
Drive belt condition (cracking/damage/contamination)
Idler assembly
Generator
Engine cooling fan
Tensioner assembly
Engine coolant pump
Power steering pump
Air conditioning (A/C) compressor
Torsional vibration damper
Dynamic response pump
Tensioner assembly
Security/Correct fitment of the fuel injection pump cover
Fuel injection pump belt condition (cracking/damage/contamination)
Fuel injection pump belt tensioner assembly
Fuel injection pump
Fuel injection pump belt

CAUTION: If the engine is run without the accessory drive belts connected to eliminate driven
components, diagnostic trouble codes, (DTCs) may be set which must be cleared before the vehicle is returned
to the owner. The engine should not be run for more than 2-3 minutes with the belts disconnected. Failure to
4. Use the approved diagnostic system or a scan tool to retrieve any DTCs before moving onto the
symptom chart or DTC index.
Symptom chart (accessory drive belt)

Belt condition
Belt tension
Check the belt condition (see visual inspection). Check the
tensioner function. Check the pulley alignment. Check the driven
Noise Pulleys misaligned components for excessive resistance to rotation. Rectify as
necessary.
Driven components
(including
tensioners)
Belt condition
Drive belt does Check the belt condition (see visual inspection). Check the
not hold tension tensioner function. Rectify as necessary.
Tensioner fault
Symptom chart (fuel injection pump belt)

Belt condition
Check the belt condition (see visual inspection). Check the belt cover
Belt fouling for indications of fouling (this may indicate a pump misalignment).
cover The belt tensioner must be renewed if the belt is removed, making a
check of the bearing impractical. Remove the belt, check the fuel
Noise Tensioner injection pump pulley for security. Check the fuel injection pump for
bearing excessive resistance to rotation (excessive resistance in the pump
failure will cause the pulley securing nut to loosen as a design feature).
Check for diagnostic trouble codes (DTCs) indicating a pump
malfunction.
Fuel injection
pump failure
Belt condition
Drive belt does not Check the belt condition (see visual inspection). Check the tensioner
hold tension function. Rectify as necessary.
Tensioner fault
Belt Investigate the cause of the belt breakage/damage (a belt broken at
Loss of drive (with broken/strip a 45 degree angle normally indicates a shear, a break straight across
ped teeth the belt normally indicates that the belt has been crimped). Check
no drive to the fuel
the fuel injection pump for excessive resistance to rotation
injection pump, the
(excessive resistance in the pump will cause the pulley securing nut
engine will not run) Drive pulleys to loosen as a design feature). Check for DTCs indicating a pump
loose malfunction.
DTC index


Oil level
Driven
Idle air control compone
P151B00 system RPM lower nt fault Check the engine oil level and condition. Check the driven
than expected components (generator, air conditioning compressor, etc).
Engine Rectify as necessary. Check the engine compressions only
compressi once other options are ruled out. Rectify as necessary. Clear
on the DTCs and test for normal operation.
Oil level
Idle air control -
P151C00 RPM higher than
expected Driven
compone
nt fault
Engine
compressi
on
Accessory Drive - TDV8 3.6L Diesel - Accessory Drive Belt
Removal
Specifications).

safety stands.

Installation).

clockwise.
Installation
Clean and inspect the drive pulleys for damage.

Accessory Drive - TDV8 3.6L Diesel - Accessory Drive Belt
Tensioner
Removal

safety stands.

Idler Pulley (303-05C Accessory Drive - TDV8 3.6L
Remove the 2 bolts.
Installation
Accessory Drive - TDV8 3.6L Diesel - Accessory Drive Belt Idler
Pulley
Removal
CAUTION: The accessory drive belt has 3 idler pulleys installed. 2 have a diameter of 65 mm and 1 has a
diameter of 80 mm.


safety stands.

and Installation).
4. Remove and discard the access cover.
5. NOTE: The bolt and spacer will remain captive

to the accessory drive belt idler pulley.
Remove the accessory drive belt idler pulley.
Installation
Tighten the 65 mm idler pulleys to 48 Nm (35 lb.ft).
Tighten the 80 mm idler pulley to 80 Nm (59 lb.ft).
Starting System - TDV8 3.6L Diesel -
Item Nm lb-ft lb-in
Battery positive cable nut 22 16 -
Starter motor bolts 45 33 -
Starter motor heat shield bolts 10 - 89
Switch lead to the starter motor solenoid nut 4 - 35
Starting System - TDV8 3.6L Diesel - Starting System
COMPONENT LOCATION
GENERAL
The starter motor is rated as 2.0 kW and is a Denso level three-sealed unit. It is a P76S type starter motor and
is of conventional design with the motor in line and the drive pinion and solenoid mounted above. Each starter
motor is of the pre-engaged type and comprises a series wound motor, an overrunning clutch and an integral
solenoid. This starter incorporates labyrinth-breathing tubes to help with sealing and drainage.
The starter solenoid is energised by a signal from the Engine Control Module (ECM) when the ignition switch is
moved to the crank position. When engine cranking is requested, the ECM checks that a valid key code has
been received before granting the crank request. The power for starter operation is supplied on a substantial
single cable connected direct from the battery positive terminal. The cable is connected to the solenoid via a
copper threaded stud and secured with a nut.
The starter motor is located on the rear RH side of the engine block and protrudes through an aperture to drive
the flywheel via a ring gear. The motor is secured to the cylinder block by 2 bolts and to the ladder frame by 4
bolts and a support bracket. The bracket provides crucial support for the starter motor and must not be
omitted when installing or reinstalling the unit.
Starting System - TDV8 3.6L Diesel - Starting System
Overview
For information on the operation of the system:

REFER to: Starting System (303-06C Starting System - TDV8 3.6L Diesel, Description and Operation).
Visual inspection
Battery
Fuses

junction box
- Megafuse
Gear selector lever cable adjustment (vehicles with
automatic transmission) Starter relay
Starter motor Wiring harness(es)
Engine (turns freely) Damaged, loose or corroded connectors
Ignition switch
Generator
Transmission control module (TCM)


Symptom chart

Gear selector not in P or N
position (vehicles with
automatic transmission)
Battery
Starter relay
- Output circuit: high

resistance Make sure the gear selector is in the P or N position and
correctly adjusted.
- Output circuit: short REFER to: Selector Lever Cable Adjustment (307-05C
The engine does circuit to power Automatic Transmission/Transaxle External Controls -
not crank (starter TDV8 3.6L Diesel, General Procedures).
motor does not Check the battery condition and state of charge. Check for
Invalid key code received by
turn) DTCs indicating an immobilizer fault. Check the starter
central junction box
motor relay, ignition switch and generator circuits. Refer
(CJB)
to the electrical guides. Check that the engine turns
freely.
Harness/Connectors
Starter motor
Ignition switch
Generator
Engine seized
Starter motor fitment
The engine does Check the starter motor fitment (fasteners tight, starter
Starter motor
not crank (starter motor square to engine, etc). Check the flywheel/drive
motor does turn) plate ring gear teeth for damage, foreign objects, etc.
Flywheel/Drive plate ring
gear
Battery
Harness/Connectors Check the battery condition and state of charge. Check

Engine cranks too
the starter motor circuits. Refer to the electrical guides.
slowly
Starter motor Check the engine oil grade and condition.
Oil grade
Engine cranks too
Low engine compression Check the engine condition and compressions.
fast
Starter motor
Check the starter motor fitment (fasteners tight, motor
Excessive starter Flywheel/Drive plate ring square to engine, etc). Check the starter motor casing
motor noise gear condition. Check the flywheel/drive plate ring gear teeth
for damage, foreign objects, etc.
Starter motor fitment/casing
DTC index

Starter relay drive
circuit: short
circuit to Check the starter circuits. Refer to the electrical
Starter relay circuit power guides. Activate the relay and listen for an audible
P061712
high "click". Rectify as necessary. Clear the DTCs and test
for normal operation.
Starter relay
failure
Park/Neutral
switch
plausibility
check Check the switch and circuits. Refer to the electrical
Park/Neutral switch
guides. Check for DTCs indicating a CAN fault. Rectify
P085062 input circuit - signal
as necessary. Clear the DTCs and test for normal
compare failure Controller area operation.
network
(CAN) circuit
fault
Park/Neutral
Park/Neutral switch Check the switch and circuits. Refer to the electrical
switch circuit:
P085212 input circuit high - guides. Rectify as necessary. Clear the DTCs and test
short circuit
circuit short to battery for normal operation.
to power
Check the circuits between the modules. Refer to the
Incorrect ID
electrical guides. Check for network DTCs. Rectify as
Immobilizer to ECM received from
P125900 necessary. Clear the DTCs and test for normal
signal error instrument
operation. If the DTC resets, contact the technical
pack
help desk.
Check the circuits between the modules. Refer to the
Immobilizer to ECM electrical guides. Check for network DTCs. Rectify as
ECM ID timeout
P125987 signal error - missing necessary. Clear the DTCs and test for normal
occurred
message operation. If the DTC resets, contact the technical
help desk.
Check for other CAN DTCs or apparently unrelated
Lost communication customer complaints. Carry out a complete vehicle
with the vehicle ECM ID transfer DTC read. Check the CAN and module power and
U016700
immobilizer control failed ground circuits. Refer to the electrical guides. Rectify
module as necessary. Clear the DTCs and test for normal
operation.
Starting System - TDV8 3.6L Diesel - Starter Motor
Removal
CAUTION: A snorkel must be installed with the starter motor. Failure to follow this instruction may result
in damage to the vehicle.

Specifications).

safety stands.

Installation).
4. Remove the RH front wheel and tire.
5. Remove the RH catalytic converter heat shield.
Remove the 2 nuts.
Remove the 2 bolts.
6. NOTE: Vehicles without snorkel installed.
Remove the starter motor heat shield.
Remove the 3 bolts.
7. NOTE: Vehicles with snorkel installed.
Remove the starter motor heat shield.
Remove the 3 bolts.

8. Disconnect the switch lead from the starter
motor solenoid.
Remove the bolt.
9. Disconnect the battery positive cable from the

starter motor solenoid.
Remove the nut.
Remove the 2 bolts.
11. NOTE: Vehicles with snorkel installed.
Remove the 2 bolts.
Disconnect the snorkel.

Installation
2. Install the stud.
Tighten to 45 Nm (33 lb.ft)

3. Fit the snorkel tube to the new starter.
4. Route the snorkel tube as shown.
Secure the clip.

5. Route the snorkel tube as shown.
Secure the 2 clips.
6. Connect the battery positive cable.

7. Connect the switch lead to the starter motor solenoid.

9. Install the RH catalytic converter heat shield.
Tighten the bolts.
Tighten the nuts.

10. Install the RH front wheel and tire.
Installation).
Specifications).
Glow Plug System -
Item Nm lb-ft lb-in
Glow plugs 10 - 89
COMPONENT LOCATION
1 - Glow plug warning lamp
3 - Glow plug harness
OVERVIEW
The glow plug system has a glow plug installed in the inlet side of each cylinder. The glow plugs heat the
combustion chambers before and during cranking, to aid cold starting, and after the engine starts to reduce
emissions and engine noise when idling with a cold engine.
A glow plug wiring harness on each bank of glow plugs is connected to a separate relay and fusible link in the
battery junction box (BJB). The individual glow plugs are grounded through their fixing in the cylinder head.
Operation of the glow plug relays is controlled by the engine control module (ECM) , which also controls the
illumination of the glow plug indicator in the instrument cluster.
Each glow plug is a tubular heating element which contains a spiral filament encased in magnesium oxide
powder. At the tip of the tubular heating element is the heater coil. Behind the heater coil, and connected in
series, is a control coil. The control coil regulates the current to the heater coil to safeguard against
overheating.
SYSTEM OPERATION
There are three phases of glow plug heating: Pre heating, crank heating and post heating. The ECM determines
the heating times from the engine coolant temperature (ECT). The lower the ECT, the longer the heating times.
When the ignition switch is turned to position II, the ECM calculates any required heating times and, if heating
is required, energizes the glow plug relays in the BJB. When pre heating is required, the ECM also sends a
message to the instrument cluster, on the high speed controller area network (CAN), to request illumination of
the glow plug indicator. The glow plug indicator remains illuminated for the duration of the pre heating phase,
or until the ignition switch is turned to the crank position, whichever occurs first. If required, the ECM keeps
the glow plug relays energized during cranking and for the duration of any post heating phase.
The ECM monitors the drive circuit of the glow plug relays for plausibility of operation, continuity, and short
and open circuits. If a fault is detected, the ECM stores a related fault code and permanently illuminates the
glow plug indicator while the ignition switch is in position II.
CONTROL DIAGRAM
NOTE: A = Hardwired
1 - Battery
2 - Fuse 9E
3 - Ignition switch
4 - Fuse
5 - Fuse
6 - ECM
7 - Glow plug
8 - Glow plug
9 - Glow plug
10 - Glow plug
11 - Glow plug
12 - Glow plug
13 - Glow plug
14 - Glow plug
15 - Fuse 1/2 G
16 - Fuse 3/4 G
Overview

REFER to: Glow Plug System (303-07C Glow Plug System, Description and Operation).
Visual inspection
Electrical
Glow plug lamp
Fuses
- 1, 2, 3 and 4 G
Glow plug relays
Engine management relay
Wiring harness(es)/connectors
Glow plugs

Symptom chart

Poor starting Glow plugs Check the glow plug harnesses at the glow plugs and at
(extreme inoperative/inefficient the connections to the main harness. Refer to the
weather electrical guides. Check for DTCs indicating a glow plug
conditions) fault. Rectify as necessary. Clear the DTCs and check for
Fuel temperature too low
normal operation.
- The fuel system recycles

fuel until operating
temperature is reached to
reduce this possibility
High cold- electrical guides. Check for DTCs indicating a glow plug
engine After-glow phase inoperative fault. Rectify as necessary. Clear the DTCs and check for
emissions normal operation. After-glow is designed to function at
2,500 rpm.
High cold-
engine noise,
After-glow phase inoperative fault. Rectify as necessary. Clear the DTCs and check for
vibration or
normal operation. After-glow is designed to function at
harshness
2,500 rpm.
DTC index

REFER to: Electronic Engine Controls (303-14C Electronic Engine Controls - TDV8 3.6L Diesel, Description and
Operation).

Low battery voltage
Right-hand bank glow
stuck open Relay circuit from Check the battery condition and state of charge.
relay Check the relay and circuits. Refer to the electrical
Low battery voltage guides. If no fault is found in the circuits, install a new
Right-hand bank glow relay. Clear the DTCs and test for normal operation.
stuck closed Relay circuit to
relay
Glow plug relay
control circuit:
Glow plug control short circuit to
P038311 module - control ground
circuit low
Glow plug relay
fault
Glow plug relay,
control circuit: Check the relay and circuits. Refer to the electrical
Glow plug control short circuit to guides. Activate the relay and check for an audible
power "click". Rectify as necessary. Clear the DTCs and test
P038412 module - control
circuit high
Glow plug relay
fault
Glow plug relay
Glow plug control circuits: high
P067013 module - control resistance
circuit open
Glow plug relay
Removal

harnesses.

wiring harnesses.

Installation


plugs.

Removal

harnesses.

wiring harnesses.

Installation


plugs.

Engine Emission Control - TDV8 3.6L Diesel - Engine Emission
Control
COMPONENT LOCATION
1 - exhaust gas recirculation (EGR) intake pipe
2 - EGR coolant outlaet pipe
3 - EGR gas outlet pipe
4 - EGR valve
5 - EGR gas outlet pipe
6 - EGR valve
7 - EGR cooler
8 - EGR intake pipe
EGR SYSTEM
The EGR system comprises:
EGR modulator x 2
EGR cooler x 2
Associated connecting pipes
The combined EGR modulator and cooler is located between the V of the cylinder banks. The cooler side of the
EGR is connected to the vehicle cooling system, via hoses. The inlet exhaust side is connected to the exhaust
manifolds on each side via a metal pipe. The exhaust gas passes through the cooler and is expelled via the
actuator and a metal pipe into the throttle housing. The EGR modulator is a solenoid operated valve which is
controlled by the engine control module (ECM) . The ECM uses the EGR modulator to control the amount of
exhaust gas being recirculated in order to reduce exhaust emissions and combustion noise. The EGR is enabled
when the engine is at normal operating temperature and under cruising conditions.
EGR Valve and Cooler Asembly

1 - EGR cooler
2 - EGR gas intake
3 - EGR cooler coolant outlet
4 - EGR coolant thermostat
5 - EGR coolant inlet
6 - EGR gas outlet
7 - EGR valve
The EGR modulator receives a 12V supply from the main relay. The ground for the solenoid is via the ECM and
is controlled using a pulse width modulation (PWM) signal. The PWM duty signal of the solenoid ground is
varied to determine the precise amount of exhaust gas delivered to the cylinders.
The modulators are operated through their full range at each engine start-up, to clear any carbon deposits that
may have built up whilst the engine was running.
In the event of a failure of the EGR modulator, the EGR function will become inoperative. The ECM can monitor
the EGR modulator solenoid for short circuits and store fault codes in the event of failure. The modulator can
also be activated for testing using the Land Rover recommended diagnostic tool.
Each EGR cooler has a thermostat located in the coolant outlet. This alows for more accurate control of the
coolant temperature and the exhaust gas.
COMPONENT LOCATION
1 - Crankcase ventilation oil seperator
2 - Crankcase veantilation gas breather to air intake pipe
3 - Air intake pipe
4 - Crankcase ventilation oil return drain pipe
CRANKCASE VENTILATION
The crankcase ventilation system on the engine ensures that all gasses emitted from the crankcase during
engine running are separated from any oil particles.
Crankcase gasses are drawn internally into the oil separator unit located in the engine V. The oil separator
removes oil from the crankcase gasses. The seperated gas is returned to the inlet side of the air induction
system prior to the right-hand (RH) turbo charger. The oil is drained from the separator to the oil pan via an oil
return pipe located at the rear of the cylinder block.
Engine Emission Control - TDV8 3.6L Diesel - Engine Emission
Control
Overview
For information on the description and operation of the emission control system:
REFER to: Engine Emission Control (303-08A Engine Emission Control - TDV8 3.6L Diesel, Description and
Operation).
Visual Inspection
Fuse(s)
Engine breather hoses
Wiring harness
Oil separator
Loose or corroded electrical connector(s)
Exhaust gas recirculation (EGR) pipes (check for cracks)
Intake manifold tuning (IMT) valve
EGR valve(s)
EGR valve(s)
EGR cooler(s)
Symptom Chart
Symptom
Possible cause Action
(specific)
Difficult to start
Poor/Erratic idle Check the EGR valve and circuits. Refer to the
Lack of power EGR valve(s) stuck open electrical guides. Check the mechanical condition of
when the EGR valves. Rectify as necessary.
accelerating
EGR valve(s) stuck open
Engine Check the EGR valve and circuits. Refer to the

stops/stalls Breather system electrical guides. Check the mechanical condition of
disconnected/restricted/blocke the EGR valves. Check the engine breather system.
d Check the oil separator.
Excessive fuel EGR valve(s) stuck open REFER to: Crankcase Vent Oil Separator (303-08A
consumption Engine Emission Control - TDV8 3.6L Diesel,
Excessive black Removal and Installation).
EGR not operating Check for DTCs indicating an EGR valve, throttle or
smoke
sensor fault. Rectify as necessary.
Excessive
emissions Breather system restricted/blocked
Check the engine breather hoses. Check the oil
Excessive blow-
Breather system restricted/blocked separator.
by
REFER to: Crankcase Vent Oil Separator (303-08A
Symptom
Possible cause Action
(specific)
Engine Emission Control - TDV8 3.6L Diesel,
Rectify as necessary.
Check the engine breather hoses. Check the oil
separator.
REFER to: Crankcase Vent Oil Separator (303-08A
Engine oil leaks Breather system restricted/blocked
Engine Emission Control - TDV8 3.6L Diesel,
DTC index

Operation).

Allow the engine to warm up, switch off
and turn the ignition on. Using a
datalogger function, check the EGR
valve angle for the right-hand bank.
Command the valve actuator to 0% then
EGR control deviation
100% PWM and recheck the values. The
lower limit, right-hand
Exhaust gas recirculation angle should range between 5% and
bank (intake manifold
P040100 (EGR) insufficient flow 95%. If this is not the case, install a
tuning [IMT] valve
detected new valve as necessary.
closed - bank specific
REFER to: Exhaust Gas Recirculation
control of EGR)
(EGR) Valve RH (303-08A Engine
Emission Control - TDV8 3.6L Diesel,
operation.
valve angles for both banks. Command
the valve actuators to 100% then 0%
PWM, and recheck the valve angles. The
angles should range between 95% and
Exhaust gas recirculation lower limit right-hand
5%. If this is not the case, install new
(EGR) insufficient flow bank (intake manifold
P040121 valves as necessary. REFER to: (303-
detected - signal amplitude tuning [IMT] valve
08A Engine Emission Control - TDV8
less than minimum closed) bank specific
3.6L Diesel)
control of EGR
Exhaust Gas Recirculation (EGR) Valve
LH (Removal and Installation),
Exhaust Gas Recirculation (EGR) Valve
RH (Removal and Installation).
operation.
valve angle for the right-hand bank.
EGR control deviation Command the valve actuator to 0% then
upper limit right-hand 100% PWM and recheck the values. The
Right-hand exhaust gas
bank (intake manifold angle should range between 5% and
P040200 recirculation (EGR)
tuning [IMT] valve 95%. If this is not the case, install a
excessive flow detected
closed) - bank specific new valve as necessary.
control of EGR REFER to: Exhaust Gas Recirculation
operation.
valve angle. Command the valve
actuator to 0% then 100% PWM, and
Right-hand exhaust gas recheck the valve angles. The angles
upper limit right-hand
recirculation (EGR) should range between 5% and 95%. If
bank (intake manifold
P040222 excessive flow detected - this is not the case, install a new valve
tuning [IMT] valve
signal amplitude greater as necessary.
closed) bank specific
than maximum REFER to: Exhaust Gas Recirculation
control of EGR
operation.
EGR valve circuit fault Check the EGR valve and circuits. Refer
to the electrical guides. Using a
datalogger function, turn the ignition on
P040300 recirculation (EGR) control EGR valve fault
and check the EGR valve values for both
circuit
banks. Turn the ignition off and make
ECM fault sure the cleaning cycle is performed
(the valves should cycle from 0% to
100% approximately 6 times). Turn the
ignition on, command the actuators to
0% PWM and check the sensor reading.
The value should be 0 - 20%. Command
the actuators to 100% PWM and check
EGR valve control circuit: the sensor reading. The value should be
Right-hand exhaust gas short circuit to ground 80 - 95%. If the values are outside this
recirculation (EGR) control range, install a new valve as necessary.
P040319
circuit - current over REFER to: Exhaust Gas Recirculation
threshold EGR valve control circuit: (EGR) Valve RH (303-08A Engine
short circuit to power Emission Control - TDV8 3.6L Diesel,
operation. If there is still an issue,
suspect the ECM. Refer to the warranty
policy and procedures manual if an ECM
is suspect.
EGR valve position sensor Check the right-hand EGR sensor and
Right-hand exhaust gas circuit: short circuit to circuits. Refer to the electrical guides.
recirculation (EGR) sensor ground Using a datalogger function, check the
P040521 circuit low - signal EGR valve angle. With the ignition on,
amplitude less than engine off, command the valve actuator
minimum EGR valve position sensor
to 0% PWM, and then to 100% PWM
fault
and recheck the EGR valve angle. The
value should range from 0 - 20% to 80 -
EGR valve position sensor 95%. If this is not the case, install a
Right-hand exhaust gas circuit: short circuit to new sensor.
recirculation (EGR) sensor power REFER to: Exhaust Gas Recirculation
P040622 circuit high - signal (EGR) Valve RH (303-08A Engine
amplitude greater than Emission Control - TDV8 3.6L Diesel,
maximum EGR valve position sensor
fault
operation.
EGR throttle position
sensor circuit: short
Check the EGR throttle position sensor
circuit to ground
Right-hand exhaust gas and circuits. Refer to the electrical
recirculation (EGR) throttle guides. If no fault is found in the
P040721 position sensor circuit low - EGR throttle position circuits, install a new EGR valve.
signal amplitude less than sensor circuit: high REFER to: Exhaust Gas Recirculation
minimum resistance (EGR) Valve RH (303-08A Engine
EGR sensor fault Removal and Installation).
EGR throttle position operation.
P040822 recirculation (EGR) throttle
position sensor circuit low -
signal amplitude greater circuit to power
than maximum
sensor fault
EGR valve circuit fault Check the EGR valve and circuits. Refer
to the electrical guides. Using a
Left-hand exhaust gas
datalogger function, turn the ignition on
P045A00 recirculation (EGR) control EGR valve fault
and check the EGR valve values for both
circuit
banks. Turn the ignition off and make
ECM fault sure the cleaning cycle is performed
(the valves should cycle from 0% to
100% approximately 6 times). Turn the
ignition on, command the actuators to
0% PWM and check the sensor reading.
The value should be 0 - 20%. Command
the actuators to 100% PWM and check
EGR valve control circuit: the sensor reading. The value should be
Left-hand exhaust gas short circuit to ground 80 - 95%. If the values are outside this
recirculation (EGR) control range, install a new valve as necessary.
P045A19
circuit - current over REFER to: Exhaust Gas Recirculation
threshold EGR valve control circuit: (EGR) Valve LH (303-08A Engine
short circuit to power Emission Control - TDV8 3.6L Diesel,
is suspect.
EGR valve sticking

(IAT) sensor circuit
fault
Ambient pressure (AMP)

sensor circuit fault
P045C00 recirculation (EGR) control
circuit low Manifold absolute pressure
and temperature
(MAPT) sensor circuit
fault
Check for DTCs indicating a sensor fault.
Mass air flow (MAF) sensor Check the IAT, AMP, MAPT, MAF and
circuit fault EGR sensor circuits. Refer to the
electrical guides. If no fault is found in
the circuits, install a new EGR valve.
EGR sensor circuit fault
EGR valve sticking (EGR) Valve LH (303-08A Engine
Intake air temperature Removal and Installation).
(IAT) sensor circuit Clear the DTCs and test for normal
fault operation.

P045D00 recirculation (EGR) control
circuit high Manifold absolute pressure
and temperature
fault
Mass air flow (MAF) sensor

circuit fault

EGR valve circuit fault Using a datalogger function, check the
EGR throttle position with the ignition
on, engine off and record the value.
P048700 recirculation (EGR) throttle EGR valve fault
Command the actuator to 100% PWM
control circuit - open
and recheck the position reading. The
ECM fault value should be 80 - 95%. Command
the actuator to 0% PWM and recheck
the position reading. The value should
be 0 - 20%. Manually close and open
the throttle and check the resistance.
The resistance should range from 300 to
2,500 ohms. If the values are not in this
range, install a new EGR valve.
recirculation (EGR) throttle
Right-hand EGR throttle REFER to: Exhaust Gas Recirculation
P048819 control circuit
over current check (EGR) Valve RH (303-08A Engine
range/performance - current
above threshold
is suspect.
Right-hand exhaust gas Check the EGR valve and circuits. Refer
recirculation (EGR) throttle to the electrical guides. Using a
Right-hand EGR throttle
control circuit datalogger function, check the EGR
P048821 adaption is at the
range/performance - signal throttle position then command the
bottom limit
amplitude less than throttle position setpoint to 0% PWM
minimum and recheck the position. If the 0%
PWM position is not 0 - 20%, install a
Right-hand exhaust gas new EGR valve.
recirculation (EGR) throttle REFER to: Exhaust Gas Recirculation
Right-hand EGR throttle
control circuit (EGR) Valve RH (303-08A Engine
P048822 adaption is at the top
range/performance - signal Emission Control - TDV8 3.6L Diesel,
limit
amplitude greater than Removal and Installation).
maximum Clear the DTCs and test for normal
operation.
EGR valve sticking

fault

P048900 recirculation (EGR) control
circuit low Manifold absolute pressure
and temperature Check for DTCs indicating a sensor fault.
(MAPT) sensor circuit Check the IAT, AMP, MAPT, MAF and
fault EGR sensor circuits. Refer to the
electrical guides. If no fault is found in
the circuits, install a new EGR valve.
circuit fault
EGR sensor circuit fault Removal and Installation).
EGR valve sticking Clear the DTCs and test for normal
operation.
fault
P049000 recirculation (EGR) control
circuit high Ambient pressure (AMP)

and temperature
fault

circuit fault

EGR control deviation Allow the engine to warm up, switch off
Left-hand exhaust gas lower limit (intake and turn the ignition on. Using a
P049B00 recirculation (EGR) manifold tuning [IMT] datalogger function, check the EGR
insufficient flow detected valve closed) - bank valve position and command the valve
specific control of EGR to 0% then 100% PWM. Check the
values. If the valve positions are not 5 -
EGR control deviation 95%, install a new valve.
upper limit left-hand REFER to: Exhaust Gas Recirculation
recirculation (EGR)
bank (intake manifold (EGR) Valve LH (303-08A Engine
P049C00 excessive flow detected -
tuning [IMT] valve Emission Control - TDV8 3.6L Diesel,
signal amplitude greater
closed) - bank specific Removal and Installation).
than maximum
control of EGR Clear the DTCs and test for normal
operation.
Right-hand exhaust gas Check the EGR valve and circuits. Refer
recirculation (EGR) position EGR valve circuit: short to the electrical guides. Using a
sensor minimum/maximum circuit to ground datalogger function, check the EGR
P133521
stop performance - signal valve angles and command the valve to
amplitude less than EGR valve fault 0% PWM. Recheck the angle. The value
minimum should be 0 - 20%. If the value is
outside this range, install a new valve.
EGR valve circuit: short REFER to: Exhaust Gas Recirculation
recirculation (EGR) position
circuit to power (EGR) Valve RH (303-08A Engine
sensor minimum/maximum
P133522 Emission Control - TDV8 3.6L Diesel,
stop performance - signal Removal and Installation).
amplitude greater than EGR valve fault Clear the DTCs and test for normal
maximum operation.
Left-hand exhaust gas EGR valve circuit: short Check the EGR valve and circuits. Refer
recirculation (EGR) sensor C circuit to ground to the electrical guides. Using a
P140A21 circuit low - signal datalogger function, check the EGR
amplitude less than valve angle with the ignition on and the
minimum EGR valve fault engine off. Command the valve angle to
0% PWM, then to 100% PWM and
recheck the angles. The angles should
be between 0 - 20% and 80 - 95%. If
Left-hand exhaust gas this is not the case, install a new valve.
recirculation (EGR) sensor C
EGR valve circuit: short REFER to: Exhaust Gas Recirculation
P140B22 circuit high - signal
circuit to power (EGR) Valve LH (303-08A Engine
amplitude greater than Emission Control - TDV8 3.6L Diesel,
maximum
operation.
Left-hand exhaust gas Check the EGR valve and circuits. Refer
recirculation (EGR) sensor C to the electrical guides. Using a
minimum/maximum stop EGR valve adaption 1 datalogger function, check the EGR
P140E21
performance - signal bottom limit check valve angle and command the valve to
amplitude less than 0% PWM. Recheck the angle. The value
minimum should be 0 - 20%. If the value is
outside this range, install a new valve.
(EGR) sensor C (EGR) Valve LH (303-08A Engine
minimum/maximum stop EGR valve adaption 1 top
P140E22 Emission Control - TDV8 3.6L Diesel,
performance - signal limit check Removal and Installation).
maximum
operation.
Right-hand exhaust gas EGR valve position sensor Check the EGR valve and circuits. Refer
recirculation (EGR) sensor A circuit: intermittent to the electrical guides. Start the engine
P141A27 circuit intermittent/erratic - high resistance and allow to warm up. Using a
signal rate of change above datalogger function, check the EGR
threshold EGR sensor fault valve position. After a further 5 seconds,
Right-hand exhaust gas EGR throttle position recheck the position. If the value has
P141B1C recirculation (EGR) sensor B sensor circuit: increased by more than 80% per 10 ms,
circuit intermittent/erratic - intermittent high recheck the circuits. If no fault is found
circuit voltage out of range resistance in the circuits, install a new EGR valve.
EGR sensor fault
operation.
Check the EGR valve and circuits. Refer
and allow to warm up. Using a
valve position. After a further 5 seconds,
Left-hand exhaust gas EGR valve position sensor recheck the position. If the value has
recirculation (EGR) sensor C circuit: intermittent increased by more than 80% per 10 ms,
P141C27 circuit intermittent/erratic - high resistance recheck the circuits. If no fault is found
signal rate of change above in the circuits, install a new EGR valve.
threshold EGR sensor fault REFER to: Exhaust Gas Recirculation
(EGR) Valve LH (303-08A Engine
operation.
circuit to ground
recirculation (EGR) sensor D Check the EGR throttle position sensor
P142D21 circuit low - signal EGR throttle position and circuits. Refer to the electrical
amplitude less than sensor circuit: high guides. If no fault is found in the
minimum resistance circuits, install a new EGR valve.
EGR sensor fault Emission Control - TDV8 3.6L Diesel,
EGR throttle position Removal and Installation).
Left-hand exhaust gas sensor circuit: short Clear the DTCs and test for normal
recirculation (EGR) sensor D circuit to power operation.
P142E22 circuit high - signal
maximum EGR throttle position
sensor fault
Check the EGR valve and circuits. Refer
and allow to warm up. Using a
EGR throttle position valve position. After a further 5 seconds,
sensor circuit: recheck the position. If the value has
intermittent high increased by more than 80% per 10 ms,
recirculation (EGR) sensor D
P142F1C resistance recheck the circuits. If no fault is found
circuit intermittent/erratic -
in the circuits, install a new EGR valve.
circuit voltage out of range
EGR sensor fault (EGR) Valve LH (303-08A Engine
operation.
Left-hand exhaust gas Using a datalogger function, check the
Left-hand EGR throttle H
P213A00 recirculation (EGR) throttle EGR throttle position with the engine
Bridge electrical check
control circuit B open running and record the value. Command
the actuator to 100% PWM and recheck
the position reading. The value should
be 80 - 95%. Command the actuator to
0% PWM and recheck the position
Left-hand exhaust gas reading. The value should be 0 - 20%.
recirculation (EGR) throttle Manually close and open the throttle and
Left-hand EGR throttle
P213B19 control circuit B check the resistance. The resistance
overcurrent check
range/performance - circuit should range from 300 to 2,500 ohms.
current above threshold If the values are not in this range, install
a new EGR valve.
is suspect.
Left-hand exhaust gas Check the EGR valve and circuits. Refer
recirculation (EGR) throttle to the electrical guides. Using a
control circuit B datalogger function, check the EGR
P213B21 adaption is at the
range/performance - signal throttle position then command the
lower limit
amplitude less than throttle position setpoint to 0% PWM
minimum and recheck the position. If the 0%
PWM position is not 0 - 20%, install a
Left-hand exhaust gas new EGR valve.
recirculation (EGR) throttle REFER to: Exhaust Gas Recirculation
control circuit B (EGR) Valve LH (303-08A Engine
P213B22 adaption is at the
range/performance - signal Emission Control - TDV8 3.6L Diesel,
upper limit
amplitude greater than Removal and Installation).
maximum Clear the DTCs and test for normal
operation.
EGR sensor circuits: short Check the EGR sensor circuits. Refer to
circuit (to the electrical guides. Rectify as
ground/power/other necessary. Clear the DTCs and test for
circuits normal operation. Using a datalogger
function, read the difference between
P213C00 recirculation (EGR) throttle
the EGR throttle setpoint and the EGR
control circuit B low EGR sensor circuits: high
throttle position. Check that the throttle
resistance
is open and command the throttle
closed. Check that the throttle position
EGR sensor fault value increases to above 90%. Check
the difference between setpoint and
EGR sensor circuits: short actual. This value should not exceed
circuit (to either maximum 5% or minimum -15%.
ground/power/other Check that the EGR throttle is not
circuits sticking. Install a new valve as
necessary.
P213D00 recirculation (EGR) throttle
control circuit B high EGR sensor circuits: high
resistance
EGR sensor fault Clear the DTCs and test for normal
operation.
EGR sensor circuits: short Check the EGR sensor circuits. Refer to
circuit (to the electrical guides. Rectify as
ground/power/other necessary. Clear the DTCs and test for
circuits normal operation. Using a datalogger
function, read the difference between
the EGR throttle setpoint and the actual
control circuit A low EGR sensor circuits: high
throttle position, and the EGR throttle
resistance
position. Check that the throttle is open
and command the throttle closed. Check
EGR sensor fault that the throttle position value increases
to above 90%. Check the difference
EGR sensor circuits: short between setpoint and actual. This value
circuit (to should not exceed either maximum 5%
ground/power/other or minimum -15%. Check that the EGR
circuits throttle is not sticking. Install a new
valve as necessary.
control circuit A high EGR sensor circuits: high
resistance
EGR sensor fault Clear the DTCs and test for normal
operation.
Engine Emission Control - TDV8 3.6L Diesel - Crankcase Vent Oil
Separator
Removal
Installation).
5. Disconnect the RH exhaust gas recirculation (EGR)
coolant hose.
Release the clip.
Remove the bolt.
7. Disconnect and reposition the coolant lines.
Remove the 2 nuts.
Remove the bolt.

Remove and discard the crankcase vent oil

separator.
Remove the 2 bolts.
Installation
Install a new crankcase vent oil separator.


3. Connect the RH EGR coolant hose.

4. Reposition and secure the coolant lines.
Tighten the nuts.

5. Fill and bleed the cooling system.
Installation).
Engine Emission Control - TDV8 3.6L Diesel - Exhaust Gas
Recirculation (EGR) Cooler
Removal
In-vehicle Repair).

Disconnect the exhaust gas recirculation (EGR)

cooler coolant hoses.
Clamp the hoses to minimize coolant loss.
4. Release the EGR valve inlet tube.
Remove the 2 bolts.
5. Remove the fuel rail support bracket.
Remove the 2 bolts.

Remove the EGR valve and cooler assembly.
Remove the 4 bolts.
7. Remove the EGR cooler.
Remove the 2 bolts.
Installation

Install the EGR cooler.

Install the EGR valve and cooler assembly.

3. Install the fuel rail support bracket.



In-vehicle Repair).
Recirculation (EGR) Valve LH
Removal
In-vehicle Repair).


Remove the 2 bolts.

5. Remove the fuel rail support bracket.
Remove the 2 bolts.

Remove the 4 bolts.

Remove the EGR valve.
Remove the 2 bolts.
Installation
1. Install the EGR valve.


3. Install the fuel rail support bracket.



In-vehicle Repair).
Recirculation (EGR) Valve RH
Removal
In-vehicle Repair).



Remove the 2 bolts.

Remove the 4 bolts.

Remove the EGR valve.
Remove the 2 bolts.
Installation
1. Install the EGR valve.




In-vehicle Repair).
Recirculation (EGR) Valve Outlet Tube
Removal
For additional information, refer to: Plenum Chamber -
3.6L (TdV8) Diesel (412-01, Removal and Installation).
Remove the 2 nuts.
Remove the bolt.

valve wiring harness.
6. Release the knock sensor (KS) wiring harness.
9. Remove the intake manifold support bracket.
Remove the 4 bolts.

Remove the EGR valve outlet tube.
Remove the 4 bolts.
Installation
1. Install the EGR valve outlet tube.

2. Install the intake manifold support bracket.

5. Secure the KS wiring harness.
6. Secure the EGR valve wiring harness.
Tighten the bolt.
Tighten the nuts.

For additional information, refer to: Plenum Chamber -
3.6L (TdV8) Diesel (412-01, Removal and Installation).
Intake Air Distribution and Filtering - TDV8 3.6L Diesel - Intake
COMPONENT LOCATION
1 - Intake port deactivation actuator
2 - Variable intake actuator
3 - Air cleaner housing
4 - mass air flow (MAF) sensors
5 - Charge air cooler to intake manifold tube
6 - Charge air cooler
7 - Turbocharger to charge air cooler tube
8 - Charge air cooler to intake manifold tube
9 - Air cleaner to turbo tube
10 - right-hand (RH) turbocharger
11 - RH cylinder head cover
12 - RH intake manifold
paragraph
OVERVIEW
The intake air distribution system comprises:
Twin MAF/intake air temperature (IAT) sensors
Air cleaner and air cleaner housing
Charge air cooler
Twin turbochargers
Intake port deactivation system
Air is drawn in from the vehicle exterior via the left-hand (LH) wing mounted intake duct, along the inside of
the wing to the air cleaner housing intake. The air passes through the air cleaner and exits the air cleaner
housing via 2 ports. The clean air then passes through a MAF/IAT sensor (1 per cylinder bank) and is drawn
down to the turbochargers. The turbocharger forces the air up to the charge air cooler and out to the electric
throttles, where it then flows into the respective intake air manifolds and down to the cylinder heads. The air
intake manifold has a variable intake valve which allows the two sides of the manifolds to be
connected/separated to balance the airflow.
PORT DEACTIVATION
The cylinder head of the engine has been designed to optimize levels of swirl across the engine speed range. If
there is too much swirl as fuel is injected, the high velocity of the swirling gases prevent the jets of atomized
fuel reaching the edges of the combustion chamber which will result in poor combustion and higher than
normal emissions.
The TDV8 engine features a port deactivation system to achieve the correct amount of swirl in the cylinder.
Each cylinder features two intake ports one is designed as a helical 'swirl' port, configured to create the
optimum swirl for good combustion whilst the other is designed as a 'filling-port', capable of supplying high
volumes of air without disturbing in-cylinder swirl.
The helical port is open under all operating conditions. At low loads, gas flow is so low that the filling port is
closed off raising the gas velocity through the helical port to increase in-cylinder swirl to the required rate. The
filling port is opened under high gas-flow conditions to help maintain consistent optimum swirl across the
engine's operating range. This ensures that even under high gas flow conditions the amount of swirl is
regulated to the optimum amount.
Port deactivation is controlled by butterfly valves operating within the intake manifold. The valves are
controlled by vacuum operated solenoids at the rear of each cylinder head. The vacuum solenoids are operated
by a vacuum control solenoid in response to control signals from the engine control module (ECM). The
solenoids are linked to the butterfly valves via a small arm and cam.
Intake Air Distribution and Filtering - TDV8 3.6L Diesel - Intake
Overview
For information on the description and operation of the intake air distribution and filtering system:
REFER to: Intake Air Distribution and Filtering (303-12C Intake Air Distribution and Filtering - TDV8 3.6L

Visual Inspection
Fuse(s)
Hoses and ducts: condition and fitment

Wiring harness(es)
Air cleaner element condition and fitment

Loose or corroded electrical connector(s)
Restricted air intake

Mass air flow (MAF) sensors
Vacuum hoses condition and fitment

Manifold absolute pressure/temperature (MAPT)
sensors
Pipework to/from turbochargers: condition and
fitment
Intake air temperature (IAT) sensor
Turbochargers: condition and fitment

- The IAT sensor is built into the right-hand MAF
sensor
Charge air coolers
Intake manifold tuning (IMT) valve

Symptom chart

Restricted/Blocked air intake
Vehicle does not
Check the intake air system for blockages or restriction.
start/hard
Restricted/Blocked air Rectify as necessary.
starting
cleaner element
Turbocharger fault(s)
Check the intake air system for blockages or restriction.
Rectify as necessary. Check for DTCs indicating a
Poor Exhaust gas recirculation
turbocharger, EGR valve or fuel pressure fault. Rectify as
performance (EGR) valve(s) fault
necessary. Check the exhaust system for evidence of
damage or restriction. Rectify as necessary.
Low fuel pressure
Restricted exhaust system

Intake air leak after the
turbocharger
Intake pipe
Check the intake air system for loose or disconnected hoses
Excessive intake disconnected/damaged
or ducts. Check the hoses and ducts for damage, splits, etc.
noise after the air cleaner
Air cleaner assembly

incorrectly
assembled/damaged
DTC index
Operation).

Air leakage in the
intake path Check the intake air system for leakage
temperature (MAPT) sensor -
between the after the turbocharger. Check for DTCs
P006A21 mass or volume air flow
turbocharger indicating a MAPT sensor fault. Clear the
correlation - signal amplitude less
and the DTCs and test for normal operation.
than minimum
engine
With the engine at idle, check the manifold
air pressure and indicated torque set points
using a datalogger function. If the manifold
air pressure is greater than 140 KPa (20.31
lbs/in) or the torque less than 70 Nm
(51.63 lbf/ft), check for oil being drawn into
Oil ingress into the intake manifold. Rectify as necessary.
the intake Clear the DTCs and test for normal
manifold operation. Stop the engine and turn the
ignition on. Using a datalogger function,
Manifold absolute pressure and MAPT sensor monitor the turbocharger actuator angles.
temperature (MAPT) sensor - circuit fault Command the actuator to 5% PWM then to
mass or volume air flow 95% PWM and check the angle values. The
P006A22
correlation, right-hand bank - angle at 5% PWM should be 0 - 20%, and
MAPT sensor fault
signal amplitude greater than at 95% 80 - 95%. If the values are inside
maximum this range, install a new MAF sensor.
MAF sensor fault REFER to: Mass Air Flow (MAF) Sensor
(303-14C Electronic Engine Controls - TDV8
Turbocharger 3.6L Diesel, Removal and Installation).
fault If the values are outside this range, install a
new turbocharger.
REFER to: Turbocharger RH (303-04D Fuel
Charging and Controls - Turbocharger,
operation.
Charge air
temperature
sensor Check the right-hand MAPT sensor and
circuit: high circuits. Refer to the electrical guides. Check
resistance the resistance of the temperature sensor
Right-hand charge air (pins 1 and 4 of the MAPT). Nominal
temperature sensor circuit low resistance at 20 C (68 F) should be 2.5
Charge air
(the charge air temperature Kohms. Install a new MAPT if necessary.
P007C16 temperature
sensor is part of the manifold REFER to: Manifold Absolute Pressure and
sensor
absolute pressure and Temperature (MAPT) Sensor (303-14C
circuit: short
temperature [MAPT] sensor) Electronic Engine Controls - TDV8 3.6L
circuit to
ground
operation.
Right-hand MAPT
sensor fault
Check the right-hand MAPT sensor and
Charge air circuits. Refer to the electrical guides. Check
temperature the resistance of the temperature sensor
Right-hand charge air sensor (pins 1 and 4 of the MAPT). Nominal
temperature sensor circuit high circuit: short resistance at 20 C (68 F) should be 2.5
(the charge air temperature circuit to Kohms. Install a new MAPT if necessary.
P007D17
sensor is part of the manifold power REFER to: Manifold Absolute Pressure and
absolute pressure and Temperature (MAPT) Sensor (303-14C
temperature [MAPT] sensor) Electronic Engine Controls - TDV8 3.6L
Right-hand MAPT Diesel, Removal and Installation).
sensor fault Clear the DTCs and test for normal
operation.
Right-hand charge air Check the right-hand MAPT sensor and
Charge air
temperature sensor circuit circuits. Refer to the electrical guides. With
temperature
P007E27 intermittent/erratic (the charge the engine running and at operating
sensor
air temperature sensor is part of temperature, check the boost air
circuit: high
the manifold absolute pressure temperature using a datalogger function.
and temperature [MAPT] sensor) resistance Record the measurement at idle and
increase the engine speed to 3,000 rpm.
Record the reading and compare with the
Charge air
idle figure. If the value has increased by
temperature
more than 20 C in 100 ms, install a new
sensor
sensor.
circuit: short
REFER to: Manifold Absolute Pressure and
circuit to
Temperature (MAPT) Sensor (303-14C
ground
Electronic Engine Controls - TDV8 3.6L
Charge air Clear the DTCs and test for normal
temperature operation.
sensor
circuit: short
circuit to
power
Right-hand MAPT
sensor fault
Intake system
fault
between the
sensor(s)
and the
engine
Check the intake air system for mechanical
Charge air faults, leakage, etc. Check the left and
temperature right-hand MAPT sensors and circuits. Refer
sensor to the electrical guides. With the engine
circuit(s): running and at operating temperature,
high check the boost air temperature using a
resistance datalogger function. Record the
Charge air temperature sensor
measurement at idle and increase the
left and right-hand bank
engine speed to 3,000 rpm. Record the
correlation (the charge air Charge air
P007F62 reading and compare with the idle figure. If
temperature sensors are part of temperature
the value has changed by more than 30 C
the manifold absolute pressure sensor
and there are no other DTCs set, install two
and temperature [MAPT] sensors) circuit(s):
new sensors.
short circuit
to ground
Charge air Diesel, Removal and Installation).
sensor operation.
circuit(s):
short circuit
to power
MAPT sensor(s)
fault
Charge air
temperature
sensor Check the left-hand MAPT sensor and
circuit: high circuits. Refer to the electrical guides. Check
resistance the resistance of the temperature sensor
(pins 1 and 4 of the MAPT). Nominal
Left-hand charge air temperature
resistance at 20C (68 F) should be 2.5
sensor circuit low (the charge air Charge air
Kohms. Install a new MAPT if necessary.
P00A216 temperature sensor is part of the temperature
manifold absolute pressure and sensor
temperature [MAPT] sensor) circuit: short
circuit to
ground
operation.
Left-hand MAPT
sensor fault
Left-hand charge air temperature Charge air Check the left-hand MAPT sensor and
P00A317
sensor circuit high (the charge air temperature circuits. Refer to the electrical guides. Check
temperature sensor is part of the sensor the resistance of the temperature sensor
manifold absolute pressure and circuit: high (pins 1 and 4 of the MAPT). Nominal
temperature [MAPT] sensor) resistance resistance at 20 C (68 F) should be 2.5
Kohms. Install a new MAPT if necessary.
Charge air
temperature
sensor
circuit: short
circuit to
operation.
ground
Left-hand MAPT
sensor fault
Charge air
temperature
sensor
circuit: high Check the left-hand MAPT sensor and
resistance circuits. Refer to the electrical guides. With
the engine running and at operating
Charge air temperature, check the boost air
temperature temperature using a datalogger function.
sensor Record the measurement at idle and
Left-hand charge air temperature
sensor circuit intermittent/erratic circuit: short increase the engine speed to 3,000 rpm.
circuit to Record the reading and compare with the
(the charge air temperature
P00A427 ground idle figure. If the value has increased by
sensor is part of the manifold
more than 20 C in 100 ms, install a new
absolute pressure and
sensor.
temperature [MAPT] sensor) Charge air REFER to: Manifold Absolute Pressure and
temperature Temperature (MAPT) Sensor (303-14C
sensor Electronic Engine Controls - TDV8 3.6L
circuit: short Diesel, Removal and Installation).
circuit to Clear the DTCs and test for normal
power operation.
Left-hand MAPT
sensor fault
Manifold absolute pressure and Air leakage in Check the intake air system for leakage
temperature (MAPT) sensor - intake path after the turbocharger. Check for DTCs
P00B821 mass or volume air correlation, between indicating a MAPT sensor fault. Rectify as
left-hand bank - signal amplitude turbocharger necessary. Clear the DTCs and test for
less than minimum and engine normal operation.
With the engine at idle, check the manifold
air pressure and indicated torque set points
using a datalogger function. If the manifold
air pressure is greater than 140 KPa (20.31
lbs/in) or the torque less than 70 Nm
(51.63 lbf/ft), check for oil being drawn into
Oil ingress into the intake manifold. Rectify as necessary.
the intake Clear the DTCs and test for normal
manifold operation. Stop the engine and turn the
ignition on. Using a datalogger function,
MAPT sensor monitor the turbocharger actuator angles.
Manifold absolute pressure and
circuit fault Command the actuator to 5% PWM then to
temperature (MAPT) sensor -
95% PWM and check the angle values. The
P00B822 mass or volume air correlation,
angle at 5% PWM should be 0 - 20%, and
left-hand bank - signal amplitude MAPT sensor fault
at 95% PWM 80 - 95%. If the values are
inside this range, install a new MAF sensor.
MAF sensor fault REFER to: Mass Air Flow (MAF) Sensor
Turbocharger 3.6L Diesel, Removal and Installation).
fault If the values are outside this range, install a
new turbocharger.
REFER to: Turbocharger LH (303-04D Fuel
operation.
P010036 Right-hand mass air flow (MAF) MAF sensor Check the right-hand MAF sensor and
sensor circuit - signal frequency circuit: shortcircuits. Refer to the electrical guides. With
too low circuit to the engine at idle, check the air flow using a
ground datalogger function. If the value is greater
than 13.88 g/s or less than 11.11 g/s install
a new MAF sensor.
MAF sensor
circuit: short
circuit to
power
operation.
MAF sensor
circuit: high
resistance
MAF sensor fault

MAF sensor
circuit: high
resistance
Check the MAF sensor and circuits. Refer to
MAF sensor the electrical guides. Rectify as necessary.
circuit: short Clear the DTCs and test for normal
circuit to operation. With the engine at idle, check the
Right-hand mass air flow (MAF)
ground air flow using a datalogger function. If the
P010116 sensor range/performance -
value is less than 11.11 g/s, install a new
sensor and recheck.
MAF sensor REFER to: Mass Air Flow (MAF) Sensor
circuit: short (303-14C Electronic Engine Controls - TDV8
circuit to 3.6L Diesel, Removal and Installation).
power
MAF sensor fault

MAF sensor
circuit: high
resistance
P010117 sensor range/performance -
value is greater than 13.88 g/s, install a
new sensor and recheck.
power
MAF sensor fault

MAF sensor
circuit: high
resistance
P010121 sensor range/performance - signal
value is less than 11.11 g/s, install a new
amplitude less than minimum
sensor and recheck.
power
MAF sensor fault

MAF sensor Check the MAF sensor and circuits. Refer to
Right-hand mass air flow (MAF) circuit: high the electrical guides. Rectify as necessary.
P010122 sensor range/performance - signal resistance Clear the DTCs and test for normal
amplitude greater than maximum operation. With the engine at idle, check the
air flow using a datalogger function. If the
MAF sensor value is greater than 13.88 g/s, install a
circuit: short new sensor and recheck.
circuit to REFER to: Mass Air Flow (MAF) Sensor
ground (303-14C Electronic Engine Controls - TDV8
MAF sensor
circuit: short
circuit to
power
MAF sensor fault

Intake air system
fault
MAF sensor
circuit: high
resistance
Check the intake air system for leaks, etc.
Rectify as necessary. Check the MAF sensor
MAF sensor
and circuits. Refer to the electrical guides.
circuit: short
Rectify as necessary. Check that the EGR
Right-hand mass air flow (MAF) circuit to
valves are not stuck. Using a datalogger
P010221 sensor circuit low - signal ground
function, monitor the air flow and EGR valve
position for both banks and road test the
MAF sensor vehicle. Check that the EGR valves are in
circuit: short synch. Rectify as necessary. Clear the DTCs
circuit to and test for normal operation.
power
Exhaust gas
recirculation
(EGR) valve
fault
Intake air system
fault Check the intake air system for leaks, etc.
MAF sensor and circuits. Refer to the electrical guides.
circuit: high Rectify as necessary. With the ignition on,
resistance engine off, and using a datalogger function,
monitor the turbocharger actuator angles.
Command the actuator to 5% PWM then to
MAF sensor 95% PWM and check the angle values. The
circuit: short angle at 5% PWM should be 0 - 20%, and
Right-hand mass air flow (MAF) circuit to at 95% PWM 80 - 95%. If the values are
P010322 sensor circuit high - signal ground inside this range, install a new MAF sensor.
amplitude greater than maximum REFER to: Mass Air Flow (MAF) Sensor
MAF sensor (303-14C Electronic Engine Controls - TDV8
circuit: short 3.6L Diesel, Removal and Installation).
circuit to If the values are outside this range, install a
power new turbocharger.
MAF sensor fault Removal and Installation).
Turbocharger operation.
fault
MAF sensor Check the right-hand MAF sensor and
circuit: short circuits. Refer to the electrical guides.
circuit to Measure the mass air flow at idle using a
ground datalogger function and record the value.
Increase the engine speed to 2,000 rpm and
record the value. If the value has changed
P010438 sensor circuit intermittent/erratic MAF sensor
by more than 30.55 g/s install a new MAF
- signal frequency incorrect circuit: short
sensor and recheck.
circuit to
power
MAF sensor Clear the DTCs and test for normal
circuit: high operation.
resistance
MAF sensor
circuit: short
Check the left-hand MAF sensor and circuits.
circuit to
Refer to the electrical guides. With the
ground
engine at idle, check the air flow using a
datalogger function. If the value is greater
Left-hand mass air flow (MAF) MAF sensor than 13.88 g/s or less than 11.11 g/s install
P010A36 sensor circuit - signal frequency circuit: short a new MAF sensor.
too low circuit to REFER to: Mass Air Flow (MAF) Sensor
power (303-14C Electronic Engine Controls - TDV8
MAF sensor
operation.
circuit: high
resistance
MAF sensor
circuit: high
resistance Check the MAF sensor and circuits. Refer to
the electrical guides. Rectify as necessary.
MAF sensor Clear the DTCs and test for normal
circuit: short operation. With the engine at idle, check the
circuit to air flow using a datalogger function. If the
Left-hand mass air flow (MAF)
ground value is less than 11.11 g/s, install a new
P010B21 sensor range/performance - signal
sensor and recheck.
power operation.
MAF sensor fault

MAF sensor
circuit: high
resistance
Refer to the electrical guides. With the
MAF sensor engine at idle, check the air flow using a
circuit: short datalogger function. If the value is greater
Left-hand mass air flow (MAF) circuit to than 13.88 g/s or less than 11.11 g/s install
P010B22 sensor range/performance - signal ground a new MAF sensor.
power operation.
MAF sensor fault

Intake air system
fault
MAF sensor
circuit: high
resistance Check the intake air system for leaks, etc.
MAF sensor
Rectify as necessary. Check that the EGR
Left-hand mass air flow (MAF) circuit: short
valves are not stuck. Using a datalogger
P010C21 sensor circuit low - signal circuit to
function, monitor the air flow and EGR valve
amplitude less than minimum ground
position for both banks and road test the
vehicle. Check that the EGR valves are in
MAF sensor synch. Rectify as necessary. Clear the DTCs
circuit: short and test for normal operation.
circuit to
power
Exhaust gas
recirculation
(EGR) valve
fault
Intake air system
fault Check the intake air system for leaks, etc.
MAF sensor and circuits. Refer to the electrical guides.
circuit: high Rectify as necessary. With the ignition on,
resistance engine off, and using a datalogger function,
monitor the turbocharger actuator angles.
Command the actuator to 5% PWM then to
MAF sensor 95% PWM and check the angle values. The
circuit: short angle at 5% PWM should be 0 - 20%, and
Left-hand mass air flow (MAF) circuit to at 95% PWM 80 - 95%. If the values are
P010D22 sensor circuit high - signal ground inside this range, install a new MAF sensor.
circuit to If the values are outside this range, install a
power new turbocharger.
MAF sensor fault Removal and Installation).
Turbocharger operation.
fault
MAF sensor
circuit: short
circuit to
Refer to the electrical guides. Measure the
ground
mass air flow at idle using a datalogger
function and record the value. Increase the
Left-hand mass air flow (MAF) MAF sensor engine speed to 2,000 rpm and record the
P010E38 sensor circuit intermittent/erratic circuit: short value. If the value has changed by more
- signal frequency incorrect circuit to than 30.55 g/s install a new MAF sensor and
power recheck.
MAF sensor
circuit: high
resistance
MAF sensor
circuit: short
circuit to
ground
Refer to the electrical guides. Check the
MAF sensor intake air path for leaks. Check the MAF
Mass or volume air flow sensor circuit: short sensor for carbon or oil contamination.
right/left-hand correlation - signal circuit to Install a new MAF sensor as necessary.
P010F62 compare fault (difference between power REFER to: Mass Air Flow (MAF) Sensor
right and left-hand mass air flow
sensors too great)
MAF sensor 3.6L Diesel, Removal and Installation).
circuit: high Clear the DTCs and test for normal
resistance operation.
Air leakage in the

intake path
IAT sensor
circuit: high Check the IAT sensor and circuits. Refer to
resistance the electrical guides. Measure the resistance
Intake air temperature (IAT)
of the IAT sensor (pins 2 and 3 of the MAF
sensor circuit low input - voltage
sensor). Nominal resistance at 20 C (68
below threshold (the IAT sensor is IAT sensor
P011216 F) should be 2.5 Kohms. As the two MAF
part of the right-hand MAF sensor. circuit: short
sensors are identical, it is possible to
The IAT sensor in the left-hand circuit to
confirm the diagnosis by swapping the units
MAF is not used) ground
from side to side and testing to see if the
DTC resets.
IAT sensor fault
Intake air temperature (IAT) IAT sensor Check the IAT sensor and circuits. Refer to
P011317
sensor circuit high input - voltage circuit: short the electrical guides. Measure the resistance
above threshold (the IAT sensor is circuit to of the IAT sensor (pins 2 and 3 of the MAF
part of the right-hand MAF sensor. power sensor). Nominal resistance at 20 C (68
The IAT sensor in the left-hand F) should be 2.5 Kohms. As the two MAF
MAF is not used) sensors are identical, it is possible to
IAT sensor fault
confirm the diagnosis by swapping the units
from side to side and testing to see if the
DTC resets.
Check the IAT sensor and circuits. Refer to
Intake air temperature (IAT) IAT sensor the electrical guides. Start the engine and
sensor intermittent/erratic - signal circuit: allow to warm up. Read the intake air
rate of change above threshold intermittent temperature using a datalogger function
P011427 (the IAT sensor is part of the high and record the value. After ten minutes,
right-hand MAF sensor. The IAT resistance read the value again and compare to the
sensor in the left-hand MAF is not first reading. If the value has increased by
used) IAT sensor fault more than 10 C per 100 ms swap the MAF
sensors side to side and recheck.
Right-hand MAPT
sensor
temperature
circuits:
short circuit
to ground
Right-hand MAPT
sensor
temperature
circuits:
short circuit
to power
Right-hand MAPT Check the right-hand MAPT and MAF

sensor sensors and circuits. Refer to the electrical
temperature guides. Monitor the charge air temperature
circuits: highand intake air temperature signals using a
resistance datalogger function. Start the engine and
"wiggle" the sensor connectors with the
Right-hand bank charge air engine running. Check the recorded values
temperature (MAPT)/intake air Right-hand MAPT for the two sensors, the maximum
temperature (IAT) sensor sensor fault difference should not exceed +40 to -30 C
P011C00 correlation - signal invalid (the (104 to -22 F). If the IAT sensor is
IAT sensor is part of the right- Right-hand MAF suspect, swap the MAF sensors side to side
hand MAF sensor. The IAT sensor sensor and recheck. If the fault remains, install a
in the left-hand MAF is not used) temperature new right-hand MAPT sensor.
circuits: REFER to: Manifold Absolute Pressure and
short circuit Temperature (MAPT) Sensor (303-14C
to ground Electronic Engine Controls - TDV8 3.6L
Right-hand MAF operation.
sensor
temperature
circuits:
short circuit
to power
Right-hand MAF
sensor
temperature
circuits: high
resistance
Right-hand MAF
sensor fault
Left-hand bank charge air Left-hand MAPT Check the left-hand MAPT and MAF sensors
temperature (MAPT)/intake air sensor and circuits. Refer to the electrical guides.
P011D00 temperature (IAT) sensor temperature Monitor the charge air temperature and
correlation - signal invalid (the circuits: intake air temperature signals using a
IAT sensor is part of the right- short circuit datalogger function. Start the engine and
hand MAF sensor. The IAT sensor to ground "wiggle" the sensor connectors with the
in the left-hand MAF is not used) engine running. Check the recorded values
for the two sensors, the maximum
Left-hand MAPT
difference should not exceed 40 to -30 C
sensor
(104 to -22 F). If the IAT sensor is
temperature
suspect, swap the MAF sensors side to side
circuits:
and recheck. If the fault remains, install a
short circuit
new left-hand MAPT sensor.
to power
Left-hand MAPT Electronic Engine Controls - TDV8 3.6L
sensor Diesel, Removal and Installation).
circuits: high operation.
resistance
Left-hand MAPT
sensor fault
Right-hand MAF
sensor
temperature
circuits:
short circuit
to ground
Right-hand MAF
sensor
temperature
circuits:
short circuit
to power
Right-hand MAF
sensor
temperature
circuits: high
resistance
Right-hand MAF
sensor fault
turbochargers mechanical condition and
operation. Check for oil being drawn into
Intake air system the intake manifold. Rectify as necessary.
fault Using a datalogger function, monitor the
turbocharger actuator position and
Manifold absolute pressure (MAP) command the actuator to 5% PWM, then
Turbocharger
sensor/right-hand turbocharger 95% PWM in 5% steps. Check the results.
P023D21 mechanical
boost sensor correlation - signal There should be a smooth curve between
fault
amplitude less than minimum the minimum and maximum values. If not,
Oil ingestion into REFER to: Turbocharger RH (303-04D Fuel
manifold Charging and Controls - Turbocharger,
operation.
Intake air system
fault
operation. Check for DTCs indicating a listed
Manifold absolute pressure (MAP) Turbocharger sensor fault. Rectify as necessary. Using a
sensor/right-hand turbocharger mechanical datalogger function, monitor the
P023D22
boost sensor correlation - signal fault turbocharger actuator position and
amplitude greater than maximum command the actuator to 5% PWM, then
95% PWM in 5% steps. Check the results.
Intake air
There should be a smooth curve between
temperature
the minimum and maximum values. If not,
(IAT) sensor
fault install a new turbocharger.
Mass air flow
(MAF) sensor
fault
operation.
Manifold absolute
pressure and
temperature
(MAPT)
sensor fault
Exhaust gas
recirculation
(EGR) sensor
fault
Turbocharger
actuator
position
sensor fault
operation. Check for oil being drawn into
Intake air system the intake manifold. Rectify as necessary.
fault Using a datalogger function, monitor the
Manifold absolute pressure (MAP) command the actuator to 5% PWM, then
Turbocharger
sensor/left-hand turbocharger 95% PWM in 5% steps. Check the results.
P023E21 mechanical
boost sensor correlation - signal There should be a smooth curve between
fault
amplitude less than minimum the minimum and maximum values. If not,
Oil ingestion into REFER to: Turbocharger LH (303-04D Fuel
manifold Charging and Controls - Turbocharger,
operation.
Intake air system
fault
Turbocharger
mechanical
fault

Intake air
temperature
operation. Check for DTCs indicating a listed
(IAT) sensor
sensor fault. Rectify as necessary. Using a
fault
datalogger function, monitor the
Manifold absolute pressure (MAP) Mass air flow command the actuator to 5% PWM, then
sensor/left-hand turbocharger (MAF) sensor 95% PWM in 5% steps. Check the results.
P023E22
boost sensor correlation - signal fault There should be a smooth curve between
amplitude greater than maximum the minimum and maximum values. If not,
Manifold absolute
pressure and
temperature
(MAPT)
sensor fault
operation.
Exhaust gas
recirculation
(EGR) sensor
fault
Turbocharger
actuator
position
sensor fault
IMT valve circuit Check the IMT valve and circuits. Refer to
Intake manifold tuning (IMT) fault the electrical guides. If no fault is found in
P065E00
valve performance the circuits, install a new IMT valve. Clear
IMT valve fault the DTCs and test for normal operation.
IMT valve control
circuit: high Check the IMT valve and circuits. Refer to
Intake manifold tuning (IMT) resistance the electrical guides. If no fault is found in
P066013
valve control circuit open the circuits, install a new IMT valve. Clear
the DTCs and test for normal operation.
IMT valve fault
IMT valve control
circuit: short Check the IMT valve and circuits. Refer to
Intake manifold tuning (IMT) circuit to the electrical guides. If no fault is found in
P066111 valve control circuit low - circuit ground the circuits, install a new IMT valve. Clear
short to ground
IMT valve fault
IMT valve control
circuit: short Check the IMT valve and circuits. Refer to
Intake manifold tuning (IMT) circuit to the electrical guides. If no fault is found in
P066212 valve control circuit high - circuit power the circuits, install a new IMT valve. Clear
short to battery
IMT valve fault
MAPT sensor Recover the freeze-frame data to determine
circuit fault when the code was set. Check the MAPT
sensors and circuits. Refer to the electrical
P123A21 guides. Make sure the coolant temperature
is above 0 C (32 F) and with the ignition
on, check the manifold absolute pressure in
minimum
ECM fault both banks using a datalogger function. If
the values are significantly different, install
a new right-hand MAPT sensor.
operation. Compare the right-hand bank
manifold absolute pressure with ambient
MAPT sensor pressure. If the difference exceeds 20 Kpa
circuit fault (2.90 lbs/in), suspect the ECM. Start the
engine and allow to idle. Check the manifold
P123A22 absolute pressure in both banks and
compare with the values at ignition on,
signal amplitude greater than
engine not running. The pressures should
maximum
ECM fault have increased together to between 52.7
Kpa and 120 Kpa (7.64 and 17.40 lbs/in).
If this is not the case, install a new MAPT
sensor.
Refer to the warranty policy and procedures
MAPT sensor Recover the freeze-frame data to determine
circuit fault when the code was set. Check the MAPT
sensors and circuits. Refer to the electrical
P123B21 guides. Make sure the coolant temperature
is above 0 C (32 F) and with the ignition
on, check the manifold absolute pressure in
minimum
ECM fault both banks using a datalogger function. If
Barometric - turbocharger boost MAPT sensor the values are significantly different, install
P123B22
sensor B (left-hand manifold circuit fault a new right-hand MAPT sensor.
absolute pressure temperature REFER to: Manifold Absolute Pressure and
[MAPT] sensor) correlation - Temperature (MAPT) Sensor (303-14C
signal amplitude greater than MAPT sensor fault Electronic Engine Controls - TDV8 3.6L
maximum Diesel, Removal and Installation).
ECM fault
operation. Compare the right-hand bank
manifold absolute pressure with ambient
pressure. If the difference exceeds 20 Kpa
(2.90 lbs/in), suspect the ECM. Start the
engine and allow to idle. Check the manifold
absolute pressure in both banks and
compare with the values at ignition on,
engine not running. The pressures should
have increased together to between 52.7
Kpa and 120 Kpa (7.64 and 17.40 lbs/in).
If this is not the case, install a new MAPT
sensor.
Refer to the warranty policy and procedures
Port deactivation
Intake manifold runner (port control
P200813
deactivation) control circuit open circuit: high
resistance
Port deactivation
Check the port deactivation valve and
control
Intake manifold runner (port circuits. Refer to the electrical guides. If no
P200911 circuit: short
deactivation) control circuit low fault is found in the circuits, install a new
circuit to
valve. Clear the DTCs and test for normal
ground
operation.
Port deactivation
control
Intake manifold runner (port
P201012 circuit: short
deactivation) control circuit high
circuit to
power
P207000
valve - stuck open the circuits, install a new valve. Clear the
IMT valve fault DTCs and test for normal operation.
P207100
valve - stuck closed the circuits, install a new valve. Clear the
IMT valve fault DTCs and test for normal operation.
Throttle actuator control system - Check for associated DTCs and rectify as
Engine stop by
P210502 forced engine shutdown - general necessary. If this DTC resets, contact the
throttle
signal fault technical help desk.
Intake Air Distribution and Filtering - TDV8 3.6L Diesel - Air
Cleaner
Removal
2. Disconnect both mass air flow (MAF) sensor
3. Release both MAF sensor outlet pipes.
Release the port deactivation valve hose.
Release the air cleaner from the 3 rubber

grommets.

Remove the MAF sensors.
Installation
1. NOTE: When installing the air cleaner, make sure that
the locating pegs fit securely into the grommets.
Intake Air Distribution and Filtering - TDV8 3.6L Diesel - Air
Cleaner Element
Removal
2. Release the air cleaner housing cover.
Fully loosen the 6 screws.
3. Remove the air cleaner element.
4. Clean the base of the air cleaner.
Installation
Intake Air Distribution and Filtering - TDV8 3.6L Diesel - Charge
Air Cooler
Removal

safety stands.

and Installation).
installation.
Remove the charge air cooler.
Remove the 4 bolts.
Installation
Air Cooler
Removal

safety stands.

and Installation).
installation.
Remove the 4 bolts.
Installation
Air Cooler
Removal

safety stands.

and Installation).
installation.
Remove the 4 bolts.
Installation
Electronic Engine Controls - TDV8 3.6L Diesel -
Item Description
Make Siemens
Type SID 203
Camshaft position (CMP) sensor bolt 10 7
Engine oil pressure (EOP) sensor 15 11
Manifold absolute pressure and temperature (MAPT) sensor bolt 3 2
Crankshaft position (CKP) sensor bolt 5 4
Knock (KS) sensor bolt 20 15
Electronic Engine Controls - TDV8 3.6L Diesel - Electronic Engine
Controls
COMPONENT LOCATION SHEET 1 OF 3

1 - Injectors
2 exhaust gas recirculation (EGR) valve and cooler (2 off)
3 Electric throttles (2 off)
4 Boost pressure sensors (2 off)
5 Fuel rail temperature sensor
6 mass air flow (MAF)/intake air temperature (IAT) sensors (2 off)
7 Fuel pump
8 engine coolant temperature (ECT) sensor
9 left-hand (LH) turbo
10 Oil pressure sensor
11 - right-hand (RH) turbo

1 - Knock sensors (4 off)
4 - crankshaft position (CKP) sensor
5 - Engine oil temperature sensor
6 - camshaft position (CMP) sensor
7 - Port deactivation actuator (2 off)

1 generic electronic module (GEM)
2 Stop lamp switch
3 accelerator pedal position (APP) sensor
4 transmission control module (TCM)
5 anti-lock brake system (ABS) module
6 Transfer box control module
7 engine control module (ECM)
OVERVIEW
The TDV8 engine has an engine management system controlled by an ECM and is able to monitor, adapt and
precisely control the fuel injection. The ECM uses multiple sensor inputs and precision control of actuators to
achieve optimum performance during all driving conditions.
The ECM controls fuel delivery to all 8 cylinders via a Common Rail (CR) injection system. The CR system uses
a fuel rail to accumulate highly pressurized fuel and feed the 8, electronically controlled injectors. The fuel rail
is located in close proximity to the injectors, which assists in maintaining full system pressure at each injector
at all times.
The ECM uses the drive by wire principle for acceleration control. There are no control cables or physical
connections between the accelerator pedal and the engine. Accelerator pedal demand is communicated to the
ECM by two potentiometers located in a throttle position sensor. The ECM uses the two signals to determine
the position, rate of movement and direction of movement of the pedal. The ECM then uses this data, along
with other engine information from other sensors, to achieve the optimum engine response.
The ECM processes information from the following input sources:
CKP sensor
CMP sensor
Manifold air temperature and pressure
Coolant temperature
Oil temperature
Inlet air flow and temperature
Fuel rail temperature
Knock sensors (2 per cylinder bank)
The ECM outputs controlling signals to the following sensors and actuator:
Fuel injectors
Cooling fan solenoid
Electronic throttle
Electronic vane controlled turbo
Port deactivation
E-box fan
Engine mounts
Electronic EGR
Glow plugs
ECM
The ECM is located in the E-Box which is located at the front of the engine bay on the RH side behind the
headlamp.
Inputs
The ECM has the following inputs:
Engine Coolant Temperature
Mass airflow (2 off)
Stop lamp switch (via ABS module on controller area network (CAN)) and hardwired to the ECM)
Manifold Absolute Pressure
Throttle pedal position 1
Throttle pedal position 2
Electronic throttle position
Viscous fan speed
Engine speed and position sensor (crankshaft sensor)
CMP sensor
Engine oil temperature
Speed control switches (resistive ladders)
Vehicle speed (via CAN bus)
Generator monitor
Manifold Absolute Pressure and Inlet Air Temperature
Knock sensors (4 off)

Fuel temperature and pressure
Boost air temperature
Park/neutral switch
Outputs
The ECM outputs to the following:
Throttle actuators (2 off)
Fuel injectors (8 off)
EGR valves
Electric cooling fan
Fuel pump relay
Starter relay
Air conditioning condenser fan module
EMS main relay
Viscous fan control
Generator control
E-box fan control
Glow plugs
Active engine mounts
Port deactivation control solenoid valve
The ECM is connected to the vehicle harnesses via 3 connectors. The ECM contains data processors and
memory microchips. The output signals to the actuators are in the form of ground paths provided by driver
circuits within the ECM. The ECM driver circuits produce heat during normal operation and dissipate this heat
via the casing. The fan in the E-box assists with the cooling process by maintaining a constant temperature
with the E-box. The E box fan is controlled by the ECM via its internal temperature sensor. The E-box has pipe
connections to the vehicle interior and receives additional cooled air via the air conditioning (A/C). Some
sensors receive a regulated voltage supplied by the ECM. This avoids incorrect signals caused by voltage drop
during cranking.
The ECM performs self diagnostic routines and stores fault codes in its memory. These fault codes and
diagnostics can be accessed using the Land Rover approved diagnostic system. If the ECM is to be replaced,
the new ECM is supplied 'blank' and must be configured to the vehicle using the Land Rover approved
diagnostic system. A 'flash' electrically erasable programmable read only memory (EEPROM) allows the ECM to
be externally configured, using the Land Rover approved diagnostic system, with market specific or new tune
information up to 14 times. If a fifteenth update is required the ECM must be replaced. The current engine tune
data can be accessed and read using the Land Rover approved diagnostic system.
When a new ECM is fitted, it must also be synchronized to the immobilization control module using the Land
Rover approved diagnostic system. ECM's cannot be 'swapped' between vehicles.
The ECM is connected to the engine sensors which allow it to monitor the engine operating conditions. The ECM
processes these signals and decides the actions necessary to maintain optimum engine performance in terms
of driveability, fuel efficiency and exhaust emissions. The memory of the ECM is programmed with instructions
for how to control the engine, this known as the strategy. The memory also contains data in the form of maps
which the ECM uses as a basis for fueling and emission control. By comparing the information from the sensors
to the data in the maps, the ECM is able to calculate the various output requirements. The ECM contains an
adaptive strategy which updates the system when components vary due to production tolerances or ageing.
The ECM receives a vehicle speed signal on a CAN bus connection from the ABS module. Vehicle speed is an
important input to the ECM strategies. The ABS derives the speed signal from the ABS wheel speed sensors.
The frequency of this signal changes according to road speed. The ECM uses this signal to determine the
following:
How much to reduce engine torque during gear changes.
When to permit speed control operation.
To control the operation of the speed control system.
Implementation of the idle strategy when the vehicle is stationary.
IMMOBILIZATION
The immobilization control module receives information from related systems on the vehicle and passes a
coded signal to the ECM to allow starting if all starting parameters have been met. The information is decoded
by the ECM which will allow the engine to run if the information is correct.
The information is on a rolling code system and both the immobilization control module and the ECM will
require synchronisation if either component is renewed.
The ECM also protects the starter motor from inadvertent operation. The immobilization control module
receives an engine speed signal from the ECM via the instrument cluster. When the engine speed exceeds a
predetermined value, the immobilization control module prevents operation of the starter motor via an integral
starter disable relay.
CAMSHAFT POSITION (CMP) SENSOR

The CMP sensor is located on the rear face of the left hand cylinder head. The sensor tip protrudes through the
face to pick up on the reluctor behind the camshaft pulley. The CMP sensor is a Hall effect type sensor.
The ECM uses the CMP sensor signal to determine if the piston in No. 1 cylinder is at injection top dead center
(TDC) or exhaust TDC. Once this has been established, the ECM can then operate the correct injector to inject
fuel into the cylinder when the piston is at injection TDC.
The sensor is a Hall effect sensor which used by the ECM at engine start-up to synchronize the ECM with the
CKP sensor signal. The ECM does this by using the CMP sensor signal to identify number one cylinder to ensure
the correct injector timing. Once the ECM has established the injector timing, the CMP sensor signal is no
longer used.
The CMP sensor receives a 5V supply from the ECM. Two further connections to the ECM provide ground and
signal output.
If a fault occurs, an error is registered in the ECM. Two types of failure can occur; camshaft signal frequency
too high or total failure of the camshaft signal. The error recorded by the ECM can also relate to a total failure
of the crankshaft signal or crankshaft signal dynamically implausible. Both components should be checked to
determine the cause of the fault.
If a fault occurs with the CMP sensor when the engine is running, the engine will continue to run but the ECM
will deactivate boost pressure control. Once the engine is switched off, the engine will crank but will not restart
while the fault is present.
CRANKSHAFT POSITION (CKP) SENSOR

The CKP sensor is located at the rear of the engine block on the left hand side. The sensor tip is aligned with a
magnetic trigger which is attached to the crankshaft. The reluctor is a press fit on the end of the crankshaft.
The trigger wheel must be carefully aligned to the crankshaft to ensure correct timing. The sensor produces a
square wave signal, the frequency of which is proportional to engine speed.
The ECM monitors the CKP sensor signal and can detect engine over-speed. The ECM counteracts engine over-
speed by gradually fading out speed synchronized functions. The CKP sensor is a Hall effect sensor. The sensor
measures the magnetic field variation induced by the magnetized trigger wheel.
The trigger wheel has two missing teeth representing 12 of crankshaft rotation. The two missing teeth provide
a reference point for the angular position of the crankshaft.
When the space with the two missing teeth pass the sensor tip, a gap in the signal is produced which the ECM
uses to determine the crankshaft position. The air gap between the sensor tip and the ring is important to
ensure correct signals are output to the ECM. The recommended air gap between the CKP sensor and the
trigger wheel is between 0.4 mm and 1.5 mm.
The ECM uses the signal from the CKP sensor for the following functions:
Synchronisation.
Determine fuel injection timing.
Enable the fuel pump relay circuit (after the priming period).
Produce an engine speed signal which is broadcast on the CAN bus for use by other systems.
MASS AIR FLOW/INTAKE AIR TEMPERATURE (MAF/IAT) SENSOR
Two MAF/IAT sensors are located on the intake air duct directly after the air filter box. The sensor is housed in
a plastic molding which is connected between the intake manifold and the air intake pipe.
NOTE: The MAF/IAT sensor which monitors the LH bank intake does not use the IAT portion of the sensor.
The MAF sensor works on the hot film principle. Two sensing elements are contained within a film. One element
is maintained at ambient (air intake) temperature, e.g. 25Celsius (77F). The other element is heated to
200Celsius (392F) above the ambient temperature, e.g. 225Celsius (437F). Intake air entering the engine
passes through the MAF sensor and has a cooling effect on the film. The ECM monitors the current required to
maintain the 200Celsius (392F) differential between the two elements and uses the differential to provide a
precise, non-linear, frequency based signal which equates to the volume of air being drawn into the engine.
The MAF sensor output is a digital signal proportional to the mass of the incoming air. The ECM uses this data,
in conjunction with signals from other sensors and information from stored fueling maps, to determine the
precise fuel quantity to be injected into the cylinders. The signal is also used as a feedback signal for the EGR
system.
The IAT sensor incorporates a negative temperature coefficient (NTC) thermistor in a voltage divider circuit.
The NTC thermistor works on the principle of decreasing resistance in the sensor as the temperature of the
intake air increases. As the thermistor allows more current to pass to ground, the voltage sensed by the ECM
decreases. The change in voltage is proportional to the temperature change of the intake air. Using the voltage
output from the IAT sensor, the ECM can correct the fueling map for intake air temperature. The correction is
an important requirement because hot air contains less oxygen than cold air for any given volume.
The MAF sensor receives a 12V supply from the battery junction box (BJB) and a ground connection via the
ECM. Two further connections to the ECM provide a MAF signal and IAT signal.
The IAT sensor receives a 5V reference voltage from the ECM and shares a ground with the MAF sensor. The
signal output from the IAT sensor is calculated by the ECM by monitoring changes in the supplied reference
voltage to the IAT sensor voltage divider circuit.
The ECMchecks the calculated air mass against the engine speed. If the calculated air mass is not plausible,
the ECM uses a default air mass figure which is derived from the average engine speed compared to a stored
characteristic map. The air mass value will be corrected using values for boost pressure, atmospheric pressure
and air temperature.
If the MAF sensor fails the ECM implements the default strategy based on engine speed. In the event of a MAF
sensor signal failure, any of the following symptoms may be observed:
Difficult starting
Engine stalls after starting
Delayed engine response
Emission control inoperative
Idle speed control inoperative
Reduced engine performance.
If the IAT sensor fails the ECM uses a default intake air temperature of -5Celsius (23F). In the event of an
IAT sensor failure, any of the following symptoms may be observed:
Over fueling, resulting black smoke emitting from the exhaust.
Idle speed control inoperative.
ENGINE COOLANT TEMPERATURE (ECT) SENSOR

The ECT is located in the top hose at the coolant manifold junction. The ECT sensor provides the ECM and the
instrument cluster with engine coolant temperature status.
The ECM uses the temperature information for the following functions:
Fueling calculations
Limit engine operation if engine coolant temperature becomes too high
Cooling fan operation
Glow plug activation time.
The instrument cluster uses the temperature information for temperature gauge operation. The engine coolant
temperature signal is also transmitted on the CAN bus by the instrument cluster for use by other systems.
The ECMECT sensor circuit consists of an internal voltage divider circuit which incorporates an NTC thermistor.
As the coolant temperature rises the resistance through the sensor decreases and vice versa. The output from
the sensor is the change in voltage as the thermistor allows more current to pass to ground relative to the
temperature of the coolant.
The ECM compares the signal voltage to stored values and adjusts fuel delivery to ensure optimum driveability
at all times. The engine will require more fuel when it is cold to overcome fuel condensing on the cold metal
surfaces inside the combustion chamber. To achieve a richer air/fuel ratio, the ECM extends the injector
opening time. As the engine warms up the air/fuel ratio is leaned off.
The input to the sensor is a 5V reference voltage supplied from the voltage divider circuit within the ECM. The
ground from the sensor is also connected to the ECM which measures the returned current and calculates a
resistance figure for the sensor which relates to the coolant temperature.
The following table shows engine coolant temperature values and the corresponding sensor resistance and
voltage values.
Coolant Temperature Sensor Response

Temperature (Degrees Celsius) Resistance (Kohms) Voltage (Volts)
-40 925 4.54
-30 496 4.46
-20 277 4.34
-10 160 4.15
0 96 3.88
Temperature (Degrees Celsius) Resistance (Kohms) Voltage (Volts)
10 59 3.52
20 37 3.09
30 24 2.62
40 16 2.15
50 11 1.72
60 7.5 1.34
70 5.6 1.04
80 3.8 0.79
90 2.9 0.64
100 2.08 0.49
110 1.56 0.38
120 1.19 0.29
130 0.918 0.22
140 0.673 0.17
150 0.563 0.14
If the ECT sensor fails, the following symptoms may be observed:
Difficult cold start.
Difficult hot start.
Engine performance compromised.
Temperature gauge inoperative or inaccurate reading.
In the event of ECT sensor signal failure, the ECM applies a default value of 80Celsius (176F) coolant
temperature for fueling purposes. The ECM will also permanently operate the cooling fan at all times when the
ignition is switched on, to protect the engine from overheating.
ENGINE OIL PRESSURE SENSOR

2 - Oil pressure switch
The oil pressure switch, located in the front of the RH cylinder head, connects a ground input to the instrument
cluster when oil pressure is present. The switch operates at a pressure of 0.15 to 0.41 bar (2.2 to 5.9 Psi).
ENGINE OIL TEMPERATURE SENSOR
The engine oil temperature sensor is located in the engine sump. The temperature sensor is a NTC type which
operates in the -30 Degrees Celsius to +150 Degrees Celsius temperature range.
Oil Temperature Sensor Response

Temperature Degrees Celsius Resistance Ohms
60 620
90 255
Temperature Degrees Celsius Resistance Ohms
120 117
150 60
FUEL RAIL TEMPERATURE SENSOR
The fuel rail temperature sensor is located on the LP return line at the front of the engine.
The sensor is a NTC sensor which is connected to the ECM by two wires. The ECM fuel temperature sensor
circuit consists of an internal voltage divider circuit which incorporates a NTC thermistor. As the fuel
temperature rises the resistance through the sensor decreases. The output from the sensor is the change in
voltage as the thermistor allows more current to pass to ground relative to the temperature of the fuel.
The ECM monitors the fuel temperature constantly. If the fuel temperature exceeds 85Celsius (185F), the
ECM invokes an engine 'derate' strategy. This reduces the amount of fuel delivered to the injectors in order to
allow the fuel to cool. When this occurs, the driver may notice a loss of performance.
Further fuel cooling is available by a bi-metallic valve diverting fuel through the fuel cooler when the fuel
reaches a predetermined temperature. In hot climate markets, an electrically operated cooling fan is positioned
in the air intake ducting to the fuel cooler. This is controlled by a thermostatic switch, which switches the fan
on and off when the fuel reaches a predetermined temperature.
The wires to the fuel sensor are monitored by the ECM for short and open circuit. The ECM also monitors the
5V supply. If a failure occurs a fault is recorded in the ECM memory and the ECM uses a default fuel pressure
value.
If the ECM registers an 'out of range' deviation between the pressure signal from the sensor and the pre-
programmed 'set point' a fault is stored in the ECM memory. Depending on the extent of the deviation, the
ECM will reduce the injection quantity, stop the engine immediately or prevent further engine starting.
GLOW PLUGS
Three glow plugs are located in each of the cylinder heads, on the inlet side. The glow plugs and the glow plug
relay are a vital part of the engine starting strategy. The glow plugs heat the air inside the cylinder during cold
starts to assist combustion. The use of glow plugs helps reduce the amount of additional fuel required on start-
up, and consequently reduces the emission of black smoke. The use of glow plugs also reduces the amount of
injection advance required, which reduces engine noise, particularly when idling with a cold engine.
There are three phases of glow plug activity:
Pre-heat
During crank
Post heat
The main part of the glow plug is a tubular heating element which protrudes into the combustion chamber of
the engine. The heating element contains a spiral filament encased in magnesium oxide powder. At the tip of
the tubular heating element is the heater coil. Behind the heater coil, and connected in series, is a control coil.
The control coil regulates the heater coil to ensure that it does not overheat.
Pre-heat is the length of time the glow plugs operate prior to engine cranking. The ECM controls the pre-heat
time based on ECT sensor output and battery voltage. If the ECT sensor fails, the ECM will use the IAT sensor
value as a default value. The pre-heat duration is extended if the coolant temperature is low and the battery is
not fully charged.
Post heat is the length of time the glow plugs operate after the engine starts. The ECM controls the post
heating time based on ECT sensor output. The post heat phase reduces engine noise, improves idle quality and
reduces hydrocarbon emissions.
When the ignition is switched on to position II, the glow plug warning lamp illuminates and the instrument
cluster displays 'PREHEATING' in the message center. The glow-lamp is activated separately from the glow-
plugs, so is not illuminated during or after start. The plugs can still be ON when the lamp is off in these two
phases.
In the event of glow plug failure, the engine may be difficult to start and excessive smoke emissions may be
observed after starting.
The glow plug warning lamp also serves a second function within the EDC system. If a major EDC system fault
occurs, the glow plug warning lamp will be illuminated permanently and a message generated in the
instrument cluster. The driver must seek attention to the engine management system at a Land Rover dealer
as soon as possible.
BOOST PRESSURE CONTROL
Two manifold absolute pressure and temperature (MAPT) sensors are located post turbo after the electric
throttle valves. The sensors provide a voltage signal to the ECM relative to the intake manifold pressure. The
MAPT sensor has a three pin connector which is connected to the ECM and provides a 5V reference supply from
the ECM, a signal input to the ECM and a ground for the sensor.
The MAPT sensors uses diaphragm transducer to measure pressure. The ECM uses the BP sensor signal for the
following functions:
Maintain manifold boost pressure.
Reduce exhaust smoke emissions when driving at high altitude.
Control of the EGR system.
Control of the vacuum control module.
If the MAPT sensors fail, the ECM uses a default pressure of 1013 mbar (14 lbf/in). In the event of a MAPT
sensor failure, the following symptoms may be observed:
Altitude compensation inoperative (black smoke emitted from the exhaust).

Active boost control inoperative.
Boost control is achieved by the use of a direct drive electric actuator. The actuator is attached to the side of
the turbo unit and is connected with the control mechanism via a linkage. The electric actuator works on the
torque motor principal and has integrated control module.
The electric actuator moves the control vanes through an 60 degree stroke and has the capability to learn its
own maximum stroke positions. The electric actuator is controlled via pulse width modulation (PWM) signals
from the ECM.
FUEL RAIL PRESSURE CONTROL VALVE

1 - Fuel volume control valve
2 - Fuel pressure control valve
The fuel pressure control valve is incorporated into the high pressure fuel pump. The control valve regulates
the fuel pressure within the fuel rail and is controlled by the ECM. The control valve is a PWM controlled
solenoid valve.
When the solenoid is de-energized, an internal spring holds an internal valve closed. At fuel pressure of 100
bar (1450 lbf/in) or higher, the force of the spring is overcome, opening the valve and allowing fuel pressure
to decay into the fuel return pipe. When the pressure in the fuel rail decays to approximately 100 bar (1450
lbf/in) or less, the spring force overcomes the fuel pressure and closes the valve. When the ECM energizes the
solenoid, the valve is closed allowing the fuel pressure to build. The pressure in the fuel rail in this condition
can reach approximately 1300 bar (18854 lbf/in).
The ECM controls the fuel rail pressure by operating the control valve solenoid using a PWM signal. By varying
the duty cycle of the PWM signal, the ECM can accurately control the fuel rail pressure and hence the pressure
delivered to the injectors according to engine load. This is achieved by the control valve allowing a greater or
lesser volume of fuel to pass from the high pressure side of the pump to the un-pressurized fuel return line,
regulating the pressure on the high pressure side.
The fuel rail pressure control valve receives a PWM signal from the ECM of between 0 and 12V. The ECM
controls the operation of the control valve using the following information to determine the required fuel
pressure:
Fuel rail pressure
Engine load

Engine temperature
Engine speed.
In the event of a total failure of the fuel rail pressure control valve, the engine will not start.
In the event of a partial failure of the fuel rail pressure control valve, the ECM will activate the solenoid with
the minimum duty cycle which results in the injection quantity being limited.
FUEL VOLUME CONTROL VALVE
The fuel rail volume control valve is incorporated into the high pressure fuel pump. The VCV spills unwanted
fuel back to the tank (or LP system) or forwards it to the PCV. This avoids unused fuel being pressurized by the
HP stage of the pump, only to be spilt back to LP by the PCV wasting energy and heating the fuel.
INJECTORS

1 - Harness connection
2 - HP connection
3 - Control piston
4 - Nozzle needle
5 - Nozzle HP chamber
6 - Nozzle spray holes
7 - Valve mushroom
8 - Fuel return
9 - Valve piston
10 - Piezo actuator
There are 8 electronic fuel injectors (one for each cylinder) located in a central position between the four
valves of each cylinder. The ECM divides the injectors into two banks of 4 with cylinders.
Each injector is supplied with pressurized fuel from the fuel rail and delivers finely atomized fuel directly into
the combustion chambers. Each injector is individually controlled by the ECM which operates each injector in
the firing order and controls the injector opening period via PWM signals. Each injector receives a 12V supply
from the ECM and, using programmed injection/timing maps and sensor signals, determines the precise pilot
and main injector timing for each cylinder. If battery voltage falls to between 6 and 9V, fuel injector operation
is restricted, affecting emissions, engine speed range and idle speed. In the event of a failure of a fuel injector,
the following symptoms may be observed:
Engine misfire
Idle irregular
Reduced engine performance
Reduced fuel economy
Difficult starting
Increased smoke emissions.
The ECM monitors the wires for each injector for short circuit and open circuit, each injector and the transient
current within the ECM. If a defect is found, an error is registered in the ECM for the injector in question.
EGR SYSTEM
The EGR system comprises:
EGR modulator (2 off)
EGR cooler (2 off)
Associated connecting pipes
EGR Valve and Cooler

1 - EGR cooler
2 - EGR valve
The EGR modulator and cooler are a combined unit.
The combined EGR modulator and cooler is located under each cylinder bank, between the exhaust manifold
and the cylinder head. The cooler side of the EGR is connected to the vehicle cooling system, via hoses. The
inlet exhaust side is connected directly into the exhaust manifolds on each side. The exhaust gas passes
through the cooler and is expelled via the actuator and a metal pipe into the throttle housing. The EGR
modulator is a solenoid operated valve which is controlled by the ECM. The ECM uses the EGR modulator to
control the amount of exhaust gas being re-circulated in order to reduce exhaust emissions and combustion
noise. The EGR is enabled when the engine is at normal operating temperature and under cruising conditions.
The EGR modulator receives a 12V supply from the ECM and is controlled using a PWM signal. The PWM duty
signal of the solenoid ground is varied to determine the precise amount of exhaust gas delivered to the
cylinders.
The modulators are operated through their full range at each engine shut down, to clear any carbon deposits
that may have built up whilst the engine was running.
In the event of a failure of the EGR modulator, the EGR function will become inoperative. The ECM can monitor
the EGR modulator solenoid for short circuits and store fault codes in the event of failure. The modulator can
also be activated for testing using the Land Rover approved diagnostic system.
CYLINDER HEAD PORT DE-ACTIVATION
The cylinder head layout of the engine has been designed to optimize levels of swirl within the combustion
chamber across the engine speed range. If there is too much swirl, then as fuel is injected the high velocity of
the swirling gases prevent the jets of atomized fuel reaching the edges of the combustion chamber. This poor
distribution of fuel within the combustion chamber causes increased emissions.
The engine features an intake port deactivation system to enhance the fuel distribution around the combustion
chamber.
Each cylinder features two intake ports; one is designed as a helical 'swirl' port, configured to create the
optimum swirl for good combustion whilst the other is designed as a 'filling-port', capable of supplying high
volumes of air without disturbing in-cylinder swirl.
The helical port is open under all operating conditions. At low loads the filling port is closed off raising gas
velocity through the helical port to increase in-cylinder swirl to the required rate. To avoid any risk of high gas
flow creating excessive swirl, the filling port is then opened under high gas-flow conditions to help maintain
consistent optimum swirl across the engine's operating range.
Port deactivation is controlled by butterfly valves operating within the intake manifold. These are controlled by
the ECM via a vacuum operated actuator mounted on the back of the intake manifold for each cylinder bank.
ACCELERATOR PEDAL POSITION (APP) SENSOR

2 - Sensor spigot
3 - Pedal
4 - Springs
5 - Cables
6 - Bush
7 - Drum
8 - APP sensor
The APP is incorporated into the pedal assembly. The sensor is a twin track rotary potentiometer type.
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
A - Voltage
B - APP sensor angle
C - Kick down angle
to determine fueling for engine operation and also by the ECM and the TCM to initiate a kickdown request for
the automatic transmission.
BRAKE LAMP SWITCH
The brake lamp switch is located on the pedal box and is operated by the brake pedal. The switch is a Hall
effect switch which detects the position of the brake pedal and determines when the driver has applied the
brakes. The switch is connected directly to the ECM.
The brake switch consists of an inner sensor in an outer mounting sleeve. To ensure correct orientation, the
sensor is keyed to the mounting sleeve and the mounting sleeve is keyed to the pedal mounting bracket.
Mating serrations hold the sensor in position in the mounting sleeve. While the brakes are off, the tang on the
brake pedal rests against the end of the sensor. When the brake pedal is pressed, the tang moves away from
the sensor and induces a change of sensor output voltages. This is sensed by the ECM which detects that the
brake pedal has been applied. The ECM uses the brake signal for the following:
To limit fueling during braking
To inhibit/cancel speed control if the brakes are applied.
In the event of a brake switch failure, the following symptoms may be observed:
Speed control inactive
Increased fuel consumption.
ELECTRIC THROTTLE
The electric throttle bodies are located in the intake tract prior to where the inlet splits to divert air flow into
the two separate air intake manifolds. The electric throttles control the volume of air allowed into the inlet
manifold by means of a direct current (DC) motor which controls a flap in the body of the throttle. This is done
in response to inputs from the engine management system.
DIESEL PARTICULATE FILTER (DPF) CONTROL - VEHICLES FROM 2008MY
Vehicles from 2008MY are fitted with a diesel particulate filter (DPF) which collects the particulate matter
produced during the combustion process and reduces the particulates entering the atmosphere.
The DPF is located in the exhaust system, downstream of the catalytic converter. A major feature of the DPF is
its ability for regeneration. Regeneration is the burning of particulates trapped by the filter to prevent
obstruction to the free flow of exhaust gasses. The regeneration process is controlled by the ECM and takes
place at calculated intervals and is not noticeable by the driver of the vehicle.
For details of the DPF and the regeneration processes refer to the relevant exhaust system section.
For additional information, refer to: Exhaust System (309-00C Exhaust System - TDV8 3.6L Diesel, Description
and Operation).
Regeneration is most important, since an overfilled filter can damage the engine through excessive exhaust
back pressure and can itself be damaged or destroyed.
The exhaust gas and DPF temperatures are controlled by the DPF software located in the ECM. The DPF
software monitors the load status of the DPF based on driving style, distance traveled and signals from a
differential pressure sensor and temperature sensors located before and after the DPF in the exhaust system.
When the particulate loading of the DPF reaches predetermined levels, the DPF is actively regenerated by
adjusting, in conjunction with the ECM, various engine control functions such as:
fuel injection
intake air throttle
EGR
turbocharger boost pressure control.
The regeneration process is possible because of the flexibility of the common-rail fuel injection engine which
provides precise control of fuel flow, fuel pressure and injection timing which are essential requirements to
promote the efficient regeneration process.
The ECM contains the DPF software which controls and monitors the DPF and the regeneration process. The
software is broken down into three separate modules; a DPF supervisor module, a DPF fuel management
module and a DPF air management module, which interact with each other to provide precise DPF control.
These three modules are controlled by a fourth software module known as the DPF co-ordinator module. The
co-ordinator module manages the operation of the other modules when an active regeneration is requested.
The DPF supervisor module is a sub-system of the DPF co-ordinator module.
DPF Co-Ordinator Module
The DPF co-ordinator module reacts to a regeneration request from the supervisor module by initiating and
controlling the following DPF regeneration requests:
EGR cut-off
Turbocharger boost pressure control
Engine load increase
Control of air pressure and temperature in the intake manifold
Fuel injection control.
When the supervisor module issues a regeneration request, the co-ordinator module requests EGR cut-off and
a regeneration specific turbocharger boost pressure control. It then waits for a feedback signal from the EGR
system confirming that the EGR valve is closed.
NOTE: The EGR valve is open at idle to allow reduced NOx. EGR is not used during part load due to intake
manifold contamination.
When the EGR valve is closed, the co-ordinator module initiates requests to increase engine load by controlling
the intake air temperature and pressure.
Once confirmation is received that intake conditions are controlled or a calibration time has expired, the co-
ordinator module then changes to a state awaiting an accelerator pedal release manoeuver from the driver. If
this occurs or a calibration time has expired, the co-ordinator module generates a request to control fuel
injections to increase exhaust gas temperature.
DPF Fuel Management Module
The DPF fuel management module controls the following functions:
Timing and quantity of the four split injections per stroke (pilot, main and two post injections).
Injection pressure and the transition between the three different calibration levels of injection.
The above functions are dependant on the condition of the catalytic converter and the DPF.
The controlled injection determines the required injection level in addition to measuring the activity of the
catalytic converter and the DPF. The fuel management calculates the quantity and timing for the four split
injections, for each of the three calibration levels for injection pressure, and also manages the transition
between the levels.
The two post injections are required to separate the functionality of increasing in-cylinder gas temperatures
and the production of hydrocarbons. The first post injection is used to generate the higher in-cylinder gas
temperature while simultaneously retaining the same engine torque output produced during normal (non-
regeneration) engine operation. The second post injection is used to generate hydrocarbons by allowing
unburnt fuel into the catalytic converter without producing increased engine torque.
DPF Air Management Module
The DPF air management module controls the following functions:

EGR control
Intake air temperature and pressure control.
During active regeneration, the EGR operation is disabled and the closed-loop activation of the turbocharger
boost controller is calculated. The air management module controls the air in the intake manifold to a
predetermined level of pressure and temperature. This control is required to achieve the correct in-cylinder
conditions for stable and robust combustion of the post injected fuel.
Restricting the air intake during DPF regeneration has the following functions:
Increase in engine load
Slower combustion
Reduction in the mass of air taken in
A reduction in the speed of the exhaust gases and therefore an increase in the time for which the gases
are in the catalytic converter.
The module controls the intake air temperature by actuating the EGR throttle and by adjustment of the
DPF Temperature Sensors
Five temperature sensors are used in the DPF system. One is located in each of the turbocharger outlet elbows,
another sensor is located after each catalytic converter and the one sensor is located after the DPF.
The sensors measure the temperature of exhaust gas exiting the turbocharger, before it passes through the
DPF and after it has passed through the DPF and provides the information required by the ECM to calculate the
DPF temperature. The information is used, in conjunction with other data, to estimate the amount of
accumulated particulate and to control the DPF temperature.
The sensors are NTC type resistors, which measure the temperature of the exhaust gases. The resistance, and
subsequently the voltage at the sensor will decrease as the exhaust gas temperature increases.
In the event of a fault in a temperature sensor, the ECM uses a substitute value of 350C (1202F).
Differential Pressure Sensor

1 - Low pressure connection
2 - High pressure connection
The differential pressure sensor is located on the rear of the transfer box, adjacent to the DPF.
The differential pressure sensor is used by the DPF software to monitor the condition of the DPF. Two pipe
connections on the sensor are connected by pipes to the inlet and outlet ends of the DPF. The pipes allow the
sensor to measure the inlet and outlet pressures of the DPF.
As the amount of particulates trapped by the DPF increases, the pressure at the inlet side of the DPF increases
in comparison to the DPF outlet. The DPF software uses this comparison, in conduction with other data, to
calculate the accumulated amount of trapped particulates.
By measuring the pressure difference between the DPF inlet and outlet air flow and the DPF temperature, the
DPF software can determine if the DPF is becoming blocked and requires regeneration.
A DPF is recognized as overloaded if the differential pressure under certain operating conditions exceeds the
overload limit calculated by the ECM. The DPF software may start regeneration attempts but be unable to
complete them. These attempts are counted by the ECM and, if the maximum number of regeneration
attempts is reached, a fault entry is recorded in the ECM at the next ignition on cycle.
The DPF software performs the following checks using the DPF differential pressure sensor:
Plausibility check
Diesel particulate filter efficiency
Diesel particulate filter overloaded
Diesel particulate filter clogged
Monitoring of the maximum regeneration attempts in the lower load range.
TERRAIN RESPONSE
The Terrain Response system allows the driver to select a program which will provide the optimum settings
for traction and performance for prevailing terrain conditions.
As part of Terrain Response there are be different throttle pedal progression maps associated with different
Terrain Response modes. The two extremes are likely to be a sand map (quick build up of torque with pedal
travel) and grass/gravel/snow (very cautious build up of torque).
The TdV8 implementation of throttle progression is based on a fixed blend time. The torque will blend from that
on one map to that on the new map (for the same pedal position) over a fixed time. This means blending will
always take the same amount of time but when the torque change is small the torque increase over time will
be small, whilst if the torque change is greater then the torque increase over time will be steeper. The resulting
acceleration of the vehicle will depend on the torque difference between the two maps as well as on the gear
and range selected. The worst case blending that could ever occur has been calibrated to match the blend rate
for petrol derivatives as closely as possible, so as to give a transparent behavior to customers.
KNOCK SENSORS

1 - Right Hand Sensors
2 - Left Hand Sensors
The EMS has 4 knock sensors (2 per bank) located in the cylinder head of the inboard side of the V of the
engine. The sensors are connected to the ECM via a twisted pair of wires.
The knock sensors produce a voltage signal in proportion to the amount of mechanical vibration generated at
each ignition point. Each sensor monitors the related cylinder bank.
The knock sensors incorporate a piezo-ceramic crystal. This crystal produces a voltage whenever an outside
force tries to deflect it, (i.e. exerts a mechanical load on it). When the engine is running, the compression
waves in the material of the cylinder block, caused by the combustion of the fuel/air mixture within the
cylinders, deflect the crystal and produce an output voltage signal. The signals are supplied to the ECM, which
compares them with `mapped' signals stored in memory. From this, the ECM can determine when detonation
occurs on individual cylinders. When detonation is detected, the ECM can adjust the pilot fuel quantity to
reduce combustion noise, compensating for fuel quantity variations due to injector wear.
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.
GENERATOR
The generator has a multifunction voltage regulator for use in a 14V charging system with 612 zener diode
bridge rectifiers.
The ECM monitors the load on the electrical system via a PWM signal and adjusts the generator output to
match the required load. The ECM also monitors the battery temperature to determine the generator regulator
set point. This characteristic is necessary to protect the battery; at low temperatures battery charge
acceptance is very poor so the voltage needs to be high to maximize any recharge ability, but at high
temperatures the charge voltage must be restricted to prevent excessive gassing of the battery with
consequent water loss.
For additional information, refer to: Generator (414-02C Generator and Regulator - TDV8 3.6L Diesel,
The generator has a smart charge capability that will reduce the electrical load on the generator reducing
torque requirements, this is implemented to utilize the engine torque for other purposes. This is achieved by
monitoring three signals to the ECM:
Generator sense (A sense), measures the battery voltage at the central junction box (CJB).
Generator communication (Alt Com) communicates desired generator voltage set point from ECM to
generator.
Generator monitor (Alt Mon) communicates the extent of generator current draw to ECM. This signal also
transmits faults to the ECM which will then sends a message to the instrument cluster on the CAN bus
to illuminate the charge warning lamp.
ACTIVE ENGINE MOUNTS
The active engine mount system comprises:
Two engine mounts
Vacuum control solenoid
Connecting vacuum pipes
The ECM controls the engine mounts via the vacuum control solenoid. The mounts are on (i.e. Solenoid
activated which makes mounts soft) at idle speed, and are switched off when the engine speed goes above a
predetermined threshold. The threshold is temperature and engine speed dependant, above 20 Celsius the
mounts are switched off when the engine speed increases to 900 rpm. Below 20 Celsius the mounts are
switched off when the engine speed increases to 1150 rpm.
WATER IN FUEL SENSOR
The water in fuel sensor is located in the base of the fuel filter and is hardwired to the ECM. The sensor
operates on the principle of differing resistance values to the transmission of current through water and fuel.
When the volume of water in the fuel reaches 85 cm3 or more, the sensor value is sensed by the ECM. The
ECM transmits a message on the high speed CAN bus to the instrument cluster which displays a message
'WATER IN FUEL VISIT DEALER' in the message center.
CONTROL DIAGRAM SHEET 1 OF 2
NOTE: A = Hardwired; D= High speed CAN bus

1 - Glow plugs
2 - Glow plug relay
3 Differential control module
4 - RCM
5 TCM control module
6 ABS module
7 Instrument cluster
8 Terrain Response control module
9 Electric park brake control module
10 Transfer box control module
11 Port deactivation vacuum actuator
12 Manifold tuning valve
13 Turbo boost pressure controller
14 EGR valve/ cooler
15 Electric throttle valves
16 Injectors
17 - Cooling fan
18 ECM
CONTROL DIAGRAM SHEET 2 OF 2
NOTE: A= Hardwired
1 Speed control switches
2 - Battery
3 - CJB
4 Ignition switch
5 BJB
6 ECM
7 Brake lamp switch
8 Engine coolant temperature sensor
9 Fuel temperature sensor
10 Accelerator pedal position sensor
11 Fuel rail pressure sensor
12 Water in fuel sensor
13 Engine oil pressure sensor
14 - Generator
15 Engine oil temperature sensor
16 - Starter motor
17 Boost pressure sensor
18 MAF/IAT sensor
19 Knock sensors
20 CKP sensor
21 CMP sensor
22 Clock spring
23 Instrument cluster
Electronic Engine Controls - TDV8 3.6L Diesel - Electronic Engine
Controls3.6L (TdV8) Diesel
Overview
This section covers the components of the engine management system.
For information on description and operation:

REFER to: Electronic Engine Controls - 3.6L (TdV8) Diesel (303-14D, Diagnosis and Testing).
Visual inspection
Fuses
Engine oil level
- Fuse 1E, engine compartment junction box

Cooling system coolant level

Fuel level/contamination

Fuel leaks
Wiring harness
Fuel pumps
Electrical connector(s)
Intake air system
Injectors
Glow plugs
Sensor fitment/condition
5 volt sensor supply

Viscous fan and solenoid
Sensor(s)

Symptom Chart

Starter relay output
circuit: high
resistance
Starter relay output

circuit: short circuit
Check the starter relay and circuits. Refer to the electrical guides.
Engine does to power
Check the ignition switch operation. Check for DTCs indicating a
not crank
CAN fault.
Starter motor fault
Ignition switch fault
CAN fault
switch
Main ECM relay fault
Air leakage
Low-pressure fuel
system fault Check that the inertia switch has not tripped. Check the main
ECM relay and circuits, refer to the electrical guides. Check the
fuel level and condition. Draw off approximately 1 ltr (2.11 pints)
pump) fault
Engine cranks, is no separation of the fuel indicating water or other liquid in the
but does not fuel. Check the intake air system for leaks. Check the lift pump
start Blocked fuel filter operation, check the low-pressure fuel system for leaks/damage.
Fuel volume regulator pressure control valve fault. Check the fuel pump:
blocked/contaminate REFER to: Fuel Pump (303-04C, Removal and Installation).
d Check the CKP sensor circuits. Refer to the electrical guides.

valve
blocked/contaminate
d
Fuel pump fault
Crankshaft position
(CKP) sensor
Check the glow plug circuits. Refer to the electrical guides. Check
Difficult to Glow plug system fault
the fuel level/condition. Draw off approximately 1 ltr (2.11 pints)
start (very cold
conditions) is no separation of the fuel indicating water or other liquid in the
fuel. Check the intake air system for leaks. Check the lift pump
operation, check the low-pressure fuel system for leaks/damage.
pressure control valve fault. For EGR valve checks:
Air leakage REFER to: Engine Emission Control (303-08B, Diagnosis and
Testing).
pump) fault
Low-pressure fuel
system fault
Blocked fuel filter
Fuel volume control

valve
blocked/contaminate
d

valve
blocked/contaminate
d

Low-pressure fuel
system fault
Check the intake air system for leaks. Check the fuel
Blocked fuel filter level/condition. Draw off approximately 1 ltr (2.11 pints) of fuel
Fuel volume control
Rough idle Check the low-pressure fuel system for leaks/damage. Check the
valve
fuel filter, check for DTCs indicating a fuel volume or pressure
blocked/contaminate
control valve fault. For EGR valve checks:
d
REFER to: Engine Emission Control (303-08B, Diagnosis and
Testing).
valve
blocked/contaminate
d

Restricted exhaust
Check the intake air system for leakage or restriction. Check for
system
a blockage/restriction in the exhaust system, install new
components as necessary. Check for DTCs indicating a fuel
Lack of power
Low fuel pressure pressure fault. For EGR valve checks:
when
accelerating
Testing).
For turbocharger actuator checks:
REFER to: Turbocharger (303-04D, Diagnosis and Testing).
fault
Engine Air leakage Check the intake air system for leaks. Check the fuel
stops/stalls level/condition. Draw off approximately 1 ltr (2.11 pints) of fuel
Low/Contaminated fuel and allow to stand for 1 minute. Check to make sure there is no
Check the fuel system for leaks/damage: Check for DTCs
Low-pressure fuel
indicating a fuel volume or pressure control valve fault. For EGR
system fault
valve checks:
High pressure fuel leak Testing).
Fuel volume control

valve
blocked/contaminate
d

valve
blocked/contaminate
d

(EGR) valve fault
Air ingress
Low-pressure fuel
system fault
Fuel metering valve

blocked/contaminate Check the fuel level/condition. Draw off approximately 1 ltr (2.11
d pints) of fuel and allow to stand for 1 minute. Check to make
sure there is no separation of the fuel indicating water or other
Fuel volume control liquid in the fuel. Check the intake air system for leaks. Check
Engine judders
valve the low-pressure fuel system for leaks/damage. Check the high
blocked/contaminate pressure fuel system for leaks, check for DTCs indicating a fuel
d volume or pressure control valve fault. Check the fuel pump:
REFER to: Fuel Pump (303-04C, Removal and Installation).

valve
blocked/contaminate
d
Fuel pump fault

Low-pressure fuel
system fault
Fuel volume control

valve
blocked/contaminate
d
Check the low-pressure fuel system for leaks/damage. Check for
DTCs indicating a fuel volume or pressure control valve fault.
Excessive fuel Fuel pressure control Check the fuel temperature sensor, fuel pump, etc for leaks.
consumption valve Check for injector DTCs. For EGR valve checks:
blocked/contaminate REFER to: Electronic Engine Controls - 3.6L (TdV8) Diesel (303-
d 14D, Diagnosis and Testing).

leak

Injector(s) fault

DTC index

check the inertia event circuit
B10A231 Crash Input Inertia event circuit open circuit between the restraints control
module and the engine control
module.
Inertia event circuit frequency
B10A236 Crash Input between the restraints control
low
module.
high
module.
below mid level
module.
B10A23A Crash Input between the restraints control
above mid level
module.
NOTE: An open circuit will
prevent the engine from running.

circuit high resistance Refer to the electrical guides and
check the fuel volume control
Fuel Volume Regulator valve and circuits. Check the
P000113 Fuel volume control valve resistance of the valve and install
Control Circuit / Open
circuit open circuit a new high pressure fuel pump if
the resistance is not between 1.5
Fuel volume control valve fault and 15 ohms (the fuel volume
control valve cannot be serviced
separately). Clear the DTCs and

P000311 ground
Control Circuit Low resistance of the valve and install
a new high pressure fuel pump if
Fuel volume control valve fault the resistance is not between 1.5
and 15 ohms (the fuel volume
Fuel Volume Regulator Fuel volume control valve prevent the engine from running.
P000319
Control Circuit Low circuit short circuit to
ground Refer to the electrical guides and
valve and circuits. Check the
Fuel volume control valve fault
resistance of the valve and install

P000412 power
Control Circuit High resistance of the valve and install
Fuel volume control valve fault the resistance is not between 1.5
Fuel Volume Regulator Fuel volume control valve
P000E21 Control Exceeded Learning amplitude is less than the
Limit minimum specified
Fuel Volume Regulator Fuel volume control valve
P000E22 Control Exceeded Learning amplitude is greater than
Limit the maximum specified
Check the right-hand
Right-hand turbocharger turbocharger and circuits. Refer to
control circuit short circuit the electrical guides.
Turbocharger/Supercharger to ground Repair/renew as necessary. Clear
P004711
Boost Control A Circuit Low the DTCs and test for normal
operation.
Turbocharger actuator fault REFER to: Turbocharger (303-
04D, Diagnosis and Testing).
Check the right-hand
Right-hand turbocharger turbocharger and circuits. Refer to
control circuit short circuit the electrical guides.
Turbocharger/Supercharger to power Repair/renew as necessary. Clear
P004812
Boost Control A Circuit High the DTCs and test for normal
operation.
Check the left-hand turbocharger
Left-hand turbocharger control and circuits. Refer to the electrical
circuit short circuit to guides. Repair/renew as
Turbocharger/Supercharger ground
P004C11 necessary. Clear the DTCs and
Boost Control B Circuit Low
Turbocharger/Supercharger Left-hand turbocharger control Check the left-hand turbocharger
P004D12
Boost Control B Circuit High circuit short circuit to and circuits. Refer to the electrical
power guides. Repair/renew as
necessary. Clear the DTCs and
Turbocharger actuator fault
REFER to: Turbocharger (303-
leakage after the turbocharger.
Air leakage in the intake path
MAP - Mass or Volume Air Check for DTCs indicating a MAP
P006A21 between the turbocharger
Flow Correlation sensor fault. Rectify as necessary.
and the engine
Clear the DTCs and test for
normal operation.
manifold air pressure and
indicated torque set points using a
data logger function. If the
manifold air pressure is greater
than 140 KPa (20.31 lbs/in) or
Mass or volume air flow
correlation: right-hand the torque less than 70 Nm
bank - signal amplitude (51.63 lbf/ft), check for oil being
drawn into the intake manifold.
Repair/renew as necessary. Clear
the DTCs and test for normal
Oil ingress into the intake operation. Stop the engine and
manifold turn the ignition on. Using a data
logger function, monitor the
MAP - Mass or Volume Air Manifold absolute sensor and turbocharger actuator angles.
P006A22
Flow Correlation temperature (MAPT) Command the actuator to 5%
sensor circuit fault pulse width modulated (PWM)
then to 95% pulse width
modulated (PWM) and check the
MAPT sensor fault angle values. The angle at 5%
pulse width modulated (PWM)
MAF sensor fault should be 0 - 20%, and at 95%
80 - 95%. If the values are inside
this range, install a new MAF
Turbocharger fault sensor. Refer to the relevant
section of the workshop manual.
If the values are outside this
range, install a new turbocharger.
normal operation.
Right-hand charge air
Check the right-hand MAPT sensor
temperature sensor circuit
and circuits. Refer to the electrical
high resistance (the charge
guides. Check the resistance of
air temperature sensor is
the temperature sensor (pins 1
part of the manifold
and 4 of the MAPT). Nominal
absolute pressure and
resistance at 20C (68F) should
Charge Air Cooler temperature (MAPT)
be 2.5 Kohms. Install a new MAPT
P007C16 Temperature Sensor Circuit sensor)
if necessary.
Low (Bank 1)
REFER to: Manifold Absolute
Charge air temperature sensor Pressure and Temperature (MAPT)
circuit short circuit to Sensor (303-14D, Removal and
ground Installation).
normal operation.
Right-hand MAPT sensor fault
Check the right-hand MAPT sensor
Right-hand charge air and circuits. Refer to the electrical
temperature sensor circuit guides. Check the resistance of
short circuit to power (the the temperature sensor (pins 1
charge air temperature and 4 of the MAPT). Nominal
Charge Air Cooler sensor is part of the resistance at 20C (68F) should
P007D17 Temperature Sensor Circuit manifold absolute pressure be 2.5 Kohms. Install a new MAPT
High (Bank 1) and temperature (MAPT) if necessary.
sensor) REFER to: Manifold Absolute
Pressure and Temperature (MAPT)
Sensor (303-14D, Removal and
Right-hand MAPT sensor fault Installation).
normal operation.
Right-hand charge air Check the right-hand MAPT sensor
temperature sensor circuit and circuits. Refer to the electrical
high resistance (the charge guides. With the engine running
air temperature sensor is and at operating temperature,
part of the manifold check the charge air temperature
absolute pressure and using a data logger function.
temperature (MAPT) Record the measurement at idle
sensor) and increase the engine speed to
Charge Air Cooler 3,000 rpm. Record the reading
P007E27 Temperature Sensor Circuit Charge air temperature sensor and compare with the idle figure.
Intermittent/Erratic (Bank 1) circuit short circuit to If the value has increased by
ground more than 20C in 100 ms, install
a new sensor.
Charge air temperature sensor Pressure and Temperature (MAPT)
circuit short circuit to Sensor (303-14D, Removal and
power Installation).
Right-hand MAPT sensor fault normal operation.
Charge air temperature sensor
left and right-hand bank
correlation (the charge air Check the intake air system for
temperature sensors are mechanical faults, leakage, etc.
part of the manifold Check the left and right-hand
absolute pressure and MAPT sensors and circuits. Refer
temperature (MAPT) to the electrical guides. With the
sensors) engine running and at operating
temperature, check the charge air
Intake air system fault between temperatures using a data logger
the sensor(s) and the function. Record the
engine measurements at idle and
Charge Air Cooler increase the engine speed to
P007F62 Temperature Sensor Bank 3,000 rpm. Record the readings
Correlation Charge air temperature sensor and compare with the idle figures.
circuit high resistance If the values have changed by
more than 30C higher or lower
Charge air temperature sensor and there are no other DTCs set,
circuit short circuit to install two new sensors.
ground REFER to: Manifold Absolute
Charge air temperature sensor Installation).
circuit short circuit to Clear the DTCs and test for
power normal operation.
MAPT sensor(s) fault

disconnected

circuit short circuit to Refer to the electrical guides and
ground check the FRP sensor circuits. For
FRP sensor tests, refer to the
FRP sensor supply circuit high relevant workshop manual
resistance section. Check the low pressure
fuel lines for damage or
P008700 restrictions. Check the fuel
low FRP sensor failure pressure. Check the low pressure
fuel pump module circuits and
Fuel line leak operation. Check for fuel rail and
high pressure fuel line leaks.
Check for VCV and PCV DTCs and
Restricted fuel line rectify as necessary.
Fuel pump module circuit high

resistance
Fuel pump module circuit short
circuit to ground
Volume control valve fault
Pressure control valve fault

to ECM wiring
(supply/sense): short
circuit to each other
FRP sensor to ECM sense circuit

short circuit to power Check the FRP sensor circuits.
Refer to the electrical guides. For
FRP sensor tests, refer to the
Fuel rail/system pressure too FRP sensor failure
P008800 relevant workshop manual
high
section. Check the fuel lines,
Fuel pressure control valve check the fuel pressure and the
(FPCV) fault fuel pump module circuits.

circuit to power

performance - signal Check the fuel pressure control
amplitude less than valve and circuits. Refer to the
minimum electrical guides. Check the
resistance of the fuel pressure
Fuel pressure control valve control valve. If the resistance is
circuit high resistance not between 0 and 5.4 ohms,
install a new high pressure fuel
pump (the fuel pressure control
Fuel Pressure Regulator Fuel pressure control valve
P008921 valve cannot be serviced
Performance circuit short circuit to
separately).
ground
REFER to: Fuel Pump (303-04C,
Fuel pressure control valve Refer to the warranty policy and
circuit short circuit to procedures manual if a high
power pressure fuel pump is suspect.
Fuel pressure control valve normal operation.
fault
performance - signal Check the fuel pressure control
amplitude greater than valve and circuits. Refer to the
maximum electrical guides. Check the
Fuel Pressure Regulator Fuel pressure control valve
Performance circuit short circuit to
separately).
ground
Fuel pressure control valve normal operation.
fault
P00892F Fuel Pressure Regulator Fuel pressure control valve Check the fuel pressure control
Performance performance - signal valve and circuits. Refer to the
erratic electrical guides. Check the
control valve. If the resistance is
not between 0 and 5.4 ohms,
Fuel pressure control valve valve cannot be serviced
circuit short circuit to separately).
ground REFER to: Fuel Pump (303-04C,
normal operation.
fault
Check the fuel pressure control
valve and circuits. Refer to the
electrical guides. Check the
Fuel Pressure Regulator 1 Fuel pressure control valve
Control Circuit/Open circuit open circuit
separately).
Fuel pressure control valve Removal and Installation).
fault Refer to the warranty policy and
procedures manual if a high
pressure fuel pump is suspect.
normal operation.
Fuel pressure control valve not between 0 and 5.4 ohms,
circuit short circuit to install a new high pressure fuel
ground pump (the fuel pressure control
Fuel Pressure Regulator 1
Control Circuit Low
separately).
Fuel pressure control valve REFER to: Fuel Pump (303-04C,
fault Removal and Installation).
normal operation.
power (circuit current pump (the fuel pressure control
Fuel Pressure Regulator 1 above threshold)
Control Circuit Low
separately).
normal operation.
power pump (the fuel pressure control
Fuel Pressure Regulator 1
Control Circuit High
separately).
normal operation.
Left-hand charge air
low (the charge air Check the left-hand MAPT sensor
temperature sensor is part
of the manifold absolute guides. Check the resistance of
pressure and temperature the temperature sensor (pins 1
(MAPT) sensor) and 4 of the MAPT). Nominal
Charge Air Cooler
P00A216 Temperature Sensor Circuit Charge air temperature sensor if necessary.
Low (Bank 2) circuit high resistance REFER to: Manifold Absolute
Charge air temperature sensor Sensor (303-14D, Removal and
circuit short circuit to Installation).
ground Clear the DTCs and test for
normal operation.
Left-hand MAPT sensor fault

Left-hand charge air
high (the charge air Check the left-hand MAPT sensor
temperature sensor is part
of the manifold absolute guides. Check the resistance of
pressure and temperature the temperature sensor (pins 1
(MAPT) sensor) and 4 of the MAPT). Nominal
Charge Air Cooler
P00A317 Temperature Sensor Circuit Charge air temperature sensor if necessary.
High (Bank 2) circuit high resistance REFER to: Manifold Absolute
Charge air temperature sensor Sensor (303-14D, Removal and
circuit short circuit to Installation).
normal operation.

Left-hand charge air Check the left-hand MAPT sensor
intermittent/erratic (theguides. With the engine running
charge air temperature and at operating temperature,
sensor is part of the check the charge air temperature
using a data logger function.
manifold absolute pressure
and temperature (MAPT) Record the measurement at idle
sensor) and increase the engine speed to
Charge Air Cooler
3,000 rpm. Record the reading
P00A427 Temperature Sensor Circuit
and compare with the idle figure.
Intermittent/Erratic (Bank 2) Charge air temperature sensor If the value has increased by
circuit high resistance more than 20C in 100 ms, install
a new sensor.
Charge air temperature sensor REFER to: Manifold Absolute
circuit short circuit to Pressure and Temperature (MAPT)
ground Sensor (303-14D, Removal and
Installation).
Charge air temperature sensor normal operation.
power

temperature (MAPT)
sensor - mass or volume Check the intake air system for
air correlation, left-hand leakage after the turbocharger.
MAP - Mass or Volume Air bank - signal amplitude Check for DTCs indicating a MAPT
P00B821 less than minimum
Flow Correlation (Bank 2) sensor fault. Repair/renew as
Air leakage in the intake path test for normal operation.
between the turbocharger
and the engine
manifold air pressure and
indicated torque set points using a
data logger function. If the
manifold air pressure is greater
than 140 KPa (20.31 lbs/in) or
the torque less than 70 Nm
(51.63 lbf/ft), check for oil being
Manifold absolute pressure and drawn into the intake manifold.
temperature (MAPT) Repair/renew as necessary. Clear
sensor - mass or volume the DTCs and test for normal
air correlation, left-hand operation. With the ignition on,
bank - signal amplitude engine off and using a data logger
greater than maximum function, monitor the
turbocharger actuator angles.
Oil ingress into the intake Command the actuator to 5%
manifold pulse width modulated (PWM)
MAP - Mass or Volume Air
P00B822 then to 95% pulse width
Flow Correlation (Bank 2)
MAPT sensor circuit fault angle values. The angle at 5%
MAPT sensor fault should be 0 - 20%, and at 95%
pulse width modulated (PWM) 80
- 99%. If the values are inside
MAF sensor fault this range, install a new MAF
sensor.
Turbocharger fault REFER to: Mass Air Flow (MAF)
Installation).
REFER to: Turbocharger LH (303-
04D, Removal and Installation).
normal operation.
sensor circuit - signal Check the right-hand MAF sensor
frequency too low and circuits. Refer to the electrical
guides. With the engine at idle,
MAF sensor circuit short circuit check the air flow using a data
to ground logger function. If the value is
greater than 13.88 g/s or less
P010036 than 11.11 g/s install a new MAF
Circuit MAF sensor circuit short circuit
sensor.
to power
REFER to: Mass Air Flow (MAF)
MAF sensor circuit high Installation).
resistance Clear the DTCs and test for
normal operation.
MAF sensor fault
Mass or Volume Air Flow A Right-hand mass air flow (MAF)
P010116 leaks, restrictions, etc. Check the
Circuit Range/Performance sensor range/performance
MAF sensor and circuits. Refer to
- voltage below threshold the electrical guides.
Intake air path fault
operation. With the engine at idle,
check the air flow using a data
MAF sensor circuit high logger function. If the value is
resistance less than 11.11 g/s, install a new
sensor and recheck.
MAF sensor circuit short circuit REFER to: Mass Air Flow (MAF)
to ground Sensor (303-14D, Removal and
Installation).
MAF sensor circuit short circuit

to power
MAF sensor fault

sensor range/performance
- voltage above threshold Check the intake air system for
leaks, restrictions, etc. Check the
Intake air path fault MAF sensor and circuits. Refer to
the electrical guides.
MAF sensor circuit high the DTCs and test for normal
Mass or Volume Air Flow A resistance operation. With the engine at idle,
P010117
Circuit Range/Performance check the air flow using a data
MAF sensor circuit short circuit logger function. If the value is
to ground greater than 13.88 g/s, install a
new sensor and recheck.
MAF sensor circuit short circuit Sensor (303-14D, Removal and
to power Installation).
MAF sensor fault

- signal amplitude less Check the MAF sensor and
than minimum circuits. Refer to the electrical
guides. Repair/renew as
MAF sensor circuit high necessary. Clear the DTCs and
resistance test for normal operation. With
Mass or Volume Air Flow A the engine at idle, check the air
P010121
Circuit Range/Performance flow using a data logger function.
If the value is less than 11.11 g/s,
to ground
install a new sensor and recheck.
to power Installation).
MAF sensor fault

- signal amplitude greater Check the MAF sensor and
than maximum circuits. Refer to the electrical
MAF sensor circuit high
test for normal operation. With
resistance
the engine at idle, check the air
P010122 flow using a data logger function.
MAF sensor circuit short circuit If the value is greater than 13.88
to ground g/s, install a new sensor and
recheck.
to power
Installation).
MAF sensor fault

P010221 Mass or Volume Air Flow A Right-hand mass air flow (MAF) Check the intake air system for
Circuit Low sensor circuit low - signal leaks, etc. Repair/renew as
amplitude less than necessary. Check the MAF sensor
minimum and circuits. Refer to the electrical
necessary. Check that the EGR
valves are not stuck. Using a data
logger function, monitor the air
MAF sensor circuit high flow and EGR valve position for
resistance both banks and road test the
vehicle. Check that the EGR
MAF sensor circuit short circuit valves are in synch. Repair/renew
to ground as necessary. Clear the DTCs and

to power
Exhaust gas recirculation (EGR)

valve fault
Right-hand mass air flow (MAF) Check the intake air system for
sensor circuit high - signal leaks, etc. Repair/renew as
amplitude greater than necessary. Check the MAF sensor
maximum and circuits. Refer to the electrical
Check for water ingress into the necessary. With the ignition on,
MAF sensor engine off, and using a data
turbocharger actuator angles.
- Water in the air intake Command the actuator to 5%
can give the impression pulse width modulated (PWM)
of high air flow then to 95% pulse width
Intake air system fault angle values. The angle at 5%
P010322 pulse width modulated (PWM)
Circuit High
should be 0 - 20%, and at 95%
resistance
- 95%. If the values are inside
this range, install a new MAF
MAF sensor circuit short circuit sensor.
to ground REFER to: Mass Air Flow (MAF)
MAF sensor circuit short circuit Installation).
to power If the values are outside this
REFER to: Turbocharger RH (303-
MAF sensor fault 04D, Removal and Installation).
Turbocharger fault normal operation.
Right-hand mass air flow (MAF) Check the right-hand MAF sensor
sensor circuit and circuits. Refer to the electrical
intermittent/erratic - signalguides. Measure the mass air flow
frequency incorrect at idle using a data logger
function and record the value.
Increase the engine speed to
MAF sensor circuit short circuit 2,000 rpm and record the value.
Mass or Volume Air Flow A to ground
P010438 If the value has changed by more
Circuit Intermittent/Erratic
than 30.55 g/s install a new MAF
MAF sensor circuit short circuit sensor and recheck.
to power REFER to: Mass Air Flow (MAF)
Installation).
MAF sensor circuit high Clear the DTCs and test for
resistance normal operation.
Left-hand mass air flow (MAF) Check the left-hand MAF sensor
sensor circuit - signal and circuits. Refer to the electrical
Mass or Volume Air Flow B frequency too low guides. With the engine at idle,
P010A36
Circuit check the air flow using a data
logger function. If the value is
MAF sensor circuit short circuit greater than 13.88 g/s or less
to ground than 11.11 g/s install a new MAF
sensor.
to power
Installation).
MAF sensor circuit high normal operation.
resistance
sensor range/performance Check the MAF sensor and
- signal amplitude less circuits. Refer to the electrical
than minimum guides. Repair/renew as
MAF sensor circuit high test for normal operation. With
resistance the engine at idle, check the air
Mass or Volume Air Flow B flow using a data logger function.
P010B21
Circuit Range/Performance If the value is less than 11.11 g/s,
install a new sensor and recheck.
to ground
MAF sensor circuit short circuit Installation).
to power Clear the DTCs and test for
normal operation.
MAF sensor fault
- signal amplitude greater Check the left-hand MAF sensor
than maximum and circuits. Refer to the electrical
guides. With the engine at idle,
check the air flow using a data
logger function. If the value is
resistance
greater than 13.88 g/s or less
Mass or Volume Air Flow B
P010B22 than 11.11 g/s install a new MAF
MAF sensor circuit short circuit sensor.
to ground REFER to: Mass Air Flow (MAF)
Installation).
to power
normal operation.
MAF sensor fault

sensor circuit low - signal
amplitude less than
minimum Check the intake air system for
leaks, etc. Repair/renew as
Intake air system fault necessary. Check the MAF sensor
MAF sensor circuit high necessary. Check that the EGR
Mass or Volume Air Flow B resistance valves are not stuck. Using a data
P010C21
Circuit Low logger function, monitor the air
MAF sensor circuit short circuit flow and EGR valve position for
to ground both banks and road test the
vehicle. Check that the EGR
valves are in synch. Repair/renew
MAF sensor circuit short circuit as necessary. Clear the DTCs and
to power test for normal operation.

valve fault
Left-hand mass air flow (MAF) leaks, etc. Repair/renew as
sensor circuit high - signalnecessary. Check the MAF sensor
Mass or Volume Air Flow B amplitude greater than and circuits. Refer to the electrical
P010D22 maximum
Circuit High guides. Repair/renew as
necessary. With the ignition on,
Check for water ingress into the engine off, and using a data
MAF sensor turbocharger actuator angles.
Command the actuator to 5%
- Water in the air intake
can give the impression
of high air flow
angle values. The angle at 5%
Intake air system fault should be 0 - 20%, and at 95%
MAF sensor circuit high - 95%. If the values are inside
resistance this range, install a new MAF
sensor.
to ground Installation).
MAF sensor circuit short circuit range, install a new turbocharger.
to power REFER to: Turbocharger LH (303-
MAF sensor fault normal operation.
Turbocharger fault
sensor circuit Check the left-hand MAF sensor
intermittent/erratic - signal and circuits. Refer to the electrical
frequency incorrect guides. Measure the mass air flow
at idle using a data logger
function and record the value.
MAF sensor circuit short circuit Increase the engine speed to
Mass or Volume Air Flow B to ground
P010E38 2,000 rpm and record the value.
Circuit Intermittent/Erratic
If the value has changed by more
MAF sensor circuit short circuit than 30.55 g/s install a new MAF
to power sensor and recheck.
MAF sensor circuit high Installation).
resistance
Mass or volume air flow sensor
right/left-hand correlation -
signal compare fault
(difference between right Check the left-hand MAF sensor
and left-hand mass air flow and circuits. Refer to the electrical
sensors too great) guides. Check the intake air path
for leaks. Check the MAF sensor
MAF sensor circuit short circuit for carbon or oil contamination.
Mass or Volume Air Flow to ground Install a new MAF sensor as
P010F62
Sensor A/B Correlation necessary.
to power
Installation).
MAF sensor circuit high normal operation.
resistance
Air leakage in the intake path

sensor circuit low input - Check the IAT sensor and circuits.
voltage below threshold Refer to the electrical guides.
(the IAT sensor is part of Measure the resistance of the IAT
the right-hand MAF sensor. sensor (pins 2 and 3 of the MAF
The IAT sensor in the left- sensor). Nominal resistance at
Intake Air Temperature
P011216 hand MAF is not used) 20C (68F) should be 2.5
Sensor 1 Circuit Low (Bank 1)
Kohms. As the two MAF sensors
are identical, it is possible to
IAT sensor circuit high
confirm the diagnosis by swapping
resistance
the units from side to side and
testing to see if the DTC resets.
IAT sensor circuit short circuit
to ground
IAT sensor fault

Check the IAT sensor and circuits.
Intake air temperature (IAT) Measure the resistance of the IAT
sensor circuit high input - sensor (pins 2 and 3 of the MAF
voltage above threshold sensor). Nominal resistance at
(the IAT sensor is part of 20C (68F) should be 2.5
the right-hand MAF sensor. Kohms. If the resistance is
Intake Air Temperature The IAT sensor in the left- outside this range, install a new
P011317 Sensor 1 Circuit High (Bank hand MAF is not used) MAF sensor.
1) REFER to: Mass Air Flow (MAF)
IAT sensor circuit short circuit
Installation).
to power
As the two MAF sensors are
identical, it is possible to confirm
IAT sensor fault the diagnosis by swapping the
units from side to side and testing
to see if the DTC resets.
Check the IAT sensor and circuits.
sensor intermittent/erratic
- signal rate of change
Start the engine and allow to
above threshold (the IAT
warm up. Read the intake air
sensor is part of the right-
temperature using a data logger
hand MAF sensor. The IAT
Intake Air Temperature function and record the value.
sensor in the left-hand MAF
P011427 Sensor 1 Intermittent/Erratic After ten minutes, read the value
is not used)
(Bank 1) again and compare to the first
reading. If the value has
IAT sensor circuit intermittent increased by more than 10 C per
high resistance 100 ms, swap the MAF sensors
side to side and see if the DTC
resets.
IAT sensor fault
Check the ECT sensor and
guides. With the engine cold, read
the coolant temperature sensor
(ECT) sensor circuit
using a data logger function and
range/performance - signal
start the engine. Record the value
rate of change below
and allow the engine to idle for 20
Engine Coolant Temperature threshold
minutes. After 20 minutes,
P011626 Sensor 1 Circuit
recheck the value. If the value
Range/Performance
ECT sensor circuit intermittent has not increased by more than
high resistance 10C, install a new sensor.
REFER to: Engine Coolant
Temperature (ECT) Sensor (303-
ECT sensor fault
normal operation.
guides. Measure the resistance of
(ECT) sensor circuit low
the sensor. Nominal resistance at
input - voltage below
20C (68F) should be between
threshold
35.47 and 39.21 Kohms. If the
Engine Coolant Temperature
P011716 resistance is outside this range,
Sensor 1 Circuit Low
ECT sensor circuit short circuit install a new sensor.
to ground REFER to: Engine Coolant
ECT sensor fault
normal operation.
Engine coolant temperature Check the ECT sensor and
(ECT) sensor circuit high circuits. Refer to the electrical
Engine Coolant Temperature input - voltage above guides. Measure the resistance of
P011817
Sensor 1 Circuit High threshold the sensor. Nominal resistance at
20C (68F) should be between
35.47 and 39.21 Kohms. If the
ECT sensor circuit short circuit resistance is outside this range,
to power install a new sensor.
ECT sensor fault
normal operation.
guides. Start the engine and allow
Engine coolant temperature to warm up. Read the coolant
(ECT) sensor circuit temperature using a data logger
intermittent/erratic - signal function and record the value.
rate of change above Increase the engine speed to
Engine Coolant Temperature threshold 2,000 rpm and recheck the value
P011927 Sensor 1 Circuit after two minutes at this engine
Intermittent/Erratic speed. If the value has increased
ECT sensor circuit intermittent
faster than 5C per second, install
high resistance
a new sensor.
ECT sensor fault Temperature (ECT) Sensor (303-
normal operation.
Right-hand bank charge air
temperature (MAPT)/intake
air temperature (IAT)
sensor correlation - signal
invalid (the IAT sensor is
part of the right-hand MAF
sensor. The IAT sensor in
the left-hand MAF is not
used)
Check the right-hand MAPT and
MAF sensors and circuits. Refer to
Right-hand MAPT sensor the electrical guides. Monitor the
temperature circuits short charge air temperature and intake
circuit to ground air temperature signals using a
data logger function. Start the
Right-hand MAPT sensor engine and "wiggle" the sensor
temperature circuits short connectors with the engine
circuit to power running. Check the recorded
values for the two sensors, the
Charge Air Temperature / maximum difference should not
Right-hand MAPT sensor
P011C00 Intake Air Temperature exceed +40 to -30C (104 to -
temperature circuits high
Correlation (Bank 1) 22F). If the IAT sensor is
resistance
suspect, swap the MAF sensors
side to side and recheck. If the
Right-hand MAPT sensor fault fault remains, install a new right-
hand MAPT sensor.
temperature circuits short
circuit to ground
Installation).
Right-hand MAF sensor normal operation.
circuit to power

resistance
Right-hand MAF sensor fault

Left-hand bank charge air Check the left-hand MAPT and
Charge Air Temperature / temperature (MAPT)/intake MAF sensors and circuits. Refer to
P011D00 Intake Air Temperature air temperature (IAT) the electrical guides. Monitor the
Correlation (Bank 2) sensor correlation - signal charge air temperature and intake
invalid (the IAT sensor is air temperature signals using a
part of the right-hand MAF data logger function. Start the
sensor. The IAT sensor in engine and "wiggle" the sensor
the left-hand MAF is not connectors with the engine
used) running. Check the recorded
values for the two sensors, the
maximum difference should not
exceed 40 to -30C (104 to -
22F). If the IAT sensor is
circuit to ground
suspect, swap the MAF sensors
side to side and recheck. If the
Left-hand MAPT sensor fault remains, install a new left-
temperature circuits short hand MAPT sensor.
circuit to power REFER to: Manifold Absolute
Left-hand MAPT sensor Sensor (303-14D, Removal and
temperature circuits high Installation).
resistance Clear the DTCs and test for
normal operation.

circuit to ground

circuit to power

resistance
Right-hand MAF sensor fault

Check the fuel temperature
sensor and circuits. Refer to the
electrical guides. Check the fuel
Fuel temperature sensor circuit temperature using a data logger
range/performance - signal function. Make sure the fuel
rate of change below temperature is less than 30C
threshold (86F). Start the engine and allow
to warm up for ten minutes.
P018126 Recheck the fuel temperature. If
Circuit Range/Performance Fuel temperature sensor circuit
the value has not increased by
intermittent high
more than 8C in this time, install
resistance
a new sensor.
REFER to: Fuel Temperature
Fuel temperature sensor fault Sensor (303-14D, Removal and
Installation).
normal operation.
Fuel temperature sensor circuit electrical guides. Measure the
low input - voltage below sensor resistance. Nominal
threshold resistance at 20C (68F) should
be between 5.86 and 6.62 Kohms.
P018216 If the resistance is outside this
Circuit Low Fuel temperature sensor circuit
range, install a new sensor.
Fuel temperature sensor fault Installation).
normal operation.
Fuel Temperature Sensor A Fuel temperature sensor circuit sensor and circuits. Refer to the
P018317
Circuit High high input - voltage above electrical guides. Measure the
sensor resistance. Nominal
threshold resistance at 20C (68F) should
be between 5.86 and 6.62 Kohms.
If the resistance is outside this
Fuel temperature sensor circuit
range, install a new sensor.
Fuel temperature sensor fault Installation).
normal operation.
electrical guides. Start the engine
Fuel temperature sensor circuit
and allow to warm up. Check the
intermittent - signal rate of
fuel temperature using a data
change above threshold
logger function. Increase the
engine speed to 2,000 rpm and
P018427 Fuel temperature sensor circuit recheck the value. If the value
Circuit Intermittent
intermittent high has increased by more than 10C
resistance per 100 ms, install a new sensor.
Fuel temperature sensor fault
Installation).
normal operation.
circuit range/performance -
signal stuck low
Low fuel level
Blocked/incorrectly connected
low-pressure fuel lines
FRP sensor circuit short circuit Check the fuel level and the
to ground condition and correct connection
of the low-pressure fuel circuit
FRP sensor circuit short circuit lines (incorrect connection of the
to power lines to and from the fuel filter
can cause serious fuel pressure
P019123 fluctuations). Check the FRP
Circuit Range/Performance FRP sensor circuit high
sensor and circuits. Check the fuel
resistance
pump module and circuits. Refer
to the electrical guides.
FRP sensor fault Repair/renew as necessary. Clear
Fuel pump module circuit short operation.
circuit to ground

circuit to power
Fuel pump module circuit high

resistance
Fuel pump module fault

Fuel rail pressure (FRP) sensor Check the FRP sensor and circuits.
circuit range/performance - Refer to the electrical guides.
signal stuck high Start the engine and allow to idle.
Check the fuel pressure value
Fuel Rail Pressure Sensor A FRP sensor circuit short circuit using a data logger function. Stop
P019124 to ground the engine, turn the ignition on,
and recheck the fuel pressure. If
the pressure is greater than 10
FRP sensor circuit short circuit MPa (1,450 lbs/in) after 0.4
to power seconds, install a new sensor.
REFER to: Fuel Rail Pressure
FRP sensor circuit high (FRP) Sensor (303-14D, Removal
resistance and Installation).
normal operation.
FRP sensor fault
Check the FRP sensor and circuits.
Fuel rail pressure (FRP) sensor Check the fuel pressure value
circuit range/performance - using a data logger function.
signal has too few Increase the engine speed to
transitions/events 2,000 rpm and recheck the fuel
Fuel Rail Pressure Sensor A pressure. If the value has
P019165
Circuit Range/Performance changed by more than 40 MPa
FRP sensor circuit high
(5,801 lbs/in) per 10 ms, install
resistance
a new sensor.
FRP sensor fault (FRP) Sensor (303-14D, Removal
and Installation).
normal operation.
circuit low input - voltage
Check the fuel pressure value
below threshold
using a data logger function. If
Fuel Rail Pressure Sensor A the value is 0 MPa (0 lbs/in),
P019216
Circuit Low FRP sensor circuit short circuit install a new sensor.
to ground REFER to: Fuel Rail Pressure
(FRP) Sensor (303-14D, Removal
and Installation).
FRP sensor fault
normal operation.
Fuel rail pressure (FRP) sensor Start the engine and allow to idle.
circuit high input - voltage Check the fuel pressure value
above threshold using a data logger function. If
the value is greater than 180 MPa
P019317 (26,106 lbs/in), install a new
Circuit High FRP sensor circuit short circuit
sensor.
to power
(FRP) Sensor (303-14D, Removal
FRP sensor fault and Installation).
normal operation.
Fuel rail pressure (FRP) sensor Check the fuel pressure value
circuit intermittent/erratic - using a data logger function.
signal rate of change Increase the engine speed to
above threshold 2,000 rpm and recheck the fuel
Fuel Rail Pressure Sensor A pressure. If the value has
P019427
Circuit Intermittent/Erratic changed by more than 40 MPa
FRP sensor circuit high
(5,801 lbs/in) per 10 ms, install
resistance
a new sensor.
FRP sensor fault (FRP) Sensor (303-14D, Removal
and Installation).
normal operation.
Engine oil temperature (EOT) Check the EOT sensor and
sensor circuit circuits. Refer to the electrical
range/performance- signal guides. From cold, start the
Engine Oil Temperature rate of change below engine and check the oil
P019626
Sensor Range/Performance threshold temperature using a data logger
function. Allow the engine to idle
for ten minutes and recheck the
EOT sensor circuit intermittent oil temperature. If the value has
high resistance not increased by more than 5C in
this time, install a new sensor.
EOT sensor fault
normal operation.
Engine oil temperature (EOT)
sensor circuit low input -
Check the EOT sensor and
Engine Oil Temperature circuits. Refer to the electrical
P019716
Sensor Circuit Low EOT sensor circuit short circuit guides. Repair/renew as
to ground necessary.
EOT sensor fault

sensor circuit high input -
Engine Oil Temperature circuits. Refer to the electrical
P019817
Sensor Circuit High EOT sensor circuit short circuit guides. Repair/renew as
to power necessary.
EOT sensor fault

guides. Start the engine and allow
sensor circuit intermittent -
to idle. Check the oil temperature
signal rate of change
using a data logger function.
above threshold
Engine Oil Temperature Increase the engine speed to
P019927 Sensor Circuit 2,000 rpm and recheck the value
Intermittent/Erratic EOT sensor circuit intermittent after two minutes at this engine
high resistance speed. If the value has increased
by more than 40C per second,
install a new sensor. Clear the
EOT sensor fault
DTCs and test for normal
operation.
During the following, clear DTCs
and recheck after each step. Turn
the ignition off and wait 20
seconds before turning the
ignition back on to recheck DTCs.
Fuel injector circuit open Check the connections for
cylinder 1 - general security. Disconnect the injector
electrical fault and measure the resistance and
capacitance of the injector. If the
resistance is not between 180 and
Fuel injector circuit short circuit
220 Kohms, or the capacitance
to ground
not greater than 3 microfarad,
Cylinder 1 Injector Circuit / install a new injector. REFER to:
P020101
Open Fuel injector circuit short circuit (303-04C)
to power Fuel Injectors LH (Removal and
Installation),
Fuel injector circuit high
Installation).
resistance
If the injector is within
specification, check the injector
Fuel injector fault circuits for short circuit to ground,
short circuit to power and for high
resistance. Refer to the electrical
Fuel injector circuit open During the following, clear DTCs
cylinder 2 - general and recheck after each step. Turn
electrical fault the ignition off and wait 20
Cylinder 2 Injector Circuit / seconds before turning the
P020201
Open ignition back on to recheck DTCs.
Check the connections for
to ground
security. Disconnect the injector
and measure the resistance and
Fuel injector circuit short circuit capacitance of the injector. If the
to power resistance is not between 180 and
install a new injector. REFER to:
resistance
(303-04C)
Installation).
circuits for short circuit to ground,
to ground
P020301
Installation),
Installation).
resistance
to ground
P020401
Installation),
Installation).
resistance
to ground
P020501
Installation),
Installation).
resistance
to ground
P020601
Installation),
Installation).
resistance
Fuel injector circuit short circuit seconds before turning the
to ground ignition back on to recheck DTCs.
Fuel injector circuit short circuit and measure the resistance and
Cylinder 7 Injector Circuit / to power capacitance of the injector. If the
P020701
Open resistance is not between 180 and
Fuel injector circuit high 220 Kohms, or the capacitance
resistance not greater than 3 microfarad,
(303-04C)
Installation),
Installation).
to ground capacitance of the injector. If the
Fuel injector circuit short circuit not greater than 3 microfarad,
Cylinder 8 Injector Circuit / to power install a new injector. REFER to:
P020801
Open (303-04C)
Fuel injector circuit high Fuel Injectors LH (Removal and
resistance Installation),
Installation).
Fuel injector fault If the injector is within
Cylinder 1 injection timing - Check the connections for
signal low time greater security. Disconnect the injector
than maximum and measure the resistance and
to ground
P020A33 Cylinder 1 Injection Timing
Fuel injector circuit short circuit (303-04C)
Installation),
Installation).
resistance
Cylinder 1 injection timing - During the following, clear DTCs
signal high time greater and recheck after each step. Turn
than maximum the ignition off and wait 20
P020A35 Cylinder 1 Injection Timing ignition back on to recheck DTCs.
to ground
resistance
(303-04C)
Installation).
to ground
P020B33 Cylinder 2 Injection Timing
Installation),
Installation).
resistance
signal high time greater security. Disconnect the injector
to ground
Installation),
Installation).
resistance
to ground
P020C33 Cylinder 3 Injection Timing
Installation),
Installation).
resistance
to ground
P020C35 Cylinder 3 Injection Timing
Installation),
Installation).
resistance
Cylinder 4 injection timing - and recheck after each step. Turn
signal low time greater the ignition off and wait 20
than maximum seconds before turning the
to ground
P020D33 Cylinder 4 Injection Timing
Fuel injector circuit short circuit resistance is not between 180 and
to power 220 Kohms, or the capacitance
(303-04C)
resistance
Installation),
Fuel injector fault Fuel Injectors RH (Removal and
Installation).
to ground
P020D35 Cylinder 4 Injection Timing
Installation),
Installation).
resistance
to ground
P020E33 Cylinder 5 Injection Timing
Installation),
Installation).
resistance
Cylinder 5 injection timing - During the following, clear DTCs
signal high time greater and recheck after each step. Turn
than maximum the ignition off and wait 20
P020E35 Cylinder 5 Injection Timing ignition back on to recheck DTCs.
to ground
resistance
(303-04C)
Installation).
guides. Rectify as necessary.
normal operation.
to ground
P020F33 Cylinder 6 Injection Timing
Installation),
Installation).
resistance
normal operation.
to ground
P020F35 Cylinder 6 Injection Timing
Installation),
Installation).
resistance
normal operation.
sensor circuit high
resistance

sensor circuit short circuit
to ground Check the CKP and CMP sensor
guides. Rectify as necessary. If no
fault is found in the circuits, install
sensor circuit short circuit
new sensors as necessary. REFER
to power
to: (303-14D)
P021900 Engine Overspeed Condition
Camshaft position (CMP) sensor (Removal and Installation),
circuit high resistance Crankshaft Position (CKP) Sensor
(Removal and Installation).
Camshaft position (CMP) sensor
normal operation. Check for oil
ingestion into the intake air path.
ground

power
Oil ingestion
to ground capacitance of the injector. if the
to power install a new injector. REFER to:
P021A33 Cylinder 7 Injection Timing
(303-04C)
Installation).
normal operation.
Fuel injector circuit short circuit seconds before turning the
to ground ignition back on to recheck DTCs.
Fuel injector circuit short circuit security. Disconnect the injector
to power and measure the resistance and
P021A35 Cylinder 7 Injection Timing capacitance of the injector. if the
Fuel injector circuit high 220 Kohms, or the capacitance
resistance not greater than 3 microfarad,
Fuel injector fault (303-04C)
Installation),
Installation).
normal operation.
(303-04C)
Installation).
normal operation.
(303-04C)
Installation).
normal operation.
Right-hand turbocharger boost During the following, clear DTCs
sensor circuit high - signaland recheck after each step.
rate of change above Check the MAPT sensor and
Turbocharger/Supercharger threshold circuits. Refer to the electrical
P023627 Boost Sensor A Circuit
guides. Start the engine and
Range/Performance
Manifold absolute pressure and check the manifold air pressure at
temperature (MAPT) idle using a data logger function.
sensor circuit intermittent Increase the engine speed to
high resistance 1,500 rpm and recheck the
manifold air pressure. If the
pressure has increased by more
than 50 KPa per 10 ms, install a
temperature (MAPT)
new sensor.
sensor fault
Installation).
normal operation.
sensor circuit low - voltage
and recheck after each step.
below threshold
Check the MAPT sensor and
Manifold absolute pressure and guides. If no fault is found in the
Turbocharger/Supercharger temperature (MAPT) circuits, install a new sensor.
P023716
Boost Sensor A Circuit Low sensor circuit short circuit REFER to: Manifold Absolute
to ground Pressure and Temperature (MAPT)
Installation).
temperature (MAPT)
normal operation.
sensor fault
sensor circuit high -
and recheck after each step.
Check the MAPT sensor and
Manifold absolute pressure and guides. If no fault is found in the
Turbocharger/Supercharger temperature (MAPT) circuits, install a new sensor.
P023817
Boost Sensor A Circuit High sensor circuit short circuit REFER to: Manifold Absolute
to power Pressure and Temperature (MAPT)
Installation).
temperature (MAPT)
normal operation.
sensor fault
Check the intake air system.
Check the turbocharger
mechanical condition and
Manifold absolute pressure operation. Check for oil being
(MAP) sensor/right-hand drawn into the intake manifold.
turbocharger boost sensor Rectify as necessary. Using a data
correlation - signal logger function, monitor the
amplitude less than turbocharger actuator position
minimum and command the actuator to 5%
Manifold Absolute Pressure -
pulse width modulated (PWM),
P023D21 Turbocharger/Supercharger
then 95% pulse width modulated
Boost Sensor A Correlation Intake air system fault (PWM) in 5% steps. Check the
results. There should be a smooth
Turbocharger mechanical fault curve between the minimum and
maximum values. If not, install a
new turbocharger.
Oil ingestion into manifold REFER to: Turbocharger RH (303-
normal operation.
Manifold absolute pressure Check the intake air system.
(MAP) sensor/right-hand Check the turbocharger
turbocharger boost sensor mechanical condition and
correlation - signal operation. Check for DTCs
amplitude greater than indicating a listed sensor fault.
Manifold Absolute Pressure - maximum Rectify as necessary. Using a data
P023D22 Turbocharger/Supercharger
Boost Sensor A Correlation
Intake air system fault turbocharger actuator position
and command the actuator to 5%
Turbocharger mechanical fault then 95% pulse width modulated
(PWM) in 5% steps. Check the
Intake air temperature (IAT) results. There should be a smooth
sensor fault curve between the minimum and
new turbocharger.
Mass air flow (MAF) sensor fault
Manifold absolute pressure and Clear the DTCs and test for
temperature (MAPT) normal operation.
sensor fault

sensor fault
Turbocharger actuator position

sensor fault
Check the intake air system.
Check the turbocharger
Manifold absolute pressure operation. Check for oil being
(MAP) sensor/left-hand drawn into the intake manifold.
turbocharger boost sensor Rectify as necessary. Using a data
correlation - signal logger function, monitor the
amplitude less than turbocharger actuator position
minimum and command the actuator to 5%
P023E21 Turbocharger/Supercharger
Boost Sensor B Correlation Intake air system fault (PWM) in 5% steps. Check the
results. There should be a smooth
Turbocharger mechanical fault curve between the minimum and
new turbocharger.
Oil ingestion into manifold REFER to: Turbocharger LH (303-
normal operation.
(MAP) sensor/left-hand
turbocharger boost sensor
correlation - signal
amplitude greater than Check the intake air system.
maximum Check the turbocharger
operation. Check for DTCs
indicating a listed sensor fault.
Rectify as necessary. Using a data
Turbocharger mechanical fault logger function, monitor the
turbocharger actuator position
Intake air temperature (IAT) and command the actuator to 5%
sensor fault pulse width modulated (PWM),
P023E22 Turbocharger/Supercharger
Boost Sensor B Correlation
(PWM) in 5% steps. Check the
Mass air flow (MAF) sensor fault results. There should be a smooth
curve between the minimum and
Manifold absolute pressure and maximum values. If not, install a
temperature (MAPT) new turbocharger.
sensor fault REFER to: Turbocharger LH (303-
Exhaust gas recirculation (EGR) normal operation.
sensor fault
Turbocharger actuator position

sensor fault
Left-hand turbocharger boost Check the left-hand MAPT sensor
sensor range/performance and circuits. Refer to the electrical
- signal rate of change guides. Using a data logger
P024027 Boost Sensor B Circuit
above threshold function, check the manifold
Range/Performance
pressure at idle and record the
measurement. Increase the
Manifold absolute pressure and engine speed to 1,500 rpm and
temperature (MAPT) recheck the value. If the pressure
sensor circuit intermittent has increased by more than 50
high resistance KPa (7.25 lbs/in) per 10 ms,
install a new sensor.
temperature (MAPT)
sensor fault
Installation).
normal operation.
sensor circuit low - voltage
Check the left-hand MAPT sensor
below threshold
guides. If no fault is found in the
Manifold absolute pressure and circuits, install a new sensor.
Turbocharger/Supercharger temperature (MAPT) REFER to: Manifold Absolute
P024116
Boost Sensor B Circuit Low sensor circuit short circuit Pressure and Temperature (MAPT)
to ground Sensor (303-14D, Removal and
Installation).
normal operation.
temperature (MAPT)
sensor fault
sensor circuit high - Check the left-hand MAPT sensor
voltage above threshold and circuits. Refer to the electrical
Turbocharger/Supercharger REFER to: Manifold Absolute
P024217 temperature (MAPT)
Boost Sensor B Circuit High Pressure and Temperature (MAPT)
sensor connector fault
Installation).
Manifold absolute pressure and Clear the DTCs and test for
temperature (MAPT) normal operation.
sensor fault
Check the injector and
surrounding area for evidence of
fuel leakage. Disconnect the
Injector leak injector and check for evidence of
fuel leakage in the connector.
Cylinder compression low Rectify as necessary. Clear the
DTCs. Reconnect the injector and
start the engine. Allow to warm
- Blow-by past the up to above 60C (140F) and
injector allow to idle (cylinder balance
Cylinder 1 diagnosis is now active). If the
P026300
Contribution/Balance - Blow-by past the glow DTC resets, check for blow-by etc
plug and rectify as necessary. Clear
the DTCs and recheck. Carry out a
compression test only if the DTC
- Mechanical fault, resets. If the above tests are all
valve, piston/ring, etc within range, install a new
injector. REFER to: (303-04C)
Injector fault Fuel Injectors LH (Removal and
Installation),
Installation).
Injector leak Check the injector and
Cylinder compression low fuel leakage. Disconnect the
injector and check for evidence of
Cylinder 2 - Blow-by past the
P026600 Rectify as necessary. Clear the
Contribution/Balance injector
- Blow-by past the glow up to above 60C (140F) and
plug allow to idle (cylinder balance
diagnosis is now active). If the
- Mechanical fault, DTC resets, check for blow-by etc
valve, piston/ring, etc and rectify as necessary. Clear
Injector fault
resets. If the above tests are all
within range, install a new
Installation),
Installation).
P026900
Installation),
Installation).
P027200
Installation),
Installation).
Injector leak surrounding area for evidence of
Cylinder compression low injector and check for evidence of
Rectify as necessary. Clear the
- Blow-by past the
Cylinder 5 DTCs. Reconnect the injector and
P027500 injector
Contribution/Balance start the engine. Allow to warm
up to above 60C (140F) and
- Blow-by past the glow allow to idle (cylinder balance
plug diagnosis is now active). If the
DTC resets, check for blow-by etc
- Mechanical fault, and rectify as necessary. Clear
valve, piston/ring, etc compression test only if the DTC
within range, install a new
Injector fault
Installation),
Installation).
P027800
Installation),
Installation).
P028100
Installation),
Installation).
Injector leak Check the injector and
Cylinder compression low injector and check for evidence of
- Blow-by past the Rectify as necessary. Clear the
injector DTCs. Reconnect the injector and
Cylinder 8
P028400 up to above 60C (140F) and
Contribution/Balance - Blow-by past the glow allow to idle (cylinder balance
plug diagnosis is now active). If the
DTC resets, check for blow-by etc
- Mechanical fault, and rectify as necessary. Clear
valve, piston/ring, etc the DTCs and recheck. Carry out a
Injector fault within range, install a new
Installation),
Installation).
check the fuel injector circuit.
Fuel injector circuit short circuit Check the injector and
to ground surrounding area for evidence of
Fuel injector circuit short circuit fuel leakage in the connector.
to power Rectify as necessary. Clear the
Injector leak start the engine. Allow to warm
Cylinder 1- Fuel Trim at Max allow to idle (cylinder balance
P029A00 Cylinder compression low
Limit diagnosis is now active). If the
DTC resets, check for Cylinder
- Cylinder leakage past leakage and rectify as necessary.
the injector Clear the DTCs and recheck. Carry
out a compression test only if the
- Cylinder leakage past DTC resets. If the above tests are
the glow plug all within range, install a new
- Mechanical fault, Installation),
valve, piston/ring, etc Fuel Injectors RH (Removal and
Installation).
Injector fault
Cylinder 1- Fuel Trim at Min allow to idle (cylinder balance
P029B00 Cylinder compression low
Installation).
Injector fault
Fuel injector circuit high Refer to the electrical guides and
resistance check the fuel injector circuit.
Fuel injector circuit short circuit fuel leakage. Disconnect the
Cylinder 1 - Injector to ground
P029C00 injector and check for evidence of
Restricted
Fuel injector circuit short circuit Rectify as necessary. Clear the
to power DTCs. Reconnect the injector and
Injector leak allow to idle (cylinder balance
leakage and rectify as necessary.
Clear the DTCs and recheck. Carry
- Cylinder leakage past out a compression test only if the
the injector DTC resets. If the above tests are
all within range, install a new
- Cylinder leakage past injector. REFER to: (303-04C)
the glow plug Fuel Injectors LH (Removal and
Installation),
- Mechanical fault, Installation).
valve, piston/ring, etc
Injector fault
allow to idle (cylinder balance
P029D00 Cylinder 1- Injector Leaking Cylinder compression low
Installation).
Injector fault
Cylinder 2- Fuel Trim at Max allow to idle (cylinder balance
P029E00 Cylinder compression low
Installation).
Injector fault
Cylinder 2 - Fuel Trim at Min allow to idle (cylinder balance
P029F00 Cylinder compression low
Installation).
Injector fault
Cylinder 2 - Injector allow to idle (cylinder balance
Restricted diagnosis is now active). If the
Installation).
Injector fault
Fuel injector circuit short circuit surrounding area for evidence of
to ground fuel leakage. Disconnect the
P02A100 Cylinder 2 - Injector Leaking to power DTCs. Reconnect the injector and
Injector leak up to above 60C (140F) and
Cylinder compression low DTC resets, check for Cylinder
- Cylinder leakage past Clear the DTCs and recheck. Carry
the injector out a compression test only if the
DTC resets. If the above tests are
- Cylinder leakage past
the glow plug
Installation),
- Mechanical fault, Fuel Injectors RH (Removal and
valve, piston/ring, etc Installation).
Injector fault
Cylinder 3 - Fuel Trim at Max allow to idle (cylinder balance
Installation).
Injector fault
Installation).
Injector fault
Fuel injector circuit high check the fuel injector circuit.
Cylinder 3 - Injector resistance Check the injector and
P02A400
Restricted surrounding area for evidence of
to ground fuel leakage in the connector.
to power
Injector leak diagnosis is now active). If the
Cylinder compression low leakage and rectify as necessary.
the injector all within range, install a new
- Cylinder leakage past Fuel Injectors LH (Removal and
the glow plug Installation),
Installation).
- Mechanical fault,
Injector fault
P02A500 Cylinder 3 - Injector Leaking Cylinder compression low
Installation).
Injector fault
resistance Check the injector and
to ground injector and check for evidence of
to power
Cylinder 4 - Fuel Trim at Max
P02A600 up to above 60C (140F) and
Limit
Installation).
- Mechanical fault,
Injector fault
Installation).
Injector fault
Installation).
Injector fault
resistance
P02A900 Cylinder 4 - Injector Leaking Fuel injector circuit short circuit fuel leakage. Disconnect the
to power start the engine. Allow to warm
Injector leak
Injector fault
P02AA00 Cylinder compression low
Installation).
Injector fault
resistance
Cylinder 5 - Fuel Trim at Min Injector leak allow to idle (cylinder balance
P02AB00
Installation),
- Mechanical fault,
Installation).
Injector fault
P02AC00 Cylinder compression low
Installation).
Injector fault
P02AD00 Cylinder 5 - Injector Leaking Cylinder compression low
Installation).
Injector fault
to ground
Cylinder 6 - Fuel Trim at Max
P02AE00 fuel leakage in the connector.
Limit
Injector leak
the injector
DTC resets. If the above tests are
Installation),
- Mechanical fault, Fuel Injectors RH (Removal and
valve, piston/ring, etc Installation).
Injector fault
P02AF00 Cylinder compression low
Installation).
Injector fault
Installation).
Injector fault
P02B100 Cylinder 6 - Injector Leaking Fuel injector circuit high check the fuel injector circuit.
resistance surrounding area for evidence of
to ground
Fuel injector circuit short circuit start the engine. Allow to warm
to power up to above 60C (140F) and
Cylinder compression low Clear the DTCs and recheck. Carry
- Cylinder leakage past Installation),
the glow plug Fuel Injectors RH (Removal and
Installation).
- Mechanical fault,
Injector fault
Installation).
Injector fault
Cylinder 7 - Fuel Trim at Min Fuel injector circuit short circuit Rectify as necessary. Clear the
P02B300 to power DTCs. Reconnect the injector and
Limit
the glow plug
Installation),
Injector fault
Installation).
Injector fault
P02B500 Cylinder 7 - Injector Leaking Cylinder compression low
Installation).
Injector fault
Cylinder 8 - Fuel Trim at Max resistance Check the injector and
P02B600
Limit surrounding area for evidence of
to ground fuel leakage in the connector.
to power
Installation).
- Mechanical fault,
Injector fault
Installation).
Injector fault
resistance Check the injector and
to power
Cylinder 8 - Injector
P02B800 up to above 60C (140F) and
Restricted
Installation).
- Mechanical fault,
Injector fault
P02B900 Cylinder 8 - Injector Leaking Cylinder compression low
Installation).
Injector fault
Cylinder 1 fuel injector offset Replace fuel injector for related
P02CD00 Fuel injector failure
learning at maximum limit cylinder.
P02CF00 Fuel injector failure
P02D100 Fuel injector failure
learning at maximum limit cylinder
P02DB00 Fuel injector failure
Knock sensor (KS) 1 circuit
range/performance, right- Check that the knock sensors are
hand bank (rear) - signal correctly installed and tightened
amplitude less than to the correct torque.
minimum REFER to: Knock Sensor (KS) RH
(303-14D, Removal and
Knock Sensor 1 Circuit
P032621 KS incorrectly installed Installation).
Range/Performance (Bank 1)
Check that the KS connections are
connected to the correct sensor.
KS connections reversed Check the KS circuit, refer to the
electrical guides. Rectify as
KS circuit short circuit to necessary.
ground
Check that the knock sensors are
correctly installed and tightened
Knock Sensor 1 Circuit range/performance, right-
P032622 to the correct torque.
Range/Performance (Bank 1) hand bank (rear) - signal
REFER to: Knock Sensor (KS) RH
maximum Installation).
KS incorrectly installed
Check the KS circuit, refer to the
KS connections reversed necessary.
KS circuit short circuit to

ground
hand bank (front) - signal correctly installed and tightened
amplitude less than to the correct torque.
P032B21 KS incorrectly installed Installation).
Range/Performance (Bank1)
ground
hand bank (front) - signal correctly installed and tightened
amplitude greater than to the correct torque.
maximum REFER to: Knock Sensor (KS) RH
Range/Performance (Bank1)
ground
range/performance, left- Check that the KS are correctly
hand bank (rear) - signal installed and tightened to the
amplitude less than correct torque.
ground
hand bank (rear) - signal installed and tightened to the
amplitude greater than correct torque.
(KS) connections reversed Check the KS circuit, refer to the
(KS) circuit short circuit to necessary.
ground
Crankshaft position (CKP) Check the CKP sensor and
sensor - alignment or circuits. Refer to the electrical
Crankshaft Position Sensor A adjustment incorrect guides. Check the sensor and
P033578
Circuit wheel for correct installation and
condition. Rectify as necessary.
CKP sensor circuit short circuit REFER to: (303-14D)
to ground Camshaft Position (CMP) Sensor
CKP sensor circuit short circuit
to power
normal operation.
CKP sensor circuit high
resistance
CKP sensor fault
CKP sensor wheel fault

- signal missing
Check the CKP sensor and
CKP sensor circuit short circuit circuits. Refer to the electrical
to ground guides. Check the sensor and
wheel for correct installation and
Crankshaft position (CKP) CKP sensor circuit short circuit REFER to: (303-14D)
P033631 sensor circuit to power Camshaft Position (CMP) Sensor
range/performance
CKP sensor circuit high Crankshaft Position (CKP) Sensor
resistance (Removal and Installation).
normal operation.
CKP sensor fault

- signal frequency
range/performance
normal operation.
CKP sensor fault

- signal plausibility fault
range/performance
normal operation.
CKP sensor fault

Crankshaft position (CKP) Crankshaft position (CKP) Check the CKP sensor and
P033666
sensor circuit sensor range/performance circuits. Refer to the electrical
range/performance - signal has too many guides. Check the sensor and
transitions/events wheel for correct installation and
REFER to: (303-14D)
to ground
CKP sensor circuit short circuit (Removal and Installation).
to power Clear the DTCs and test for
normal operation.
CKP sensor circuit high
resistance
CKP sensor fault

hand bank (front) - signal installed and tightened to the
amplitude less than correct torque.
ground
hand bank (front) - signal installed and tightened to the
amplitude greater than correct torque.
ground
invalid
Check the CMP sensor and
CMP sensor circuit short circuit circuits. Refer to the electrical
to ground guides. If no fault is found in the
Camshaft Position Sensor A circuits, install a new sensor.
P034129 Circuit Range/Performance REFER to: Camshaft Position
CMP sensor circuit short circuit
(Bank 1 or single sensor) (CMP) Sensor (303-14D, Removal
to power
and Installation).
CMP sensor circuit high normal operation.
resistance
CMP sensor fault

Camshaft position (CMP) sensor circuits. Refer to the electrical
range/performance - too guides. If no fault is found in the
Camshaft Position Sensor A many pulses circuits, install a new sensor.
P03413A Circuit Range/Performance REFER to: Camshaft Position
(Bank 1 or single sensor) (CMP) Sensor (303-14D, Removal
Camshaft segment period too and Installation).
short Clear the DTCs and test for
normal operation.
circuit low input - no signal

CMP sensor circuit short circuit
to ground
Camshaft Position Sensor A circuits, install a new sensor.
P034231 Circuit Low (Bank 1 or single CMP sensor circuit short circuit REFER to: Camshaft Position
sensor) to power (CMP) Sensor (303-14D, Removal
and Installation).
CMP sensor circuit high
normal operation.
resistance
CMP sensor fault

Right-hand bank glow plug
Check the battery condition and
circuit - actuator stuck
state of charge. Check the relay
open
P038072 Glow Plug/Heater Circuit A guides. If no fault is found in the
Low battery voltage circuits, install a new relay. Clear
operation.
Relay circuit from relay
Right-hand bank glow plug
circuit - actuator stuck
state of charge. Check the relay
closed
P038073 Glow Plug/Heater Circuit A guides. If no fault is found in the
Low battery voltage circuits, install a new relay. Clear
operation.
Relay circuit to relay
Check the relay and circuits. Refer
Glow plug relay control circuit to the electrical guides. Activate
Glow plug control module - short circuit to ground the relay and check for an audible
P038311
control circuit low 'click'. Repair/renew as necessary.
Glow plug relay fault Clear the DTCs and test for
normal operation.
Check the relay and circuits. Refer
Glow plug relay, control circuit to the electrical guides. Activate
Glow Plug Control Module short circuit to power the relay and check for an audible
P038412
Control Circuit High 'click'. Repair/renew as necessary.
Glow plug relay fault Clear the DTCs and test for
normal operation.
Allow the engine to warm up,
switch off and turn the ignition
on. Using a data logger function,
check the EGR valve angle for the
right-hand bank. Command the
valve actuator to 0% then 100%
EGR control deviation lower pulse width modulated (PWM) and
limit, right-hand bank recheck the values. The angle
Exhaust Gas Recirculation A
P040100 (intake manifold tuning should range between 5% and
Flow Insufficient Detected
(IMT) valve closed - bank 95%. If this is not the case, install
specific control of EGR) a new valve as necessary.
REFER to: Exhaust Gas
Recirculation (EGR) Modulator
Valve (303-08D, Removal and
Installation).
normal operation.
Exhaust gas recirculation (EGR) Allow the engine to warm up,
insufficient flow detected - switch off and turn the ignition
signal amplitude less than on. Using a data logger function,
minimum check the EGR valve angles for
P040121 both banks. Command the valve
EGR control deviation lower actuators to 100% then 0% pulse
limit right-hand bank width modulated (PWM), and
(intake manifold tuning recheck the valve angles. The
(IMT) valve closed) bank angles should range between 95%
specific control of EGR and 5%. If this is not the case,
install new valves as necessary.
Installation).
normal operation.
check the EGR valve angle for the
Right-hand exhaust gas right-hand bank. Command the
recirculation (EGR) valve actuator to 0% then 100%
excessive flow detected pulse width modulated (PWM) and
recheck the values. The angle
P040200 EGR control deviation upper should range between 5% and
Flow Excessive Detected
limit right-hand bank 95%. If this is not the case, install
(intake manifold tuning a new valve as necessary.
(IMT) valve closed) - bank REFER to: Exhaust Gas
specific control of EGR Recirculation (EGR) Modulator
Installation).
normal operation.
Right-hand exhaust gas check the EGR valve angle.
recirculation (EGR) Command the valve actuator to
excessive flow detected - 0% then 100% pulse width
signal amplitude greater modulated (PWM), and recheck
than maximum the valve angles. The angles
P040222 should range between 5% and
EGR control deviation upper 95%. If this is not the case, install
limit right-hand bank a new valve as necessary.
(intake manifold tuning REFER to: Exhaust Gas
(IMT) valve closed) bank Recirculation (EGR) Modulator
specific control of EGR Valve (303-08D, Removal and
Installation).
normal operation.
Check the EGR valve and circuits.
Using a data logger function, turn
the ignition on and check the EGR
valve values for both banks. Turn
the ignition off and make sure the
cleaning cycle is performed (the
valves should cycle from 0% to
Right-hand exhaust gas 100% approximately 6 times).
recirculation (EGR) control Turn the ignition on, command
circuit the actuators to 0% pulse width
EGR valve circuit fault sensor reading. The value should
P040300 be 0 - 20%. Command the
Control Circuit
actuators to 100% pulse width
EGR valve fault modulated (PWM) and check the
sensor reading. The value should
engine control module (ECM) be 80 - 95%. If the values are
fault outside this range, install a new
valve as necessary.
Installation).
normal operation. If there is still
an issue, suspect the ECM. Refer
to the warranty policy and
procedures manual if an ECM is
suspect.
100% approximately 6 times).
Turn the ignition on, command
the actuators to 0% pulse width
recirculation (EGR) control
circuit - current over
threshold
be 0 - 20%. Command the
Exhaust Gas Recirculation A actuators to 100% pulse width
P040319
Control Circuit EGR valve control circuit short modulated (PWM) and check the
circuit to ground sensor reading. The value should
be 80 - 95%. If the values are
outside this range, install a new
EGR valve control circuit short
valve as necessary.
circuit to power
Installation).
suspect.
Check the right-hand EGR sensor
guides. Using a data logger
function, check the EGR valve
angle. With the ignition on, engine
recirculation (EGR) sensor
off, command the valve actuator
circuit low - signal
to 0% pulse width modulated
amplitude less than
(PWM), and then to 100% pulse
minimum
width modulated (PWM) and
Exhaust Gas Recirculation
P040521 recheck the EGR valve angle. The
Sensor A Circuit Low
EGR valve position sensor value should range from 0 - 20%
circuit short circuit to to 80 - 95%. If this is not the
ground case, install a new sensor.
EGR valve position sensor fault
Installation).
normal operation.
Check the right-hand EGR sensor
recirculation (EGR) sensor
angle. With the ignition on, engine
circuit high - signal
off, command the valve actuator
to 0% pulse width modulated
maximum
(PWM), and then to 100% pulse
P040622 width modulated (PWM) and
Sensor A Circuit High
EGR valve position sensor recheck the EGR valve angle. The
circuit short circuit to value should range from 0 - 20%
power to 80 - 95%. If this is not the
case, install a new sensor.
EGR valve position sensor fault
Installation).
normal operation.
position sensor circuit low - Check the EGR throttle position
signal amplitude less than sensor and circuits. Refer to the
minimum electrical guides. If no fault is
found in the circuits, install a new
EGR throttle position sensor EGR valve.
P040721 circuit short circuit to REFER to: Exhaust Gas
Sensor B Circuit Low
ground Recirculation (EGR) Modulator
Installation).
EGR throttle position sensor Clear the DTCs and test for
circuit high resistance normal operation.
EGR sensor fault

recirculation (EGR) throttle Check the EGR throttle position
position sensor circuit low - sensor and circuits. Refer to the
signal amplitude greater electrical guides. If no fault is
than maximum found in the circuits, install a new
EGR valve.
P040822 REFER to: Exhaust Gas
Sensor B Circuit High EGR throttle position sensor
power
Installation).
EGR throttle position sensor normal operation.
fault
Close coupled catalytic
converter inlet
temperature sensor signal
compare failure Carry out any pinpoint test
associated with this DTC using the
Close coupled catalytic manufacturer approved diagnostic
converter inlet system. Refer to the electrical
temperature sensor guides and check close coupled
correlation compare with at catalytic converter inlet
least two other sensors temperature sensor circuit for
Catalyst Temperature Sensor
P042562 open circuit, short to ground,
Circuit (Bank 1 Sensor 1)
short to power. Check close
Close coupled catalytic coupled catalytic converter inlet
converter inlet temperature sensor for dirt
temperature sensor failure contamination, corrosion, water
ingress damage. Replace close
Close coupled catalytic coupled catalytic converter inlet
converter inlet temperature sensor.
- short to ground, power,
open circuit
converter inlet
temperature sensor Carry out any pinpoint test
gradient check associated with this DTC using the
system. Refer to the electrical
Catalyst Temperature Sensor guides and check close coupled
converter inlet
P042600 Circuit Range/Performance catalytic converter inlet
temperature sensor failure
(Bank 1 Sensor 1) temperature sensor circuit for
open circuit, short to ground,
Close coupled catalytic short to power. Intermittent poor
converter inlet or dirty connections. Install a new
temperature sensor circuit sensor as required.
open circuit
Catalyst Temperature Sensor Close coupled catalytic Carry out any pinpoint test
P04261A Circuit Range/Performance converter inlet associated with this DTC using the
(Bank 1 Sensor 1) temperature sensor circuit manufacturer approved diagnostic
resistance below threshold system. Refer to the electrical
guides and check close coupled
catalytic converter inlet
temperature sensor circuit for low
converter inlet
resistance, short to ground.
temperature sensor
Replace close coupled catalytic
plausibility at cold start,
converter inlet temperature
temperature difference too
sensor.
high

converter inlet
temperature sensor stuck
at high temperature value
converter inlet
resistance above threshold Carry out any pinpoint test
converter inlet
temperature sensor
P04261B Circuit Range/Performance catalytic converter inlet
high resistance, open circuit.
low
Close coupled catalytic sensor.
converter inlet
converter inlet Carry out any pinpoint test
temperature sensor circuit associated with this DTC using the
resistance out of range manufacturer approved diagnostic
converter inlet
Catalyst Temperature Sensor temperature sensor circuit for
temperature sensor
P04261E Circuit Range/Performance open circuit, short to ground,
plausibility at engine
(Bank 1 Sensor 1) short to power. Check close
running, temperature too
coupled catalytic converter inlet
low
temperature sensor for dirt
contamination, corrosion, water
Close coupled catalytic ingress damage. Replace close
converter inlet coupled catalytic converter inlet
temperature sensor stuck temperature sensor.
at low temperature value
converter inlet
below minimum threshold Carry out any pinpoint test
voltage associated with this DTC using the
Catalyst Temperature Sensor Close coupled catalytic
P042700 guides and check close coupled
Circuit Low (Bank 1 Sensor 1) converter inlet
temperature sensor circuit for
short to ground. Install a new
Close coupled catalytic sensor as required.
converter inlet
- short to ground
Close coupled catalytic Carry out any pinpoint test
converter inlet associated with this DTC using the
Catalyst Temperature Sensor temperature sensor signal manufacturer approved diagnostic
P042800 Circuit High (Bank 1 Sensor above maximum threshold system. Refer to the electrical
1) voltage guides and check close coupled
Close coupled catalytic short to power, open circuit.
converter inlet Install a new sensor as required.

converter inlet
- short to power, open
circuit
converter outlet
converter outlet system. Refer to the electrical
correlation compare with at catalytic converter outlet
P042A62 open circuit, short to ground,
short to power. check close
Close coupled catalytic coupled catalytic converter outlet
converter outlet temperature sensor for dirt
converter outlet temperature sensor.
open circuit
converter outlet
temperature sensor
gradient check
Carry out any pinpoint test

Close coupled catalytic associated with this DTC using the
converter outlet manufacturer approved diagnostic
temperature sensor failure system. Refer to the electrical
P042B00 Circuit Range/Performance Close coupled catalytic catalytic converter outlet
(Bank 1 Sensor 2) converter outlet temperature sensor circuit for
temperature sensor circuit open circuit, short to ground,
- short to ground, power, short to power. Intermittent poor
open circuit or dirty connections. Install a new
sensor as required.

converter outlet
high resistance
converter outlet
resistance below threshold Carry out any pinpoint test
converter outlet
temperature sensor
P042B1A Circuit Range/Performance catalytic converter outlet
(Bank 1 Sensor 2) temperature sensor circuit for low
high
converter outlet temperature
converter outlet
P042B1B Catalyst Temperature Sensor Close coupled catalytic Carry out any pinpoint test
Circuit Range/Performance converter outlet associated with this DTC using the
(Bank 1 Sensor 2) temperature sensor circuit manufacturer approved diagnostic
resistance above threshold system. Refer to the electrical
catalytic converter outlet
converter outlet
temperature sensor
sensor.
low

converter outlet
converter outlet Carry out any pinpoint test
converter outlet
temperature sensor
P042B1E Circuit Range/Performance open circuit, short to ground,
(Bank 1 Sensor 2) short to power. check close
coupled catalytic converter outlet
low
converter outlet coupled catalytic converter outlet
converter outlet
P042C00 guides and check close coupled
Circuit Low (Bank 1 Sensor 2) converter outlet
converter outlet
- short to ground
converter outlet
above maximum threshold
voltage
Catalyst Temperature Sensor Close coupled catalytic system. Refer to the electrical
P042D00 Circuit High (Bank 1 Sensor converter outlet guides and check close coupled
2) temperature sensor failure catalytic converter outlet
short to power, open circuit.
Install a new sensor as required.
converter outlet
circuit
converter inlet associated with this DTC using the
P043562
Circuit (Bank 2 Sensor 1) compare failure system. Refer to the electrical
Close coupled catalytic temperature sensor circuit for
converter inlet open circuit, short to ground,
temperature sensor short to power. Check close
correlation compare with at coupled catalytic converter inlet
least two other sensors temperature sensor for dirt
converter inlet
temperature sensor.

converter inlet
open circuit
converter inlet
temperature sensor Carry out any pinpoint test
gradient check associated with this DTC using the
converter inlet
P043600 Circuit Range/Performance catalytic converter inlet
Close coupled catalytic short to power. Intermittent poor
converter inlet or dirty connections. Install a new
temperature sensor circuit sensor as required.
open circuit
converter inlet
converter inlet
temperature sensor
P04361A Circuit Range/Performance catalytic converter inlet
high
converter inlet
converter inlet
converter inlet
temperature sensor
P04361B Circuit Range/Performance catalytic converter inlet
low
converter inlet
Catalyst Temperature Sensor Close coupled catalytic associated with this DTC using the
P04361E Circuit Range/Performance converter inlet manufacturer approved diagnostic
(Bank 2 Sensor 1) temperature sensor circuit system. Refer to the electrical
resistance out of range catalytic converter inlet
short to power. Check close
converter inlet
temperature sensor
low
temperature sensor.
converter inlet
converter inlet
P043700 guides and check close coupled
Circuit Low (Bank 2 Sensor 1) converter inlet
converter inlet
- short to ground
converter inlet
voltage
P043800 Circuit High (Bank 2 Sensor converter inlet guides and check close coupled
1) temperature sensor failure catalytic converter inlet
converter inlet
circuit
converter outlet
converter outlet system. Refer to the electrical
correlation compare with at catalytic converter outlet
P043A62 open circuit, short to ground,
short to power. check close
converter outlet temperature sensor for dirt
converter outlet temperature sensor.
open circuit
Catalyst Temperature Sensor Close coupled catalytic Carry out any pinpoint test
P043B00 Circuit Range/Performance converter outlet associated with this DTC using the
(Bank 2 Sensor 2) temperature sensor manufacturer approved diagnostic
gradient check system. Refer to the electrical
converter outlet
short to power. Intermittent poor
or dirty connections. Install a new
converter outlet
open circuit
converter outlet
converter outlet
temperature sensor
P043B1A Circuit Range/Performance catalytic converter outlet
high
converter outlet
converter outlet
converter outlet
temperature sensor
P043B1B Circuit Range/Performance catalytic converter outlet
low
converter outlet
converter outlet Carry out any pinpoint test
converter outlet
temperature sensor
P043B1E Circuit Range/Performance open circuit, short to ground,
(Bank 2 Sensor 2) short to power. check close
coupled catalytic converter outlet
low
converter outlet coupled catalytic converter outlet
converter outlet associated with this DTC using the
P043C00 below minimum threshold system. Refer to the electrical
Circuit Low (Bank 2 Sensor 2)
voltage guides and check close coupled
Close coupled catalytic short to ground. Install a new
converter outlet sensor as required.

converter outlet
- short to ground
converter outlet
voltage
P043D00 Circuit High (Bank 2 Sensor converter outlet guides and check close coupled
2) temperature sensor failure catalytic converter outlet
converter outlet
circuit
EGR valve circuit fault
Exhaust Gas Recirculation B EGR valve fault actuators to 100% pulse width
P045A00
Control Circuit modulated (PWM) and check the
engine control module (ECM)
fault
valve as necessary.
Installation).
suspect.
Left-hand exhaust gas Using a data logger function, turn
recirculation (EGR) control the ignition on and check the EGR
circuit - current over valve values for both banks. Turn
threshold the ignition off and make sure the
Exhaust Gas Recirculation B
P045A19 valves should cycle from 0% to
Control Circuit EGR valve control circuit short
circuit to ground
EGR valve control circuit short modulated (PWM) and check the
circuit to power sensor reading. The value should
actuators to 100% pulse width
valve as necessary.
Installation).
suspect.
circuit low
EGR valve sticking

Check for DTCs indicating a
sensor fault. Check the IAT, AMP,
MAPT, MAF and EGR sensor
Exhaust Gas Recirculation B Ambient pressure (AMP) sensor circuits, install a new EGR valve.
P045C00
Control Circuit Low circuit fault REFER to: Exhaust Gas
Installation).
temperature (MAPT)
normal operation.

circuit fault

circuit high
EGR valve sticking

Exhaust Gas Recirculation B Ambient pressure (AMP) sensor circuits, install a new EGR valve.
P045D00
Control Circuit High circuit fault REFER to: Exhaust Gas
Installation).
temperature (MAPT)
normal operation.

circuit fault

Cooling fan control circuit short Check the cooling fan and circuits.
circuit to ground Refer to the electrical guides.
P048011 Fan 1 Control Circuit Repair/renew as necessary. Clear
Cooling fan fault operation.
Cooling fan control circuit short Check the cooling fan and circuits.
circuit to power Refer to the electrical guides.
P048012 Fan 1 Control Circuit
Cooling fan fault operation.
Check the cooling fan and circuits.
Cooling fan control circuit high
P048013 Fan 1 Control Circuit Repair/renew as necessary. Clear
resistance
operation.
Cooling fan control circuit short
circuit to ground Check the cooling fan operation.
Cooling fan control circuit short check the fan circuit,
circuit to power Repair/renew as necessary. Clear
P048300 Fan Performance the DTCs and test for normal
operation. Check the pulse width
Cooling fan control circuit high modulated (PWM) signal and
resistance check the motor for sticking.
Cooling fan fault
Check the EGR throttle position
electrical guides. Using a data
logger function, check the EGR
throttle position with the ignition
on, engine off and record the
value. Command the actuator to
100% pulse width modulated
(PWM) and recheck the position
reading. The value should be 80 -
95%. Command the actuator to
0% pulse width modulated (PWM)
recirculation (EGR) valve
and recheck the position reading.
circuit fault
The value should be 5 - 20%.
Manually close and open the
P048700 Throttle Control Circuit A /
EGR valve fault throttle and check the resistance.
Open
The resistance should range from
300 - 2,500 ohms. If the values
engine control module (ECM)
are not in this range, install a new
fault
EGR valve.
Installation).
suspect.
Exhaust gas recirculation (EGR) logger function, check the EGR
throttle position sensor throttle position with the ignition
circuit high resistance on, engine off and record the
Exhaust gas recirculation (EGR) 100% pulse width modulated
throttle position sensor (PWM) and recheck the position
circuit short circuit to reading. The value should be 80 -
ground 95%. Command the actuator to
P048800 Throttle Control Circuit A
Range/Performance
and recheck the position reading.
Exhaust gas recirculation (EGR) The value should be 5 - 20%.
throttle position sensor Manually close and open the
circuit short circuit to throttle and check the resistance.
power The resistance should range from
EGR modulator failure are not in this range, install a new
EGR valve. Clear the DTCs and
test for normal operation. If there
is still an issue, suspect the ECM.
suspect.
Exhaust gas recirculation (EGR) reading. The value should be 80 -
throttle position sensor 95%. Command the actuator to
Exhaust Gas Recirculation circuit short circuit to 0% pulse width modulated (PWM)
P048811 Throttle Control Circuit A ground and recheck the position reading.
Range/Performance The value should be 5 - 20%.
EGR modulator failure throttle and check the resistance.
suspect.
Exhaust gas recirculation (EGR) reading. The value should be 80 -
throttle position sensor 95%. Command the actuator to
Exhaust Gas Recirculation circuit short circuit to 0% pulse width modulated (PWM)
P048812 Throttle Control Circuit A power and recheck the position reading.
Range/Performance The value should be 5 - 20%.
EGR modulator failure throttle and check the resistance.
suspect.
Exhaust gas recirculation (EGR) logger function, check the EGR
throttle position sensor throttle position with the ignition
circuit high resistance on, engine off and record the
P048813 Throttle Control Circuit A Exhaust gas recirculation (EGR)
Range/Performance throttle position sensor
circuit open circuit
EGR modulator failure and recheck the position reading.
The value should be 5 - 20%.
throttle and check the resistance.
suspect.
Right-hand exhaust gas 0% pulse width modulated (PWM)
recirculation (EGR) throttle and recheck the position reading.
control circuit The value should be 5 - 20%.
Exhaust Gas Recirculation range/performance - Manually close and open the
P048819 Throttle Control Circuit A current above threshold throttle and check the resistance.
Range/Performance
Right-hand EGR throttle over 300 - 2,500 ohms. If the values
current check are not in this range, install a new
EGR valve.
Installation).
suspect.
Using a data logger function,
Right-hand exhaust gas check the EGR throttle position
recirculation (EGR) throttle then command the throttle
control circuit position set point to 0% pulse
range/performance - signal width modulated (PWM) and
Exhaust Gas Recirculation amplitude less than recheck the position. If the 0%
P048821 Throttle Control Circuit A minimum pulse width modulated (PWM)
Range/Performance position is not between 0% and
20%, install a new EGR valve.
Right-hand EGR throttle REFER to: Exhaust Gas
adaption is at the bottom Recirculation (EGR) Modulator
limit Valve (303-08D, Removal and
Installation).
normal operation.
Right-hand exhaust gas Using a data logger function,
recirculation (EGR) throttle check the EGR throttle position
control circuit then command the throttle
Exhaust Gas Recirculation range/performance - signal position set point to 0% pulse
P048822 Throttle Control Circuit A amplitude greater than width modulated (PWM) and
Range/Performance maximum recheck the position. If the 0%
Right-hand EGR throttle position is not between 0% and
adaption is at the top limit 20%, install a new EGR valve.
Installation).
normal operation.
circuit low
EGR valve sticking

Exhaust Gas Recirculation Ambient pressure (AMP) sensor circuits, install a new EGR valve.
P048900
Control Circuit Low circuit fault REFER to: Exhaust Gas
Installation).
temperature (MAPT)
normal operation.

circuit fault

circuit high
EGR valve sticking

Exhaust Gas Recirculation A Ambient pressure (AMP) sensor circuits, install a new EGR valve.
P049000
Control Circuit High circuit fault REFER to: Exhaust Gas
Installation).
temperature (MAPT)
normal operation.

circuit fault

Check that the viscous coupling
Seized viscous coupling turns independently of the fan.
P049300 Fan Overspeed (clutch locked)
check the viscous fan speed
Fan speed sensor failure sensor circuit. Repair/renew as
necessary.
check the viscous fan speed
P049313 Fan Overspeed (clutch locked) Fan circuit open circuit
sensor circuit. Repair/renew as
necessary.
Viscous fan restriction
Clear any obstruction from the

Viscous fan solenoid circuit high viscous fan. Refer to the electrical
resistance guides and check the viscous fan
P049400 Fan Speed Low
solenoid and circuits. Refer to the
Viscous fan solenoid circuit relevant workshop manual
short circuit to ground section.
Viscous fan solenoid failure
Viscous fan solenoid circuit Refer to the electrical guides and
short circuit to ground check the viscous fan solenoid
P049411 Fan Speed Low
and circuits. Refer to the relevant
Viscous fan solenoid failure workshop manual section.
Viscous fan solenoid circuit Refer to the electrical guides and
short circuit to power check the viscous fan solenoid
P049512 Fan Speed High
and circuits. Refer to the relevant
Viscous fan solenoid failure workshop manual section.
Left-hand exhaust gas check the EGR valve position and
recirculation (EGR) command the valve to 0% then
insufficient flow detected 100% pulse width modulated
(PWM). Check the values. If the
P049B00 EGR control deviation lower valve positions are not between
limit (intake manifold 5% and 95%, install a new valve.
tuning [IMT] valve closed) REFER to: Exhaust Gas
- bank specific control of Recirculation (EGR) Modulator
EGR Valve (303-08D, Removal and
Installation).
normal operation.
Left-hand exhaust gas on. Using a data logger function,
recirculation (EGR) check the EGR valve position and
excessive flow detected - command the valve to 0% then
signal amplitude greater 100% pulse width modulated
than maximum (PWM). Check the values. If the
P049C00 valve positions are not between
EGR control deviation upper 5% and 95%, install a new valve.
limit left-hand bank (intake REFER to: Exhaust Gas
manifold tuning [IMT] Recirculation (EGR) Modulator
valve closed) - bank Valve (303-08D, Removal and
specific control of EGR Installation).
normal operation.
Check for wheel speed sensor
DTCs. Investigate and repair any
Vehicle speed invalid signal
P050000 Vehicle Speed Sensor A codes stored in other CAN
received over CAN
modules. Clear the codes and
retest.
Vehicle speed sensor 1
out of range
Investigate for anti-lock Check for DTCs indicating an ABS

Vehicle Speed Sensor A
P050100 braking system (ABS) fault. Speed sensor codes are
Range/Performance
faults listed at the head of this table.
- the signal from the

wheel speed sensors is
not plausible
Vehicle Speed Sensor A Vehicle speed
P050162 codes stored in other CAN
retest.
Vehicle Speed Sensor A Vehicle speed
P050164 codes stored in other CAN
retest.
The brake pressure reading Check the brake switch and
P050400 Brake switch A / B Correlation
does not agree with the circuits. Refer to the electrical
brake lamp switch value guides. Refer to the warranty
module is suspect.
Brake switch failure
ECM failure
Check for ABS DTCs, check the
brake switch and circuits (refer to
Brake switch malfunction (sub-
P050429 Brake Switch A / B Correlation the electrical guides). Clear the
processor)
operation.
Brake switch A/B correlation -
signal compare fault
Check the brake switch and
P050462 Brake Switch A / B Correlation
Brake lamp switch fault guides. Clear the DTCs and test
Brake lamp switch circuit fault
Check for ABS DTCs, check the
brake switch and circuits (refer to
P050464 Brake Switch A / B Correlation Brake switch malfunction the electrical guides). Clear the
operation.
Air intake restriction Refer to the relevant workshop
manual section. Check the
Idle Air Control System RPM
P050600 Accessory drive overload accessory drive belt and
Lower Than Expected
(defective/seized components, Refer to the relevant
component) workshop manual section.
Intake air leak between the
mass air flow (MAF) sensor
and throttle
Check the air intake system.
Idle Air Control System RPM Check the engine breather
P050700
Higher Than Expected Intake air leak between throttle system. Refer to the relevant
and engine workshop manual section.
Engine crankcase breather leak

P051216 Starter Request Circuit Crank request circuit low input check the starter circuit.
Program keys using the approved
diagnostic system. Investigate
P051300 Incorrect Immobilizer Key Security key invalid and repair any codes stored in
other CAN modules. Clear the
codes and retest.
P051217 Starter Request Circuit Crank request circuit high input check the starter circuit.
Fan speed sensor circuit
amplitude less than
minimum
Check the fan and circuits,
including the pulse width
Fan circuit short circuit to
modulated (PWM) signal circuit.
ground
Fan Speed Sensor Circuit Refer to the electrical guides.
P052721
Range/Performance Check the motor for sticking.
Fan circuit short circuit to Repair/renew as necessary. Clear
power the DTCs and test for normal
operation.
Fan circuit high resistance
Fan fault
Fan Speed Sensor Circuit including the pulse width
P052722 range/performance - signal
Range/Performance modulated (PWM) signal circuit.
maximum Repair/renew as necessary. Clear
operation.
ground

power
Fan circuit high resistance
Fan fault
including the pulse width
threshold
modulated (PWM) signal circuit.
Fan Speed Sensor Circuit
P052727 Refer to the electrical guides.
Range/Performance
Fan circuit intermittent high Repair/renew as necessary. Clear
resistance the DTCs and test for normal
operation.
- Loose connections
Battery back-up malfunction
Battery voltage low

Battery ground cable: high
state of charge. Refer to the
P056000 System Voltage resistance
relevant workshop manual
section.
Battery connections
loose/corroded

Battery condition/state of
charge
Battery ground cable high Check the battery connections

resistance and condition and charge as
necessary. Refer to the electrical
guides and check the battery
P056200 System Voltage Low Battery connections
power supplies to the ECM, etc.
loose/corroded
Repair/renew as necessary. Refer
Battery current drain section.
Battery power distribution

circuits
Battery condition/state of
charge
Battery ground cable high Check the battery connections

resistance and condition and charge as
necessary. Refer to the electrical
guides and check the battery
P056216 System Voltage Low Battery connections
power supplies to the ECM, etc.
loose/corroded
Repair/renew as necessary. Refer
Battery current drain section.
Battery power distribution

circuits
System boosted from high Check if the vehicle has been
voltage jump-started. Check the battery
P056300 System Voltage High
condition and state of charge.
Battery voltage high manual section.

condition
System voltage high - circuit Check the battery connections
voltage above threshold and condition and charge as
P056317 System Voltage High necessary. Check the battery
Battery voltage greater than power supplies to the ECM, etc.
maximum threshold Repair/renew as necessary.
Speed control (ON) switch
signal circuit short circuit
Check the switch operation. Check
to power
the switch circuits. Refer to the
electrical guides. Repair/renew as
P056500 Cruise Control ON Signal Speed control resume switch necessary. Refer to the relevant
stuck/jammed workshop manual section. Clear
operation.
Speed control resume switch
failure
Speed control (OFF) switch
signal circuit short circuit
to power
P056600 Cruise Control OFF Signal Speed control resume switch necessary. Refer to the relevant
stuck/jammed workshop manual section. Clear
operation.
Speed control resume switch
failure
Speed control (+) switch signal
circuit short circuit to Check the switch operation. Check
power the switch circuits. Refer to the
P056700 Cruise Control RESUME Signal necessary. Refer to the relevant
Speed control - switch
workshop manual section. Clear
stuck/jammed
operation.
Speed control - switch failure
Speed control (-) witch signal
power Check the switch operation. Check
P056900 Cruise Control COAST Signal electrical guides. Repair/renew as
Speed control - switch
stuck/jammed
Speed control - switch failure

Cruise Control INCREASE Speed control switch 3 stuck
P056A00 electrical guides. Repair/renew as
DISTANCE Signal closed (HEADDOWN)
Cruise Control DECREASE Speed control switch 4 stuck
P056B00 electrical guides. Repair/renew as
DISTANCE Signal closed (HEADUP)
Speed control + switch signal
circuit short circuit to Check the switch operation. Check
power the switch circuits. Refer to the
P057000 Cruise Control ACCEL Signal necessary. Refer to the relevant
Speed control + switch
workshop manual section. Clear
stuck/jammed
operation.
Speed control + switch failure
The brake pressure reading Check the brake switch and
P057100 Brake Switch A Circuit
does not agree with the circuits. Refer to the electrical
brake lamp switch value guides. Refer to the warranty
module is suspect.
Brake switch failure
ECM failure
Brake switch A circuit - signal Check the brake switch and
compare fault circuits. Refer to the electrical
P057162 Brake Switch A Circuit
guides. Clear the DTCs and test
Brake lamp switch circuit fault for normal operation.
Check for ABS DTCs. Refer to the
Cruise Control System -
P057400 Incorrect speed sensor signal relevant workshop manual
Vehicle Speed Too High
section.
Speed control switch short Refer to the electrical guides and
circuit to ground check the cruise control circuit
Cruise Control Input Circuit
P057600 between the ECM and switch.
Low
Speed control switch high Check the switch operation and
resistance renew/renew as necessary.
check the cruise control circuit
Cruise Control Input Circuit Speed control switch short
High circuit to power
Check the switch operation and
renew/renew as necessary.
resistance

input A circuit short circuit check the cruise control circuit
Cruise Control Multi-Function to ground
Input A Circuit Stuck
Check the switch operation and
input A circuit short circuit
to power

input A circuit stuck -
circuit voltage out of range Check the switch and circuits.
Cruise Control Multi-Function Refer to the electrical guides.
P05781C
Input A Circuit Stuck Clear the DTCs and test for
Switch circuit high resistance
normal operation.
Switch fault
resistance

Cruise Control Multi-Function input A circuit short circuit check the cruise control circuit
P057900 Input A Circuit to ground between the ECM and switch.
Range/Performance Check the switch operation and
input A circuit short circuit
to power

input A circuit stuck -
circuit voltage out of range Check the switch and circuits.
Cruise Control Multi-Function
P05791C Input A Circuit
Range/Performance Switch circuit high resistance
normal operation.
Switch fault
input A circuit
invalid
Check the switch and circuits.

Cruise Control Multi-Function Switch circuit short circuit to Refer to the electrical guides.
P057929 Input A Circuit ground Clear the DTCs and test for
Range/Performance
normal operation.
Switch circuit short circuit to
power
Switch fault
Check for other DTCs and
Cruise Control Multi-Function Cruise control acceleration
P058500 Repair/renew those first. Clear
Input A / B Correlation monitor fault
this DTC and retest.
Transmission control module Clear the DTC. Cycle the ignition,
(TCM) internal control allow power latch and retest. If
P060143 module memory check sum the DTC resets, refer to the
error - special memory warranty policy and procedures
Transmission control module Clear the DTC. Cycle the ignition,
(TCM) internal control allow power latch and retest. If
P060145 module memory check sum the DTC resets, refer to the
error - program memory warranty policy and procedures
allow power latch and retest. If
Internal Control Module Keep ECM internal control module
P060300 the DTC resets, refer to the
Alive Memory (KAM) Error KAM error
Internal Control Module allow power latch and retest. If
ECM internal control module
P060400 Random Access Memory the DTC resets, refer to the
RAM error
(RAM) Error warranty policy and procedures
Clear DTC and retest. If the
Internal Control Module problem persists, renew the TCM.
P060442 Random Access Memory ECM general memory failure Refer to the warranty policy and
(RAM) Error procedures manual if a module is
suspect.
ECM shut off RAM test - special
memory failure
RAM check sum - data memory
failure
ECM failure - program memory
failure
ECM circuits short circuit to Check the ECM circuits. Refer to
ground the electrical guides. Clear the
DTC. Cycle the ignition, allow
power latch and retest. If the DTC
P060448 Random Access Memory ECM circuits short circuit to
resets, suspect the ECM. Refer to
(RAM) Error power
the warranty policy and
ECM circuits high resistance suspect.
Internal Control Module Read TCM - general memory failure problem persists, renew the TCM.
P060542
Only Memory (ROM) Error ROM checksum Refer to the warranty policy and
suspect.
problem persists, renew the TCM.
P060543 TCM - shut off ROM test Refer to the warranty policy and
suspect.
P060544 TCM - initial ROM test Refer to the warranty policy and
suspect.
P060545 TCM - continuous ROM test Refer to the warranty policy and
suspect.
P060546 TCM - continuous ROM test Refer to the warranty policy and
suspect.
ground
Check the ECM circuits. Refer to
the electrical guides. Clear the
ECM circuits short circuit to DTC. Cycle the ignition, allow
Internal Control Module Read power power latch and retest. If the DTC
P060548
Only Memory (ROM) Error resets, suspect the ECM. Refer to
ECM circuits high resistance the warranty policy and
suspect.
TCM - shut off ROM test -
supervision software fault
problem persists, renew the ECM.
Controller test - general
P060601 Control Module Processor Refer to the warranty policy and
electrical failure
suspect.
P060604 Control Module Processor Error capturing instructions Refer to the warranty policy and
suspect.
Scheduling sequence check -
Program the module using the
P060605 Control Module Processor system programming
failures
Watch dog timer fault - general
checksum failure
suspect.
Error capturing instructions -
general memory failure
suspect.
Duplication memory fault -
special memory failure
suspect.
Duplication memory fault - data
memory failure
suspect.
Detection of write to internal Clear DTC and retest. If the
ROM - program memory problem persists, renew the ECM.
failure Refer to the warranty policy and
suspect.
Detection of write to internal
ROM -
memory failure
suspect.
Watch dog timer
fault/processor fault
suspect.
Scheduling sequence problem persists, renew the ECM.
P060648 Control Module Processor check/processor - Refer to the warranty policy and
supervision software failure procedures manual if a module is
suspect.
Controller test/processor -
internal electronic failure
suspect.
Check the ECM circuits and
connectors. Refer to the electrical
guides. Clear the DTC. Cycle the
ignition, allow power latch and
P060700 Control Module Performance Sub - CPU watch dog
retest. If the DTC resets, suspect
the ECM. Refer to the warranty
module is suspect.
performance - event
information Check the ECM circuits. Refer to
ECM circuits short circuit to DTC. Cycle the ignition, allow
ground power latch and retest. If the DTC
P060768 Control Module Performance
resets, suspect the ECM. Refer to
ECM circuits short circuit to procedures manual if a module is
power suspect.
ECM circuits high resistance

monitoring processor
performance - supervision
software fault Check the ECM circuits. Refer to
Internal Control Module ECM circuits short circuit to power latch and retest. If the DTC
P060A48 Monitoring Processor ground resets, suspect the ECM. Refer to
Performance
ECM circuits short circuit to procedures manual if a module is
power suspect.

A/D processing
performance - supervision Check the ECM circuits. Refer to
software fault the electrical guides. Clear the
Internal Control Module A/D ECM circuits short circuit to power latch and retest. If the DTC
P060B48
Processing Performance ground resets, suspect the ECM. Refer to
ECM circuits short circuit to suspect.
power
Internal Control Module problem persists, renew the ECM.
ECM internal communication
P060D00 Accelerator Pedal Position Refer to the warranty policy and
error
Performance procedures manual if a module is
suspect.
Internal control module
accelerator pedal position
performance -
memory fault
Pedal value not plausible
Internal Control Module Check and Repair/renew other

P060D46 Accelerator Pedal Position DTCs first. If this code still sets,
circuits short circuit to
Performance contact the technical help desk.
ground

circuits short circuit to
power

circuits high resistance
Throttle motor amplifier failure
Internal Control Module for valve sensor
P060E62 Refer to the warranty policy and
Throttle Position Performance malfunction - ECM internal
signal compare failure
suspect.
Throttle position
Internal Control Module communication - ECM
P060E64 Refer to the warranty policy and
Throttle Position Performance internal signal plausibility
failure
suspect.
Control Module Vehicle Car configuration file (CCF) Configure the module using the
P061000
Options Error settings mismatch approved diagnostic system.
Starter relay drive circuit short
circuit to ground
Check the starter relay operation.
P061600 Starter Relay Circuit Low Starter relay drive circuit high
resistance
Starter relay failure

Starter relay drive circuit short Check the starter relay operation.
circuit to battery Refer to the electrical guides and
Starter relay failure Repair/renew as necessary.
Check the starter circuits. Refer to
Starter relay drive circuit short the electrical guides. Activate the
circuit to power relay and listen for an audible
'click'. Repair/renew as necessary.
Starter relay fault Clear the DTCs and test for
normal operation.
Calibration/parameter memory
fault
system and the customer
P061A46 Torque not plausible statement relating to the concern.
Torque Performance
Check and rectify other DTCs first.
If this code still sets, contact the
Monitoring of driveability
technical help desk.
functions
Supervision software fault Retrieve the flight recorder data
Internal Control Module using the approved diagnostic
P061C48
Engine RPM Performance Processor monitoring speed not system and the customer
plausible statement relating to the concern.
Check and rectify other DTCs first.
If this code still sets, contact the
Calibration/parameter memory using the approved diagnostic
fault system and the customer
Internal Control Module Brake
P061E46 statement relating to the concern.
Signal Performance
Cruise intervention not Check and rectify other DTCs first.
plausible If this code still sets, contact the
Generator circuit fault check the generator circuit.
P062000 Generator Control Circuit Repair/renew as necessary. Refer
Generator failure to the relevant workshop manual
section.
Check the charging voltage.
Check the charging system
Generator Lamp Terminal
P062101 Generator brushes low circuits, install a new generator.
Circuit
REFER to: Generator (414-02C,
normal operation.
P062116 Generator system voltage low circuits, install a new generator.
Circuit
normal operation.
Charging circuit fault guides. If no fault is found in the
P062229 circuits, install a new generator.
Circuit
Generator fault REFER to: Generator (414-02C,
normal operation.
Voltage sense circuit high Check the main charging circuit
resistance fuse. Check the charging voltage.
Generator Field Terminal Generator B+ circuit high
P062500 guides. If no fault is found in the
Circuit Low resistance/intermittent
circuits, install a new generator.
Generator monitor circuit short manual section. Clear the DTCs
circuit to ground and test for normal operation.
Generator field terminal
(altmon) circuit short
circuit to ground Check the charging voltage.
Generator control (altcom) circuits. Refer to the electrical
circuit short circuit to guides. If no fault is found in the
Generator Field Terminal
P062511 ground circuits, install a new generator.
Circuit Low
Generator control (altcom) Clear the DTCs and test for
circuit high resistance normal operation.
Generator fault
Generator Field Terminal Regulator control circuit short Check the charging system
P062600
Circuit High circuit to power circuits. Refer to the electrical
circuits, install a new generator.
manual section. Clear the DTCs
Generator field terminal
(altmon) circuit short
circuit to power
Generator Field Terminal
P062615 Generator field terminal circuits, install a new generator.
Circuit High
(altmon) circuit high REFER to: Generator (414-02C,
resistance Removal and Installation).
normal operation.
Generator fault
Check the fuel pump and circuits.
Fuel pump relay control circuit Activate the relay and listen for an
Fuel Pump A Control Circuit / short circuit to power audible 'click'. Refer to the
P062712
Open relevant workshop manual
Fuel pump relay fault section. Repair/renew as
Fuel pump control circuit short
circuit to ground Refer to the electrical guides and
check the fuel pump circuits.
Fuel Pump A Control Circuit Activate the relay and listen for an
P062800 Fuel pump control circuit high
Low audible 'click'. Repair/renew as
resistance
Check the fuel pump and circuits.
Fuel pump relay control circuit Refer to the electrical guides.
Fuel Pump A Control Circuit short circuit to ground Activate the relay and listen for an
P062811
Low audible 'click'. Repair/renew as
Fuel pump relay fault necessary. Clear the DTCs and
Fuel pump control circuit short check the fuel pump circuits.
Fuel Pump A Control Circuit circuit to power Activate the relay and listen for an
P062900
High audible 'click'. Repair/renew as
Fuel pump relay fault necessary. Clear the DTCs and
Fuel pump relay control circuit
high resistance Check the fuel pump and circuits.
Fuel Pump A Control Circuit Activate the relay and listen for an
P062913 Fuel pump relay control circuit
High audible 'click'. Repair/renew as
open circuit
Fuel cut not plausible
Monitoring of post injection

Check and Repair/renew other
Internal Control Module Fuel
P062B00 Monitoring of fuel mass DTCs first. If this code still sets,
Injector Control Performance
adaption contact the technical help desk.
Monitoring of accelerator pedal

position
Fuel injector circuits short
circuit to ground
the ignition switch off and wait 20
Fuel Injector Driver Circuit
P062D01 Fuel injector circuits short ignition back on to recheck DTCs.
Performance Bank 1
circuit to power Check the connections at fuel
injectors 1, 2, 3 and 4. Disconnect
the injectors and measure the
Fuel injector circuits high
resistance and capacitance of
resistance each injector. Resistance should
be 180 - 220 Kohms, capacitance
should be greater than 3
Fuel injector fault
microfarad at 20C (68F). If one
or more injectors are outside this
range, install new injectors as
necessary. REFER to: (303-04C)
Installation),
Installation).
Check the injector circuits. Refer
the ignition switch off and wait 20
Check the connections at fuel
Fuel injector circuits short injectors 5, 6, 7 and 8. Disconnect
circuit to ground the injectors and measure the
resistance and capacitance of
each injector. Resistance should
Fuel injector circuits short be 180 - 220 Kohms, capacitance
Fuel Injector Driver Circuit circuit to power should be greater than 3
P062E01
Performance Bank 2 microfarad at 20C (68F). If one
Fuel injector circuits high or more injectors are outside this
resistance range, install new injectors as
necessary. REFER to: (303-04C)
Installation).
VIN not programmed
VIN Not Programmed or Configure the module using the
P063000
Incompatible - ECM/PCM VIN incompatible with vehicle approved diagnostic system.
specification
Immobilizer Key Not Security target ID transfer Program the key using the
P063305
Programmed - ECM/PCM process failed approved diagnostic system.
Immobilizer Key Not Program the module using the
P063355 Security no target in EMS
Programmed - ECM/PCM approved diagnostic system.
Consider atmospheric and
customer driving conditions
ECM internal temperature too before carrying out any other
high action. Check the E box cooling
fan function. Refer to the
electrical guides and check the
PCM / ECM / TCM Internal E box cooling fan obstruction ECM circuits. Using a data logger
P063422
Temperature A Too High function, check the ECM
E box cooling fan operation temperature. If the temperature
value is greater than 130C
(266F) suspect the ECM. Refer to
ECM internal sensor error the warranty policy and
suspect.
Consider atmospheric and
ECM internal temperature too
customer driving conditions
high
before carrying out any other
PCM / ECM / TCM Internal
P063468 action. Check the ECM circuits.
Temperature A Too High
E box cooling fan obstruction Refer to the electrical guides.
check the ECM temperature. If the
E box cooling fan operation temperature value is greater than
130C (266F) suspect the ECM.
ECM internal sensor error
suspect.
Check the ECM power supply and
ECM circuits short circuit to relay circuits. Refer to the
ground electrical guides. Repair/renew as
necessary. Clear the DTC. Cycle
Sensor Reference Voltage A
P064216 the ignition, allow power latch and
Circuit Low ECM circuits high resistance
retest. If the DTC resets suspect
ECM fault policy and procedures manual if a
module is suspect.
relay circuits. Refer to the
ECM circuits short circuit to electrical guides. Repair/renew as
power necessary. Clear the DTC. Cycle
Sensor Reference Voltage A
Circuit High
ECM fault the ECM. Refer to the warranty
module is suspect.
ECM circuits short circuit to relay circuits. Refer to the
ground electrical guides. Repair/renew as
necessary. Clear the DTC. Cycle
Sensor Reference Voltage B
Circuit Low ECM circuits high resistance
ECM fault policy and procedures manual if a
module is suspect.
relay circuits. Refer to the
ECM circuits short circuit to electrical guides. Repair/renew as
power necessary. Clear the DTC. Cycle
Sensor Reference Voltage B
Circuit High
ECM fault the ECM. Refer to the warranty
module is suspect.
Generator control circuit
(altcom) short circuit to
ground Check the generator and circuits.
Generator Control Circuit
P065B11 Repair/renew as necessary. Clear
Range/Performance Generator control circuit
(altcom) high resistance
operation.
Generator fault
Generator control circuit Check the generator and circuits.
(altcom) short circuit to Refer to the electrical guides.
Generator Control Circuit power
P065B12 Repair/renew as necessary. Clear
Range/Performance
Generator fault operation.
Check the IMT valve and circuits.
IMT valve circuit fault Refer to the electrical guides. If
Intake Manifold Tuning Valve no fault is found in the circuits,
P065E00
Performance - Bank 1 install a new IMT valve. Clear the
IMT valve fault DTCs and test for normal
operation.
IMT valve control circuit high Refer to the electrical guides. If
Intake Manifold Tuning Valve resistance no fault is found in the circuits,
P066013 Control Circuit / Open - Bank
install a new IMT valve. Clear the
1
operation.
P066111 Intake Manifold Tuning Valve IMT valve control circuit short Check the IMT valve and circuits.
Control Circuit Low - Bank 1 circuit to ground Refer to the electrical guides. If
no fault is found in the circuits,
install a new IMT valve. Clear the
IMT valve fault
operation.
IMT valve control circuit short Refer to the electrical guides. If
Intake Manifold Tuning Valve circuit to power no fault is found in the circuits,
P066212
Control Circuit High - Bank 1 install a new IMT valve. Clear the
operation.
the electrical guides. Using a data
logger function, check the ECM
internal temperature. Start the
ECM circuits intermittent high engine and allow to idle for five
PCM / ECM / TCM Internal resistance minutes before rechecking the
P066727 Temperature Sensor A
temperature. If the temperature
Range/Performance
ECM fault has increased by more than 10C
per 100 ms suspect the ECM.
suspect.
the DTC resets, check the ECM
ECM circuits short circuit to circuits. Refer to the electrical
PCM / ECM / TCM Internal ground guides. Using a data logger
P066800 Temperature Sensor A Circuit function, check the ECM internal
Low temperature. If the value is less
ECM fault than -40C (-40F), suspect the
and procedures manual if a
module is suspect.
PCM / ECM / TCM Internal ground guides. Using a data logger
Low temperature. If the value is less
ECM fault than -40C (-40F), suspect the
and procedures manual if a
module is suspect.
PCM / ECM / TCM Internal allow power latch and retest. If
TCM temperature sensor circuit
P066900 Temperature Sensor A Circuit the DTC resets, refer to the
High warranty policy and procedures
PCM / ECM / TCM Internal power guides. Using a data logger
High temperature. If the value is
ECM fault greater than 130C (266F),
suspect the ECM. Refer to the
Glow plug relay, control circuit
Check the glow plug relay circuits.
high resistance
Check the relay operation.
Glow Plug Control Module
P067013 Glow plug relay, control circuit Activate the relay and listen for an
Control Circuit / Open
short circuit to ground audible 'click'. Repair/renew as
Glow plug relay failure
ECM/PCM Power Relay Control Check the ECM relay and circuit.
P068700 ECM control relay malfunction
Circuit High Refer to the electrical guides.
Viscous fan control circuit high Check the viscous fan solenoid
resistance and circuits. Refer to the electrical
P069311 Fan 2 Control Circuit Low guides. Repair/renew as
Viscous fan solenoid fault test for normal operation.
Viscous fan control circuit short Check the viscous fan solenoid
circuit to ground and circuits. Refer to the electrical
P069313 Fan 2 Control Circuit Low guides. Repair/renew as
Viscous fan control circuit short Check the viscous fan solenoid
circuit to power and circuits. Refer to the electrical
P069412 Fan 2 Control Circuit High guides. Repair/renew as
Check the E box fan operation and
E box fan circuit short circuit to
P069500 Fan 3 Control Circuit Low circuit. Refer to the electrical
ground
guides.
Check the E box fan operation and
E box fan circuit short circuit to
P069600 Fan 3 Control Circuit High circuit. Refer to the electrical
power
guides.
Check for other DTCs and rectify
Transmission Control System
P070000 Transmission fault those first. Clear this DTC and
(MIL Request)
retest.
Clutch Pedal Switch A Circuit Clutch pedal switch circuit short
P083100 repair/renew as necessary. Clear
Low to ground
operation.
Clutch Pedal Switch A Circuit Clutch pedal switch circuit short
High to battery
operation.
Park/Neutral switch plausibility Check the switch and circuits.
check - signal compare Refer to the electrical guides.
Park / Neutral Switch Input fault Check for DTCs indicating a CAN
P085062
Circuit fault. Repair/renew as necessary.
Controller area network (CAN) Clear the DTCs and test for
circuit fault normal operation.
Park / Neutral Switch Input Park/Neutral switch circuit
Circuit Low short to ground
operation.
Circuit High short to power
operation.
P085212 Repair/renew as necessary. Clear
Circuit High short circuit to power
operation.
Clear the DTCs, turn the ignition
off and allow power latch. Check
DC/DC Converter Status DC/DC converter less than for DTCs. If the DTC resets,
P0A0916
Circuit Low minimum suspect the ECM. Refer to the
Clear the DTCs, turn the ignition
DC/DC Converter Status DC/DC converter greater than off and allow power latch. Check
P0A1017
Circuit High maximum for DTCs. If the DTC resets,
suspect the ECM. Refer to the
Engine mount control circuit Check the engine mounts and
high resistance circuits. Refer to the electrical
Engine Mount Control A
P0A1413 guides. Repair/renew as
Circuit / Open
Engine mount fault test for normal operation.
short circuit to ground circuits. Refer to the electrical
Circuit Low
short circuit to power circuits. Refer to the electrical
Circuit High
high resistance circuits. Refer to the electrical
Engine Mount Control B
P0AB613 guides. Repair/renew as
Circuit / Open
short circuit to ground circuits. Refer to the electrical
Circuit Low
short circuit to power circuits. Refer to the electrical
Circuit High
Low fuel level - forced limited
power - event information
(anti air suction
intervention occurred)
Check that there is sufficient fuel
Low fuel in the tank. Check the fuel level
Low Fuel Level - Forced
P115A68 electrical guides. If no fault is
Limited Power Fuel level sensor circuit short
circuit to ground
fuel level sensor. Clear the DTCs
Fuel level sensor circuit high
resistance

Low fuel level - forced engine
shutdown - event
information (anti air
suction intervention
occurred)
Check that there is sufficient fuel
in the tank. Check the fuel level
Low fuel
Low Fuel Level - Forced
P115B68 electrical guides. If no fault is
Engine Shutdown
Fuel level sensor circuit short found in the circuits, install a new
circuit to ground fuel level sensor. Clear the DTCs
Fuel level sensor circuit high
resistance

E-box fan circuits short circuit Check the E-box fan and circuits.
Electronic Control Module to ground Refer to the electrical guides. If
P115F11
Cooling Fan Circuit no fault is found in the circuits,
install a new fan. Clear the DTCs
E-box fan fault and test for normal operation.
E-box fan circuits short circuit Check the E-box fan and circuits.
to power Refer to the electrical guides. If
Electronic Control Module
P115F12 no fault is found in the circuits,
Cooling Fan Circuit
E-box fan circuits high Check the E-box fan and circuits.
resistance Refer to the electrical guides. If
P115F13 no fault is found in the circuits,
Cooling Fan Circuit
Check the fuel volume control
Fuel volume control valve a new high pressure fuel pump if
Fuel Volume Regulator circuit fault - signal erratic the resistance is not between 1.5
P116F2F Control Exceeded Control and 15 ohms (the fuel volume
Limits control valve cannot be serviced
Fuel volume control valve fault separately).
normal operation.
Fuel Volume Regulator circuit fault the resistance is not between 1.5
P117D00 Control Exceeded Maximum and 15 ohms (the fuel volume
Control Limit control valve cannot be serviced
normal operation.
Fuel Volume Regulator circuit fault the resistance is not between 1.5
P117E00 Control Exceeded Minimum and 15 ohms (the fuel volume
Control Limit control valve cannot be serviced
normal operation.
Recover the freeze-frame data to
determine when the code was set.
Barometric - turbocharger Check the MAPT sensors and
boost sensor A (right-hand circuits. Refer to the electrical
manifold absolute pressure guides. Make sure the coolant
temperature [MAPT] temperature is above 0C (32F)
sensor) correlation - signal and with the ignition on, check
amplitude less than the manifold absolute pressure in
BARO - minimum both banks using a data logger
P123A21 Turbocharger/Supercharger function. If the values are
Boost Sensor A Correlation MAPT sensor circuit fault significantly different, install a
new right-hand MAPT sensor.
MAPT sensor fault Pressure and Temperature (MAPT)
Engine control module (ECM) Installation).
fault Clear the DTCs and test for
normal operation. Compare the
right-hand bank manifold absolute
pressure with ambient pressure. If
the difference exceeds 20 Kpa
(2.90 lbs/in), suspect the ECM.
Check the manifold absolute
pressure in both banks and
compare with the values at
ignition on, engine not running.
The pressures should have
increased together to between
52.7 Kpa and 120 Kpa (7.64 and
17.40 lbs/in). If this is not the
case, install a new MAPT sensor.
Installation).
suspect.
Check the MAPT sensors and
guides. Make sure the coolant
temperature is above 0C (32F)
and with the ignition on, check
the manifold absolute pressure in
both banks using a data logger
function. If the values are
significantly different, install a
Barometric - turbocharger REFER to: Manifold Absolute
boost sensor A (right-hand Pressure and Temperature (MAPT)
manifold absolute pressure Sensor (303-14D, Removal and
temperature [MAPT] Installation).
sensor) correlation - signal Clear the DTCs and test for
amplitude greater than normal operation. Compare the
BARO - maximum right-hand bank manifold absolute
P123A22 Turbocharger/Supercharger pressure with ambient pressure. If
Boost Sensor A Correlation MAPT sensor circuit fault the difference exceeds 20 Kpa
MAPT sensor fault Check the manifold absolute
Engine control module (ECM) compare with the values at
fault ignition on, engine not running.
Installation).
suspect.
Barometric - turbocharger Recover the freeze-frame data to
boost sensor B (left-hand determine when the code was set.
manifold absolute pressure Check the MAPT sensors and
temperature [MAPT] circuits. Refer to the electrical
BARO - sensor) correlation - signal guides. Make sure the coolant
P123B21 Turbocharger/Supercharger amplitude less than temperature is above 0C (32F)
Boost Sensor B Correlation minimum and with the ignition on, check
MAPT sensor circuit fault
MAPT sensor fault new right-hand MAPT sensor.
fault
Installation).
normal operation. Compare the
right-hand bank manifold absolute
pressure with ambient pressure. If
the difference exceeds 20 Kpa
Check the manifold absolute
compare with the values at
ignition on, engine not running.
Installation).
suspect.
Check the MAPT sensors and
guides. Make sure the coolant
temperature is above 0C (32F)
and with the ignition on, check
Barometric - turbocharger REFER to: Manifold Absolute
boost sensor B (left-hand Pressure and Temperature (MAPT)
manifold absolute pressure Sensor (303-14D, Removal and
temperature [MAPT] Installation).
sensor) correlation - signal Clear the DTCs and test for
amplitude greater than normal operation. Compare the
BARO - maximum right-hand bank manifold absolute
P123B22 Turbocharger/Supercharger pressure with ambient pressure. If
Boost Sensor B Correlation MAPT sensor circuit fault the difference exceeds 20 Kpa
MAPT sensor fault Check the manifold absolute
Engine control module (ECM) compare with the values at
fault ignition on, engine not running.
Installation).
suspect.
Check the circuits between the
Immobilizer to PCM Signal
P125900 ECM ID already sent modules. Refer to the electrical
Error
guides. Check for network DTCs.
operation. If the DTC resets,
contact the technical help desk.
modules. Refer to the electrical
guides. Check for network DTCs.
Immobilizer to PCM Signal
P125987 ECM ID timeout occurred Repair/renew as necessary. Clear
Error
operation. If the DTC resets,
contact the technical help desk.
Check the turbocharger and
guides. Turn the ignition on and
using a data logger function,
record the turbocharger actuator
Right-hand turbocharger boost angles. Command the
control A electrical turbocharger actuator to 5% pulse
width modulated (PWM), then
Turbocharger circuit fault (PWM) and recheck the recorded
P132A00 angles. The value at 5% pulse
Boost Control A Electrical
Turbocharger fault width modulated (PWM) should be
0 - 20%, and at 95% pulse width
modulated (PWM), 80 - 95%. If
Engine control module (ECM) the angles are within these
fault ranges, clear the codes and
retest. If the angles are outside
the range, suspect the ECM. Refer
suspect.
Right-hand turbocharger boost angles. Command the
control A electrical - circuit turbocharger actuator to 5% pulse
current above threshold width modulated (PWM), then
Turbocharger circuit fault (PWM) and recheck the recorded
P132A19 angles. The value at 5% pulse
Boost Control A Electrical
width modulated (PWM) should be
Turbocharger fault 0 - 20%, and at 95% pulse width
Engine control module (ECM) the angles are within these
fault ranges, clear the codes and
suspect.
Right-hand turbocharger boost circuits. Refer to the electrical
control A performance - guides. Using a data logger
signal amplitude less than function, record the turbocharger
minimum actuator angle at idle and at
3,000 rpm. From idle, "blip" the
Turbocharger connections: throttle to maximum and allow to
Turbocharger/Supercharger water ingress, poor idle and record the turbocharger
P132B21
Boost Control A Performance contacts actuator angles. At idle, the angle
should be approximately 95%, at
3,000 rpm, approximately 40%,
Turbocharger actuator circuits and when "blipped" the voltage
short circuit to ground should change smoothly at
approximately 25% per 100 ms.
Turbocharger actuator circuits If the angles do not change, or do
not change at the expected rate,
short circuit to power suspect the turbocharger actuator
is sticking. Install a new
turbocharger.
Turbocharger actuator circuits
high resistance
Turbocharger actuator fault normal operation.
- Turbocharger actuator
control deviation below
minimum threshold
control A performance - Check the turbocharger and
signal amplitude greater circuits. Refer to the electrical
than maximum guides. Using a data logger
function, record the turbocharger
Turbocharger connections: actuator angle at idle and at
water ingress, poor 3,000 rpm. From idle, "blip" the
contacts throttle to maximum and allow to
idle and record the turbocharger
actuator angles. At idle, the angle
P132B22 and when "blipped" the voltage
Boost Control A Performance
Turbocharger actuator circuits should change smoothly at
short circuit to power approximately 25% per 100 ms.
If the angles do not change, or do
suspect the turbocharger actuator
high resistance
turbocharger.
Turbocharger actuator fault REFER to: Turbocharger RH (303-
- Turbocharger actuator Clear the DTCs and test for
control deviation above normal operation.
maximum threshold
angles. Command the
turbocharger actuator to 5% pulse
Turbocharger circuit fault width modulated (PWM), then
(PWM) and recheck the recorded
Turbocharger/Supercharger Turbocharger fault
P132D00 angles. The value at 5% pulse
Boost Control B Electrical
Engine control module (ECM) 0 - 20%, and at 95% pulse width
fault modulated (PWM), 80 - 95%. If
the angles are within these
ranges, clear the codes and
suspect.
Turbocharger circuit fault - circuits. Refer to the electrical
circuit current above guides. Turn the ignition on and
threshold using a data logger function,
P132D19 angles. Command the
Boost Control B Electrical Turbocharger fault
Engine control module (ECM) 95% pulse width modulated
fault (PWM) and recheck the recorded
angles. The value at 5% pulse
the angles are within these
ranges, clear the codes and
suspect.
control B performance - Check the turbocharger and
signal amplitude less than circuits. Refer to the electrical
minimum guides. Using a data logger
P132E21 and when "blipped" the voltage
Boost Control B Performance
high resistance
turbocharger.
Turbocharger actuator fault REFER to: Turbocharger LH (303-
control deviation below normal operation.
minimum threshold
control B performance - Check the turbocharger and
signal amplitude greater circuits. Refer to the electrical
than maximum guides. Using a data logger
P132E22 and when "blipped" the voltage
Boost Control B Performance
high resistance
turbocharger.
Turbocharger actuator fault REFER to: Turbocharger LH (303-
control deviation above normal operation.
maximum threshold
Right-hand exhaust gas Refer to the electrical guides.
recirculation (EGR) position Using a data logger function,
EGR Position Sensor sensor - signal amplitude check the EGR valve angles and
P133521 Minimum/Maximum Stop less than minimum command the valve to 0% pulse
Performance
width modulated (PWM). Recheck
EGR valve circuit short circuit the angle. The value should be 0 -
20%. If the value is outside this
to ground range, install a new valve.
EGR valve fault
Installation).
normal operation.
recirculation (EGR) position
check the EGR valve angles and
sensor minimum/maximum
command the valve to 0% pulse
stop performance - signal
EGR Position Sensor the angle. The value should be 0 -
maximum
P133522 Minimum/Maximum Stop 20%. If the value is outside this
Performance range, install a new valve.
EGR valve circuit short circuit REFER to: Exhaust Gas
to power Recirculation (EGR) Modulator
Installation).
EGR valve fault
normal operation.
to ground

to power
CKP sensor circuit high Check the CMP and CKP sensors
resistance and circuits. Refer to the electrical
circuits, install new sensors as
CKP sensor fault necessary. REFER to: (303-14D)
Crankshaft/Camshaft Sensor
P133600 Camshaft Position (CMP) Sensor
Range/Performance
CMP sensor circuit short circuit (Removal and Installation),
to ground Crankshaft Position (CKP) Sensor
CMP sensor circuit short circuit normal operation.
to power
CMP sensor circuit high

resistance
CMP sensor fault

CKP sensor incorrectly Check the CMP and CKP sensors
installed/damaged and circuits. Refer to the electrical
CMP sensor incorrectly necessary. REFER to: (303-14D)
Crankshaft/Camshaft Sensor installed/damaged
P133676 Camshaft Position (CMP) Sensor
Range/Performance
CKP sensor fault Crankshaft Position (CKP) Sensor
CMP sensor fault normal operation.
Check the CMP and CKP sensors
necessary. REFER to: (303-14D)
Crankshaft/Camshaft Sensor
P133678 Camshaft - one tooth off Camshaft Position (CMP) Sensor
Range/Performance
normal operation.
P138E21 Turbocharger Boost Control Signal amplitude less than Check the turbocharger and
Position Sensor A minimum circuits. Refer to the electrical
Minimum/Maximum Stop guides. Using a data logger
Performance function, record the turbocharger
adaption diagnosis below
bottom limit
(PWM) and recheck the recorded
angles. The value at 5% pulse
the angles are outside these
ranges, install a new
turbocharger.
normal operation.
Signal amplitude greater than width modulated (PWM), then
maximum 95% pulse width modulated
Turbocharger Boost Control (PWM) and recheck the recorded
Position Sensor A angles. The value at 5% pulse
P138E22 Right-hand turbocharger boost width modulated (PWM) should be
Minimum/Maximum Stop
Performance control position sensor A 0 - 20%, and at 95% pulse width
adaption diagnosis above modulated (PWM), 80 - 95%. If
top limit the angles are outside these
turbocharger.
normal operation.
Left-hand turbocharger boost actuator angles. Command the
control position sensor B turbocharger actuator to 5% pulse
minimum/maximum stop width modulated (PWM), then
performance - signal 95% pulse width modulated
Turbocharger Boost Control amplitude less than (PWM) and recheck the recorded
Position Sensor B minimum angles. The value at 5% pulse
P138F21
Minimum/Maximum Stop width modulated (PWM) should be
Performance 0 - 20%, and at 95% pulse width
Left-hand turbocharger boost modulated (PWM), 80 - 95%. If
control position sensor B the angles are outside these
adaption diagnosis below ranges, install a new
bottom limit turbocharger.
normal operation.
Left-hand turbocharger boost Check the turbocharger and
control position sensor B circuits. Refer to the electrical
minimum/maximum stop guides. Using a data logger
Turbocharger Boost Control performance - signal function, record the turbocharger
Position Sensor B amplitude greater than actuator angles. Command the
P138F22 maximum
Minimum/Maximum Stop turbocharger actuator to 5% pulse
Performance width modulated (PWM), then
Left-hand turbocharger boost 95% pulse width modulated
control position sensor B (PWM) and recheck the recorded
adaption diagnosis above angles. The value at 5% pulse
top limit width modulated (PWM) should be
the angles are outside these
turbocharger.
REFER to: Turbocharger LH (303-
normal operation.
check the EGR valve angle with
the ignition on and the engine off.
Command the valve angle to 0%
Signal amplitude less than
minimum
modulated (PWM) and recheck the
P140A21 EGR valve circuit short circuit angles. The angles should range
Sensor C Circuit Low
to ground between 0 - 20% and 80 - 95%.
If this is not the case, install a
new valve.
EGR valve fault
Installation).
normal operation.
check the EGR valve angle with
the ignition on and the engine off.
Command the valve angle to 0%
Signal amplitude greater than then to 100% pulse width
maximum modulated (PWM) and recheck the
P140B22 angles. The angles should range
Sensor C Circuit High
EGR valve circuit short circuit between 0 - 20% and 80 - 95%.
to power If this is not the case, install a
new valve.
Installation).
normal operation.
check the EGR valve angles and
command the valve to 0% pulse
Signal amplitude less than width modulated (PWM). Recheck
minimum the angle. The value should be
EGR Position Sensor C
between 0 - 20%. If the value is
P140E21 Minimum/Maximum Stop
Performance EGR valve adaption 1 bottom valve.
limit check REFER to: Exhaust Gas
Installation).
normal operation.
Signal amplitude greater than Check the EGR valve and circuits.
EGR Position Sensor C maximum Refer to the electrical guides.
P140E22 Minimum/Maximum Stop Using a data logger function,
Performance EGR valve adaption 1 top limit check the EGR valve angles and
check command the valve to 0% pulse
the angle. The value should be
between 0 - 20%. If the value is
valve.
Installation).
normal operation.
warm up. Using a data logger
Signal rate of change above function, check the EGR valve
threshold position. After a further 5
seconds, recheck the position. If
Exhaust Gas Recirculation the value has increased by more
EGR valve position sensor
P141A27 Sensor A Circuit than 80% per 10 ms, recheck the
circuit intermittent high
Intermittent/Erratic circuits. If no fault is found in the
resistance
circuits, install a new EGR valve.
EGR sensor fault Recirculation (EGR) Modulator
Installation).
normal operation.
Circuit voltage out of range
position. After a further 5
Exhaust Gas Recirculation EGR throttle position sensor the value has increased by more
P141B1C Sensor B Circuit circuit intermittent high than 80% per 10 ms, recheck the
Intermittent/Erratic resistance circuits. If no fault is found in the
EGR sensor fault
Installation).
normal operation.
signal rate of change above function, check the EGR valve
threshold position. After a further 5
Exhaust Gas Recirculation the value has increased by more
EGR valve position sensor
P141C27 Sensor C Circuit than 80% per 10 ms, recheck the
Intermittent/Erratic circuits. If no fault is found in the
resistance
EGR sensor fault Recirculation (EGR) Modulator
Installation).
normal operation.
Left-hand exhaust gas Check the EGR throttle position
recirculation (EGR) sensor sensor and circuits. Refer to the
D circuit low - signal electrical guides. If no fault is
Exhaust Gas Recirculation amplitude less than
P142D21 found in the circuits, install a new
Sensor D Circuit Low minimum EGR valve.
EGR throttle position sensor Recirculation (EGR) Modulator
circuit short circuit to Valve (303-08D, Removal and
ground Installation).
normal operation.
EGR throttle position sensor
EGR sensor fault

recirculation (EGR) sensor Check the EGR throttle position
D circuit high - signal sensor and circuits. Refer to the
amplitude greater than electrical guides. If no fault is
maximum found in the circuits, install a new
EGR valve.
P142E22 REFER to: Exhaust Gas
Sensor D Circuit High EGR throttle position sensor
power
Installation).
EGR throttle position sensor normal operation.
fault
Left-hand exhaust gas position. After a further 5
recirculation (EGR) sensor seconds, recheck the position. If
D circuit the value has increased by more
intermittent/erratic - circuit than 80% per 10 ms, recheck the
voltage out of range circuits. If no fault is found in the
P142F1C Sensor D Circuit
Intermittent/Erratic EGR throttle position sensor
electrical guides. If no fault is
resistance
EGR valve.
EGR sensor fault REFER to: Exhaust Gas
Installation).
normal operation.
necessary. Disconnect the injector
Injector circuit short circuit to and measure the resistance and
ground capacitance of the component.
Resistance should be 180 - 220
Injector circuit short circuit to Kohms, capacitance should be
Cylinder 1 Injector Circuit power greater than 3 microfarad at 20C
P150A01
Range/Performance (68F). If the values are outside
this range, install a new injector
Injector circuit high resistance as necessary. REFER to: (303-
04C)
Installation),
Installation).
Injector circuit short circuit to Check the injector circuits. Refer
ground to the electrical guides. Rectify as
Cylinder 2 Injector Circuit power capacitance of the component.
P150B01
Range/Performance Resistance should be 180 - 220
Kohms, capacitance should be
Injector circuit high resistance greater than 3 microfarad at 20C
(68F). If the values are outside
Injector fault this range, install a new injector
as necessary. REFER to: (303-
04C)
Installation),
Installation).
P150C01
04C)
Installation),
Installation).
E-Box cooling fan performance
- event information
E-Box fan circuit short circuit to

ground
Check the E-Box fan and circuits.
E-Box fan circuit short circuit to Refer to the electrical guides.
power Repair/renew as necessary. Clear
P150F68 the DTCs and test for normal
Cooling Fan Performance
operation. Refer to the warranty
E-Box fan circuit high policy and procedures manual if a
resistance module is suspect.
E-Box fan fault

fault
Oil level Check the engine oil level and
condition. Check the driven
Intake air restriction components (generator, air
conditioning compressor, etc).
Idle Speed Control - RPM Repair/renew as necessary. Check
P151B00 Accessory drive overload
Lower Than Expected the engine compressions only
(defective/seized once other options are ruled out.
component) Repair/renew as necessary. Clear
Engine compression operation.
Intake air leak between MAF
sensor and intake air shut
off throttle
Inspect the engine intake AND
Idle Speed Control - RPM breather system, refer to the
P151C00 Intake air leak between intake
Higher Than Expected relevant workshop manual
air shut off throttle and
section.
engine
Engine crankcase breather leak

Injector circuit short circuit to to the electrical guides. Rectify as
ground necessary. Disconnect the injector
Cylinder 4 Injector Circuit
P155401 capacitance of the component.
Range/Performance Injector circuit short circuit to
power
Kohms, capacitance should be
greater than 3 microfarad at 20C
Injector circuit high resistance this range, install a new injector
04C)
Injector fault
Installation),
Installation).
P155501
04C)
Installation),
Installation).
P155601
04C)
Installation),
Installation).
P155701
04C)
Installation),
Installation).
Injector circuit short circuit to necessary. Disconnect the injector
ground and measure the resistance and
capacitance of the component.
Injector circuit short circuit to Resistance should be 180 - 220
Cylinder 8 Injector Circuit power Kohms, capacitance should be
P155801
Range/Performance greater than 3 microfarad at 20C
Injector circuit high resistance this range, install a new injector
Injector fault 04C)
Installation),
Installation).
Brake lamp switch/brake travel Check the brake lamp
switch circuit fault - signal switch/brake travel switch and
compare fault circuits. Refer to the electrical
P157262 Brake Pedal Switch Circuit guides. Clear the DTCs and test
for normal operation. Refer to the
Engine control module (ECM) warranty policy and procedures
fault manual if a module is suspect.
modules. Refer to the electrical
Immobilizer Code Word/ID guides. Check for network DTCs.
P162300 Challenge failed due to timeout
Number Write Failure Repair/renew as necessary. Clear
operation.
Controller area network (CAN)
link to engine control
module (ECM) circuit
network
Cycle the ignition and allow power
latch. Check the ECM and circuits.
ground
CAN Link PCM/PCM Repair/renew as necessary. If no
P167C00
Circuit/Network fault is found in the circuits,
ECM circuits short circuit to suspect the ECM. Refer to the
power warranty policy and procedures
ECM fault
This is not a fault, but event
Invalid Scan Tool Invalid scan tool information of the communication
P193A68
Communication/Request communication request between the scan tool and ECM.
Clear/ignore this DTC.
Port de-activation solenoid
Check the port deactivation valve
Intake Manifold Runner Port de-activation solenoid
P200813 Control Circuit / Open (Bank circuit short circuit to
circuits, install a new valve. Clear
1) ground
operation.
failure
Check the port deactivation valve
Intake Manifold Runner guides. If no fault is found in the
P200911 circuit short circuit to
Control Circuit Low (Bank 1) circuits, install a new valve. Clear
ground
operation.
failure
Port deactivation control circuit Check the port deactivation valve
short circuit to power and circuits. Refer to the electrical
Intake Manifold Runner guides. If no fault is found in the
P201012
Control Circuit High (Bank 1) circuits, install a new valve. Clear
Port de-activation solenoid the DTCs and test for normal
failure operation.
P207000
Stuck Open Bank 1 install a new valve. Clear the
operation.
P207100
Stuck Closed Bank 1 install a new valve. Clear the
operation.
Check for associated DTCs and
Throttle Actuator Control
Repair/renew as necessary. If this
P210502 System - Forced Engine Engine stop by throttle
DTC resets, contact the technical
Shutdown
help desk.
Circuit voltage below threshold Check the APP sensor circuits.
- track 1 Refer to the electrical guides.
Accelerator pedal position (APP) check the APP sensor track 1
sensor circuits short circuit value with the pedal in the rest
Throttle/Pedal Position to ground position. If the value is not
P212216
Sensor/Switch D Circuit Low approximately 0%, install a new
pedal.
APP sensor circuits short circuit REFER to: Accelerator Pedal (310-
to power 02C, Removal and Installation).
APP sensor fault normal operation.
Circuit voltage above threshold Check the APP sensor circuits.
sensor circuits short circuit value with the pedal in the wide
Throttle/Pedal Position to ground open position. If the value is not
P212317
Sensor/Switch D Circuit High approximately 99%, install a new
pedal.
Circuit voltage below threshold Check the APP sensor circuits.
sensor circuits short circuit value with the pedal in the rest
Throttle/Pedal Position to ground position. If the value is not
P212716
Sensor/Switch E Circuit Low approximately 0%, install a new
pedal.
Circuit voltage above threshold Check the APP sensor circuits.
sensor circuits short circuit value with the pedal in the wide
Throttle/Pedal Position to ground open position. If the value is not
P212817
Sensor/Switch E Circuit High approximately 99%, install a new
pedal.
Signal compare fault (the value Check the APP sensor circuits.
difference between Refer to the electrical guides.
channels is greater than it Using a data logger function,
should be check the APP sensor values for
tracks 1 and 2 with the pedal in
P213862 Sensor/Switch D / E Voltage
the idle position, and again in the
Correlation) Accelerator pedal position (APP)
wide open position. Both tracks
sensor circuits short circuit
should read approximately 0% in
to ground
the idle position and 99% in the
wide open position. If any of the
APP sensor circuits short circuit values are incorrect, install a new
to power pedal.
REFER to: Accelerator Pedal (310-
02C, Removal and Installation).
APP sensor fault
normal operation.
check the EGR throttle position
with the ignition on, engine off
and record the value. Command
the actuator to 100% pulse width
position reading. The value should
be between 85% and 99%.
pulse width modulated (PWM) and
recheck the position reading. The
value should be between 0 and
control circuit B open
20%. Manually close and open the
throttle and check the resistance.
P213A00 Throttle Control Circuit B /
Open
Left-hand EGR throttle H Bridge
EGR valve.
electrical check
Installation).
suspect.
with the ignition on, engine off
and record the value. Command
the actuator to 100% pulse width
position reading. The value should
be between 85% and 99%.
Left-hand exhaust gas recheck the position reading. The
recirculation (EGR) throttle value should be between 0 and
control circuit B 20%. Manually close and open the
Exhaust Gas Recirculation range/performance - circuit throttle and check the resistance.
P213B19 Throttle Control Circuit B current above threshold The resistance should range from
Range/Performance
Left-hand EGR throttle over- are not in this range, install a new
correct check EGR valve.
Installation).
suspect.
Left-hand exhaust gas Check the EGR valve and circuits.
recirculation (EGR) throttle Refer to the electrical guides.
Exhaust Gas Recirculation control circuit B Using a data logger function,
P213B21 Throttle Control Circuit B range/performance - signal check the EGR throttle position
Range/Performance amplitude less than then command the throttle
minimum position set point to 0% pulse
width modulated (PWM) and
Left-hand EGR throttle adaption recheck the position. If the 0%
is at the lower limit pulse width modulated (PWM)
position is not between 0 and
Installation).
normal operation.
Left-hand exhaust gas then command the throttle
recirculation (EGR) throttle position set point to 0% pulse
control circuit B width modulated (PWM) and
Exhaust Gas Recirculation range/performance - signal recheck the position. If the 0%
P213B22 Throttle Control Circuit B amplitude greater than pulse width modulated (PWM)
Range/Performance maximum position is not between 0 and
Left-hand EGR throttle adaption REFER to: Exhaust Gas
is at the upper limit Recirculation (EGR) Modulator
Installation).
normal operation.
Check the EGR sensor circuits.
operation. Using a data logger
function, read the difference
Left-hand exhaust gas between the EGR throttle set
recirculation (EGR) throttle point and the EGR throttle
control circuit B low position. Check that the throttle is
open and command the throttle
EGR sensor circuits short circuit closed. Check that the throttle
(to ground/power/other position value increases to above
P213C00 circuits 90%. Check the difference
Throttle Control Circuit B Low
between set point and actual. This
value should not exceed either
EGR sensor circuits high maximum 5% or minimum -15%.
resistance Check that the EGR throttle is not
sticking. Install a new valve as
EGR sensor fault necessary.
Installation).
normal operation.
Left-hand exhaust gas Rectify as necessary. Clear the
recirculation (EGR) throttle DTCs and test for normal
control circuit B high operation. Using a data logger
EGR sensor circuits short circuit between the EGR throttle set
(to ground/power/other point and the EGR throttle
P213D00 circuits position. Check that the throttle is
Throttle Control Circuit B High
closed. Check that the throttle
EGR sensor circuits high position value increases to above
resistance 90%. Check the difference
between set point and actual. This
EGR sensor fault value should not exceed either
maximum 5% or minimum -15%.
Check that the EGR throttle is not
necessary.
Installation).
normal operation.
Fuel Injection System Fault Repair/renew as necessary. If this
P213E01 Engine stop by electrical
Forced Engine Shutdown DTC resets, contact the technical
help desk.
Fuel Injection System Fault Repair/renew as necessary. If this
P213F07 Engine stop by hydraulic
Forced Engine Shutdown DTC resets, contact the technical
help desk.
between the EGR throttle set
point and the actual throttle
position, and the EGR throttle
EGR sensor circuits short circuit
position. Check that the throttle is
(to ground/power/other
circuits
Exhaust Gas Recirculation position value increases to above
P214100
Throttle Control Circuit A Low EGR sensor circuits high 90%. Check the difference
resistance between set point and actual. This
EGR sensor fault
necessary.
Installation).
normal operation.
between the EGR throttle set
point and the actual throttle
position, and the EGR throttle
EGR sensor circuits short circuit
position. Check that the throttle is
(to ground/power/other
circuits
Exhaust Gas Recirculation position value increases to above
P214200
Throttle Control Circuit A High EGR sensor circuits high 90%. Check the difference
resistance between set point and actual. This
EGR sensor fault
necessary.
Installation).
normal operation.
P219921 Intake Air Temperature Sensor signal amplitude below Check the IAT sensor and circuits.
Correlation minimum threshold Refer to the electrical guides. For
ACT sensor, refer to the relevant
workshop manual section. Refer
sensor circuit high
resistance, short circuit to
suspect.
ground
Air charge temperature (ACT)

sensor circuit high
ground
IAT sensor failure
ACT sensor failure
ECM failure
Sensor signal amplitude above
maximum threshold

sensor circuit high
power Check the IAT sensor and circuits.
Refer to the electrical guides. For
Intake Air Temperature Air charge temperature (ACT) ACT sensor, refer to the relevant
P219922 sensor circuit high workshop manual section. Refer
Correlation
resistance, short circuit to to the warranty policy and
power procedures manual if a module is
suspect.
IAT sensor failure
ACT sensor failure
ECM failure
Circuit voltage below threshold check the ambient pressure and
the manifold absolute pressures in
both banks with the engine off. If
Sensor fault
Barometric Pressure Sensor A the ambient pressure is
P222816
Circuit Low significantly different to the
- The BARO sensor is manifold pressures suspect the
internal to the Engine ECM. Refer to the warranty policy
control module (ECM) and procedures manual if an ECM
is suspect.
Circuit voltage above threshold check the ambient pressure and
the manifold absolute pressures in
both banks with the engine off. If
Sensor fault
Barometric Pressure Sensor A the ambient pressure is
P222917
Circuit High significantly different to the
- The BARO sensor is manifold pressures suspect the
internal to the Engine ECM. Refer to the warranty policy
control module (ECM) and procedures manual if an ECM
is suspect.
the electrical guides. Using a data
Signal rate of change above logger function, check the
threshold ambient pressure. Increase the
Barometric Pressure Sensor A engine speed to 1,500 rpm and
P223027
Circuit Intermittent/Erratic recheck the pressure. If the
Engine control module (ECM) pressure has increased by more
fault than 30 KPa (4.35 lbs/in) per
100 ms, suspect the ECM. Refer
suspect.
Air leakage post turbocharger

Intake air temperature (IAT) linkage mechanical condition.
sensor circuit high Check the intake air system
resistance, short circuit to condition, rectify as necessary.
ground, short circuit to Check for sensor DTCs, rectify as
power necessary. Using a data logger
function, check the turbocharger
Manifold absolute pressure actuator position. Turn the
(MAP) sensor circuit high ignition on, engine off and
resistance, short circuit to command the turbocharger
ground, short circuit to actuator to 95% pulse width
power modulated (PWM) then to 5%
P226300 recheck the turbocharger actuator
Boost System Performance Mass air flow (MAF) sensor
position. The value at 95% pulse
circuit high resistance,
short circuit to ground,
this is not the case, install a new
Exhaust gas recirculation (EGR) turbocharger. REFER to: (303-
circuit high resistance, 04D)
short circuit to ground, Turbocharger LH (Removal and
short circuit to power Installation),
Turbocharger RH (Removal and
VGT actuator failure Installation).
normal operation.
Turbocharger vanes
stuck/sticking
Check the sensor and circuits.
P226413 Water in Fuel Sensor Circuit Sensor circuit high resistance Repair/renew as necessary. Clear
operation.
Water in fuel sensor connector
fault - signal low time less Check the sensor and circuits.
than minimum - Refer to the electrical guides.
Water in Fuel Sensor Circuit Initialization error, edge
Range/Performance too short the DTCs and test for normal
operation.
Water in fuel sensor circuit fault
Water in fuel sensor connector Check the sensor and circuits.
fault - signal low time Refer to the electrical guides.
Water in Fuel Sensor Circuit greater than maximum
Range/Performance
Water in fuel sensor circuit fault operation.
Check the sensor and circuits.
Water in Fuel Sensor Circuit Sensor circuit short circuit to
Low ground
operation.
Water in fuel condition
Drain the water from the fuel
filter. Clear the DTC and retest. If
Water in fuel sensor circuit the DTC resets, check the sensor
P226968 Water in Fuel Condition
short circuit to ground circuit. Refer to the electrical
Water in fuel sensor fault
Fuel leak (high or low-pressure There are different approaches to
system) this depending on whether or not
Injector Control Pressure Too the vehicle runs. If the vehicle
P229000
Low does not run: remove the lift
Fuel filter/line fault
pump fuse (fuse 1E of the engine
compartment junction box).
Air lock in injection pump Disconnect the volume control
valve connector from the rear of
the injection pump. Disconnect
Fuel pump fault
the fuel spill lines and direct into a
suitable container through a
length of clear pipe. Crank the
engine to at least 250 rpm for a
minimum of 15 seconds. The
pump spill flow should be at least
160 ml/min. If the spill flow is
greater than this, install a new
injection pump.
normal operation. If the spill flow
is less than 160 ml/min, carry out
the low-pressure bleeding
procedure.
REFER to: Fuel System Pressure
Check - 3.6L (TdV8) Diesel (310-
00, General Procedures).
Recheck the spill flow, if it is still
less than 160 ml/min, install a
new fuel pump.
normal operation. If the vehicle
does run, install a new fuel filter
and run the engine at 3,000 rpm
for 3 minutes. During this,
monitor the fuel pressure using a
data logger function. If there is an
airlock in the pump, the fuel
pressure will be low and unstable,
but a high-speed run should clear
this. If the fault does not clear,
check the low-pressure system to
the injection pump. Insert a
length of clear pipe into the fuel
line and check for a steady flow of
fuel with no air bubbles. If the
low-pressure system checks out,
disconnect the fuel injector
electrical connectors and check
connections. Direct the lines into
a suitable container and crank the
engine. Compare the flow from
the injectors and if there is one or
more with low flow, install a new
injector to that cylinder. REFER
to: (303-04C)
Installation),
Installation).
normal operation. If the fault does
not clear, install a new injection
pump.
normal operation.
Check the brake lamp function. If
Event information (this code
Brake Pedal the brake lights function correctly,
indicates unexpected
P229968 Position/Accelerator Pedal check the APP sensor using a data
simultaneous operation of
Position Incompatible logger function. Check both APP
the accelerator and brake
sensor tracks with the pedal in
pedals) the rest position. Recheck the
values with the pedal in the wide-
open position. Both tracks should
Brake lamp switch fault
range between 0% at idle to 99%
at wide open throttle. If the
APP sensor fault values are correct, check the APP
sensor and brake lamp switch
APP sensor circuits short circuit circuits. Refer to the electrical
to ground guides. Also note that the driver
may have been left-foot-braking.
If the values are incorrect, install
APP sensor circuits short circuit a new pedal.
to power REFER to: Accelerator Pedal (310-
02C, Removal and Installation).
APP sensor circuits high Clear the DTCs and test for
resistance normal operation.
Brake lamp switch circuits short

circuit to ground
Brake lamp switch circuits short

circuit to power
Brake lamp switch circuits high

resistance
Diesel particulate filter outlet
compare failure
guides and check diesel
particulate filter outlet
Exhaust Gas Temperature Diesel particulate filter outlet temperature sensor circuit for
P242A62 Sensor Circuit (Bank 1 Sensor temperature sensor open circuit, short to ground,
3) correlation compare with at short to power. Check diesel
least two other sensors particulate filter outlet
ingress damage. Replace diesel
temperature sensor.
resistance below threshold

Diesel particulate filter outlet associated with this DTC using the
temperature sensor manufacturer approved diagnostic
Exhaust Gas Temperature plausibility at cold start, system. Refer to the electrical
Sensor Circuit temperature difference too guides and check diesel
P242B1A high
Range/Performance (Bank 1 particulate filter outlet
Sensor 3) temperature sensor circuit for low
Diesel particulate filter outlet resistance, short to ground.
temperature sensor failure Replace diesel particulate filter
outlet temperature sensor.

resistance above threshold
Exhaust Gas Temperature system. Refer to the electrical
Sensor Circuit Diesel particulate filter outlet guides and check diesel
P242B1B
Range/Performance (Bank 1 temperature sensor particulate filter outlet
Sensor 3) plausibility at cold start, temperature sensor circuit for
temperature difference too high resistance, open circuit.
low Replace diesel particulate filter

temperature sensor circuit Carry out any pinpoint test
resistance out of range associated with this DTC using the
Diesel particulate filter outlet system. Refer to the electrical
temperature sensor guides and check diesel
plausibility at engine particulate filter outlet
Exhaust Gas Temperature
Sensor Circuit running, temperature too temperature sensor circuit for
P242B1E low open circuit, short to ground,
Range/Performance (Bank 1
short to power. Check diesel
Sensor 3)
Diesel particulate filter outlet temperature sensor for dirt
ingress damage. Replace post
Diesel particulate filter outlet diesel particulate filter outlet
below minimum threshold
voltage
P242C00 Sensor Circuit Low (Bank 1 Diesel particulate filter outlet guides and check diesel
Sensor 3) temperature sensor failure particulate filter outlet
sensor as required.
- short to ground
above maximum threshold Carry out any pinpoint test
P242D00 Sensor Circuit High (Bank 1 guides and check diesel
Sensor 3) particulate filter outlet
Diesel particulate filter outlet short to power, open circuit.
temperature sensor circuit Install a new sensor as required.
circuit
temperature sensor
gradient check
Diesel particulate filter outlet guides and check diesel
Sensor Circuit
P242E00 temperature sensor failure particulate filter outlet
Intermittent/Erratic (Bank 1
Sensor 3)
sensor as required.
open circuit
DPF event information
Diesel Particulate Filter
DPF regeneration required. Refer
P242F68 Restriction - Ash DPF partially blocked
to driver handbook.
Accumulation
DPF circuit internal to ECM
Diesel Particulate Filter Carry out any pinpoint test
P244A00 Differential Pressure Too Low Differential pressure on associated with this DTC using the
Bank 1 manufacturer approved diagnostic
particulate filter too high system. Refer to the electrical
guides and check DPS circuit for
Diesel particulate filter internal
short to power. Check DPS
failure
system external pipework for
breakage or leakage. Check DPF
internal filter brick for failure.
Install DPF as required.
Diesel Particulate Filter associated with this DTC using the
Differential pressure on
P244B00 Differential Pressure Too High manufacturer approved diagnostic
particulate filter too low
Bank 1 system. Contact Dealer Technical
Support.
particulate filter sensor Carry out any pinpoint test
plausibility before start associated with this DTC using the
DPS system contaminated or system. Refer to the electrical
blocked guides and check DPS circuit for
P245300 Pressure Sensor A Circuit
Range/Performance
DPS stuck system for contamination or
blockage. Check DPS for sticking.
DPS - short to ground, power, Install sensor as required.
open circuit
DPS signal invalid

particulate filter sensor
plausibility check at engine
running
P245329 Pressure Sensor A Circuit
DPS system contaminated or short to power. Check DPS
Range/Performance
blocked system for contamination or
blockage. Check DPS system
external pipework for breakage or
DPS stuck
leakage. Check DPS for sticking.
Install sensor as required.
DPS - short to ground, power,
open circuit
DPS signal below minimum Carry out any pinpoint test
threshold associated with this DTC using the
P245400 system. Refer to the electrical
Pressure Sensor A Circuit Low DPS failure
short to ground. Install sensor as
DPS circuit - short to ground required.
DPS signal above maximum
threshold
Diesel Particulate Filter manufacturer approved diagnostic
P245500 Pressure Sensor A Circuit DPS failure system. Refer to the electrical
High guides and check DPS circuit for
open circuit, short to power.
DPS circuit - short to power,
open circuit
DPS signal gradient not Carry out any pinpoint test
plausible associated with this DTC using the
P245600 Pressure Sensor A Circuit DPS failure
Intermittent/Erratic
DPS circuit - short to ground, short to power. Install sensor as
power, open circuit required.
Delay timer for regeneration
Diesel Particulate Filter exceeds threshold Contact your local in-market
P245800
Regeneration Duration support.
DPF circuit internal to ECM
DPS signal below minimum Carry out any pinpoint test
threshold associated with this DTC using the
P246000 system. Refer to the electrical
Pressure Sensor B Circuit Low DPS failure
short to ground. Install sensor as
DPS circuit - short to ground required.
DPS signal above maximum
threshold
Diesel Particulate Filter manufacturer approved diagnostic
P246100 Pressure Sensor B Circuit DPS failure system. Refer to the electrical
High guides and check DPS circuit for
open circuit, short to power.
DPS circuit - short to power,
open circuit
DPS signal gradient not Carry out any pinpoint test
plausible associated with this DTC using the
P246200 Pressure Sensor B Circuit DPS failure
Intermittent/Erratic
DPS circuit - short to ground, short to power. Install sensor as
power, open circuit required.
particulate filter sensor Carry out any pinpoint test
plausibility before start associated with this DTC using the
DPS system contaminated or system. Refer to the electrical
blocked guides and check DPS circuit for
P246300 Pressure Sensor B Circuit
Range/Performance
DPS stuck system for contamination or
blockage. Check DPS for sticking.
DPS - short to ground, power, Install sensor as required.
open circuit
DPS signal invalid

particulate filter sensor
plausibility check at engine
running
P246329 Pressure Sensor B Circuit
DPS system contaminated or short to power. Check DPS
Range/Performance
blocked system for contamination or
blockage. Check DPS system
external pipework for breakage or
DPS stuck
leakage. Check DPS for sticking.
DPS - short to ground, power,
open circuit
Differential pressure on system. Refer to the electrical
Diesel Particulate Filter particulate filter too high guides and check DPS circuit for
P246400 Differential Pressure Too Low open circuit, short to ground,
Bank 2 Diesel particulate filter internal short to power. Check DPS
failure system external pipework for
breakage or leakage. Check DPF
internal filter brick for failure.
Install DPF as required.
Diesel Particulate Filter associated with this DTC using the
P246500 Differential Pressure Too High manufacturer approved diagnostic
particulate filter too low
Bank 2 system. Contact Dealer Technical
Support.
Exhaust Gas Temperature Diesel particulate filter outlet Carry out any pinpoint test
P246662
Sensor Circuit (Bank 2 Sensor temperature sensor signal associated with this DTC using the
3) compare failure manufacturer approved diagnostic
guides and check diesel
temperature sensor
correlation compare with at
least two other sensors
ingress damage. Replace diesel
temperature sensor.
resistance below threshold

P24671A high
Sensor 3) temperature sensor circuit for low
Diesel particulate filter outlet resistance, short to ground.

resistance above threshold

P24671B low
Sensor 3) temperature sensor circuit for
Diesel particulate filter outlet high resistance, open circuit.

temperature sensor circuit Carry out any pinpoint test
resistance out of range associated with this DTC using the
Diesel particulate filter outlet system. Refer to the electrical
temperature sensor guides and check diesel
plausibility at engine particulate filter outlet
Sensor Circuit running, temperature too temperature sensor circuit for
P24671E low open circuit, short to ground,
Range/Performance (Bank 2
Sensor 3)
ingress damage. Replace post
Diesel particulate filter outlet diesel particulate filter outlet
Exhaust Gas Temperature Diesel particulate filter outlet
P246800 Sensor Circuit Low (Bank 2 temperature sensor signal
Sensor 3) below minimum threshold
voltage guides and check diesel
sensor as required.

- short to ground
above maximum threshold Carry out any pinpoint test
P246900 Sensor Circuit High (Bank 2 guides and check diesel
Sensor 3) particulate filter outlet
Diesel particulate filter outlet short to power, open circuit.
temperature sensor circuit Install a new sensor as required.
circuit
temperature sensor
gradient check
Diesel particulate filter outlet guides and check diesel
Sensor Circuit
P246A00 temperature sensor failure particulate filter outlet
Intermittent/Erratic (Bank 2
Sensor 3)
sensor as required.
open circuit
ECM relay circuit high
Check the ECM relay circuits.
resistance
Activate the relay and check for
ECM / PCM Power Input
P250513 ECM relay circuit short circuit to an audible 'click'. Install a new
Signal
ground relay as necessary. Clear the
operation.
ECM relay failure
ECM relay circuit high
resistance
ECM / PCM Power Input
P250711 ECM relay circuit short circuit to an audible 'click'. Install a new
Signal Low
ground relay as necessary. Clear the
operation.
ECM relay failure
ECM / PCM Power Input Main relay short circuit to
P250812 an audible 'click'. Install a new
Signal High power
relay as necessary. Clear the
operation.
control position sensor A Check the turbocharger circuits.
Turbocharger Boost Control signal rate of change Repair/renew as necessary. Clear
P256327 Position Sensor A Circuit above threshold the DTCs and test for normal
Range/Performance
operation. If any DTCs reset,
Turbocharger position sensor recheck the circuits.
Right-hand turbocharger boost Check the turbocharger circuits.
Turbocharger Boost Control control position sensor A Refer to the electrical guides.
P256421
Position Sensor A Circuit Low circuit low - signal Rectify as necessary. If no fault is
amplitude less than found in the circuits, install a new
minimum turbocharger.
Turbocharger position sensor
normal operation.
ground
Turbocharger fault
Check the turbocharger circuits.
Rectify as necessary. If no fault is
maximum
Turbocharger Boost Control
P256522 turbocharger.
Position Sensor A Circuit High
Turbocharger position sensor REFER to: Turbocharger RH (303-
circuit short circuit to 04D, Removal and Installation).
power Clear the DTCs and test for
normal operation.
Turbocharger fault
control position sensor B Check the turbocharger circuits.
Turbocharger Boost Control signal rate of change Repair/renew as necessary. Clear
P258727 Position Sensor B Circuit above threshold the DTCs and test for normal
Range/Performance
operation. If any DTCs reset,
Turbocharger position sensor recheck the circuits.
circuit low - signal
amplitude less than
minimum
Position Sensor B Circuit Low
Turbocharger position sensor REFER to: Turbocharger LH (303-
normal operation.
Turbocharger fault
maximum
Position Sensor B Circuit High
Turbocharger position sensor REFER to: Turbocharger LH (303-
power Clear the DTCs and test for
normal operation.
Turbocharger fault
vehicle DTC read. Check the CAN
and module power and ground
High Speed CAN
U000100 CAN Mute circuits. Refer to the electrical
Communication Bus
test for normal operation. Refer to
the Network Communications
Check the high-speed CAN
High Speed CAN
U000200 Communication Bus CAN performance
Performance
Control Module
U007300 CAN Link circuit malfunction circuits. Refer to the electrical
Communication Bus "A" Off
Lost Communication With CAN Link ECM/TCM network
U010100 circuits. Refer to the electrical
TCM malfunction
CAN Link ECM/transfer case and module power and ground
U010200 control module network circuits. Refer to the electrical
malfunction guides. Repair/renew as
CAN Link engine control module and module power and ground
U010400 ECM/Speed control module circuits. Refer to the electrical
Cruise Control Module
CAN timeout guides. Repair/renew as
Lost Communication With and module power and ground
CAN Link ECM/ABS network
U012100 Anti-Lock Brake System circuits. Refer to the electrical
malfunction
(ABS) Control Module guides. Repair/renew as
CAN Link ECM/steering angle and module power and ground
U012600 sensor network circuits. Refer to the electrical
Steering Angle Sensor Module
malfunction guides. Repair/renew as
Lost Communication With CAN Link ECM/electric park Check for other CAN DTCs or
U012800
Park Brake Control Module brake signal missing apparently unrelated customer
network malfunction complaints. Carry out a complete
Lost Communication With CAN Link ECM/active roll and module power and ground
U013300 Suspension Control Module control module network circuits. Refer to the electrical
"A" malfunction guides. Repair/renew as
CAN Link ECM/terrain and module power and ground
Lost Communication with All
U013800 optimization switch circuits. Refer to the electrical
Terrain Control Module
network malfunction guides. Repair/renew as
Lost Communication With Lost communications - CAN or
Restraints Control Module hardwired
Lost Communication With Lost communications - SRS
U01511F circuits. Refer to the electrical
Lost Communication With Lost communications - CAN
Lost Communication With apparently unrelated customer
CAN Link ECM/IPC network
U015500 Instrument Panel Cluster complaints. Carry out a complete
malfunction
(IPC) Control Module vehicle DTC read. Check the CAN
U016400 CAN communication error circuits. Refer to the electrical
HVAC Control Module
Lost Communication With and module power and ground
Security challenge response
U016700 Vehicle Immobilizer Control circuits. Refer to the electrical
timeout
Module guides. Repair/renew as
Lost Communication With Lost communication and module power and ground
U023500 Cruise Control Front Distance circuits. Refer to the electrical
Range Sensor Fault status transmitted guides. Repair/renew as
Check that the module is correct
Software Incompatibility with
for the vehicle specification.
U032600 Vehicle Immobilizer Control Challenge does not match
Module
Invalid data received from
Invalid Data Received from transmission control
TCM module - actual gear
position status
Invalid data received from
Invalid Data Received from transmission control
TCM module - gear shifter
position status
Invalid data received from Check for other CAN DTCs or
Invalid Data Received from transmission control apparently unrelated customer
U040281
TCM module - output shaft complaints. Carry out a complete
speed signal vehicle DTC read. Check the CAN
Check the CAN circuits. Refer to
U040581 Invalid serial data received the DTCs and test for normal
Cruise Control Module
operation. Refer to the Network
Communications section of the
workshop manual.
Invalid Data Received From Cruise control interface toggle
U040582 the DTCs and test for normal
Cruise Control Module bits Freq low/high
workshop manual.
Signal received is above Check the CAN circuits. Refer to
maximum allowable range the electrical guides.
U040585 the DTCs and test for normal
Cruise Control Module - the vehicle speed set operation. Refer to the Network
point delivered by CAN Communications section of the
is invalid workshop manual.
Invalid data received from Check the CAN circuits. Refer to
vehicle dynamics control the electrical guides.
Invalid Data Received From module stability control - Repair/renew as necessary. Clear
U041600 Vehicle Dynamics Control ESP the DTCs and test for normal
Module operation. Refer to the Network
Error on BLS sensor coming on Communications section of the
CAN workshop manual.
Invalid Data Received From the electrical guides.
U041681 Vehicle Dynamics Control Invalid serial data received Repair/renew as necessary. Clear
Module the DTCs and test for normal
operation.
U041700 Error signal over CAN the DTCs and test for normal
Park Brake Control Module
workshop manual.
Invalid Data Received From and module power and ground
U042381 Instrument Panel Control External ambient temperature circuits. Refer to the electrical
Module guides. Repair/renew as
U042386 Instrument Panel Control Battery voltage level
Module
Check the configuration of the
Invalid Data Received From modules using the approved
U042600 Vehicle Immobilizer Control Security code mismatch diagnostic system. Refer to the
Module Network Communications section
of the workshop manual.
Electronic Engine Controls - TDV8 3.6L Diesel - Camshaft Position
(CMP) Sensor
Removal
Installation).
4. Disconnect the camshaft position (CMP) sensor
5. Remove the CMP sensor.
Remove the bolt.
Installation

Electronic Engine Controls - TDV8 3.6L Diesel - Crankshaft
Position (CKP) Sensor
Removal

safety stands.

Installation).
4. Remove the RH front wheel and tire.
Remove the 2 bolts.
Remove the 2 nuts.

Remove the 3 bolts.
7. Remove the turbocharger support bracket.
Remove the 5 bolts.
8. Disconnect the crankshaft position (CKP) sensor

9. NOTE: CKP sensor blanking cover shown removed

for clarity.
NOTE: The CKP sensor bolt should not be removed

from the CKP sensor.
Remove the CKP sensor.
Fully loosen the bolt.
Installation
1. CAUTION: Install the CKP sensor correctly into the

housing. Failure to follow this instruction may result in
damage to the CKP sensor.
Install the CKP sensor.
Tighten the bolt to 5 Nm (3.7 lb.ft).

2. Connect the CKP sensor electrical connector.
3. Install the turbocharger support bracket.


Tighten the nuts.
Tighten the nuts.

Installation).
Electronic Engine Controls - TDV8 3.6L Diesel - Crankshaft
Position (CKP) Sensor Ring
Special Tool(s)
Installer - Crankshaft Position
(CKP) Sensor Ring
303-1237
Removal

safety stands.

For additional information, refer to: Flexplate (303-01C
Remove the bolt.

damage to the crankshaft.
Remove and discard the CKP sensor ring.
Installation
1. Install a new CKP sensor ring to the special
tool.
Wind the special tool nut back to the end of

the thread.
Engage the CKP sensor ring to the locating

pin.
2. Install the CKP sensor ring to the crankshaft.
Align the dowel and install the special tool to the

crankshaft.
Tighten the 2 bolts.
Tighten the special tool nut, to install the CKP

sensor ring to the crankshaft.


For additional information, refer to: Flexplate (303-01C
Electronic Engine Controls - TDV8 3.6L Diesel - Engine Control
Module (ECM)
Removal
1. NOTE: All vehicles.

Specifications).
2. Remove the engine control module (ECM)
cover.
3. Reposition the ECM.
Release the tang.
4. Remove the ECM.
Installation
Install the ECM.

2. Reposition the ECM.
Secure with the tang.

3. Install the ECM cover.

Specifications).
5. NOTE: Vehicles with DPF (Diesel Particulate Filter)
installed only.
NOTE: Only carry out the following step if a new ECM is

to be installed.
Renew the engine oil and filter.

Procedures).
NOTE: Only carry out the following step if a new ECM is

to be installed.

calibrate a new ECM.
Electronic Engine Controls - TDV8 3.6L Diesel - Engine Coolant
Temperature (ECT) Sensor
Removal
Installation).

safety stands.

4. Disconnect the RH charge air cooler outlet
hose.
Release the clip.
Remove the bolt.
Release the clip.
6. Disconnect the RH throttle body electrical

connector.
7. Disconnect the radiator upper coolant hose

from the coolant outlet elbow.
Release the clip.

8. Disconnect the engine coolant temperature
(ECT) sensor electrical connector.
9. Remove the ECT sensor.
Remove the clip.
Installation
Install a new clip.

3. Connect the radiator upper coolant hose to the coolant
outlet elbow.

4. Connect the RH throttle body electrical connector.
Tighten the bolt.

6. Connect the RH charge air cooler outlet hose.

Installation).
Electronic Engine Controls - TDV8 3.6L Diesel - Engine Oil Pressure
(EOP) Sensor
Removal
Specifications).
3. Release coolant pipe from the engine.
Remove the 2 nuts.
4. CAUTION: Inspect the engine oil pressure

(EOP) sensor wiring, repair if damaged.
Disconnect the engine oil pressure (EOP) sensor

Installation
2. CAUTION: Make sure that the engine oil pressure

(EOP) sensor wiring is routed correctly and is not liable to
chaffing on the coolant pipes. Failure to follow this
Connect the EOP sensor electrical connector.

3. Secure the coolant pipes.

Specifications).
Electronic Engine Controls - TDV8 3.6L Diesel - Exhaust Gas
Temperature Sensor
Removal
NOTE: Pre-catalytic converter exhaust gas temperature sensor shown, post catalytic converter and post
diesel particulate filter (DPF) sensors similar.

safety stands.

working near a hot exhaust system.
Release the diesel particulate filter (DPF)

differential pressure sensor bracket.
Remove the 2 bolts.
3. Remove the DPF differential pressure sensor

heat shield.
Remove the 3 bolts.
4. Disconnect the exhaust gas temperature sensor

5. Remove the exhaust gas temperature sensor.
Installation
1. Install the exhaust gas temperature sensor.
2. Connect the exhaust gas temperature sensor electrical
connector.
3. Install the DPF differential pressure sensor heat shield.

4. Secure the DPF differential pressure sensor bracket.
Electronic Engine Controls - TDV8 3.6L Diesel - Fuel Rail Pressure
(FRP) Sensor
Removal
1. NOTE: The fuel rail pressure (FRP) sensor is part of the
RH fuel rail and cannot be serviced separately.
Remove the RH fuel rail.

For additional information, refer to: Fuel Rail RH (303-
04C Fuel Charging and Controls - TDV8 3.6L Diesel,
Installation
1. Install the RH fuel rail.
For additional information, refer to: Fuel Rail RH (303-
04C Fuel Charging and Controls - TDV8 3.6L Diesel,
Electronic Engine Controls - TDV8 3.6L Diesel - Fuel Temperature
Sensor
Removal
WARNINGS:
injury.
CAUTIONS:

4. CAUTION: Always plug any open connections

to prevent contamination.
Remove the fuel temperature sensor from the fuel

return line.

spillage.
Clean the seal contact area.
Installation
Electronic Engine Controls - TDV8 3.6L Diesel - Knock Sensor (KS)
LH
Removal
2. Remove the LH exhaust gas recirculation (EGR) valve.
3. Remove the knock sensor (KS).
Release the KS wiring harness.
Reposition the coolant hose.
Remove the bolt.
Installation
Electronic Engine Controls - TDV8 3.6L Diesel - Knock Sensor (KS)
RH
Removal
2. Remove the RH exhaust gas recirculation (EGR) valve.
3. Remove the knock sensor (KS).
Release the KS wiring harness.
Reposition the coolant hose.
Remove the bolt.

Installation
Electronic Engine Controls - TDV8 3.6L Diesel - Manifold Absolute
Pressure and Temperature (MAPT) Sensor
Removal
Remove the manifold absolute pressure and

Remove the screw.
Installation
Electronic Engine Controls - TDV8 3.6L Diesel - Mass Air Flow
(MAF) Sensor
Removal
3. Remove the mass air flow (MAF) sensor.
Installation
Automatic Transmission/Transaxle - TDV8 3.6L Diesel -
Lubricants
Item Specification
* Recommended lubricant Shell M1375.4
+ Torque converter nose Molybdenum disulphide grease to specification FB180
CAUTIONS:
* Do not use any lubricant other than that specified.
+ Do not over lubricate.
Capacity
Item Capacity
+ Initial dry fill 9.5 litres (16.7 pints) (10.0 US qts)
CAUTION: + A final fluid level check/drain down/top-up must be carried out when the unit has been
installed.
Item Specification
Automatic transmission ZF 6HP26
Speeds 6 Forward, 1 Reverse
Gear ratios:
First 4.17:1
Second 2.340:1
Third 1.521:1
Fourth 1.143:1
Fifth 0.867:1
Sixth 0.691:1
Reverse 3.403:1
Sachs W270 4GWK with turbine torsional damper and slip controlled, dual friction
Torque converter
faced lock-up clutch
Transmission control
module:
Location Located in gearbox casing
Type 19.04
Main control valve body screws 8 6
Transmission heat shield bracket bolts 9 7
Selector cable bracket bolts 9 7
Wiring harness bracket bolts 10 7
Fluid pan screws 8 6
Transmission support insulator bolts 60 44
Selector shaft nut 12 9
Transmission bolts 45 33
Transmission breather pipe clip bolt 25 18
Transmission fluid lines clip bolt 10 7
Radiator access panel bolts 10 7
Transmission fluid drain plug 8 6
Transmission fluid filler/level plug 35 26
Transmission under shield bolts 10 7
Transfer case bolts 45 33
Selector cable to selector lever nut 10 7
Automatic Transmission/Transaxle - TDV8 3.6L Diesel - Automatic
Transmission
3.6L V8 DIESEL 6HP26 - COMPONENT LOCATION

2 - PRND and M/S LED display
4 - Automatic transmission
INTRODUCTION
The ZF 6HP26 transmission is an electronically controlled, six speed unit. The transmission is manufactured by
ZF Transmissions GmbH in Saarbrcken, Germany. This transmission represents the latest in automatic
transmission technology and incorporates new features to enhance the transmission functionality:
The hydraulic and electronic control elements of the transmission are now incorporated in a single unit
located inside the transmission and is known as 'Mechatronic'
Another new strategy is Adaptive Shift Strategy (ASIS). ASIS represents the continuous adaptation of shift
changes to suit the driving style of the driver which can vary from sporting to economical. Further
details of the ASIS function are contained in the 'Driving Modes' section.
The transmission used in the 3.6L V8 Diesel Range Rover is an uprated derivative of the 6HP26 transmission
used in the 4.4L V8 model. The uprated transmission includes an additional pinion gear in the planetary gear
train and additional clutch plates to enable the transmission to manage the additional torque output of the V8
diesel engine.
The transmission is controlled by a transmission control module (TCM) which contains software to provide
operation as a semi-automatic 'CommandShift' transmission. The TCM allows the transmission to be operated
as a conventional automatic unit by selecting P, R, N, D on the selector lever. Movement of the selector lever
across the gate to the 'M/S' position puts the transmission into electronic 'Sport' mode. Further movement of
the lever in a lateral direction to the + or position puts the transmission into electronic manual
'CommandShift' mode.
The 6HP26 transmission has the following features:
Designed to be maintenance free
Transmission fluid is 'fill for life'
The torque converter features a controlled slip feature with electronically regulated control of lock-up,
creating a smooth transition to the fully locked condition
Shift programs controlled by the TCM
Connected to the engine control module (ECM) via the High Speed controller area network (CAN) bus for
communications
Default mode if major faults occur
Diagnostics available from the TCM via the high speed CAN bus.
ZF 6HP26 Automatic Transmission Exploded View
NOTE: The transmission shown is exploded to the extent of the serviceable items
1 - Breather tube
2 - Plug
3 - Seal sleeves
4 - Seal - Selector shaft (2 off)
5 - Gasket
6 - Drain plug
7 - Fluid pan
8 - Torx screws
10 - Element seal
11 - Electrical connector guide sleeve
12 - O-ring
13 - O-ring
14 - Pump housing (not serviceable)
15 - Input shaft seal
The gearbox comprises the main casing which houses all of the transmission components. The main case also
incorporates an integral bell housing.
A fluid pan is bolted to the lower face of the main case and is secured with bolts. The fluid pan is sealed to the
main case with a gasket. Removal of the fluid pan allows access to the Mechatronic valve block. The fluid pan
has a magnet located around the drain plug which collects any metallic particles present in the transmission
fluid.
A fluid filter is located inside the fluid pan. If the transmission fluid becomes contaminated or after any service
work, the fluid pan with integral filter must be replaced.
CAUTION: Take care when removing the fluid pan and/or replacing the Mechatronic valve block that
neither the fluid pan gasket or the mating face on the transmission casing is damaged or leakage may occur.
Do not use metal tools to prise the fluid pan from the transmission casing. Take care when positioning a new
mechatronic unit to ensure it does not contact the casing face.
The integral bell housing provides protection for the torque converter assembly and also provides the
attachment for the gearbox to the engine cylinder block. The torque converter is a non-serviceable assembly
which also contains the lock-up clutch mechanism. The torque converter drives a crescent type pump via drive
tangs. The fluid pump is located in the main case, behind the torque converter.
The main case contains the following major components:
Input shaft
Output shaft
Mechatronic valve block which contains the solenoids, speed sensors and the TCM
Three rotating multiplate drive clutches
Two fixed multiplate brake clutches
A single planetary gear train and a double planetary gear train.
ZF 6HP26 Automatic Transmission Typical Sectional View

3 - Fluid pump
4 - Single planetary gearset
5 - Clutch A
6 - Clutch B
7 - Clutch E
8 - Brake C
9 - Brake D
10 - Double planetary gearset
11 - Park lock gear
12 - Output shaft
13 - Park lock pawl
14 - Drain plug
15 - Magnet
16 - Pressure regulator
18 - Fluid filter
19 - Fluid pan
20 - Input shaft
21 - Transmission casing
TORQUE CONVERTER
Typical Torque Converter Sectional View

1 - Turbine
2 - Impeller
3 - Stator
4 - Freewheel
5 - Torque converter hub
6 - Stator shaft
7 - Turbine shaft
8 - Journal - Drive plate/crankshaft location
9 - Torque converter cover
10 - Lock-up clutch piston
11 - Drive plate
12 - Lock-up clutch plate
13 - Torsional vibration damper
The torque converter is the coupling element between the engine and the gearbox and is located in the
transmission housing, on the engine side of the transmission. The driven power from the engine crankshaft is
transmitted hydraulically and mechanically through the torque converter to the transmission. The torque
converter is connected to the engine by a drive plate.
The torque converter comprises an impeller, a stator, a turbine and a torsional vibration damper. The torque
converter is a sealed unit with all components located between the converter housing cover and the impeller.
The two components are welded together to form a sealed, fluid filled housing. With the impeller welded to the
converter housing cover, the impeller is therefore driven at engine crankshaft speed.
The converter housing cover has threaded bosses which provide for attachment of the engine drive plate which
is connected to the engine crankshaft. The threaded bosses also provide for location of special tools which are
required to remove the torque converter from the bell housing.
The torque converter used on TDV8 models is similar in construction to the torque converter on gasoline
models but contains a torsional vibration damper. The damper smooths the output from the engine and
prevents unwanted vibration from being passed to the transmission.
Impeller
Fluid Flow
NOTE: Typical torque converter shown

1 - Turbine
2 - Stator
3 - Impeller
When the engine is running the rotating impeller acts as a centrifugal pump, picking up fluid at its center and
discharging it at high velocity through the blades on its outer rim. The design and shape of the blades and the
curve of the impeller body cause the fluid to rotate in a clockwise direction as it leaves the impeller. This
rotation improves the efficiency of the fluid as it contacts the outer row of blades on the turbine.
The centrifugal force of the fluid leaving the blades of the impeller is passed to the curved inner surface of the
turbine via the tip of the blades. The velocity and clockwise rotation of the fluid causes the turbine to rotate.
Turbine
The turbine is similar in design to the impeller with a continuous row of blades. Fluid from the impeller enters
the turbine through the tip of the blades and is directed around the curved body of the turbine to the root of
the blades. The curved surface redirects the fluid back in the opposite direction to which it entered the turbine,
effectively increasing the turning force applied to the turbine from the impeller. This principle is known as
torque multiplication.
When engine speed increases, turbine speed also increases. The fluid leaving the inner row of the turbine
blades is rotated in an anti-clockwise direction due to the curve of the turbine and the shape of the blades. The
fluid is now flowing in the opposite direction to the engine rotation and therefore the impeller. If the fluid was
allowed to hit the impeller in this condition, it would have the effect of applying a brake to the impeller,
eliminating the torque multiplication effect. To prevent this, the stator is located between the impeller and the
turbine.
Stator
The stator is located on the splined transmission input shaft via a freewheel clutch. The stator comprises a
number of blades which are aligned in an opposite direction to those of the impeller and turbine. The main
function of the stator is to redirect the returning fluid from the turbine, changing its direction to that of the
impeller.
The redirected fluid from the stator is directed at the inner row of blades of the impeller, assisting the engine in
turning the impeller. This sequence increases the force of the fluid emitted from the impeller and thereby
increases the torque multiplication effect of the torque converter.
Stator Functions
NOTE: Typical stator shown

1 - Blades
2 - Stator held fluid flow redirected
3 - Stator rotates freely
4 - Roller
5 - Converter at coupling speed
6 - Fluid flow from turbine
7 - Converter multiplying
8 - Fluid flow from impeller
9 - Drive from engine
10 - Impeller
11 - Stator
12 - Turbine
13 - Output to transmission
Refer to the 'Stator Functions' illustration
Fluid emitted from the impeller acts on the turbine. If the turbine is rotating at a slower speed than the fluid
from the impeller, the fluid will be deflected by the turbine blades in the path 'A'. The fluid is directed at and
deflected by the stator blades from path 'B' to path 'C'. This ensures that the fluid is directed back to the pump
in the optimum direction. In this condition the sprag clutch is engaged and the force of the fluid on the stator
blades assists the engine in rotating the impeller
As the rotational speed of the engine and therefore the turbine increases, the direction of the fluid leaving the
turbine changes to path 'D'. The fluid is now directed from the turbine to the opposite side of the stator blades,
rotating the stator in the opposite direction. To prevent the stator from resisting the smooth flow of the fluid
from the turbine, the sprag clutch releases, allowing the stator to rotate freely on its shaft.
When the stator becomes inactive, the torque converter no longer multiplies the engine torque. When the
torque converter reaches this operational condition it ceases to multiply the engine torque and acts solely as a
fluid coupling, with the impeller and the turbine rotating at approximately the same speed.
The stator uses a sprag type, one way, freewheel clutch. When the stator is rotated in a clockwise direction the
sprags twist and are wedged between the inner and outer races. In this condition the sprags transfer the
rotation of the outer race to the inner race which rotates at the same speed.
One Way Free Wheel Clutch Typical

1 - Sprags
2 - Inner race
3 - Outer race
4 - Sprag and cage assembly
5 - Sprag outer race
6 - Sprag inner race
7 - Retaining ring
The free wheel clutch can perform three functions; hold the stator stationary, drive the stator and free wheel
allowing the stator to rotate without a drive output. The free wheel clutch used in the 6HP26 transmission is of
the sprag type and comprises an inner and outer race and a sprag and cage assembly. The inner and outer
races are pressed into their related components with which they rotate. The sprag and cage assembly is
located between the inner and outer races.
The sprags are located in a cage which is a spring which holds the sprags in the 'wedge' direction and
maintains them in contact with the inner and outer races.
Referring to the illustration, the sprags are designed so that the dimension 'B' is larger than the distance
between the inner and outer race bearing surfaces. When the outer race rotates in a clockwise direction, the
sprags twist and the edges across the dimension 'B' wedge between the races, providing a positive drive
through each sprag to the inner race. The dimension 'A' is smaller than the distance between the inner and
outer race bearing surfaces. When the outer race rotates in an anti-clockwise direction, the dimension 'A' is too
small to allow the sprags to wedge between the races, allowing the outer race to rotate freely.
On the illustration shown, when the outer race is rotated in a clockwise direction, the sprags twist and are
'wedged' between the inner and outer races. The sprags then transfer the rotation of the outer race to the
inner race, which rotates at the same speed.
Lock-Up Clutch Mechanism
The Torque Converter Clutch (TCC) is hydraulically controlled by an electronic pressure regulating solenoid
(EPRS4) which is controlled by the TCM. This allows the torque converter to have three states of operation as
follows:
Fully engaged
Controlled slip variable engagement
Fully disengaged
The TCC is controlled by two hydraulic spool valves located in the valve block. These valves are actuated by
pilot pressure supplied via a solenoid valve which is also located in the valve block. The solenoid valve is
operated by pulse width modulation (PWM) signals from the TCM to give full, partial or no lock-up of the torque
converter.

A - Unlocked condition
B - Locked condition
1 - Clutch plate
2 - Clutch piston
3 - Torque converter body
4 - Turbine
5 - Impeller
6 - Stator
7 - Piston chamber
8 - Turbine chamber
The lock-up clutch is a hydro-mechanical device which eliminates torque converter slip, improving fuel
consumption. The engagement and disengagement is controlled by the TCM to allow a certain amount of
controlled 'slip'. This allows a small difference in the rotational speeds of the impeller and the turbine which
results in improved shift quality. The lock-up clutch comprises a piston and a clutch friction plate.
In the unlocked condition, the oil pressure supplied to the piston chamber and the turbine chamber is equal.
Pressurised fluid flows through a drilling in the turbine shaft and through the piston chamber to the turbine
chamber. In this condition the clutch plate is held away from the torque converter body and torque converter
slip is permitted.
In the locked condition, the TCC spool valves are actuated by the electronic pressure regulating solenoid
(EPRS4). The fluid flow in the unlocked condition is reversed and the piston chamber is vented. Pressurised
fluid is directed into the turbine chamber and is applied to the clutch piston. The piston moves with the
pressure and pushes the clutch plate against the torque converter body. As the pressure increases, the friction
between the clutch plate and the body increases, finally resulting in full lock-up of the clutch plate with the
body. In this condition there is direct mechanical drive from the engine crankshaft to the transmission
planetary gear train.
FLUID PUMP
The fluid pump is an integral part of the transmission. The fluid pump is used to supply hydraulic pressure for
the operation of the control valves and clutches, to pass the fluid through the transmission cooler and to
lubricate the gears and shafts.
The 6HP26 fluid pump is a crescent type pump and is located between the intermediate plate and the torque
converter. The pump has a delivery rate of 16cm3 per revolution.
1 - Securing ring
2 - Shaft oil seal
3 - O-ring seal
4 - Pump housing
5 - Ring gear
6 - Crescent spacer
7 - Roller bearing
8 - Impeller
9 - Centring pin
10 - Spring washer
11 - Outlet port (high pressure)
12 - Inlet port (low pressure)
The pump comprises a housing, a crescent spacer, an impeller and a ring gear. The housing has inlet and
outlet ports to direct flow and is located in the intermediate plate by a centring pin. The pump action is
achieved by the impeller, ring gear and crescent spacer.
The crescent spacer is fixed in its position by a pin and is located between the ring gear and the impeller. The
impeller is driven by the torque converter hub which is located on a needle roller bearing in the pump housing.
The impeller teeth mesh with those of the ring gear. When the impeller is rotated, the motion is transferred to
the ring gear which rotates in the same direction.
The rotational motion of the ring gear and the impeller collects fluid from the intake port in the spaces between
the teeth. When the teeth reach the crescent spacer, the oil is trapped in the spaces between the teeth and is
carried with the rotation of the gears. The spacer tapers near the outlet port. This reduces the space between
the gear teeth causing a build up of fluid pressure as the oil reaches the outlet port. When the teeth pass the
end of the spacer the pressurised fluid is released into the outlet port.
The fluid emerging from the outlet port is passed through the fluid pressure control valve. At high operating
speeds the pressure control valve maintains the output pressure to the gearbox at a predetermined maximum
level. Excess fluid is relieved from the pressure control valve and is directed, via the main pressure valve in the
valve block, back to the pump inlet port. This provides a pressurised feed to the pump inlet which prevents
cavitation and reduces pump noise.
MECHATRONIC VALVE BLOCK
The Mechatronic valve block is located in the bottom of the transmission and is covered by the fluid pan. The
valve block houses the TCM, electrical actuators, speed sensors and control valves which provide all electro-
hydraulic control for all transmission functions. The Mechatronic valve block comprises the following
components:
TCM
Six pressure regulator solenoids
One shift control solenoid
One damper
Twenty one hydraulic spool valves
Manually operated selector valve
Temperature sensor
Turbine speed sensor
Output shaft speed sensor.
ZF 6HP26 Automatic Transmission Mechatronic Valve Block

1 - Position switch
2 - Sliding block
4 - Position switch assembly
6 - Solenoid Valve 1
7 - EPRS 4
8 - EPRS 5
9 - EPRS 3
10 - EPRS 2
11 - EPRS 1
13 - TCM
14 - Valve housing
15 - Valve plate
16 - Torque converter retaining valve
17 - Clutch return valve
18 - Element seal
19 - Pressure regulator dampers
20 - Intermediate plate
ZF 6HP26 Automatic Transmission Valve Housing Components
2 - Lubricating valve
3 - Torque converter pressure valve
4 - System pressure valve
5 - Torque converter clutch valve
6 - Retaining valve Clutch E
7 - Clutch valve E
8 - Clutch valve A
9 - Valve housing
10 - Bolts
11 - Retaining valve Clutch A
12 - Retaining valve Clutch B
13 - Pressure reducing valve
14 - Shift valve 1
15 - Retaining valve Brake D
16 - Shift valve 2
17 - Damper
19 - Solenoid valve 1
20 - EPRS 4
21 - EPRS 5
22 - EPRS 2
23 - EPRS 3
24 - EPRS 1
ZF 6HP26 Automatic Transmission Valve Plate Components

1 - Retaining valve Brake D2
3 - Clutch valve B
4 - Valve plate
6 - Clutch valve Brake C
Electronic Pressure Regulator Solenoids (EPRS)
Six Electronic Pressure Regulator Solenoids (EPRS) are located in the valve block. The solenoids are controlled
by PWM signals from the TCM. The solenoids convert the electrical signals into hydraulic control pressure
proportional to the signal to actuate the spool valves for precise transmission operation.
The following table shows EPRS and their associated functions:
EPRS Function
1 Clutch A
2 Clutch B
3 Clutch C
4 Brake clutches D and E
5 System pressure control
6 Torque converter lock-up control
Solenoids EPRS 1, 3 and 6 supply a lower control pressure as the signal amperage increases and can be
identified by a black connector cap. The TCM operates the solenoids using PWM signals. The TCM monitors
engine load and clutch slip and varies the solenoid duty cycle accordingly. The solenoids have a 12V operating
voltage and a pressure range of 0 - 4.6 bar (0 - 67 lbf.in2).
Solenoids EPRS 2, 4 and 5 supply a higher control pressure as the signal amperage increases and can be
identified by a green connector cap. The solenoids are normally open, regulating flow solenoid valves. The TCM
operates the solenoids using a PWM ground proportional to the required increasing or decreasing clutch
pressures. The solenoids have a 12V operating voltage and a pressure range of 4.6 - 0 bar (67 - 0 lbf.in2).
The resistance of the coil winding for the EPRS solenoids is 5.05 ohms at 20C (68F).
Control Solenoid
A shift control Solenoid Valve (SV) is located in the valve block. The solenoid is controlled by the TCM and
converts electrical signals into hydraulic control signals to control clutch application.
The shift control solenoid is an open/closed, on/off solenoid which is controlled by the TCM switching the
solenoid to ground. The TCM also supplies power to the solenoid. The TCM energises the solenoid in a
programmed sequence for clutch application for gear ratio changes and shift control.
The resistance of the solenoid coil winding within the solenoid valve is between 26 to 30.4 ohms at 20C
(68F).
Sensors
Speed Sensors
The turbine speed sensor and the output shaft speed sensor are Hall effect type sensors located in the
Mechatronic valve block and are not serviceable items. The TCM monitors the signals from each sensor to
determine the input (turbine) speed and the output shaft speed.
The turbine speed is monitored by the TCM to calculate the slip of the torque converter clutch and internal
clutch slip. This signal allows the TCM to accurately control the slip timing during shifts and adjust clutch
application or release pressure for overlap shift control.
The output shaft speed is monitored by the TCM and compared to engine speed signals received on the CAN
bus from the TCMECM. Using a comparison of the two signals the TCM calculates the transmission slip ratio for
plausibility and maintains adaptive pressure control.
Temperature Sensor
The temperature sensor is also located in the Mechatronic valve block. The TCM uses the temperature sensor
signals to determine the temperature of the transmission fluid. These signals are used by the TCM to control
the transmission operation to promote faster warm-up in cold conditions or to assist with fluid cooling by
controlling the transmission operation when high fluid temperatures are experienced. If the sensor fails, the
TCM will use a default value and a fault code will be stored in the TCM.
Damper
There is one damper located in the valve housing. The damper is used to regulate and dampen the regulated
pressure supplied via EPRS 5. The damper is load dependent through modulation of the damper against return
spring pressure.
The damper comprises a piston, a housing bore and a spring. The piston is subject to the pressure applied by
the spring. The bore has a connecting port to the function to which it applies. Fluid pressure applied to the
applicable component (i.e. a clutch) is also subjected to the full area of the piston, which moves against the
opposing force applied by the spring. The movement of the piston creates an action similar to a shock
absorber, momentarily delaying the build up of pressure in the circuit. This results in a more gradual
application of clutches improving shift quality.
Spool Valves
The valve block contains twenty one spool valves which control various functions of the transmission. The spool
valves are of conventional design and are operated by fluid pressure.
Each spool valve is located in its spool bore and held in a default (unpressurised) position by a spring. The
spool bore has a number of ports which allow fluid to flow to other valves and clutches to enable transmission
operation. Each spool has a piston which is waisted to allow fluid to be diverted into the applicable ports when
the valve is operated.
When fluid pressure moves a spool, one or more ports in the spool bore are covered or uncovered. Fluid is
prevented from flowing or is allowed to flow around the applicable waisted area of the spool and into another
uncovered port. The fluid is either passed through galleries to actuate another spool, operate a clutch or is
returned to the fluid pan.
DRIVE CLUTCHES
Multiplate Drive or Brake Clutch Typical

1 - Input shaft
2 - Main pressure supply port
3 - Piston
4 - Cylinder External plate carrier
6 - Baffle plate
7 - Diaphragm spring
8 - Output shaft
9 - Bearing
10 - Dynamic pressure equalisation chamber
11 - Piston chamber
12 - Lubrication channel
There are three drive clutches and two brake clutches used in the 6HP26 transmission. Each clutch comprises
one or more friction plates dependent on the output controlled. A typical clutch consists of a number of steel
outer plates and inner plates with friction material bonded to each face.
The clutch plates are held apart mechanically by a diaphragm spring and hydraulically by dynamic pressure.
The pressure is derived from a lubrication channel which supplies fluid to the bearings etc. The fluid is passed
via a drilling in the output shaft into the chamber between the baffle plate and the piston. To prevent
inadvertent clutch application due to pressure build up produced by centrifugal force, the fluid in the dynamic
pressure equalisation chamber overcomes any pressure in the piston chamber and holds the piston off the
clutch plate assembly.
When clutch application is required, main pressure from the fluid pump is applied to the piston chamber from
the supply port. This main pressure overcomes the low pressure fluid present in the dynamic pressure
equalisation chamber. The piston moves, against the pressure applied by the diaphragm spring, and
compresses the clutch plate assembly. When the main pressure falls, the diaphragm spring pushes the piston
away from the clutch plate assembly, disengaging the clutch.
PLANETARY GEAR TRAINS
The planetary gear trains used on the 6HP26 transmission comprise a single web planetary gear train and a
double web planetary gear train. These gear trains are known as Lepelletier type gear trains and together
produce the six forward gears and the one reverse gear.
Single Web Planetary Gear Train
The single web planetary gear train comprises:
One sunwheel
Four planetary gears
One planetary gear carrier (spider)

1 - Torque converter input shaft
2 - Stator shaft
3 - Multi-disc clutch A
4 - Multi-disc clutch E
6 - Ring gear 1
7 - Planetary gear
8 - Sunwheel 1
Double Web Planetary Gear Train
1 - Planetary gear spider
2 - Planetary gears (short)
3 - Ring gear
4 - Output shaft
6 - Sunwheel
7 - Double planetary gears (long)
8 - Sunwheel
The double planetary gear train comprises:
Two sunwheels
Three short planetary gears
Three long planetary gears
One planetary gear carrier
POWER FLOWS
Operation of the transmission is controlled by the TCM which electrically activates various solenoids to control
the transmission gear selection. The sequence of solenoid activation is based on programmed information in
the module memory and physical transmission operating conditions such as vehicle speed, throttle position,
engine load and selector lever position.
Powerflow Schematic
1 - Torque input from engine
4 - Single web planetary gears
5 - Single web sunwheel 1
7 - Double web planetary gears - Long
9 - Double web planetary gears - Short
11 - Torque output from transmission
A - Multiplate clutch
B - Multiplate clutch
C - Multiplate brake
D - Multiplate brake
E - Multiplate clutch
Engine torque is transferred, via operation of single or combinations of clutches to the two planetary gear
trains. Both gear trains are controlled by reactionary inputs from brake clutches to produce the six forward
gears and one reverse gear. The ratios are as follows:
Gear 1st 2nd 3rd 4th 5th 6th Reverse

Ratio 4.171 2.340 1.521 1.143 0.867 0.691 3.403
The following table shows which solenoids are activated to produce the required torque output from the
transmission.
1 2 3 4 5 6
P - - - - ON -ON- -
R - - ON - ON -ON- -
N - - - ON -ON- -
D1 - ON - ON -ON- -ON-
D2 - ON ON -ON- -ON-
D3 - ON ON - -ON- -ON-
D4 ON ON - ON -ON- -ON-
D5 ON - ON - ON -ON- -ON-
D6 ON - ON ON -ON- -ON-
ON = Active (pressure build up)
OFF = Inactive
1 2 3 4 5 6
-ON- = Inactive (pressure drain)
The following table shows which clutches are operating for selected gear ratios to produce the required torque
output from the transmission.
Gear Selector Lever Position Shift Control Solenoid Valve Clutch Brake
A B E WK C D
P - - - - - - X
R - - X - - - X
N - - - - - - X
D1 - X - - X - X
D2 - X - - X X -
D3 - X X - X - -
D4 ON X - X X - -
D5 ON - X X X - -
D6 ON - - X X X -
X = clutch applied
Shift Elements

1 - Turbine shaft
2 - Stator shaft
3 - Single web planetary gear train
4 - Ring gear 1
5 - Clutch A
6 - Clutch B
7 - Clutch E
8 - Brake clutch C
9 - Fixed connection to transmission housing
10 - Shaft key
11 - Brake clutch D
12 - Double web planetary gear train
13 - Planetary gears - Long
14 - Ring gear 2
15 - Sunwheel 2
16 - Sunwheel 3
18 - Planetary gears - short
20 - Sunwheel 1
The shift elements are three rotating multiplate clutches (A, B and E) and two fixed multiplate brakes (C and
D). All shifts from 1st to 6th gears are power-on overlapping shifts. Overlapping shifts can be described as one
of the clutches continuing to transmit drive at a lower main pressure until the next required clutch is able to
accept the input torque.
The shift elements, clutches and brakes are actuated hydraulically. Fluid pressure is applied to the required
clutch and/or brake, pressing the plates together and allowing drive to be transmitted through the plates. The
purpose of the shift elements is to perform power-on shifts with no interruption to traction and smooth
transition between gear ratios.
Power Flow 1st Gear
The gear selector lever and the manual selector valve spool are in the 'D' position. Engine torque is transmitted
The double web planetary gear train is locked against the transmission housing by brake 'D'. This allows ring
gear 2 (output shaft) to be driven in the same direction as the engine via the long planetary gears.

Power Flow 2nd Gear
Sunwheel 2 is locked to the transmission housing by brake clutch 'C'. The long planetary gears, which are also
meshed with the short planetary gears, roll around the fixed sunwheel 2 and transmit drive to the double web
planetary gear train carrier and ring gear 2 in the direction of engine rotation.
Power Flow 3rd Gear

Sunwheel 2 is driven via clutch 'B' which is engaged. The long planetary gears, which are also meshed with the
short planetary gears, cannot roll around the fixed sunwheel 2 and transmit drive to the locked double web
planetary gear train carrier in the direction of engine rotation.

Power Flow 4th Gear
The double web planetary gear carrier is driven via clutch 'E' which is engaged. The long planetary gears,
which are also meshed with the short planetary gears, and the double web planetary gear carrier, drive ring
gear 2 in the direction of engine rotation.
Power Flow 5th Gear

The long planetary gears, which are also meshed with the short planetary gears, and the double web planetary
gear carrier, drive ring gear 2 in the direction of engine rotation.

Power Flow 6th Gear
Clutches 'A' and 'B' are released, removing the effect of the single web planetary gear train.
Clutch brake 'C' is applied which locks sunwheel 2 to the transmission housing.
Clutch 'E' is engaged and drives the double web planetary gear carrier. This causes the long planetary gears to
rotate around the fixed sunwheel 2 and transmit drive to ring gear 2 which is driven in the direction of engine
rotation.
Power Flow Reverse Gear

The gear selector lever and the manual selector spool valve are in the 'R' position. Engine torque is transmitted
Ring gear 1 drives the planetary gears of the single web planetary gear train which rotate around the fixed
sunwheel 1. This transmits the drive to the single web planetary gear carrier, the outer plate carrier of clutch
'A' and the inner plate carrier of clutch 'B'.
With clutch 'B' applied, sunwheel 2 in the double web planetary gear train is driven and meshes with the long
planetary gears.
The double web planetary gear carrier is locked to the transmission housing by brake clutch 'D'. This allows
ring gear 2 to be driven in the opposite direction to engine rotation by the long planetary gears.
CONTROL DIAGRAM
NOTE: A = Hardwired; D= High Speed CAN Bus

2 - Mechatronic Valve (including TCM, sensors and solenoids)
4 - ECM
5 - Selector indicator (PRND)
6 - Selector indicator (M/S +/-)
7 - Fusible link 7E (50A) - Permanent battery feed
8 - Fuse 43P (5A)
10 - Fuse 33P (5A) - Ignition feed
13 - Fuse 27P (5A) Ignition feed
14 - Fuse 4E (10A) Permanent feed
15 - Starter relay
SELECTOR POSITION SWITCH
The Mechatronic valve block contains a position switch which is mechanically connected to the selector spool
valve. The selector spool valve is connected by a selector shaft to the selector lever via a 'Bowden' selector
cable.
The signals from the position switch are used by the TCM to determine the P, R, N or D selection made by the
driver.
INSTRUMENT CLUSTER

2 - Transmission status display
3 - Message center
4 - Malfunction Indicator Lamp (MIL)
The instrument cluster is connected to the TCM via the CAN bus. Transmission status is transmitted by the TCM
and displayed to the driver on one of two displays in the instrument cluster.
Operation).
The malfunction indicator lamp (MIL) is located in the lower left hand corner of the instrument cluster, below
the fuel gage. Transmission related faults which may affect the vehicle emissions output will illuminate the MIL.
The MIL is illuminated by the ECM on receipt of a relevant fault message from the TCM on the CAN bus. The
nature of the fault can be diagnosed using the approved Land Rover diagnostic system which reads fault codes
stored in the TCM memory.
Transmission Status Display
The transmission status display is located on the right hand side of the message center. The display shows the
selector lever position and in the case of manual (CommandShift) mode, the selected gear.
Symbol Description
P Park selected
R Reverse selected
N Neutral selected
D Drive selected
1 1st gear selected (Manual mode)
2 2nd gear selected (Manual mode)
3 3rd gear selected (Manual mode)
Message Center Display
The message center is located below the speedometer and the tachometer at the bottom of the instrument
cluster. The message center is a liquid crystal display (LCD) to relay vehicle status information to the driver,
refer to Information and Message Center section for message details.
TRANSMISSION CONTROL MODULE (TCM)
The TCM is an integral part of the Mechatronic valve block which is located at the bottom of the transmission,
within the fluid pan. The TCM is the main controlling component of the transmission.
The TCM processes signals from the transmission speed and temperature sensors, engine control module and
other vehicle systems. From the received signal inputs and pre-programmed data, the module calculates the
correct gear, torque converter clutch setting and optimum pressure settings for gear shift and lock-up clutch
control.
The TCM outputs signals to control the shift control solenoid valve and the Electronic Pressure Regulator
Solenoids (EPRS) to control the hydraulic operation of the transmission.
The ECM supplies the engine management data on the high speed CAN bus system. The TCM requires engine
data to efficiently control the transmission operation, for example; flywheel torque, engine speed, accelerator
pedal angle, engine temperature etc.
The steering angle sensor and the anti-lock brake system (ABS) module also supply data to the TCM on the
high speed CAN bus system. The TCM uses data from these systems to suspend gear changes when the vehicle
is cornering and/or the ABS module is controlling braking or traction control.
The selector lever is connected to the automatic transmission and the position switch in the transmission by a
Bowden cable. Movement of the selector lever moves the position switch via the Bowden cable and the switch
position informs the TCM of the selected position. The sport/manual +/- CommandShift switch passes
manual/sport selections to the TCM. An additional switch provides a selector lever in park position signal. Once
the selector lever position is confirmed, the TCM outputs appropriate information which is received by the
instrument cluster to display the gear selection information in the message center.
The Mechatronic valve block also contains the speed and temperature sensors. These are integral with the
Mechatronic valve block and cannot be serviced individually. The speed sensors measure the transmission
input and output speeds and pass signals to the TCM. The fluid temperature sensor is also located in the valve
block and measures the fluid temperature of the transmission fluid in the fluid pan.
The TCM is connected to the starter relay coil. When the selector lever is in PARK or NEUTRAL, the module
provides a ground for the coil allowing the starter relay to be energised and allow starter motor operation. If
the selector lever is in any other position, the module will not provide the ground preventing starter motor
operation.
DIAGNOSTICS
The diagnostic socket is located in the instrument panel, in the driver's side stowage tray. The socket is
secured in the instrument panel and protected by a hinged cover.
Diagnostic Socket

1 - Cover
The diagnostic socket allows the exchange of information between the various modules on the bus systems and
an approved Land Rover diagnostic system or a generic scan tool. The information is communicated to the
socket via the high speed CAN bus from the TCM. This allows the retrieval of diagnostic information and
programming of certain functions using an approved Land Rover diagnostic system.
The TCM uses a P code strategy which stores industry standard Diagnostic Trouble Codes (DTC) relating to
faults.
CONTROLLER AREA NETWORK (CAN)
The high speed CAN bus network is used to connect the powertrain modules. The CAN bus is connected
between the following electronic units:
High Speed CAN Bus
TCM
Instrument cluster
Center console switch pack

ECM
ABS module
Adaptive front lighting control module
Transfer box control module
Diagnostic socket.
The CAN bus allows a fast exchange of data between modules. The CAN bus comprises two wires which are
identified as CAN high (H) and CAN low (L). The two wires are coloured yellow/black (H) and yellow/brown (L)
and are twisted together to minimise electromagnetic interference (noise) produced by the CAN bus messages.
In the event of CAN bus failure, the following symptoms may be observed:
Transmission operates in default mode
Torque converter lock-up clutch control is disabled
Gear position indication in instrument cluster message center inoperative (this will also occur with any
transmission fault).
DRIVING MODES
There are a number of different driving modes of operation. Some can be selected by the driver and some are
automatically initiated by the TCM during driving:
Normal mode
Sport mode
Manual (CommandShift) mode
Hill Descent Control (HDC) mode
Cruise mode
Hill mode
Default (Limp home) mode
Reverse lock-out mode
Cooling strategy.
Curve recognition mode
Fast off recognition
Normal Mode
Normal mode is automatically selected by the TCM on power up. In this mode all automatic and adaptive
modes are active. Normal mode uses gear shift and lock-up maps to allow for vehicle operation which offers
fuel consumption and emissions or driveability depending on the driving style. If the transmission is operated
in sport or manual mode and the selector lever is moved to the 'D' position, normal mode is automatically
resumed.
Sport Mode
Sport mode operates in high range only and provides enhanced acceleration and responsiveness. In sport
mode the TCM uses shift maps which allow the transmission to downshift more readily, hold gears for longer at
higher engine speeds, and limits the transmission to the first five gears (6th gear is not used).
Sport mode is selected by moving the selector lever to the left into the 'M/S' position. When the sport mode is
first selected, if 6th gear is currently engaged, the TCM downshifts to 5th.
Manual (CommandShift) Mode
Manual mode allows the transmission to operate as a semi-automatic 'CommandShift' unit. The driver can
change up and down the six forward gears with the freedom of a manual transmission.
Shift maps are provided for manual mode to protect the engine at high engine speeds. The TCM will
automatically change up to a higher gear ratio to prevent engine overspeed and change down to a lower gear
ratio to avoid engine labouring and stalling.
When kickdown is requested the TCM downshifts at least 2 gears.
When the vehicle is stationary, to drive off the driver can select 1st , 2nd or 3rd gear in low or high range. Any
other gear selection will be rejected by the TCM.
When driving off, upshifts can be pre-selected by making + selections with the selector lever for the number of
upshifts required. The TCM then automatically performs a corresponding number of upshifts when the
appropriate shift points are reached. So, for example, when starting off in 1st gear, if three + selections are
made in quick succession, the TCM will automatically change up through the box to 4th gear as the vehicle
accelerates, without any further selections being made.
In manual mode a low gear can be selected to provide engine braking for descending a slope without HDC or
continuous use of the brake pedal. The driver can prepare for the end of the descent by moving the selector
lever to D. The TCM will maintain the low gear and only revert to automatic shift control when the throttle is
opened and vehicle speed increases.
The ASIS system is a new feature on automatic transmissions. With the TCM linked via the CAN bus to other
vehicle systems, signals are received which can allow the TCM to calculate the way in which the vehicle is
being driven. The type of signals include the following:
Longitudinal and lateral acceleration
Engine speed
Engine torque
Oil temperature
Wheel speed.
Using these signals, additional transmission control can be obtained. The TCM can calculate when the vehicle is
cornering, all wheels are gripping and the driver is braking or accelerating. This is the conventional 'Adaptive'
transmission control. ASIS uses this system but adds the continuous adaptation of the gear changes to the
individual driving style of the driver.
HDC Mode
The HDC mode assists the ABS module in controlling the downhill speed of the vehicle. When HDC is selected
on, the ABS module selects the most appropriate gear for the descent, to maximise engine braking.
Cruise Mode
When speed control is activated, the TCM receives a cruise active message on the CAN bus. The TCM activates
a speed control map which prevents locking and unlocking of the torque converter clutch and minimises up and
down shifts.
Hill Mode
Hill mode is initiated by the TCM when the engine torque, via ECM signals on the CAN bus, exceeds the
theoretical load curve for normal operation. The TCM monitors this signal to determine when the vehicle is
travelling up or down a steep gradient.
In hill mode the TCM adopts one of four shift maps, three uphill and one downhill. The shift map chosen
depends on the severity of the slope as determined from the engine signals and the appropriate gear is
selected to assist with the ascent or descent.
Hill mode can also be initiated when the vehicle is at very high altitudes or ambient temperatures, and also
when the vehicle is towing.
Default (Limp Home) Mode
If a transmission fault is detected by the TCM, the TCM adopts a limp home mode strategy. 'TRANS. FAILSAFE'
is displayed in the message center and, if the fault has an effect on engine emissions, the MIL will also be
illuminated.
In default mode, P, R and N functions operate normally (if the fault allows these selections) and the TCM locks
the transmission in 3rd or 5th gear to allow the driver to take the vehicle to the nearest dealer. The torque
converter lock-up clutch is disabled and reverse lock-out will not function.
If the vehicle is stopped and subsequently restarted in the default mode condition, the TCM operates normally
until the fault which caused the condition is detected again.
When limp home mode is active, the gear position indicator will show one of the following letters which defines
the fault type:
'F' - transmission is operating in limp home mode
'H' - transmission has reached overheat threshold temperature and transmission is operating in limp home
mode
'E' - CAN bus is off and transmission is operating in limp home mode.
If electrical power is lost and the transmission is operating in mechanical limp home mode, the selector lever
will not be locked in the 'N' position by the shift interlock solenoid. The lever will be locked in the 'P' position
and can only be released by using the interlock emergency release lever or by correcting the electrical fault.
Reverse Lock-Out Mode
When the vehicle is travelling forwards, selecting reverse could cause transmission damage. To protect against
this, reverse gear is prohibited if the vehicle is travelling forwards at a road speed of 5 mph (8 km/h) or
higher.
Cooling Strategy
The purpose of the cooling strategy is to reduce engine and transmission temperatures during high load
conditions, when towing a trailer for example. Under these conditions the engine and transmission may
generate excessive heat.
If the transmission fluid temperature increases to 125C (257F) or higher, the TCM employs the cooling
strategy. An applicable message is displayed in the message center to alert the driver.
The strategy uses a specific shift and torque converter lock-up clutch map. This map allows torque converter
clutch lock-up and gear shifts to operate outside of their normal operation. This will reduce the engine speed
and/or slip in the torque converter, therefore reducing heat generated by the engine and the transmission.
If the transmission fluid temperature increases to 137C (278F) or higher, the transmission will use the
default (limp home mode). 'H' is displayed in the gear position indicator. If the temperature exceeds 140C
(284F), CAN bus transmission is disabled and 'E' is displayed in the gear position indicator.
The cooling strategy is cancelled when the transmission fluid temperature decreases to less than 120C
(248F) or below.
Curve Recognition
Curve recognition is activated when high levels of lateral acceleration and/or steering angle are detected via
the ABS module and steering angle sensor signals on the CAN bus. When this condition is detected, the TCM
prevents the transmission from changing to a higher gear to assist with cornering. When the vehicle completes
its manoeuvre, the transmission will shift to the correct ratio.
Fast Off Recognition
Fast off recognition is activated when the TCM detects that the driver has backed off the accelerator pedal
quickly in a 'change of mind' manoeuvre. This is detected by monitoring for a high level of negative pedal angle
from the ECM signal on the CAN bus. If this condition is detected, the TCM holds the current gear ratio to allow
the driver to complete his original action without the need for a downshift. The mode remains active for a
predetermined time period or if the driving style remains passive.
TRANSMISSION FAULT STATUS
If the TCM detects a fault with the transmission system, it will enter a default mode to prevent further damage
to the transmission and allow the vehicle to be driven.
When a fault is detected a CAN bus message is sent from the TCM and is received by the instrument cluster.
The instrument cluster illuminates the MIL and displays an applicable message in the message center.
Some transmission faults may not illuminate the MIL or display a fault message, but the driver may notice a
reduction in shift quality.
ENGINE SPEED AND TORQUE MONITORING
The ECM constantly supplies the TCM with information on engine speed and torque through messages on the
CAN bus. The TCM uses this information to calculate the correct and appropriate timing of shift changes.
If the messages are not received by the ECM, the TCM will implement a back-up strategy to protect the
transmission from damage and allow the vehicle to be driven.
In the event of an engine speed or torque signal failure, the transmission will adopt the electrical limp home
mode with the transmission operating in a fixed gear.
TOWING FOR RECOVERY
The following procedure must be used to ensure that the vehicle is towed in a safe condition and damage to
the vehicle transmission system is prevented.
Secure the towing attachment from the recovery vehicle to the towing eye of the vehicle to be recovered.
Make sure that the parking brake is on. Turn the ignition key to the ignition position II.
Apply the footbrake and move the automatic transmission selector lever to the neutral position. If
electrical power is not available, use the manual interlock release tab on the selector lever to move
the lever to the neutral (N) position.
Make sure that the ignition is in the auxiliary position I or, if the stop lamps and turn signal indicators are
required, in the ignition position II.
Make sure that the parking brake is released before the vehicle is towed.
The vehicle can only be towed for a maximum of 30 miles (50 km) at a maximum speed of 30 mph (50
km/h). Towing the vehicle for longer distances and/or faster speeds will damage the transmission.
WARNING: Do not remove the key or move the ignition switch to position 'O' when the vehicle is being
towed. The steering lock will be engaged preventing the steering from being turned.
With the engine not running, the brake booster and power steering pump will be inoperative. Care must be
taken to ensure the vehicle is manoeuvred and driven accordingly.
Transmission Fluid Drain and Refill
General Procedures
WARNINGS:
Observe due care when draining, as the fluid can be very hot.
All vehicles

safety stands.

Vehicles with diesel particulate filter (DPF)
2. Remove the RH heat shield.
Remove the bolts.
All vehicles
3. Clean the area around the transmission fluid drain and
filler plugs.
5. WARNINGS:
Observe due care when draining, as the fluid

can be very hot.

exhaust system.
6. Remove the transmission fluid drain plug.
7. Install the transmission fluid drain plug and tighten to 9

Nm (7 lb.ft).

All vehicles
8. Add 3.5 to 4 litres of the correct transmission fluid, or
until a small thread of fluid runs from the filler/level hole.
Level Check (307-01C Automatic Transmission/Transaxle
- TDV8 3.6L Diesel, General Procedures).
10. Install the RH heat shield.
Transmission Fluid Level Check
General Procedures
WARNINGS:
Observe due care when draining, as the fluid can be very hot.
CAUTION: The gearbox fluid level must only be checked when the temperature of the fluid is between 30
degrees and 50 degrees. The fluid level obtained will be incorrect if the reading is outside this temperature
range.
All vehicles
1. The following steps must be observed before starting the
transmission fluid level check and top-up.
The vehicle must be on a horizontal ramp.
The parking brake must be applied.
The wheels must be chocked.
2. CAUTION: Make sure the transmission

fluid temperature is below 30 degrees before
starting the fluid level check.
Connect the Land Rover approved diagnostic

system to monitor the transmission fluid
temperature.
3. Start the engine. Move the selector lever from 'P'

through all gear positions, pausing in each gear position
for 2-3 seconds and return to the 'P' position.

safety stands.

5. Remove the RH side transmission heat shield.
Remove the bolts.
All vehicles
7. WARNINGS:
Observe due care when draining, as the fluid

can be very hot.

exhaust system.
CAUTION: The gearbox fluid level must only

be checked when the temperature of the fluid is
between 30 degrees and 50 degrees. The fluid
level obtained will be incorrect if the reading is
outside this temperature range.
Clean the area around the filler/level plug.

8. If no fluid loss is apparent when the filler/level plug is
removed, with the engine at idle, continue to fill the
transmission until a small thread of oil runs from oil
filler/level hole.
9. Install the transmission fluid filler/level plug and tighten

10. Install the RH side transmission heat shield.

All vehicles
from the vehicle.
Automatic Transmission/Transaxle - TDV8 3.6L Diesel - Fluid Pan,
Gasket and Filter
In-vehicle Repair
Removal
All vehicles

safety stands.

2. Drain the transmission.
Drain and Refill (307-01C Automatic
Transmission/Transaxle - TDV8 3.6L Diesel, General
Procedures).
3. Release the front driveshaft from the transfer
case drive flange.
4. Remove the transmission heat shield mounting

bracket.
Remove the bolts.
All vehicles

spillage.
Installation
All vehicles
Install a new seal.


2. Install the transmission heat shield mounting bracket.

3. Install the front driveshaft to the transfer case drive
flange.

further 90 degrees.
All vehicles
4. Refill the transmission with fluid.
Drain and Refill (307-01C Automatic
Transmission/Transaxle - TDV8 3.6L Diesel, General
Procedures).
Automatic Transmission/Transaxle - TDV8 3.6L Diesel - Main
Control Valve Body
In-vehicle Repair
Special Tool(s)
Seal extractor
307-492(LRT-44-005)
Removal
Specifications).

safety stands.

and Filter (307-01C Automatic Transmission/Transaxle -
TDV8 3.6L Diesel, In-vehicle Repair).

sleeve.
Release the clip.

Installation
1. CAUTIONS:


the piston rod.
Install new seals.

and Filter (307-01C Automatic Transmission/Transaxle -
Specifications).
6. Using the approved Land Rover diagnostic system,
calibrate the new main control valve body.
Automatic Transmission/Transaxle - TDV8 3.6L Diesel - Output
Shaft Seal
In-vehicle Repair
Special Tool(s)
Oil seal remover
303-903(LRT-12-092)
Oil seal installer
307-520
Removal
Specifications).

safety stands.

For additional information, refer to: Transfer Case -
TDV8 3.6L Diesel (308-07B Transfer Case, Removal).

Using the special tool, remove the transmission

output shaft oil seal.
Installation
Using the special tool, install a new transmission

output shaft oil seal.

TDV8 3.6L Diesel (308-07B Transfer Case, Installation).
Specifications).
Automatic Transmission/Transaxle - TDV8 3.6L Diesel - Selector
Shaft Seal
In-vehicle Repair
Special Tool(s)
Seal extractor
307-509-1(LRT-44-033/1)
Seal extractor
307-509-2(LRT-44-033/2)
Seal installer
307-509-3(LRT-44-033/3)
Removal

safety stands.

Remove the 2 bolts.
Remove the nut.

removal of any components, ensure the area
Remove the selector shaft seal.
Install 307-509-1 to the seal.
Install 307-509-2 to 307-509-1 and extract

the seal.
Installation
1. Using 307-509-3, install the selector shaft seal.
2. Secure the selector cable and lever.
In-vehicle Repair
Removal
separately.

Specifications).

safety stands.

3. Remove the valve block.
For additional information, refer to: Main Control Valve
Body (307-01C Automatic Transmission/Transaxle -
Installation
1. Install the valve block.
For additional information, refer to: Main Control Valve
Body (307-01C Automatic Transmission/Transaxle -
Specifications).
Transmission Support Insulator
In-vehicle Repair
Removal
Specifications).

safety stands.

Support Crossmember - TDV8 3.6L Diesel (502-02 Full
Frame and Body Mounting, Removal and Installation).
Remove the 5 bolts.
Installation

Specifications).
Transmission
Special Tool(s)
Torque converter seal installer
308-246
Torque converter support

handles
307-497(LRT-44-010)
Wrench adaptor
303-1069
Removal
All vehicles
Specifications).
2. Remove the air intake plenum chamber.
Installation).
3. Disconnect the diesel particulate filter (DPF)
wiring harness electrical connector.
All vehicles

safety stands.

Installation).
TDV8 3.6L Diesel (205-01 Driveshaft, Removal and
Installation).
8. CAUTIONS:



case drive flange.
9. CAUTIONS:


Remove the front driveshaft.

10. Disconnect the 3 electrical connectors from
the transfer case.
Remove the 2 bolts.
Remove the nut.
12. Release the wiring harness from the RH side

of the transmission.
Release the clip.

Release the transmission fluid lines.
Remove the bolt.
Rotate the crankshaft to access the 4 bolts.

15. WARNINGS:
Secure the transmission to the transmission

jack.
Support the engine. The engine will fall

forward when the transmission is removed.
CAUTION: Make sure the torque converter

remains connected to the transmission.
With assistance, remove the transmission.

transmission.
16. Secure the torque converter.

Remove the transmission from the transmission jack.

18. Release the torque converter.
19. Using the special tools, remove the torque
converter.
20. Carefully remove and discard the torque

Disconnect the transfer case breather line.
Release the locking ring.

Remove the transmission breather lines.
Release the locking ring.
Remove the bolt.
Remove the 5 bolts.

Remove the 8 bolts.

25. Remove the transmission heat shield
mounting bracket.
Remove the 4 bolts.
Remove the DPF differential pressure sensor

brackets and harness.
Installation
1. Install the DPF differential pressure sensor brackets and
harness.
2. Install the transmission heat shield mounting bracket.

All vehicles
Lubricate input shaft splines with 'Weicon TL7391'

grease.
Align the fuel hose support bracket.
Using the special tool, tighten the bolts to 45 Nm (33

lb.ft).

Connect the transmission and transfer case breather

lines.

6. Using the special tool, install a new torque
7. Install the torque converter.

8. Secure the torque converter.
9. Position the transmission to the transmission jack.
10. Release the torque converter.
11. CAUTION: Apply grease of the correct

specification to the torque converter spigot.
With assistance, install the transmission.
Secure the flexplate to the torque converter.
Make sure the torque converter is free to rotate.
Rotate the torque converter to align with the flexplate

bolt holes.
Connect the transmission fluid lines to the transmission.

14. Secure the wiring harness.
Secure the clip.

15. Install the selector cable and lever.

16. Connect the transfer case electrical connectors.
17. CAUTIONS:
To avoid damage to the joint or gaiter, do not allow

the driveshaft to hang.
Install the front driveshaft.
Stage 2: Tighten the bolts a further 90 degrees.

Installation).
Installation).
Specifications).
For additional information, refer to: Selector Lever Cable
Adjustment (307-05C Automatic Transmission/Transaxle
External Controls - TDV8 3.6L Diesel, General
Procedures).
24. Connect the DPF wiring harness electrical connector.
All vehicles
25. Install the air intake plenum chamber.
Installation).
Automatic Transmission/Transaxle - TDV8 3.6L Diesel/V8 4.4L
Petrol/V8 S/C 4.2L Petrol - Input Shaft Seal
Removal

safety stands.

Remove the transmission assembly.

Transmission/Transaxle - V8 S/C 4.2L Petrol, Removal
and Installation).

Transmission/Transaxle - V8 4.4L Petrol, Removal and
Installation).

Transmission/Transaxle - TDV8 3.6L Diesel, Removal
and Installation).

personal injury.
Using the special tools, remove the torque

converter. Drain any remaining fluid into a
suitable container.
4. WARNING: Make sure the transmission
housing seal face is not damaged when
removing the torque converter seal. Failure
to follow this instruction may result in
Using the special tools, remove the input

shaft seal.
5. NOTE: Using a suitable metal surface cleaner

meeting Jaguar specification. clean the seal
face on the housing before fitting the new
seal.
Clean and inspect the transmission housing

seal face.
Installation
Using the special tool, install a new input shaft

seal.

personal injury.
NOTE: The torque converter hub must

engage fully in the oil pump drive gear.
Using the special tools, install the torque

converter. Remove the special tools.
Install the transmission assembly.

Transmission/Transaxle - V8 S/C 4.2L Petrol, Removal
and Installation).

Transmission/Transaxle - V8 4.4L Petrol, Removal and
Installation).

Transmission/Transaxle - TDV8 3.6L Diesel, Removal
and Installation).
Transmission/Transaxle Cooling - TDV8 3.6L Diesel -
Transmission fluid cooler nuts 20 15
Radiator splash shield M6 bolts 10 7
Radiator splash shield M10 bolts 62 46
Transmission fluid cooler tubes nut 10 7
Transmission fluid cooler tubes bolt 10 7
Transmission/Transaxle Cooling - TDV8 3.6L Diesel - Transmission
Cooling
TDV8 FLUID COOLING COMPONENT LOCATION

1 - Engine cooling radiator
3 - Return pipe (To transmission)
4 - Feed pipe (From transmission)
INTRODUCTION
The transmission fluid cooler is a separate cooling unit located behind the engine cooling radiator. The
transmission is connected to the fluid cooler via flexible hoses and metal pipes.
The transmission cooler is a dedicated fluid cooler which is connected into the engine cooling system circuit.
The transmission fluid is cooled by the temperature differential between the transmission fluid and the engine
coolant flowing through the cooler.
Fluid is supplied from the transmission fluid pump into the lower connection of the cooler. After passing
through the cooler, the fluid passes out of the upper connection and is returned to the transmission fluid pan.
Transmission/Transaxle Cooling - TDV8 3.6L Diesel - Transmission
Fluid Cooler
Removal

Specifications).

axle stands.


axle stands.
5. WARNING: Be prepared to collect

escaping fluids.

the components, make sure the area around the
joint faces and connections are clean and dry. Plug
Disconnect the transmission fluid cooler pipes.

spillage.
Installation

Connect the transmission fluid cooler coolant

hoses.

Specifications).
Automatic Transmission/Transaxle External Controls - TDV8 3.6L
Diesel -
Item Specification
Cable operated from shift mechanism to bellcrank on side of gearbox with manual release from Park 'P'
Type
position in the event of electrical failure
Selector lever locknut 10 7
Transmission undershield bolts 10 7
Transmission selector nuts 10 7
Diesel - External Controls
GEAR SELECTOR LEVER ASSEMBLY

1 - Selector cable
2 - Shift interlock solenoid
3 - Selector lever
4 - Manual +/- CommandShift switch
5 - Selector lever and shroud
6 - Park/Reverse release button
7 - PRND light emitting diode (LED)
8 - High/Low range selector switch
12 - M/S and Commandshift +/- LED
13 - Key interlock cable
14 - Key interlock mechanism
15 - Selector lever position switch
16 - Manual/Sport switch
17 - Mounting plate
The gear selector lever assembly is located in a central position on the transmission tunnel, between the front
driver and passenger seats. A mounting plate is secured to the transmission tunnel and provides the mounting
for the selector lever assembly.
The selector lever comprises a cast mounting plate which provides for the location of the selector components.
The lever is connected to a gimbal mechanism which allows for the selection of P, R, N, D in a forward or
backward direction and selection between automatic and manual/sport in a left/right transverse direction.
When manual/sport mode is selected, the lever can be moved in a forward or backward direction to select + or
- for manual (CommandShift) operation.
When the selector lever is moved to the M/S position, the Bowden cable to the transmission is mechanically
disconnected at the shifter. If left in Sport mode all gear changes are performed automatically. If Manual
(CommandShift) mode is selected, all gear changes are based on switched ground inputs received by the
transmission control module (TCM) from the Manual +/- CommandShift switch.
The selector mechanism houses the following components:
Manual +/- CommandShift switch
Shift interlock solenoid
High/Low range selector switch
Hill Descent Control (HDC) switch
PRND selector position LED
M/S and CommandShift +/- LED
Selector lever position switch
Manual/Sport switch
Key interlock mechanism.
There are four selector lever positions and two additional positions for manual/sport operation:
P (Park) - Prevents the vehicle from moving by locking the transmission
R (Reverse) - Select only when the vehicle is stationary and the engine is at idle - selects reverse
direction
N (Neutral) - No torque transmitted to drive wheels
D (Drive) - This position uses all six forward gears in high and low ranges
M/S (Sport mode) - This position uses all six forward gears as in 'D', but will upshift at higher engine
speeds improving acceleration
+ and - ('CommandShift' mode) - Movement of the selector lever in the +/- positions, when the lever
is in the M/S position, will operate the transmission in manual (CommandShift) mode, allowing the
driver to manually select all six forward gears.
- The selector lever position is displayed to the driver on the selector position LED display and in the
instrument cluster. In 'CommandShift' mode, if a gear is selected, but the TCM logic prevents
selection of that gear, the requested gear is initially displayed. The TCM will engage the next allowed
gear and then display that gear.
Manual +/- CommandShift Switch
The manual +/- switch is located on the left hand side of the selector lever assembly. The switch comprises a
housing which provides the location for a sliding contact. When the selector lever is moved to the manual/sport
position, a dog on the lever engages with a slotted abutment on the switch sliding contact. When the lever is
moved to the + or - position the dog moves the switch completing a momentary earth circuit with one of two
microswitches at each end of the switch which correspond to the + or - positions.
This momentary signal is received by the TCM which, on first operation of the switch, initiates manual mode
and operates the transmission in the selected gear.
In this position, a spring will move the selector lever to the center position when released.
Shift Interlock Solenoid
The shift interlock solenoid is located at the front of the selector lever assembly. The selector lever is
connected to a locking plate which has two holes which correspond to the 'P' and 'N' positions. When the
ignition is on or the engine is running, the solenoid is energised by the TCM when the selector lever is in the 'P'
or 'N' positions. When energised, the solenoid ejects a pin which engages in the locking plate preventing the
lever from being moved.
When the footbrake is applied, a signal from a brake switch is passed to the TCM which de-energises the
solenoid allowing the lever to be moved from the 'P' or 'N' position. This prevents the selector from being
moved to the 'D' or 'R' position unintentionally and the application of the brakes also prevents the vehicle
'creeping' when the gear is engaged.
High/Low Range Selector Switch
The high/low range switch is located on the selector lever cover, on the right hand side of the selector lever.
The switch can be identified by the a high/low range legend graphic and the switch lever is coloured white.
High or low range can be selected using this switch providing the vehicle speed is within defined limits and the
gear selector lever is in the neutral position.
For additional information, refer to: Four-Wheel Drive Systems - V8 4.4L Petrol/V8 S/C 4.2L Petrol (308-07A
Four-Wheel Drive Systems, Description and Operation).
Hill Descent Control (HDC) Switch
The HDC switch is located on the selector lever cover, on the left hand side of the selector lever. The switch
can be identified by the HDC legend graphic and the switch lever is coloured yellow. Operation of the HDC
switch is not directly related to automatic transmission operation.
For additional information, refer to: Anti-Lock Control - Traction Control - 4.2L (206-09A Anti-Lock Control -
Traction Control, Description and Operation).
PRND Selector Position LED
The selector position LED is located on the right-hand (RH) side of the selector lever cover. The display has a
graphic which shows the lever positions P, R, N, D. The P, R, N, D positions each have a LED which illuminates
when that position is selected.
The LED is controlled by the selector lever position switch, with the two components connected via a cable. The
LED is powered from the central junction box (CJB) and remains illuminated until the CJB is in sleep mode. The
LED display is active at all times when the ignition is on.
M/S and CommandShift LED
The M/S and CommandShift LED is located on the left-hand (LH) side of the selector lever cover. The display
has a graphic which shows the lever positions M/S and +/-. The M/S positions each have a small, red LED
which illuminates when that position is selected. The +/- positions do not have an LED.
Selector Lever Position Switch
The selector lever position switch is located on the right hand side of the selector lever assembly. The switch
has a moving contact which is connected to the selector lever. As the lever is moved, the sliding contact moves
in the switch completing a circuit with four further contacts in the switch which represent the four lever
positions; P, R, N and D. The switch is connected to the selector position LED display via a ribbon cable and
provides the power for the display LED. The switch receives its power supply from the generic electronic
module (GEM).
Manual/Sport Switch
The manual/sport switch is located at the rear of the selector lever assembly. The manual/sport switch is a
cam operated microswitch. A lever with a roller is attached to the switch body. When the selector lever is
moved from the automatic 'D' position to the manual/sport 'M/S' position, the roller contacts a cam on the
selector lever which depresses the switch lever and operates the switch. The switch contacts remain closed
when the selector lever is in the manual/sport position.
The operation of the switch completes a ground path which is sensed by the TCM which switches the
transmission operation to sport when M/S is selected and deselects sport mode when D (automatic operation)
is reselected. The completed earth path is connected to the TCM via the M/S LED on the selector lever display
which is illuminated by an output from the TCM when M/S is selected.
Selector Cable
The selector cable is a Bowden type cable that connects the selector lever to the manual selector spool valve. A
'C' clip secures the outer cable to the selector lever assembly. The inner cable is secured to an arm which is
connected to the selector lever via a 'U' shaped bracket and pin.
The transmission end of the outer cable is secured to a bracket on the transmission by a clamp nut. The
transmission has an operating lever which is attached to and operates the manual selector control spool valve.
The inner cable is attached to the operating lever by a clamp bush and locknut. The clamp bush allows for the
adjustment of the selector cable.
Key Interlock Mechanism

1 - Ignition key
2 - Ignition switch
3 - Bowden cable
4 - Latch gate
The key interlock mechanism prevents the key from being removed from the ignition switch when the selector
lever is any position other than 'P' PARK. This prevents the vehicle being accidentally left in neutral which
would cause the vehicle to move if the handbrake was not applied.
The mechanical mechanism is operated by a Bowden cable which is attached between the selector lever
assembly and the ignition switch. When the ignition switch is turned to the on position, the switch rotates a
lever which in turn pulls the cable. This lifts a latch in the selector lever assembly which is engaged with the
selector lever when in the 'P' position.
Diesel - Selector Lever Cable Adjustment
General Procedures
WARNING: Observe due care when working near a hot exhaust system.

3. NOTE: Vehicles with diesel particulate filter
(DPF).
Remove the RH heat shield.
Remove the 2 bolts.
Adjust the selector cable.
Using an additional wrench, restrain the

clamping bush and loosen the locknut.
Move the selector lever on the transmission

fully forward and release it. The lever will
return to the "P" position.
Make sure the selector lever within the

vehicle is in the "P" position.
5. NOTE: Vehicles built up to VIN:284081.
Secure the cable.
Pull the inner cable forward then release it.

6. NOTE: Vehicles built from VIN:284082.
Secure the cable.
Push the inner cable rearrward then release

it.
7. NOTE: Vehicles with diesel particulate filter (DPF).
Install the RH heat shield.

BE applied.
NOTE: All vehicles.

Diesel - Selector Lever Assembly
Removal
Specifications).
and Installation).
3. NOTE: Collect the plastic spacer from the selector
lever cable.
Release the selector lever cable.
1. Remove the selector lever clip from the

selector lever inner cable .
2. Remove the selector lever housing clip
from the selector cable.
4. Disconnect the 3 electrical connectors.
5. Release the gearshift interlock cable.
Remove the bolt.
Remove the clamp.
6. Remove the selector lever assembly.
Remove the 3 nuts.
Installation
1. Install the selector lever assembly.

2. CAUTIONS:
Make sure that the selector lever and the

gearshift mechanism are in the park (P) position.
Make sure that the gearshift interlock

mechanism is in the locked position. Failure to
vehicle.
Install the gearshift interlock cable.
Position the transmission selector lever into

PARK.
Make sure that the gearshift interlock

mechanism is in the locked position.
Install the clamp.
Install the bolt and tighten to 9 Nm (7 lb.ft).
3. Connect the 3 electrical connectors.

4. Install the selector lever cable.
Install the selector lever housing clip to the selector

lever cable.
Install the plastic spacer to the selector lever cable.
Install the selector lever clip to the selector lever inner

cable.
and Installation).
Specifications).
7. CAUTION: Make sure that the gearshift interlock

mechanism will lock the gear selector lever in the PARK
position. Failure to follow this instruction may result in
Check the operation of the gearshift interlock

mechanism.
Diesel - Selector Lever Cable
Removal

safety stands.

2. Remove the transmission selector lever.
For additional information, refer to: Shift Selector (307-
01, In-vehicle Repair).
3. Remove the selector lever cable.
Remove the clip.
Release the cable.
Installation
1. Install the selector lever cable.
Secure the cable.
Install the clip.

2. Install the transmission selector lever.
For additional information, refer to: Shift Selector (307-
01, In-vehicle Repair).
Diesel - Selector Lever Gate Finish Panel
Removal
NOTE: The process for removing and installing the selector lever gate finish panel is shown in the Ride and
Handling Optimization Switch procedure. These two components cannot be serviced separately.

2. Remove the selector lever gate finish panel.
For additional information, refer to: Ride and Handling
Optimization Switch (204-06 Ride and Handling
Optimization, Removal and Installation).
Installation
Diesel - Selector Lever Knob
Removal
1. Release the selector lever knob gaiter.
2. WARNING: The selector lever knob will be

released suddenly, keep face clear during removal.
Remove the selector lever knob.
Release the selector lever knob upwards.
Installation
1. CAUTIONS:
Only fit the selector lever knob when the selector

lever is in the 'P' position.
Make sure the selector lever knob is correctly

installed.
Install the selector lever knob.
Correctly align the selector lever knob with the selector

lever.
2. Attach the selector lever knob gaiter.
Diesel - Selector Lever Position Sensor
Removal
and Installation).
3. Remove the selector lever position sensor.
Installation
1. Install the selector lever position sensor.

and Installation).
Diesel - Selector Lever Position Sensor
Removal
and Installation).
3. Remove the selector lever position sensor.
Installation
1. Install the selector lever position sensor.

and Installation).
Four-Wheel Drive Systems - Four-Wheel Drive SystemsTDV8 3.6L
Diesel
3 - Transfer box
3 - Bolt, 6 off
4 - Spacer ring
5 - Shifting sleeve
6 - Bolt, 3 off
7 - Solenoid
10 - Circlip
11 - Ball bearing
12 - Rear housing
13 - Circlip
14 - Seal ring
18 - Bolt, 2 off
20 - Bearing
21 - Circlip
23 - Bolt, 4 off
24 - Circlip
25 - Shifting fork
26 - Fork pin
27 - Sliding block
29 - Fill plug
30 - Seal ring
31 - Ball retention
32 - Drain plug
33 - Seal ring
37 - O-ring
39 - Circlip
40 - Circlip
41 - Clutch hub
45 - Clutch piston
48 - Ball, 5 off
53 - Chain
55 - Sprocket
56 - Circlip
57 - Thrust washer
58 - Spacer ring
61 - Input shaft
62 - O-ring
63 - Circlip
65 - Bolt, 19 off
67 - Front housing
69 - Bearing
70 - Circlip
71 - Seal ring
73 - Seal ring
74 - Circlip
75 - Bearing
GENERAL
provide;
to 2 outputs for the front and rear drive shafts.
assembly.
Both the centre differential locking and biasing and the 'shift on the move' features are actuated via a Direct
Current (DC) transfer box motor, which is controlled by the transfer box control module, via a Pulse Width
Modulation (PWM) signal.

8 - Chain drive
11 - Sprocket
13 - Input shaft

the oil pump. It is also equipped with threaded holes to mount the chassis mounting bush, 2 lifting eyes and a
breather cartridge for the transfer box breather pipe. The breather pipe allows an equalisation between
OIL PUMP
leads into a calm suction area at the bottom of the 2 casing assemblies. The collector magnet in the suction
CHAIN DRIVE
TRANSFER BOX MOTOR
(multi-plate clutch). The motor solenoid switches between the 2 functions, while the motor provides the

1 - Motor shaft
3 - Solenoid
5 - Shifting sleeve
sleeve.

1 - Motor shaft
3 - Solenoid
4 - Shifting sleeve
5 - Actuation cam
linked to the cam.

4 - Pinion gears
12 - Dogteeth
assembly.
between the pinion gears are 3 planetary pinion gears (6) and shafts (7). The planetary sun gear (8) and 2
move' function.
1 - Dogteeth
4 - Shifting sleeve
which are also attached to the differential carrier. The planetary gear set rotates as 1 unit and therefore turns
the differential side gear with a 1:1 ratio.
1 ratio.

1 - Shifting sleeve
3 - Shifting cam

1 - Shifting sleeve
3 - Shifting cam
4 - Motor shaft
2.93:1.

1 - Clutch hub
2 - Cup springs
3 - Clutch plates
4 - Clutch piston
5 - Motor levers
7 - Sprocket


1 - Clutch piston
2 - Motor shaft
4 - Motor levers
other. This relative movement acts on 5 balls (5) in a ramp mechanism between the 2 levers and give a
together.


4 - E-box
30A fuse located in the Battery Junction Box (BJB), and an ignition supply via fuse 33 in the Generic Electronic
Module (GEM).
that a maximum shift time of approximately 1 second is achieved.
If the control module is replaced, the Land Rover approved diagnostic system must be connected to the vehicle
and the transfer box control module self-calibration procedure must be performed. This procedure must also be
performed if the transfer box motor assembly is replaced.
If a fault occurs with the transfer box, the transfer box control module or 1 of the required input signals i.e.

Diagnostic Trouble Code
No reduction in (DTC) will be recorded
None
capability but no effect on
performance
Clutch control not
possible. Temporary Driveline over temperature warning lamp or 'TRANSMISSION
over temperature OVERHEAT SLOW DOWN' on message centre
reduced
condition
Driveline fault warning lamp or 'TRANSMISSION FAULT
TRACTION REDUCED' on message centre
fault reduced
Range change not Driveline fault warning lamp or 'TRANSMISSION RANGE
possible CHANGE NOT AVAILABLE' on message centre
range change
Flash low range indicator plus 'APPLY HANDBRAKE'
(PARKBRAKE US/CAN) message on message centre. The
drive to wheels
display during normal driving for example
CAN bus messages.
CAN Bus Messages
and prioritised according the urgency and importance of the messages. The bus comprises 2 wires, which are


and low range.

The high/low position sensor is connected to the transfer box control module via a 3-pin connector.
CAN bus messages
Transfer box motor
Solenoid.
CAN Bus Messages
High/Low Range Change LED
The control module is responsible for illuminating the 2 'high/low' range change LED's adjacent to the range
change lever. One LED indicates high range and the other indicates low range.
One LED will be on continuously when in the corresponding range.
When changing range, the current range LED will remain on until the new range status has been achieved.
The new range LED will start flashing only when the range change has commenced (i.e. speed and neutral
conditions have been met). The new range LED will be illuminated continuously at the same instant that the
current range (now the old range) LED turns off.
The flash rate is 2 Hz with a 50% duty cycle.
The LED's have 2 levels of intensity, high when the vehicle lights are switch off and low when they are switched
on.
If both lights are flashing at 0.5 Hz, this would indicate a transfer box fault or that the transfer box is in
undefined range and may require calibration.
Transfer Box Motor
transfer box control module with an 8-pin connector; the power supply of the motor is maintained through 2
large diameter cables on the motor connector. An internal position sensor checks the rotational movement of
the motor.
Solenoid
NOTE: In order to replace the solenoid in service, the solenoid must be energized using the Land Rover
The solenoid is connected to the transfer box control module with a 2-pin connector.
Status Indication
Instrument Cluster

Lamp on = low range
the transfer box.
box:

'SPEED TOO HIGH FOR
Range change request when vehicle speed too high Single
RANGE CHANGE'
'SELECT NEUTRAL FOR
RANGE CHANGE'
'APPLY HANDBRAKE' This alerts the driver that the transmission park lock function is
Continuous
(PARKBRAKE US/CAN) inoperative due to transfer box out of high or low range.
Transfer box control module has stopped transmitting on the CAN bus
Single
Single
'TRANSMISSION FAULT
TRACTION REDUCED'
Single
SERVICE
empty (dry).
the transfer box.
DIAGNOSTICS
The transfer box control module can store fault codes, which can be retrieved using the Land Rover approved
diagnostic system or a diagnostic tool using KW2000* protocol.
systems and the Land Rover approved diagnostic system or another suitable diagnostic tool. The information is
communicated to the socket via the CAN bus. This allows the retrieval of diagnostic information and
programming of certain functions using the Land Rover approved diagnostic system or another suitable
diagnostic tool.
faults.
Calibration can be carried out using the Land Rover approved diagnostic system.
SYSTEM OPERATION
follows:
TERRAIN RESPONSE

4 - Sand program
5 - Rock/crawl program
8 - Hill Decsent Control (HDC) switch
The system is controlled by a rotary control located on the centre console. The rotary control allows the
selection of one of 5 programs.
The Terrain Response system uses a combination of vehicle subsystems to achieve the required vehicle
characteristics for the terrain selected. The following subsystems form the Terrain Response system:
Transmission
Transfer box
Rear locking differential (if fitted)
Brake system
Air suspension
control module can check that all systems are controlling the system correctly.
between the 2 side gears. One side gear is connected by splines and passes the torque to the rear output
LOW RANGE OPERATION
the differential housing where it is split between the 2 side gears. One side gear is connected by splines and
stationary.
and flashes during a range change. There are 2 LED's on the range change lever 1 for high and 1 for low.
During a range change the new range LED will flash.
The range change process can take up to 1 second to complete following a request being accepted.
message.

12 - Solenoid
Four-Wheel Drive Systems - Four-Wheel Drive Systems
Overview
The DD295 transfer case is a permanent four-wheel-drive unit, with 50/50 torque distribution to the front and
rear driveshafts and is identical for all engine derivatives. For additional information, refer to section 308-07 -
Four-Wheel Drive Systems in the workshop manual.
2. Confirm which, if any, warning lights and/or messages were displayed on the instrument cluster.
For a list of messages, refer to the relevant section of the workshop manual.
Visual inspection
Fuse(s)
Transfer case
Wiring harness/electrical connectors
Oil leaks
Driveshafts
Instrument cluster
Halfshafts
Constant velocity (CV) joints
Transfer case control module
Symptom Chart
Symptom Message Possible causes Action

CAN bus - off bus during
range change
Loss of drive due to

transfer case stuck in Transfer case changeover Refer to the Network
'PARK LOCK FAILURE solenoid fault
neutral and transmission Communications section
APPLY HANDBRAKE'
park lock function is of the workshop manual.
inoperative Transfer case motor fault
Transfer case internal

obstruction
Half shaft failure
Check the condition of the
Loss of drive - Driveshaft failure driveshafts, half shafts
and CV joints.
Front or rear axle:
differential failure
Transfer case center

has shut down due to
thermal overload

obstruction
'TRANSMISSION
Check for transfer case
Range change inhibited RANGE CHANGE
Transfer case changeover control module DTCs.
INOPERATIVE'
solenoid fault
Transfer case motor fault

failure
Center differential
'TRANSMISSION
temperature is Check for over-
OVER HEAT SLOW
approaching the over temperature DTCs.
DOWN'
heated threshold
Center differential has failed
- operating as an open
Off road traction reduced differential
'TRANSMISSION Check for lost
FAULT TRACTION Transfer case control module communication and bus
REDUCED' has stopped transmitting off DTCs.
on the CAN bus and
defaults to open center
differential
DTC index
Power latch
There are references to "power latch" within the DTC index. This is where the module must be reset by means
of a complete power down and power up.

LED circuit short circuit to
ground Check the LED and circuits. Refer to the
C1A0196 LED
electrical guides.
High resistance
Rotary Encoder Stuck Rotary switch detected
C1A0294 In Intermediate between detents for Check the operation of the rotary switch.
Position more than 1 minute
Battery back-up
malfunction
Battery voltage low

Check the battery condition and state of
P056000 System Voltage Battery ground cable high charge. Refer to the relevant workshop manual
resistance section.
Battery connections
loose/corroded
Battery disconnected and
reconnected
Battery connections
loose/corroded
System Voltage
P056100 Battery ground cable charge. Refer to the relevant section of the
Unstable
intermittent: high workshop manual.
resistance
Battery positive cable

intermittent: high
resistance
Battery voltage low
Battery ground cable:

high resistance Check the battery condition and state of
P056200 System Voltage Low charge. Refer to the relevant workshop manual
Battery connections section.
loose/corroded

voltage
Check if the vehicle has been jump-started.
charge. Refer to the relevant workshop manual
section.
condition
Check the ECM circuits and connectors. Refer
to the electrical guides. Clear the DTC. Cycle
Control Module ECM - event information - the ignition, allow power latch and retest. If
P060700
Performance CPU watch dog the DTC resets, suspect the ECM. Refer to the
warranty policy and procedures manual if a
module is suspect.
Transfer case motor,
driver stage over- Consider atmospheric and customer driving
PCM / ECM / TCM temperature conditions before carrying out any other
P063400 Internal Temperature deactivation action. Refer to the electrical guides and check
A Too High the TCCM circuits. Refer to the warranty policy
TCCM internal sensor and procedures manual if a module is suspect.
error
Transfer case motor hall
effect sensor supply

effect sensor ground
Sensor Reference circuit high resistance Refer to the guided diagnostic routine for this
P064100
Voltage A Circuit code on the approved diagnostic system.

effect sensor failure
Transfer case control

module failure
circuit short circuit to Refer to the electrical guides and check the
Sensor Reference ground transfer box hall signal circuit. Refer to the
P064200
Voltage A Circuit Low guided diagnostic routine for this code on the


module failure
power
Refer to the electrical guides and check the
Sensor Reference transfer box hall signal circuit. Refer to the
P064300
Voltage A Circuit High Transfer case motor hall guided diagnostic routine for this code on the
effect sensor failure approved diagnostic system.

module failure
Gear shift position sensor
supply circuit short
circuit to ground
Sensor Reference Gear shift position sensor gear shift position sensor circuit. Refer to the
P065200
Voltage B Circuit Low supply circuit high guided diagnostic routine for this code on the
resistance approved diagnostic system.

failure
supply circuit short Refer to the electrical guides and check the
Sensor Reference circuit to power gear shift position sensor circuit. Refer to the
P065300
Voltage B Circuit High guided diagnostic routine for this code on the
Gear shift position sensor approved diagnostic system.
failure
Changeover solenoid,
PCM/ECM/TCM Check for over-temperature DTCs in other
driver stage over-
P066600 Internal Temperature modules. Refer to the warranty policy and
temperature
Sensor 'A' Circuit procedures manual if a module is suspect.
deactivation
Manual transmission
output shaft speed
sensor circuit short
circuit to ground

Manual transmission
Sensor Reference output shaft speed sensor circuit. Refer to the
P069800 output shaft speed
Voltage C Circuit Low guided diagnostic routine for this code on the
sensor circuit high
resistance
Manual transmission
output shaft speed
sensor failure
Manual transmission
output shaft speed
sensor circuit short Refer to the electrical guides and check the
Sensor Reference circuit to power output shaft speed sensor circuit. Refer to the
P069900
Voltage C Circuit High guided diagnostic routine for this code on the
Manual transmission approved diagnostic system.
output shaft speed
sensor failure
Unexpected reset
Check for intermittent loss of power or ground
P070200 Battery short circuit to of the main power supply circuits to the
System Electrical
ground module. Refer to the electrical guides.
Generator circuit short
circuit to ground
TCCM supply short to

ground
Transfer case motor
temperature sensor
Transmission fluid ground Check the transfer case motor temperature
P071200 temperature sensor 'A' sensor and circuits. Refer to the electrical
circuit low guides.
Transfer case motor
temperature sensor
failure
Transfer case motor
temperature sensor
power
Transfer case motor Check the transfer case motor temperature

Transfer case motor
P071300 temperature sensor A sensor and circuits. Refer to the electrical
temperature sensor
circuit guides.
Transfer case motor

temperature sensor
failure
Transmission output
speed sensor circuit
Turbine/Input Shaft short circuit to ground Check the transmission output speed sensor
P071500 Speed Sensor A
Circuit
Transmission output
speed sensor failure
Transmission output
Turbine/Input Shaft speed sensor circuit
Speed Sensor A short circuit to ground Check the transfer case motor temperature
P071600 sensor and circuits. Refer to the electrical
Circuit
guides.
Range/Performance Transmission output
Transmission output shaft
speed sensor
disconnected

speed sensor circuit Check the transfer case motor temperature
Turbine/Input Shaft short circuit to ground sensor and circuits. Refer to the electrical
P071700 Speed Sensor A guides. Refer to the guided diagnostic routine
Circuit No Signal for this code on the approved diagnostic
Transmission output shaft system.
high resistance

Gear shifting blocked (the
transfer box motor Check transfer box motor wiring and transfer
movement and box motor hall effect sensor wiring. Check
P078000 Shift Malfunction
position does not transfer box motor. Refer to the electrical
correspond to the guides.
expected values)
Calibrate the clutch and range change
Clutch position sensor Clutch and range change mechanism using the approved diagnostic
P080600 circuit mechanism system or by the procedure listed in the
range/performance calibration failure description and operation. Refer to the
relevant section of the workshop manual.
Clutch position sensor Refer to the guided diagnostic routine for this
P080700 effect sensor signal
circuit low code on the approved diagnostic system.
ground

effect sensor signal
power
Clutch position sensor Refer to the guided diagnostic routine for this
P080800 Transfer case motor hall
circuit high code on the approved diagnostic system.

signal circuit short
circuit to ground

signal circuit short Refer to the electrical guides and check the
Gear Lever X-Y circuit to power gearbox position sensor XY axis circuit. Refer
P082000
Position Sensor Circuit to the guided diagnostic routine for this code
Gear shift position sensor on the approved diagnostic system.
signal circuit high
resistance

failure
Transmission High/Low
switch activation too
long or high and low
switches activated at
the same time
switch pressed for
Check the transmission High/Low switch
more than 255
operation. Refer to the electrical guides and
seconds
check the switch pack circuit. Repair/renew as
Up and Down Switch
P082600 necessary. Refer to the guided diagnostic
Circuit
Switch pack harness routine for this code on the approved
wiring short circuit to diagnostic system. Refer to the warranty policy
ground, short circuit and procedures manual if a module is suspect.
to power, high
resistance
Switch pack failure

module failure
Transfer case motor Refer to the electrical guides and check the
circuit high resistance transfer case motor circuit. Repair/renew as
Clutch actuator
circuit/open
Transfer case motor routine for this code on the approved
failure diagnostic system.
Transfer case motor
ground Refer to the electrical guides and check the
transfer case motor circuit. Repair/renew as
P090200 Clutch actuator circuit necessary. Refer to the guided diagnostic
Transfer case motor
diagnostic system.
Transfer case motor

failure
Transfer case motor
circuit short circuit to Refer to the electrical guides and check the
power transfer case motor circuit. Repair/renew as
P090300 Clutch actuator circuit necessary. Refer to the guided diagnostic
Transfer case motor diagnostic system.
failure
ground
Gear Shift Position
gear shift position sensor circuit. Refer to the
P091500 Circuit Gear shift position sensor
guided diagnostic routine for this code on the
Range/Performance circuit high resistance

failure
ground
Gear Shift Position gear shift position sensor circuit. Refer to the
P091600 Gear shift position sensor
Circuit Low guided diagnostic routine for this code on the

failure
power
Gear Shift Position Gear shift position sensor gear shift position sensor circuit. Refer to the
P091700
Circuit High ground circuit high guided diagnostic routine for this code on the

failure
ground

power
Clutch Actuator transfer case motor hall effect sensor sensor
P173A00 Position Sensor Circuit circuit. Refer to the guided diagnostic routine
Range/Performance Transfer case motor hall for this code on the approved diagnostic
effect sensor signal system.


module failure
ground
P173B00 Position Sensor Circuit circuit. Refer to the guided diagnostic routine
Low Transfer case motor hall for this code on the approved diagnostic

module failure
power
Transfer case motor hall Refer to the electrical guides and check the
Clutch Actuator effect sensor signal transfer case motor hall effect sensor sensor
P173C00 Position Sensor Circuit circuit high resistance circuit. Refer to the guided diagnostic routine
High for this code on the approved diagnostic
system.

module failure
Key-lock solenoid circuit
Ignition Key Lock Key-lock solenoid circuit. Refer to the guided
P173E00 Key-lock solenoid circuit
Solenoid Circuit Low diagnostic routine for this code on the
high resistance
Key-lock solenoid failure

Key-lock solenoid circuit Refer to the electrical guides and check the
Ignition Key Lock short circuit to power key-lock solenoid circuit. Refer to the guided
P173F00
Solenoid Circuit High diagnostic routine for this code on the
Key-lock solenoid failure approved diagnostic system.
Gear shift X axis position
sensor signal circuit Refer to the electrical guides and check the
Gear Lever X Position short circuit to ground gearbox position sensor X axis circuit. Refer to
P174A00
Sensor Circuit Low the guided diagnostic routine for this code on
Gear shift position sensor the approved diagnostic system.
failure
sensor signal circuit

Gear Lever X Position high resistance gearbox position sensor X axis circuit. Refer to
P174B00
Sensor Circuit High the guided diagnostic routine for this code on
ground circuit high
resistance

failure
Gear shift Y axis position
Gear Lever Y Position short circuit to ground gearbox position sensor Y axis circuit. Refer to
P174C00
failure
Gear Lever Y Position short circuit to power gearbox position sensor Y axis circuit. Refer to
P174D00
Gear shift Y axis position the approved diagnostic system.
high resistance

ground circuit high
resistance

failure
power
4-Wheel Drive High
LED circuit. Refer to the guided diagnostic
P180600 Indicator Short Circuit Switch pack LED failure
To Battery
diagnostic system.
module failure
ground
4-Wheel Drive High LED circuit high resistance Refer to the electrical guides and check the
P180700 Indicator Short Circuit
To Ground Switch pack LED failure diagnostic system.

module failure
power
4-Wheel Drive Low
P180800 Indicator Circuit Switch pack LED failure
Failure
diagnostic system.
module failure
ground
4-Wheel Drive Low LED circuit high resistance Refer to the electrical guides and check the

module failure
Clutch actuator
changeover solenoid
ground
Clutch actuator
Clutch Actuator changeover solenoid Refer to the electrical guides and check the
P181B00 Changeover Solenoid circuit high resistance transfer case mode selector solenoid circuit.
Refer to the guided diagnostic routine for this
Low
code on the approved diagnostic system.
Clutch actuator
changeover solenoid
failure

module failure
Clutch actuator
changeover solenoid
Clutch Actuator circuit short circuit to Refer to the electrical guides and check the
power transfer case mode selector solenoid circuit.
P181C00 Changeover Solenoid
High
Clutch actuator
changeover solenoid
failure

module failure
Transfer box motor wiring
circuit short to ground
or power
Clutch Actuator Transfer box motor hall transfer box motor wiring and transfer box
P181D00 Changeover Solenoid effect sensor wiring motor hall effect sensor wiring. Check the
Range/Performance circuit short to ground transfer box motor and transfer box mode
or power selector solenoid. repair/renew as necessary
Transfer box motor or

solenoid failure
Transfer case motor
current plausibility
error

circuit short to ground Refer to the electrical guides and check the
or power transfer box motor wiring and transfer box
Clutch Actuator
P181E00 motor hall effect sensor wiring. Check the
Range/Performance
Transfer box motor hall transfer box motor and transfer box mode
effect sensor wiring selector solenoid. repair/renew as necessary
or power

solenoid failure
Transfer case motor driver
plausibility error

or power Refer to the electrical guides and check the
transfer box motor wiring and transfer box
Clutch Control System
P181F00 motor hall effect sensor wiring. Check the
Performance Transfer box motor hall transfer box motor and transfer box mode
or power

solenoid failure
Transfer box input and
output speed do not Refer to the electrical guides and check the
change as necessary transfer box motor wiring and transfer box
Range Change
P183A00 for a range change motor hall effect sensor wiring. Check the
Mechanism Failure
transfer box motor and transfer box mode
selector solenoid. repair/renew as necessary
Synchronizer lock defect
Using the approved diagnostic equipment,
calibrate the center differential control
P186D00 Clutch Actuator Stuck Actuator fault module/clutch actuator. Clear the DTC and
retest. If the problem persists, renew the
actuator.
module CAN bus - off
bus during range
change Check for network communication DTCS.
Unexpected
Check the transfer case mechanical operation.
P271100 Mechanical Gear
Check the changeover solenoid, motor and
Disengagement Transfer case stuck in
neutral
Transfer case changeover

solenoid fault

obstruction
Actuator internal
temperature sensor
value above 150C
- Extensive
Confirm the customer complaint and vehicle
prolonged off-road
usage at the time of DTC event. Check the
use
operation of the rear Differential. Check the
rear Differential oil quantity and specification.
Clutch Actuator
P278500 - Insufficient oil Refer to the relevant section of the workshop
Temperature Too High
quantity manual. Clear the DTC and retest. If the
problem persists, renew the rear Differential
assembly. Refer to the warranty policy and
- Incorrect oil
procedures manual if a Differential is suspect.
specification
- Internal
Differential
problem
Check the clutch condition. Check for slippage.
Clutch Temperature Clutch plate over- Calibrate as necessary using the approved
P278700
Too High temperature diagnostic system. Consider the atmospheric
conditions before condemning a component.
Clutch not calibrated
Check the clutch condition. Calibrate as
Clutch Adaptive
P278900 necessary using the approved diagnostic
Learning at Limit Error occurred during system.
clutch calibration
Transmission range sensor
not calibrated
Transmission Range Calibrate as necessary using the approved
P280600
Sensor Alignment Error occurred during diagnostic system.
transmission range
sensor calibration
Bus off: Traction control
module (TCCM)
Bus off: Body control

module (BCM)
Check the control module
Control Module installation/configuration. Refer to the lost
Bus off: Park aid module
U007388 Communication Bus communication statement at the start of the
(PAM).
"A" Off Network Communications section in the
workshop manual.
Bus off: Electric parking
brake module (EPB)
Bus off: Dynamic

suspension module
CAN Link transfer case installation/configuration. Refer to the lost
Lost Communication
U010087 control module/ECM communication statement at the start of the
With ECM/PCM "A"
missing message Network Communications section in the
workshop manual.
Lost Communication
U010187 control module/TCM communication statement at the start of the
with TCM
workshop manual.
Lost Communication Check the control module
U010486 Invalid signal from the
With Cruise Control installation/configuration. Refer to the lost
Module TCCM communication statement at the start of the
Network Communications section in the
workshop manual.
ACC timed out, signal out
of range or signal
invalid
CAN Link transfer case
Lost Communication installation/configuration. Refer to the lost
control module/speed
U010487 With Cruise Control communication statement at the start of the
control module
Module Network Communications section in the
missing message
workshop manual.
Lost communication installation/configuration. Refer to the lost
control module/ABS
U012287 with vehicle dynamics communication statement at the start of the
module missing
control module Network Communications section in the
message
workshop manual.
CAN bus fault
SASM disconnected Check the control module

U012687 with steering angle communication statement at the start of the
sensor module (SASM) SASM not Network Communications section in the
configured/calibrated workshop manual.
SASM failure
CAN bus fault
Park brake module Check the control module

Lost communication disconnected installation/configuration. Refer to the lost
U012887 with park brake communication statement at the start of the
control module Park brake module not Network Communications section in the
configured workshop manual.
Park brake module failure

Lost Communication Air suspension timed out, installation/configuration. Refer to the lost
U013286 With Suspension signal out of range or communication statement at the start of the
Control Module "A" signal invalid Network Communications section in the
workshop manual.
control module/air
suspension control
module signal invalid
CAN bus fault Check the control module

U013287 With Suspension RLM disconnected communication statement at the start of the
Control Module "A" Network Communications section in the
workshop manual.
RLM not configured
RLM failure
Harness/connector issue
control
module/electronic
rear differential
control module Check the control module
Lost Communication missing message installation/configuration. Refer to the lost
U013687 With Differential communication statement at the start of the
Control Module - Rear Network Communications section in the
CAN bus fault workshop manual.
ATCM disconnected
ATCM not configured
ATCM failure
control
module/terrain
response control

U013886 with All Terrain communication statement at the start of the
Control Module ATCM disconnected Network Communications section in the
workshop manual.
ATCM not configured
ATCM failure
control
module/instrument
cluster missing
message

Lost Communication
installation/configuration. Refer to the lost
With Instrument Panel
U015587 communication statement at the start of the
Cluster (IPC) Control IPC disconnected Network Communications section in the
Module
workshop manual.
IPC not configured
IPC failure
Internal control
Configure the module using the approved
U030055 module software ATCM not configured
diagnostic system.
incompatibility
Vehicle configuration -
U1A034A Car config parameter Incorrect module
diagnostic system.
installed
Lost communication with
the BCM/RCM - Configure the module using the approved
Missing message diagnostic system. Refer to the lost
U1A0387 Car Config Parameter communication statement in the Network
Communications section in the workshop
Car configuration not manual.
received
CAN initialization Refer to the Network Communications section
U1A1449 Internal electronic fault
failure of the workshop manual.
VIN Data mismatch

Lost communication with diagnostic system. Refer to the Network
U1A354A VIN data differential control Communications section in the workshop
module - front - manual.
incorrect component
installed
Four-Wheel Drive Systems - Four-Wheel Drive Systems
Overview
The DD295 transfer case is a permanent four-wheel-drive unit, with 50/50 torque distribution to the front and
rear driveshafts and is identical for all engine derivatives. For additional information, refer to section 308-07 -
Four-Wheel Drive Systems in the workshop manual.
2. Confirm which, if any, warning lights and/or messages were displayed on the instrument cluster.
For a list of messages, refer to the relevant section of the workshop manual.
Visual inspection
Fuse(s)
Transfer case
Wiring harness/electrical connectors
Oil leaks
Driveshafts
Instrument cluster
Halfshafts
Constant velocity (CV) joints
Symptom Chart

CAN bus - off bus during
range change
Loss of drive due to

transfer case stuck in Transfer case changeover Refer to the Network
'PARK LOCK FAILURE solenoid fault
neutral and transmission Communications section
APPLY HANDBRAKE'
park lock function is of the workshop manual.
inoperative Transfer case motor fault

obstruction
Half shaft failure
Driveshaft failure
Check the condition of the
Loss of drive - Front or rear axle: driveshafts, half shafts
differential failure and CV joints.
Transfer case center

'TRANSMISSION
Transfer case control module Check for transfer case
Range change inhibited RANGE CHANGE
has shut down due to control module DTCs.
INOPERATIVE'
thermal overload

obstruction
Transfer case changeover

solenoid fault

failure
Center differential
'TRANSMISSION
temperature is Check for over-
OVER HEAT SLOW
approaching the over temperature DTCs.
DOWN'
heated threshold
Center differential has failed
- operating as an open
Off road traction reduced differential
'TRANSMISSION Check for lost
FAULT TRACTION Transfer case control module communication and bus
REDUCED' has stopped transmitting off DTCs.
on the CAN bus and
defaults to open center
differential
DTC index
Power latch
There are references to "power latch" within the DTC index. This is where the module must be reset by means
of a complete power down and power up.

ground Check the LED and circuits. Refer to the
C1A0196 LED
electrical guides.
High resistance
Rotary Encoder Stuck Rotary switch detected
C1A0294 In Intermediate between detents for Check the operation of the rotary switch.
Position more than 1 minute
Battery back-up
malfunction
Battery voltage low

Battery ground cable high
P056000 System Voltage charge. Refer to the relevant workshop manual
resistance
section.
Battery connections
loose/corroded

Battery disconnected and
reconnected Check the battery condition and state of
System Voltage
P056100 charge. Refer to the relevant section of the
Unstable
workshop manual.
Battery connections
loose/corroded
Battery ground cable

intermittent: high
resistance
Battery positive cable

intermittent: high
resistance
Battery voltage low
Battery ground cable:

high resistance Check the battery condition and state of
P056200 System Voltage Low charge. Refer to the relevant workshop manual
Battery connections section.
loose/corroded

voltage
Check if the vehicle has been jump-started.
charge. Refer to the relevant workshop manual
section.
condition
Check the ECM circuits and connectors. Refer
to the electrical guides. Clear the DTC. Cycle
Control Module ECM - event information - the ignition, allow power latch and retest. If
P060700
Performance CPU watch dog the DTC resets, suspect the ECM. Refer to the
warranty policy and procedures manual if a
module is suspect.
Transfer case motor,
driver stage over- Consider atmospheric and customer driving
PCM / ECM / TCM temperature conditions before carrying out any other
P063400 Internal Temperature deactivation action. Refer to the electrical guides and check
A Too High the TCCM circuits. Refer to the warranty policy
TCCM internal sensor and procedures manual if a module is suspect.
error

effect sensor ground
Sensor Reference circuit high resistance Refer to the guided diagnostic routine for this
P064100
Voltage A Circuit code on the approved diagnostic system.


module failure
ground

Sensor Reference Transfer case motor hall transfer box hall signal circuit. Refer to the
P064200 effect sensor supply guided diagnostic routine for this code on the
Voltage A Circuit Low
circuit high resistance approved diagnostic system.

module failure
power
Sensor Reference transfer box hall signal circuit. Refer to the
P064300
Voltage A Circuit High Transfer case motor hall guided diagnostic routine for this code on the
effect sensor failure approved diagnostic system.

module failure
supply circuit short
circuit to ground
Sensor Reference Gear shift position sensor gear shift position sensor circuit. Refer to the
P065200
Voltage B Circuit Low supply circuit high guided diagnostic routine for this code on the

failure
supply circuit short Refer to the electrical guides and check the
Sensor Reference circuit to power gear shift position sensor circuit. Refer to the
P065300
Voltage B Circuit High guided diagnostic routine for this code on the
Gear shift position sensor approved diagnostic system.
failure
Changeover solenoid,
PCM/ECM/TCM Check for over-temperature DTCs in other
driver stage over-
P066600 Internal Temperature modules. Refer to the warranty policy and
temperature
Sensor 'A' Circuit procedures manual if a module is suspect.
deactivation
Manual transmission
output shaft speed
sensor circuit short
circuit to ground

Manual transmission
Sensor Reference output shaft speed sensor circuit. Refer to the
P069800 output shaft speed
Voltage C Circuit Low guided diagnostic routine for this code on the
sensor circuit high
resistance
Manual transmission
output shaft speed
sensor failure
Manual transmission
output shaft speed
sensor circuit short Refer to the electrical guides and check the
Sensor Reference circuit to power output shaft speed sensor circuit. Refer to the
P069900
Voltage C Circuit High guided diagnostic routine for this code on the
Manual transmission approved diagnostic system.
output shaft speed
sensor failure
Unexpected reset
Battery short circuit to

ground
Check for intermittent loss of power or ground
P070200 of the main power supply circuits to the
System Electrical Generator circuit short module. Refer to the electrical guides.
circuit to ground
TCCM supply short to

ground
P071200 Transmission fluid Transfer case motor Check the transfer case motor temperature
temperature sensor 'A' temperature sensor sensor and circuits. Refer to the electrical
circuit low circuit short circuit to guides.
ground
Transfer case motor

temperature sensor
failure
Transfer case motor
temperature sensor
power
Transfer case motor Check the transfer case motor temperature

Transfer case motor
P071300 temperature sensor A sensor and circuits. Refer to the electrical
temperature sensor
circuit guides.
Transfer case motor

temperature sensor
failure
Transmission output
Turbine/Input Shaft short circuit to ground Check the transmission output speed sensor
P071500 Speed Sensor A
Circuit
Transmission output
Transmission output
Turbine/Input Shaft speed sensor circuit
Speed Sensor A short circuit to ground Check the transfer case motor temperature
P071600 sensor and circuits. Refer to the electrical
Circuit
guides.
Range/Performance Transmission output
speed sensor
disconnected

speed sensor circuit Check the transfer case motor temperature
Turbine/Input Shaft short circuit to ground sensor and circuits. Refer to the electrical
P071700 Speed Sensor A guides. Refer to the guided diagnostic routine
Circuit No Signal for this code on the approved diagnostic
Transmission output shaft system.
high resistance

Gear shifting blocked (the
transfer box motor Check transfer box motor wiring and transfer
movement and box motor hall effect sensor wiring. Check
P078000 Shift Malfunction
position does not transfer box motor. Refer to the electrical
correspond to the guides.
expected values)
Calibrate the clutch and range change
Clutch position sensor Clutch and range change mechanism using the approved diagnostic
P080600 circuit mechanism system or by the procedure listed in the
range/performance calibration failure description and operation. Refer to the
relevant section of the workshop manual.
Clutch position sensor ground Refer to the guided diagnostic routine for this
P080700
circuit low code on the approved diagnostic system.

Clutch position sensor Transfer case motor hall Refer to the guided diagnostic routine for this
P080800
circuit high effect sensor signal code on the approved diagnostic system.
power


signal circuit short
circuit to ground

signal circuit short Refer to the electrical guides and check the
Gear Lever X-Y circuit to power gearbox position sensor XY axis circuit. Refer
P082000
Position Sensor Circuit to the guided diagnostic routine for this code
Gear shift position sensor on the approved diagnostic system.
signal circuit high
resistance

failure
switch activation too
long or high and low
switches activated at
the same time
switch pressed for
Check the transmission High/Low switch
more than 255
operation. Refer to the electrical guides and
seconds
check the switch pack circuit. Repair/renew as
Up and Down Switch
Circuit
Switch pack harness routine for this code on the approved
wiring short circuit to diagnostic system. Refer to the warranty policy
ground, short circuit and procedures manual if a module is suspect.
to power, high
resistance
Switch pack failure

module failure
circuit high resistance transfer case motor circuit. Repair/renew as
Clutch actuator
circuit/open
Transfer case motor routine for this code on the approved
failure diagnostic system.
Transfer case motor
ground
transfer case motor circuit. Repair/renew as
P090200 Clutch actuator circuit Transfer case motor necessary. Refer to the guided diagnostic
circuit high resistance routine for this code on the approved
diagnostic system.
Transfer case motor
failure
circuit short circuit to transfer case motor circuit. Repair/renew as
P090300 Clutch actuator circuit power necessary. Refer to the guided diagnostic
Transfer case motor diagnostic system.
failure
ground
Gear Shift Position
gear shift position sensor circuit. Refer to the
P091500 Circuit Gear shift position sensor
guided diagnostic routine for this code on the
Range/Performance circuit high resistance

failure
ground
Gear Shift Position gear shift position sensor circuit. Refer to the
P091600 Gear shift position sensor
Circuit Low guided diagnostic routine for this code on the

failure
power
Gear Shift Position Gear shift position sensor gear shift position sensor circuit. Refer to the
P091700
Circuit High ground circuit high guided diagnostic routine for this code on the

failure
ground

power
P173A00 Position Sensor Circuit circuit. Refer to the guided diagnostic routine
Range/Performance Transfer case motor hall for this code on the approved diagnostic


module failure
ground
Transfer case motor hall Refer to the electrical guides and check the
Clutch Actuator effect sensor signal transfer case motor hall effect sensor sensor
P173B00 Position Sensor Circuit circuit high resistance circuit. Refer to the guided diagnostic routine
Low for this code on the approved diagnostic
system.

module failure
P173C00 Clutch Actuator Transfer case motor hall Refer to the electrical guides and check the
Position Sensor Circuit effect sensor signal transfer case motor hall effect sensor sensor
High circuit short circuit to circuit. Refer to the guided diagnostic routine
power for this code on the approved diagnostic
system.


module failure
Key-lock solenoid circuit
Ignition Key Lock Key-lock solenoid circuit. Refer to the guided
P173E00 Key-lock solenoid circuit
Solenoid Circuit Low diagnostic routine for this code on the
high resistance
Key-lock solenoid failure

Key-lock solenoid circuit Refer to the electrical guides and check the
Ignition Key Lock short circuit to power key-lock solenoid circuit. Refer to the guided
P173F00
Solenoid Circuit High diagnostic routine for this code on the
Key-lock solenoid failure approved diagnostic system.
Gear Lever X Position short circuit to ground gearbox position sensor X axis circuit. Refer to
P174A00
failure

Gear Lever X Position high resistance gearbox position sensor X axis circuit. Refer to
P174B00
ground circuit high
resistance

failure
Gear Lever Y Position short circuit to ground gearbox position sensor Y axis circuit. Refer to
P174C00
failure

Gear Lever Y Position high resistance gearbox position sensor Y axis circuit. Refer to
P174D00
ground circuit high
resistance

failure
power
4-Wheel Drive High
P180600 Indicator Short Circuit Switch pack LED failure
To Battery
diagnostic system.
module failure
ground
4-Wheel Drive High LED circuit high resistance Refer to the electrical guides and check the

module failure
power
4-Wheel Drive Low
P180800 Indicator Circuit Switch pack LED failure
Failure
diagnostic system.
module failure
ground
4-Wheel Drive Low LED circuit high resistance Refer to the electrical guides and check the

module failure
Clutch actuator
changeover solenoid
ground
Clutch actuator
Clutch Actuator changeover solenoid Refer to the electrical guides and check the
P181B00 Changeover Solenoid circuit high resistance transfer case mode selector solenoid circuit.
Low
Clutch actuator
changeover solenoid
failure

module failure
Clutch actuator
changeover solenoid
power
Clutch Actuator
transfer case mode selector solenoid circuit.
P181C00 Changeover Solenoid Clutch actuator
High changeover solenoid
failure

module failure
Clutch Actuator Refer to the electrical guides and check the
P181D00 Changeover Solenoid transfer box motor wiring and transfer box
Range/Performance motor hall effect sensor wiring. Check the
or power transfer box motor and transfer box mode
Transfer box motor hall
effect sensor wiring
or power

solenoid failure
Transfer case motor
current plausibility
error

circuit short to ground Refer to the electrical guides and check the
or power transfer box motor wiring and transfer box
Clutch Actuator
P181E00 motor hall effect sensor wiring. Check the
Range/Performance
Transfer box motor hall transfer box motor and transfer box mode
or power

solenoid failure
Transfer case motor driver
plausibility error

or power Refer to the electrical guides and check the
transfer box motor wiring and transfer box
Clutch Control System
P181F00 motor hall effect sensor wiring. Check the
Performance Transfer box motor hall transfer box motor and transfer box mode
or power

solenoid failure
Transfer box input and
output speed do not Refer to the electrical guides and check the
change as necessary transfer box motor wiring and transfer box
Range Change
P183A00 for a range change motor hall effect sensor wiring. Check the
Mechanism Failure
transfer box motor and transfer box mode
Synchronizer lock defect
Using the approved diagnostic equipment,
calibrate the center differential control
P186D00 Clutch Actuator Stuck Actuator fault module/clutch actuator. Clear the DTC and
retest. If the problem persists, renew the
actuator.
module CAN bus - off
bus during range
change
Transfer case stuck in

Check for network communication DTCS.
Unexpected neutral
Check the transfer case mechanical operation.
P271100 Mechanical Gear
Check the changeover solenoid, motor and
Disengagement
Transfer case changeover circuits. Refer to the electrical guides.
solenoid fault

obstruction
Actuator internal
temperature sensor
value above 150C
- Extensive
Confirm the customer complaint and vehicle
prolonged off-road
usage at the time of DTC event. Check the
use
operation of the rear Differential. Check the
rear Differential oil quantity and specification.
Clutch Actuator
P278500 - Insufficient oil Refer to the relevant section of the workshop
Temperature Too High
quantity manual. Clear the DTC and retest. If the
problem persists, renew the rear Differential
assembly. Refer to the warranty policy and
- Incorrect oil
procedures manual if a Differential is suspect.
specification
- Internal
Differential
problem
Check the clutch condition. Check for slippage.
Clutch Temperature Clutch plate over- Calibrate as necessary using the approved
P278700
Too High temperature diagnostic system. Consider the atmospheric
conditions before condemning a component.
Clutch not calibrated
Check the clutch condition. Calibrate as
Clutch Adaptive
P278900 necessary using the approved diagnostic
Learning at Limit Error occurred during system.
clutch calibration
Transmission range sensor
not calibrated
Transmission Range Calibrate as necessary using the approved
P280600
Sensor Alignment Error occurred during diagnostic system.
transmission range
sensor calibration
Bus off: Traction control
module (TCCM)
Bus off: Body control

module (BCM)
Control Module installation/configuration. Refer to the lost
Bus off: Park aid module
U007388 Communication Bus communication statement at the start of the
(PAM).
"A" Off Network Communications section in the
workshop manual.
Bus off: Electric parking
brake module (EPB)
Bus off: Dynamic

suspension module
Lost Communication
U010087 control module/ECM communication statement at the start of the
With ECM/PCM "A"
workshop manual.
Lost Communication
U010187 control module/TCM communication statement at the start of the
with TCM
workshop manual.
Invalid signal from the
TCCM Check the control module
U010486 With Cruise Control communication statement at the start of the
Module ACC timed out, signal out Network Communications section in the
of range or signal workshop manual.
invalid
Lost Communication CAN Link transfer case Check the control module
U010487
With Cruise Control control module/speed installation/configuration. Refer to the lost
Module control module communication statement at the start of the
workshop manual.
control module/ABS
U012287 with vehicle dynamics communication statement at the start of the
module missing
control module Network Communications section in the
message
workshop manual.
CAN bus fault
SASM disconnected Check the control module

U012687 with steering angle communication statement at the start of the
sensor module (SASM) SASM not Network Communications section in the
configured/calibrated workshop manual.
SASM failure
CAN bus fault
Park brake module Check the control module

Lost communication disconnected installation/configuration. Refer to the lost
U012887 with park brake communication statement at the start of the
control module Park brake module not Network Communications section in the
configured workshop manual.
Park brake module failure

Lost Communication Air suspension timed out, installation/configuration. Refer to the lost
U013286 With Suspension signal out of range or communication statement at the start of the
Control Module "A" signal invalid Network Communications section in the
workshop manual.
control module/air
suspension control

U013287 With Suspension RLM disconnected communication statement at the start of the
Control Module "A" Network Communications section in the
workshop manual.
RLM not configured
RLM failure
control
module/electronic
rear differential
control module
missing message
Lost Communication CAN bus fault installation/configuration. Refer to the lost
U013687 With Differential communication statement at the start of the
Control Module - Rear ATCM disconnected Network Communications section in the
workshop manual.
ATCM not configured
ATCM failure
Lost Communication CAN Link transfer case Check the control module
U013886
with All Terrain control installation/configuration. Refer to the lost
Control Module module/terrain communication statement at the start of the
response control Network Communications section in the
module signal invalid workshop manual.
CAN bus fault
ATCM disconnected
ATCM not configured
ATCM failure
control
module/instrument
cluster missing
message

Lost Communication
installation/configuration. Refer to the lost
With Instrument Panel
U015587 communication statement at the start of the
Cluster (IPC) Control IPC disconnected Network Communications section in the
Module
workshop manual.
IPC not configured
IPC failure
Internal control
U030055 module software ATCM not configured
diagnostic system.
incompatibility
Vehicle configuration -
U1A034A Car config parameter Incorrect module
diagnostic system.
installed
Lost communication with
the BCM/RCM - Configure the module using the approved
Missing message diagnostic system. Refer to the lost
U1A0387 Car Config Parameter communication statement in the Network
Communications section in the workshop
Car configuration not manual.
received
CAN initialization Refer to the Network Communications section
U1A1449 Internal electronic fault
failure of the workshop manual.
VIN Data mismatch

Lost communication with diagnostic system. Refer to the Network
U1A354A VIN data differential control Communications section in the workshop
module - front - manual.
incorrect component
installed
Four-Wheel Drive Systems - High/Low Range Sensor
Removal

safety stands.

bolt and damper.

on the driveshafts.
Remove the high/low range sensor.
Installation
1. Install the high/low range sensor.

damper.

3. Using T4, calibrate a new high/low range sensor.
Four-Wheel Drive Systems - Transfer Case Clutch Solenoid
Removal

safety stands.

2. CAUTION: Connect T4, prior to removal
of the solenoid.

this operation.
Remove the transfer case clutch solenoid.

spillage.
Detach from the selector lever.
Installation
1. CAUTION: Make sure the seal is installed correctly.
Install the transfer case clutch solenoid.
Install to the selector lever.

2. Check and top-up the transfer case fluid level.
3. Using T4, calibrate a new transfer case control solenoid.
Transfer Case -
Sealers and Lubricants
Item Specification
* Recommended oil Shell TF 0753
Capacity - Wet and dry fill 1.5 litres, (2.6 pints) (1.5 US quarts)
Input shaft splines grease Weicon TL7391
CAUTION: * Do not use any lubricant other than that specified
Item Specification
Make Magna Steyr
Model DD295
Two speed, permanent four wheel drive transfer box having synchronised shift on the move
Type facility with an actively controlled wet clutch and 50/50 torque split across the centre
differential
Clutch type Wet, multi-plate
Maximum torque
2500 Nm (1842.5 lb-ft)
capacity
Ratios:
High 1:1
Item Specification
Low 2.93:1
Maximum shift
speeds:
High to low ratio 40 kph (24.8 mph)
Low to high ratio 60 kph (37.2 mph)
Transfer case fluid drain plug 22 16
Transfer case fluid filler/level plug 22 16
Transmission support insulator to transfer case bolts 60 44
Transfer case to transmission bolts 45 33
* Front driveshaft to transfer case output flange:
Stage 1 45 33
* New 'patched' Torx bolts must be installed
Transfer Case - Transfer Case Draining and Filling
General Procedures
All vehicles

safety stands.

2. Position a container to collect the fluid.

All vehicles
5. Allow the fluid to drain.



All vehicles
10. Refill transfer case with the recommended fluid, until
the fluid is level with bottom of filler/level plug hole.
(16 lb.ft).

(18 lb.ft).

Transfer Case - Transfer Case Input Shaft SealTDV8 3.6L Diesel
In-vehicle Repair
Special Tool(s)
Oil seal remover
303-903(LRT-12-092)
Oil seal installer
308-598
Removal

safety stands.


Using the special tool, carefully remove and

discard the seal.
Installation
Using the special tool, install a new seal.

Transfer Case - Transfer Case Front Output Shaft SealTDV8 3.6L
Diesel
In-vehicle Repair
Special Tool(s)
Installer
307-486(LRT-41-019)
Installer
308-636
Installer
205-818
Removal
Specifications).

safety stands.
Procedures).
Remove the 4 bolts.

Remove 17 bolts securing the transfer casings.

tightened.

with the rear face of the transfer case facing down on a
flat surface.

Remove the front half of the transfer case.
Remove the remaining 2 bolts.

special washers.
Remove the 2 special washers.

11. Remove the input shaft and oil pump
assembly.
Release the fluid pump pickup line.
12. Remove the front output flange.

Installation


bearing.

5. CAUTIONS:
Centralize the snap ring in the snap ring




6. CAUTION: Make sure the washers are installed

correctly.
Install the 2 special washers.

7. CAUTION: Make sure the oil pump is
installed over its location peg.
Install the input shaft and oil pump assembly.
Secure the fluid pickup line.
8. Apply a 2 mm bead of sealant to one surface of

the transfer case mating face, as shown.

Evenly tighten the 2 bolts shown to 35 Nm

(26 lb.ft).

with its transmission mating face down on a flat surface.
11. Tighten the remaining bolts to 35 Nm (26 lb.ft).

13. With assistance, release the transfer case.
Remove the 2 bolts.

Procedures).
Specifications).
Transfer Case - Transfer Case Rear Output Shaft SealTDV8 3.6L
Diesel
In-vehicle Repair
Special Tool(s)
Remover/installer
205-726(LRT-54-015)
Seal installer
308-637
Installer
204-525/1
Removal
Specifications).

safety stands.

Procedures).

Remove the 4 bolts.
Remove 17 bolts securing the transfer casings.

tightened.


Remove the rear half of the transfer case.
9. Remove the differential module.
Remove the spacer.

10. NOTE: Remove as an assembly.
Remove the clutch, chain and sprocket.
11. Remove the rear output flange.


Remove the circlip.
14. Release the front half of the transfer case from the flat
surface.
Remove the 2 bolts.
Installation


bearing.
Install the circlip.

5. CAUTIONS:
Centralize the snap ring in the snap ring




6. Secure the rear half of the transfer case with its rear
face down on a flat surface.
7. NOTE: Rotate the differential to engage the
splines.
Install the differential module.
Install the spacer.
8. NOTE: Rotate the assembly to engage the

clutch plates.
NOTE: Use circlip pliers to open the actuator

levers.
Install the clutch.
Engage the actuator levers.

9. CAUTION: The dark links in the chain
face up as shown.
NOTE: The relieved splined inner diameter of the

sprocket must face up as shown.
Install the chain and sprocket.
10. Apply a 2 mm bead of sealant to one surface

of the transfer case mating face, as shown.
Apply a 2 mm bead of sealant to one surface

of the transfer case mating face, as
shown.
Evenly tighten the 2 bolts shown to 35 Nm

(26 lb.ft).
12. Tighten the remaining bolts to 35 Nm (26 lb.ft).


14. With assistance, release the transfer case from the flat
surface.
Remove the 2 bolts.

Procedures).
Specifications).
Transfer Case - Transfer CaseTDV8 3.6L Diesel
Removal
Special Tool(s)
Wrench adaptor
303-1069
Removal

safety stands.

3. CAUTIONS:



drive flange.
4. NOTE: Components removed for clarity.
Using a suitable tie strap, secure the driveshaft

above the transfer case.
5. CAUTIONS:



case drive flange.
Remove the 6 Torx bolts and washers, discard

the bolts.
Remove the 5 bolts.

connectors.

9. Support the transmission on a jack.
10. WARNING: Secure the component to the

transmission jack.
Using a transmission jack, support the transfer case.

11. With assistance, remove the transfer case.
Remove the 8 bolts.
Transfer Case - Transfer CaseTDV8 3.6L Diesel
Installation
Special Tool(s)
Wrench adaptor
303-1069
Installation
1. With assistance, install the transfer case.
Lubricate input shaft splines with 'Weicon

TL7391' grease.
Using the special tool, tighten the bolts to 45

Nm (33 lb.ft).


Attach the rear driveshaft to the transfer case drive

flange.

further 45 degrees.
6. Attach the front driveshaft to the transfer case drive
flange.
Tighten the new Torx bolts to 45 Nm (33 lb.ft), then a

further 90 degrees.
8. If a new transfer case is installed, calibrate the transfer
case using the diagnostic equipment.
Exhaust System - TDV8 3.6L Diesel -
Downpipe catalytic converter to turbocharger bolts 21 15
Downpipe catalytic converter to catalytic converter/diesel particulate filter clamp 25 18
Catalytic converter/diesel particulate filter to exhaust pipe service clamp 48 35
Rear exhaust hanger nuts 45 33
Front exhaust hanger nuts 47 35
Pressure sensor pipe unions 25 18
Exhaust gas temperature sensors** 35 22
Diesel particulate filter heat shield bolts 10 7
Differential pressure sensor heat shield bolts 4 3
Earth lead 21 15
** Apply suitable high temperature resistant anti-seize compound
Exhaust System - TDV8 3.6L Diesel - Exhaust System
COMPONENT LOCATION - VEHICLES WITHOUT DIESEL PARTICULATE FILTER
NOTE: X = Service repair cut points

1 - V clamp
2 - Catalytic converter
3 - Rubber mounting
4 - right-hand (RH) tailpipe
5 - Rear silencer assembly
6 - left-hand (LH) tailpipe
7 - Flexible joint decoupler
8 - Elbow/inlet cone
9 - Gasket
OVERVIEW
The TDV8 stainless steel exhaust system is supplied from the factory as a one-piece assembly, although, in
service sections of the system can be replaced individually. Service joints, identified by indentations on the
pipes, show where the exhaust pipes can be cut to accommodate replacement sections.
After the replacement sections are positioned, the system integrity is restored by sealing the service joints with
one piece sleeves and two clamps to connect the pipes at the cut points.
The system is attached to the underside of the body with six rubber mountings which are located on stainless
steel hanger bars that are welded to the system. The rubber mountings locate on adjacent hanger brackets
which are bolted to the underside of the vehicle body.
On vehicles from 2008 Model Year (MY), an optional DPF is available. The non-DPF exhaust system is also
available on vehicles from 2008MY as the DPF is not required to comply with EU4 emissions regulations.
CAUTIONS:
The use of bio-fuels can seriously contaminate and destroy the coatings used on the catalytic converter.
The DPF and the catalytic converter can become irreversibly contaminated if non-specified oils or fuels are
used. This will result in the vehicle being unable to regenerate the DPF, becoming non-compliant with tailpipe
emission regulations and replacement of the catalytic converter and DPF will be required.
If the vehicle is waded in deep water and the engine is stopped with the tailpipes submerged, the water,
which can enter the system, can also contaminate both the DPF and the catalytic converter. This again can
result in catalytic converter damage and damaging the ability for the DPF to regenerate therefore requiring
both components to be replaced.
FRONT SECTION
The front down pipes have a welded flange with three holes which provide for the attachment to the
turbocharger using three bolts. The flange is sealed with a metal gasket.
The flange is welded to a fabricated elbow/inlet cone which feeds into the 0.55 liter catalytic converter which in
turn is connected to the decoupler. The converter outlet pipe is 48 mm (1.89 in) tube with a 2.0 mm (0.08 in)
wall thickness which is welded between the converter and the decoupler. The outlet pipe from the decoupler is
55 mm (2.2 in) diameter tube with a wall thickness of 1.5 mm (0.06 in). The rear of the outlet pipes is flared
to a 'V' form to provide attachment location for the rear section. When the rear section is inserted in the flared
'V' end, a clamp is used to compress and secure the joint.
Vehicles Fitted with DPF
The catalytic converter outlet pipe is welded to the converter body. The outlet pipe is connected to the inlet
side of the DPF via a flange and gasket, which is secured by 2 nuts/studs.
REAR SECTION
The rear section has short 55 mm (2.2 in) diameter tube with a wall thickness of 1.5 mm (0.06 in) which
locates in the flared 'V' end of the front down pipe sections. The tube is welded to underfloor 1.65 liter catalytic
converters. The pipe from the converter is 55 mm (2.2 in) diameter tube with a wall thickness of 1.5 mm (0.06
in) and is routed to the rear silencer assembly.
The LH outlet pipe has a welded bracket which is used to attach an ground strap to the exhaust system. The
other end of the ground strap is attached to a stud on the underside of the vehicle body. The ground strap is
required to improve the radio signal.
The rear silencer assembly comprises two pressed stainless steel shells which are welded together to give a
capacity of 33 liters (61 in3). The silencer contains baffles and perforated tubes which reduce noise as the
exhaust gasses pass through the silencer. The silencer has two outlet tailpipes which are 60 mm (2.4 in)
diameter with a wall thickness of 1.2 mm (0.05 in). Each tailpipe is curved downwards to direct exhaust gasses
away from the rear of the vehicle.
Hanger bars are welded to the pipes between the underfloor catalytic converters and four hanger bars are
welded to the rear silencer assembly. Each of the hanger bars has a silicone rubber mounting which connects
the exhaust via corresponding brackets on the vehicle underside. The rear left side of the exhaust has an
ground strap attached via a welded bracket on the hanger bar.
Vehicles Fitted with DPF
The exhaust rear sections are welded to the outlet side of the diesel particulate filter (DPF).
CATALYTIC CONVERTERS
The engine management system provides accurately metered quantities of fuel to the combustion chambers to
ensure the most efficient use of fuel and to minimize the exhaust emissions. To further reduce the carbon
monoxide and hydrocarbons content of the exhaust gasses, catalytic converters are integrated into the front
section of the exhaust system.
In the catalytic converter, the exhaust gasses are passed through honeycombed ceramic elements coated with
a special surface treatment called 'washcoat'. The washcoat increases the surface area of the ceramic elements
by a factor of approximately 7000. On top of the washcoat is a coating containing platinum, which is the active
constituent for converting harmful emissions into inert by-products. The platinum adds oxygen to the carbon
monoxide and the hydrocarbons in the exhaust gasses to convert them into carbon dioxide and water
respectively.
DIESEL PARTICULATE FILTER
On vehicles from 2008MY, an optional DPF is available.
NOTE: The non-DPF exhaust system is also available on vehicles from 2008MY.
The DPF system reduces diesel particulate emissions to negligible levels.
The particulate emissions are the black fumes emitted from the diesel engine under certain load conditions.
The emissions are a complex mixture of solid and liquid components with the majority of the particulates being
carbon microspheres on which hydrocarbons from the engine's fuel and lubricant condense.
The DPF system comprises the following components:
DPF
DPF control software incorporated into the engine control module (ECM)
Differential pressure sensor.
The DPF is located in the exhaust system, downstream of the catalytic converter. A major feature of the DPF is
its ability for regeneration. Regeneration is the burning of particulates trapped by the filter to prevent
obstruction to the free flow of exhaust gasses. The regeneration process takes place at calculated intervals and
is not noticeable by the driver of the vehicle.
Regeneration is most important, since an overfilled filter can damage the engine through excessive exhaust
back pressure and can itself be damaged or destroyed. The material trapped in the filter is in the most part
carbon particles with some absorbed hydrocarbons.

A - Front face showing alternate closed cells
B - Side view showing exhaust gas flow through the filter and particulate build up
C - Rear face showing alternate closed cells
The DPF uses a filter technology based on a filter with a catalytic coating. The DPF is made from silicon carbide
housed in a steel container and has excellent thermal shock resistance and thermal conductivity properties.
The DPF is designed for the engine's operating requirements to maintain the optimum back pressure
requirements.
The porous surface of the filter consists of a number of small parallel channels positioned in the longitudinal
direction of the exhaust system. Adjacent channels in the filter are alternately plugged at the end. This design
forces the exhaust gasses to flow through the porous filter walls, which act as the filter medium. Particulate
matter which are too big to pass through the porous surface are collected and stored in the channels.
The collected particulate matter, if not removed, can create an obstruction to exhaust gas flow. The particles
are removed by a regeneration process which oxidizes the particles.
DPF regeneration is controlled by the temperature of the exhaust gasses and the DPF. The DPF includes a wash
coat to the filter surface which comprises platinum and other active components and is similar to the catalytic
converter. At certain exhaust gas and DPF temperatures the wash coat promotes combustion of the particles in
addition to oxidizing carbon monoxide and hydrocarbon emissions.
The exhaust gas and DPF temperatures are controlled by the DPF software located in the ECM. The DPF
software monitors the load status of the DPF based on driving style, distance travelled and signals from the
differential pressure sensor and temperature sensors. When the particulate loading of the DPF reaches
predetermined levels, the DPF is actively regenerated by adjusting, in conjunction with the ECM, various engine
control functions such as:
fuel injection
intake air throttle
exhaust gas recirculation

The regeneration process is possible because of the flexibility of the common-rail fuel injection engine which
provides precise control of fuel flow, fuel pressure and injection timing which are essential requirements to
promote the efficient regeneration process.
Two processes are used to regenerate the DPF; passive and active.
Passive Regeneration
Passive regeneration requires no special engine management intervention and occurs during normal engine
operation. The passive regeneration involves a slow conversion of the particulate matter deposited in the DPF
into carbon dioxide. This process is active when the DPF temperature reaches 250C (482F) and is a
continuous process when the vehicle is being driven at higher engine loads and speeds.
During passive regeneration, only a portion of the particulate matter is converted into carbon dioxide. This is
due to the chemical reaction process which is only effective within the normal operating temperature range of
250C to 500C (482F to 932F).
Above this temperature range the conversion efficiency of the particulates into carbon dioxide increases as the
DPF temperature is raised. These temperatures can only be achieved using the active regeneration process.
Active Regeneration
Active regeneration starts when the particulate loading of the DPF reaches a threshold as monitored or
determined by the DPF control software. The threshold calculation is based on driving style, distance travelled
and back pressure signals from the differential pressure sensor.
Active regeneration generally occurs every 310 miles (500 km) although this is highly dependant on how the
vehicle is driven. For example, if the vehicle is driven at low loads in urban traffic regularly, active regeneration
will occur more often. This is due to the rapid build-up of particulates in the DPF than if the vehicle is driven at
high speeds when passive regeneration will have occurred.
This is determined by the DPF software monitoring the signals from the two DPF temperature sensors to
establish the temperature of the DPF. Depending on the DPF temperature, the DPF software requests the ECM
to perform either one or two post-injections of fuel:
The first post-injection of fuel retards combustion inside the cylinder which increases the temperature of
the exhaust gas.
The second post-injection of fuel is injected late in the power stroke cycle. The fuel partly combusts in the
cylinder, but some unburnt fuel also passes into the exhaust where it creates an exothermic event
within the catalytic converter, further increasing the temperature of the DPF.
The active regeneration process takes approximately 20 minutes to complete. The first phase increases the
DPF temperature to 500C (932F). The second phase further increases the DPF temperature to 600C
(1112F) which is the optimum temperature for particle combustion. This temperature is then maintained for
15-20 minutes to ensure complete incineration of the particles within the DPF. The incineration process
converts the carbon particles to carbon dioxide and water.
The active regeneration temperature of the DPF is closely monitored by the DPF software to maintain a target
temperature of 600C (1112F) at the DPF inlet. The temperature control ensures that the temperatures do
not exceed the operational limits of the turbocharger and the catalytic converter. The turbocharger inlet
temperature must not exceed 830C (1526F) and the catalytic converter brick temperature must not exceed
800C (1472F) and the exit temperature must remain below 750C (1382F).
During the active regeneration process the following ECM controlled events occur:
The turbocharger is maintained in the fully open position. This minimizes heat transmission from the
exhaust gas to the turbocharger and reduces the rate of exhaust gas flow allowing optimum heating of
the DPF. If the driver demands an increase in engine torque, the turbocharger will respond by closing
the vanes as necessary.
The throttle is closed as this assists in increasing the exhaust gas temperature and reduces the rate of
exhaust gas flow which has the effect of reducing the time for the DPF to reach the optimum
temperature.
The EGR valve is closed. The use of EGR decreases the exhaust gas temperature and therefore prevents
the optimum DPF temperature being achieved.
If, due to vehicle usage and/or driving style, the active regeneration process cannot take place or is unable to
regenerate the DPF, the dealer can force regenerate the DPF. This is achieved by either driving the vehicle until
the engine is at its normal operating temperature and then driving for a further 20 minutes at speeds of not
less than 30 mph (48 km/h) or by connecting a Land Rover approved diagnostic system to the vehicle which
will guide the technician through an automated regeneration procedure to clean the DPF.
Diesel Particulate Filter Control
The DPF requires constant monitoring to ensure that it is operating at its optimum efficiency and does not
become blocked. The ECM contains DPF software which controls the monitoring and operation of the DPF
system and also monitors other vehicle data to determine regeneration periods and service intervals.
The DPF software can be divided into three separate control software modules; a DPF supervisor module, a
DPF fuel management module and a DPF air management module.
These three modules are controlled by a fourth software module known as the DPF co-ordinator module. The
co-ordinator module manages the operation of the other modules when an active regeneration is requested.
The DPF supervisor module is a sub-system of the DPF co-ordinator module.
DPF Fuel Management Module
The DPF fuel management module controls the following functions:
Timing and quantity of the four split injections per stroke (pilot, main and two post injections).
Injection pressure and the transition between the three different calibration levels of injection.
The above functions are dependant on the condition of the catalytic converter and the DPF.
The controlled injection determines the required injection level in addition to measuring the activity of the
catalytic converter and the DPF. The fuel management calculates the quantity and timing for the four split
injections, for each of the three calibration levels for injection pressure, and also manages the transition
between the levels.
The two post injections are required to separate the functionality of increasing in-cylinder gas temperatures
and the production of hydrocarbons. The first post injection is used to generate the higher in-cylinder gas
temperature while simultaneously retaining the same engine torque output produced during normal (non-
regeneration) engine operation. The second post injection is used to generate hydrocarbons by allowing
unburnt fuel into the catalytic converter without producing increased engine torque.
DPF Air Management Module
The DPF air management module controls the following functions:
exhaust gas recirculation (EGR) control
Intake air temperature and pressure control.
During active regeneration, the EGR operation is disabled, although it can be requested at idle if post injection
is not active and the closed-loop activation of the turbocharger boost controller is calculated. The air
management module controls the air in the intake manifold to a predetermined level of pressure and
temperature. This control is required to achieve the correct in-cylinder conditions for stable and robust
combustion of the post injected fuel.
The module controls the intake air temperature by actuating the EGR throttle and by adjustment of the
DPF Co-ordinator Module
The DPF co-ordinator module reacts to a regeneration request from the supervisor module by initiating and co-
ordinating the following DPF regeneration requests:
EGR cut-off
Control of air pressure and temperature in the intake manifold
Fuel injection control.
When the supervisor module issues a regeneration request, the co-ordinator module requests EGR cut-off and
a regeneration specific turbocharger boost pressure control. It then waits for a feedback signal from the EGR
system confirming that the EGR valve is closed.
When the EGR valve is closed, the co-ordinator module initiates requests to increase engine load by controlling
the intake air temperature and pressure.
Once confirmation is received that intake conditions are controlled or a calibration time has expired, the co-
ordinator module then changes to a state awaiting an accelerator pedal release manoeuver from the driver. If
this occurs or a calibration time has expired, the co-ordinator module generates a request to control fuel
injections to increase exhaust gas temperature.
Differential Pressure Sensor

1 - Low pressure connection
2 - High pressure connection
There are two differential pressure sensors which are located on a bracket which is attached to the
transmission case.
The differential pressure sensors are used by the DPF software to monitor the condition of both DPFs. Two pipe
connections on the sensors are connected by pipes to the inlet and outlet ends of the DPFs. The pipes allow the
sensor to measure the inlet and outlet pressures of the DPFs.
As the amount of particulates trapped by the DPFs increases, the pressure at the inlet side of the DPF increases
in comparison to the DPF outlet. The DPF software uses this comparison, in conjunction with other data, to
calculate the accumulated amount of trapped particulates.
By measuring the pressure difference between the DPF inlet and outlet and the DPF temperature, the DPF
software can determine if the DPF is becoming blocked and requires regeneration.
Differential Particulate Filter Temperature Sensors
Six temperature sensors are used in the DPF system. The first is located just after the turbocharger in the
catalytic converter inlet pipe, the second located in the catalytic converter outlet pipe and the third in the DPF
outlet cone pipe work. This is mirrored on each side of the exhaust system.
The sensors measure the temperature of exhaust gas exiting the turbocharger, after the catalyst and after it
passes through the DPF to provide the information needed to calculate the DPF temperature.
The information is used, in conjunction with other data, to estimate the amount of accumulated particulates
and to control the DPF temperature.
Diesel Particulate Filter Side Effects
The following section details some side effects caused by the active regeneration process.
Engine Oil Dilution
Engine oil dilution can occur due to small amounts of fuel entering the engine crankcase during the post-
injection phases. This has made it necessary to introduce a calculation based on driving style to reduce oil
service intervals if necessary. The driver is alerted to the oil service by a message in the instrument cluster.
The DPF software monitors the driving style, the frequency of the active regeneration and duration. Using this
information a calculation can be made on the engine oil dilution. When the DPF software calculates the engine
oil dilution has reached a predetermined threshold (fuel being 7% of engine oil volume) a service message is
displayed in the instrument cluster.
Depending on driving style, some vehicles may require an oil service before the designated interval. If an
service message is displayed, the vehicle will be required have a full service and the service interval counter
will be reset.
Fuel Consumption
During the active regeneration process of the DPF, there will be an increase in fuel consumption. However,
because active regeneration occurs infrequently and for limited periods of time, the overall effect on fuel
consumption is approximately 2%. The additional fuel used during the active regeneration process is not
accounted for in the average fuel consumption displays in the instrument cluster.
INSTRUMENT CLUSTER
Instrument Cluster Indications
For drivers who make regular short journeys at low speeds, it may not be possible to efficiently regenerate the
DPF. In this case, the DPF software will detect a blockage of the DPF from signals from the differential pressure
sensor and will alert the driver as follows.
Vehicles with DPF use a high-line instrument cluster to alert the driver to the condition of the DPF via
messages in the message center.
When the DPF becomes full the driver will be alerted to this condition by a message 'DPF FULL SEE HANDBOOK'
accompanied by a handbook symbol. As detailed in the Owners Handbook, the driver should drive the vehicle
until the engine is at its normal operating temperature and then drive for a further 20 minutes at speeds of not
less than 30 mph (48 km/h). Successful regeneration of the DPF is indicated to the driver by the 'DPF FULL SEE
HANDBOOK' message no longer being displayed.
If the DPF software detects that the DPF is still blocked, the message will change to 'DPF FULL VISIT DEALER',
the driver should take the vehicle to an authorized dealer to have the DPF force regenerated.
Service Interval Indicator

There are two methods of resetting the Service Interval Indicator (SII). The Land Rover approved diagnostic
system can be connected to the vehicle and a diagnostic routine performed or a manual reset procedure can be
performed using the trip reset button on the instrument cluster.
Manual Reset Procedure for Non DPF
Press and hold the trip reset button.
Turn the ignition switch on to the ignition position II.
If the SII function is enabled the information display will flash 'SERVICE' for 5 seconds and then display
'SERVICE' constantly. If the SII function is not enabled the information display will show the normal
information.
Upon display of the message 'Distance' press and hold the trip reset button until the display shows the
message 'Service Reset' continue to hold whilst the cluster resets the Date & Distance values. Release
the reset button when either no messages are displayed or when pre-selected trip display information
is displayed.
The above reset strategy is only possible if the distance travelled is greater than 20% of the preset service
distance. If an attempt to carry out a manual reset under these conditions then the Instrument Cluster shall
display the message 'Cannot Reset'.
Manual Reset Procedure for DPF Vehicles
Press and hold the trip reset button.
Turn the ignition switch on to the ignition position II.
If the SII function is enabled the information display will flash 'SERVICE' for 5 seconds and then display
'SERVICE' constantly. During the period of the message 'Service ' flashing release the trip reset button
momentarily and hold again until the message 'SERVICE RESET' is displayed. Release the trip reset
button and the instrument cluster shall display the message 'END' before continuing with normal
operation.
Exhaust System - TDV8 3.6L Diesel - Catalytic Converter
Special Tool(s)
Pipe cutter-exhaust
100-051(LRT-99-027)
Removal

safety stands.


the marked position.
Release the catalytic converter.
Remove and discard the clamp.
Remove the catalytic converter.
Release the exhaust hanger.

Remove the exhaust hanger.
Installation
1. Install the exhaust hanger.
2. NOTE: Do not tighten the clamp at this stage.
Install the service clamp.

3. Install a new gasket and exhaust clamp to the catalytic
converter.
4. CAUTION: To allow the sealing gasket to
locate and seal correctly, make sure the sealing
gasket is fully seated to the catalyst pipe before the
exhaust clamp is initially tightened. Failure to follow
this instruction may result in damage to the vehicle.
Tighten the exhaust clamp until the sealing gasket

grips the exhaust pipe.
1. Before the exhaust clamp is initially

tightened make sure that the sealing
gasket locates to the exhaust pipe
with the retaining tangs.
2. Release the exhaust clamp after its
initial tightening and make sure the
sealing gasket locates to the catalyst
pipe with the retaining tangs.
Install the catalytic converter.
Attach the exhaust hanger.
6. CAUTION: Make sure the exhaust clamp sits

squarely on the catalyst sealing flange when the
exhaust clamp is fully tightened. Failure to follow this
Align the exhaust clamp.
7. Align the catalytic converter and clamps.
Tighten the clamp to 25 Nm (18 lb.ft).
Tighten the service clamp to 48 Nm (35 lb.ft).
LHVehicles Without: Diesel Particulate Filter (DPF)
Removal

safety stands.

Installation).
Remove the 2 nuts.
4. Release the LH catalytic converter.
Remove the 3 bolts.

Installation
1. Install a new gasket and exhaust clamp to the exhaust
system.



3. Install the LH catalytic converter to the turbocharger.

5. CAUTIONS:
To allow the sealing gasket to locate and seal

correctly, make sure the sealing gasket is fully seated to
the catalyst pipe before the exhaust clamp is initially
tightened. Failure to follow this instruction may result in
Make sure the exhaust clamp sits squarely on the

catalyst sealing flange when the exhaust clamp is fully
Secure the LH catalytic converter.

Tighten the nuts.
Tighten the screws.

Installation).
RHVehicles Without: Diesel Particulate Filter (DPF)
Removal

safety stands.

Installation).
Remove the 2 nuts.
4. Release the RH catalytic converter.
Remove the 3 bolts.
Installation
system.



3. Install the RH catalytic converter to the turbocharger.

5. CAUTIONS:


Secure the RH catalytic converter.

Tighten the nuts.
Tighten the screws.

Installation).
LHVehicles With: Diesel Particulate Filter (DPF)
Removal

safety stands.

Installation).
Remove the 2 nuts.
4. Release the LH side diesel particulate filter

(DPF) differential pressure sensor bracket.
Remove the 2 bolts.
5. Remove the LH side DPF differential pressure

sensor heat shield.
Remove the 3 bolts.

6. Disconnect both catalytic converter temperature
sensor electrical connectors.
7. Disconnect the DPF differential pressure sensor

high-pressure hose.
8. Release the catalytic converter bracket.
9. Release the LH catalytic converter.
Remove the 3 bolts.


NOTE: Make a note of the fitted positions of the

sensors before removal.
Remove the catalytic converter temperature

sensors.
12. Remove the high-pressure pipe union and

pipe.
13. Remove the catalytic converter rubber mount

and bracket.
Installation
1. Install the catalytic converter rubber mount and bracket.
2. Install the high-pressure pipe union and pipe.

3. NOTE: Install the components to their original fitted
positions.
Install the catalytic converter temperature sensors.

4. Secure the catalytic converter bracket.
Install a new nut.

5. Connect the DPF differential pressure sensor high-
pressure hose.
6. Connect both catalytic converter temperature sensor



system.



11. Install the LH catalytic converter to the turbocharger.

12. CAUTION: Make sure the exhaust clamp

sits squarely on the catalyst sealing flange when the
13. CAUTIONS:


Secure the LH catalytic converter.

Tighten the nuts.
Tighten the screws.

Installation).
RHVehicles With: Diesel Particulate Filter (DPF)
Removal

safety stands.

Installation).
Remove the 2 nuts.
4. Remove the diesel particulate filter (DPF)

differential pressure sensor heat shield.
Remove the 3 bolts.

5. Disconnect both catalytic converter temperature
Disconnect the DPF differential pressure sensor

hose.
Release the catalytic converter bracket.
8. Release the RH catalytic converter.
Remove the 3 bolts.

Remove the RH catalytic converter.

NOTE: Make a note of the fitted positions of the

sensors before removal.
Remove the catalytic converter temperature

sensors.
11. Remove the high-pressure pipe union and

pipe.
12. Remove the catalytic converter rubber mount

and bracket.
Installation
1. Install the catalytic converter rubber mount and bracket.
2. Install the high-pressure pipe union and pipe.

positions.
Install the catalytic converter temperature sensors.

4. Secure the catalytic converter bracket.
Install a new nut.

5. Connect the DPF differential pressure sensor hose.
6. Connect both catalytic converter temperature sensor


system.



10. Install the RH catalytic converter to the turbocharger.

11. CAUTION: Make sure the exhaust clamp
sits squarely on the catalyst sealing flange when the
12. CAUTIONS:


Secure the RH catalytic converter.

13. Install the RH catalytic converter heatshield.
Tighten the nuts.
Tighten the screws.

Installation).
Exhaust System - TDV8 3.6L Diesel - Diesel Particulate Filter
(DPF)
Special Tool(s)
Pipe cutter-exhaust
100-051(LRT-99-027)
Removal
safety stands.

Release the clips.
Disconnect the diesel particulate filter (DPF)

differential pressure sensor low-pressure pipe.
Release the clip.
Release the union nut.

the marked position.
Release the DPF.
Remove the DPF.
Release the exhaust hanger.

Remove the shield.
Remove the 4 bolts.
8. Remove the exhaust gas temperature sensor.

9. Remove the exhaust hanger.
Installation
1. Install the exhaust hanger.
2. Install the exhaust gas temperature sensor.

3. Install the shield.

Install the service clamp.

5. Install a new gasket and exhaust clamp to the catalytic
converter.




Install the DPF.
Attach the exhaust hanger.

9. Align the DPF and clamps.
Tighten the service clamp to 48 Nm (35 lb.ft).

connector.
Secure the 3 clips.

11. Connect the DPF differential pressure sensor low-
pressure pipe.
Secure the clip.
Exhaust System - TDV8 3.6L Diesel - Diesel Particulate Filter
(DPF) Differential Pressure Sensor
Removal

safety stands.

2. Release the diesel particulate filter (DPF)
differential pressure sensor bracket.
Remove the 2 bolts.
3. Remove the DPF differential pressure sensor

heat shield.
Remove the 3 bolts.

5. CAUTION: Make a note of the connection

orientation of the high and low pressure hoses to
the sensor ports. Make sure the hoses are located
to the correct sensor port when installed. Failure
to follow these instructions may result in damage
to the vehicle.
Disconnect the high and low pressure hoses

from the DPF differential pressure sensor.

6. Remove the DPF differential pressure sensor.
Release the clip.
Installation
1. Install the DPF differential pressure sensor.

2. Connect the high and low pressure hoses to the DPF
differential pressure sensor.
Secure the clips.

connector.

Exhaust System - TDV8 3.6L Diesel - Exhaust SystemVehicles
Without: Diesel Particulate Filter (DPF)
Removal

safety stands.

Installation).
Remove the 2 nuts.
Remove the 2 nuts.


turbochargers.
Remove the 6 bolts.

Remove the 2 nuts.

Remove the exhaust hangers.
Installation
1. Install the exhaust hangers.

3. With assistance, attach the exhaust hangers.
4. Secure the LH and RH catalytic converters to the
turbochargers.

Tighten the nuts.
Tighten the screws.

Tighten the nuts.
Tighten the screws.

Installation).
Exhaust System - TDV8 3.6L Diesel - Exhaust SystemVehicles
With: Diesel Particulate Filter (DPF)
Removal
CAUTION: Make a note of the connection orientation of the high and low pressure hoses to the sensor
ports. Make sure the hoses are located to the correct sensor port when installed. Failure to follow these
instructions may result in damage to the vehicle.

safety stands.

Installation).
Remove the 2 nuts.

Remove the 2 nuts.
5. Release the LH side diesel particulate filter

(DPF) differential pressure sensor bracket.
Remove the 2 bolts.
6. Remove the LH side DPF differential pressure

sensor heat shield.
Remove the 3 bolts.

7. Remove the RH DPF differential pressure sensor
heat shield.
Remove the 3 bolts.
Release the 2 DPF differential pressure sensor

high-pressure pipes.
Release the clips.
Disconnect the exhaust gas temperature sensor

Release the 2 DPF differential pressure sensor

low-pressure pipe unions.
Disconnect the 2 rear exhaust gas temperature

Release the clips.
12. Disconnect the exhaust system earth lead.
Remove the nut.

turbochargers.
Remove the 6 bolts.
Release the 2 front exhaust hanger brackets.
Remove and discard the nuts.

Remove the 2 nuts.

Remove the exhaust hangers.

18. NOTE: Make a note of the fitted positions of
the sensors before removal.
Remove the 6 exhaust gas temperature sensors.
19. Remove the 2 DPF differential pressure sensor

high-pressure pipe unions.
Remove the 2 front exhaust hangers.
21. Remove the 2 DPF grass shields.
Remove the bolts.
Installation
1. Install the 2 DPF grass shields.
2. Install the 2 front exhaust hangers.
3. Install the 2 DPF differential pressure sensor high-
pressure pipe unions.

positions.
Install the 6 exhaust gas temperature sensors.

5. Install the exhaust hangers.

7. With assistance, attach the exhaust hangers.
8. Secure the 2 front exhaust hanger brackets.

clean and free of corrosion and foreign material.
Secure the LH and RH catalytic converters to the

turbochargers.

10. Connect the exhaust system earth lead.

11. Connect the 2 rear exhaust gas temperature sensor
connectors.
13. Secure the 2 DPF differential pressure sensor low-
pressure pipe unions.

14. Secure the 2 DPF differential pressure sensor high-
pressure pipes.
Secure the clips.

15. Install the RH DPF differential pressure sensor heat
shield.

16. Install the LH DPF differential pressure sensor heat
shield.

17. Secure the LH DPF differential pressure sensor bracket.
Install the 2 nuts.

Install the 2 nuts.

Installation).
Exhaust System - TDV8 3.6L Diesel - Tailpipe
Special Tool(s)
027)
100-051
Removal

safety stands.

2. Release the tail pipe.
Using 100-051, cut the tail pipe at the point

indicated by a depression in the pipe.

pipe.
3. With assistance, remove the tail pipe.
Remove the 2 nuts.
4. Remove both rear exhaust hanger assemblies.
Installation
2. NOTE: Do not tighten the retaining clamps at this stage.
With assistance, install the tail pipe.
Install the retaining clamps.

3. Align the tail pipe and tighten the retaining clamps to 55
Nm (40 lb.ft).
Fuel System - General Information -
Fuel System - General Information - Diesel Filter Water Drain-Off
General Procedures
WARNINGS:
injury.
attention.


connector.

sensor drain port.

container.

3. Tighten the water-in-fuel sensor.
Fuel System - General Information - Fuel System Pressure
CheckTDV8 3.6L Diesel
General Procedures
Special Tool(s)
Adapter - fuel pressure check
310-116(LRT-19-006A)
Gauge fuel pressure
310-116-01
WARNINGS:
injury.
attention.
about the vehicle.
injury.
CAUTIONS:

2. Remove the Schraeder valve cap.
3. Install the special tool union to the Schraeder
valve.
Open the valve on the special tool.
Note the fuel pressure readings.

5. Switch the engine off.
6. Close the valve on the special tool.
8. Install the Schraeder valve cap.
Fuel System - General Information - Fuel Tank Draining
General Procedures
WARNINGS:
about the vehicle.
injury.
1. Open the fuel filler door and remove the cap.

3. Connect the fuel tank drain equipment ground cable to
the vehicle.
4. Remove the fuel from the fuel tank, via the filler neck,
using the fuel tank draining equipment. Follow the

9. Remove the LH fuel tank access cover.
Remove the 4 nuts.

Remove the LH fuel sender cover.
Using the special tool, remove the fuel sender

cover locking ring.
Release the LH fuel sender cover.

11. Remove the remaining fuel from the fuel tank,
via the LH sender unit access aperture, using
the fuel tank draining equipment. Follow the
12. Install the LH fuel sender cover.
Install a new seal.

13. Install the LH fuel tank access cover.


Fuel System - General Information - High-Pressure Fuel System
BleedingTDV8 3.6L Diesel
General Procedures
1. Set the ignition to the ON position and wait for 60
seconds.
2. CAUTION: Do not crank the engine for more than

20 seconds.
Start the engine.

3. NOTE: If the engine does not start, wait for 5 seconds
and repeat step 2.
Set the ignition to the OFF position.
Fuel System - General Information - Low-Pressure Fuel System
General Procedures
Special Tool(s)
310-116(LRT-19-006A)
WARNINGS:
injury.
attention.
about the vehicle.
injury.
CAUTIONS:

valve.
4. Connect a suitable clean piece of clear tube to

the special tool.
Position the piece of clear tube in a suitable

fluid container.
5. Turn the ignition key to position II to operate the fuel

pump.
6. NOTE: The fuel pump will only operate for a set time and
will switch off if it does not see a crank signal.
Repeat the above procedure until air-free fuel flows from

the piece of clear tube.
7. Disconnect the piece of clear tube from the special tool.
Close the valve on the special tool.

General Procedures
Special Tool(s)
310-116(LRT-19-006A)
WARNINGS:
injury.
attention.
about the vehicle.
injury.
CAUTIONS:

valve.

the special tool.

fluid container.

pump.


General Procedures
Special Tool(s)
310-116(LRT-19-006A)
WARNINGS:
injury.
attention.
about the vehicle.
injury.
CAUTIONS:

valve.

the special tool.

fluid container.

pump.


Fuel Tank and Lines - TDV8 3.6L Diesel -
Fuel tank filler pipe bolt 10 7
Fuel tank retaining bolts 45 33
Fuel tank shield nuts/bolts 25 18
Auxiliary fuel cooler retaining bolts 5 4
Fuel cooler retaining bolt 23 17
Fuel Tank and Lines - TDV8 3.6L Diesel - Fuel Tank and Lines
TDV8 COMPONENT LOCATION

1 - Fuel filler pipe
2 - Fuel filler cap
3 - Fuel delivery pump module
4 - Fuel tank
5 - Return pipe from fuel filter to tank
6 - Pressure feed pipe to filter and high pressure fuel pump
7 - Fuel cooler
8 - Fuel filter
10 - Schraeder valve
11 - Return pipe from high pressure fuel pump
INTRODUCTION
The fuel system is divided into 2 sub systems:
Low pressure system
High pressure system.
The low pressure system features the following components:
Fuel tank
Fuel pump delivery module in tank
Outlet protection valves
Body mounted fuel to coolant cooler
Fuel filter with water in fuel sensor and water drain plug
Air bleed schraeder valve.
The low pressure system pressure is 0.5 bar and the return pressure is less than 0.5 bar.
The pressure in the high pressure system is up to 1750 bar. The high pressure system is described in Fuel and
Charging Controls
For additional information, refer to: Fuel Charging and Controls (303-04C Fuel Charging and Controls - TDV8
FUEL TANK
The fuel tank is a saddle type tank and is constructed from moulded plastic. It is located towards the rear of
the vehicle just in front of the rear suspension. The fuel tank has a 104.5 liter (27.6 US gallons) capacity and
incorporates one roll over valve to prevent fuel leakage through the vent in the event of a vehicle roll over.
The tank has two apertures on the top of the tank. The right hand aperture provides for the location of the
advance delivery fuel pump which is sealed in the aperture with a sealing ring and secured with a locking ring.
The left hand aperture has a flange plate which is sealed in the aperture with a sealing ring and secured with a
locking ring. The flange, when removed, allows access to the left-hand (LH) fuel level sensor and remote jet
pump assembly.
The tank fuel level is monitored by two fuel level sensors which are connected to the instrument cluster. A fuel
warning lamp in the instrument cluster is illuminated when there is approximately 12 liters (3.17 US Gallons)
of useable fuel remaining in the tank.
Low Fuel Strategy
The engine control module (ECM) is programmed with a strategy which shuts the engine off before the fuel
tank runs dry. This is to prevent fuel system damage by air being drawn into the high pressure fuel pump.
A misfire is induced when the fuel in the tank reaches approximately 0.25 liters (0.06 US Gallons) of useable
fuel remaining to alert the driver to this condition. The engine is shut down when the fuel in the tank reaches
0.00 liters (0.00 US Gallons) of useable fuel remaining in the tank and 4.0 liters (1.05 US Gallons) of un-
useable fuel remaining.
To reset the fuel strategy after engine shutdown, it is required that a minimum of 4 liters (1.05 US Gallons) of
fuel is added to the fuel tank, when the vehicle is on level ground.
FUEL COOLER AND FILTER ASSEMBLY

1 - Pipe connection - fuel cooler to fuel filter
2 - Pipe connection - Air bleed fuel return - fuel filter to fuel tank
3 - Pipe connection - fuel feed - fuel filter to high-pressure fuel pump
4 - Pipe connection - fuel feed - fuel tank to fuel filter
5 - Pipe connection - fuel cooler - engine coolant inlet
6 - Pipe connection - fuel return - engine to fuel cooler
7 - Pipe connection - fuel cooler - engine coolant outlet
8 - Pipe connection - fuel return - fuel cooler to fuel filter
9 - Fuel filter housing
10 - Fuel filter locking ring
11 - Pipe connection - fuel feed to high-pressure pump
12 - Pipe connection - fuel return - engine to fuel cooler
13 - Water drain outlet
14 - Water sensor electrical connector
15 - Water sensor
16 - Fuel cooler
17 - Fuel filter
The fuel cooler and filter assembly is located in the LH side of the engine compartment.
The fuel cooler is located on a bracket on top of the inner fender suspension turret. The fuel cooler is
connected to the engine cooling system and cools the fuel by heat transfer through internal galleries within the
cooler.
Four quick release fittings are located on the top face of the filter head. Fuel from the fuel pump module in the
fuel tank is passed to the filter housing and through the filter to the high-pressure fuel pump.
Fuel returning from the high pressure pump is passed through a combined air/fuel cooler located in a central
position on the engine before being passed to the body mounted fuel/coolant cooler, adjacent to the filter.
From the fuel cooler, the fuel is passed back into the fuel filter and excess fuel and air is sent back to the fuel
tank via the return line.
The fuel cooler receives a flow of engine coolant which is directed through a dedicated air blast cooler located
in front of the engine cooling radiator. This allows the engine coolant to be directly cooled before it passes
through the fuel cooler improving the efficiency of the fuel cooling.
For additional information, refer to: Engine Cooling (303-03B Engine Cooling - V8 4.4L Petrol, Description and
Operation).
The filter element is located on the underside of the filter head and is secured in position with a plastic locking
ring. Rotation of this ring allows removal and fitment of the filter for servicing purposes. The filter can trap
particulate matter of 2 microns or more and has a fuel capacity of 372 cm3.
The filter is fitted with a removable water sensor which is secured in the base of the filter. The sensor can be
unscrewed and fitted to the new filter. The water sensor housing also incorporates a water drain. A tube can be
fitted to the drain to collect the water/fuel mixture and by rotating the sensor housing, the fuel can be drained
to purge the filter of any water collected in it. This is performed at service intervals defined in the service
schedule and differs between markets.
The maximum water capacity of the fuel filter is 158 ml and this is the minimum amount required to drain from
the filter at service to ensure all water has been removed.
The water sensor operates on the principle of differing resistance values to the transmission of current through
water and fuel. When the volume of water in the fuel reaches 85 cm 3 or more, the sensor value is sensed by
the ECM. The ECM transmits a message on the high speed controller area network (CAN) bus to the instrument
cluster which displays a message 'WATER IN FUEL VISIT DEALER' in the message centre.
FUEL PUMP DELIVERY MODULE

1 - right-hand (RH) fuel level sensor float
2 - Fuel return pipe
3 - Fuel feed pipe
4 - Fuel fired heater feed pipe
6 - Fuel return connection
7 - Fuel feed pressure connection
8 - Fuel fired heater feed connection
10 - LH fuel level sensor float
11 - Jet pump assembly
12 - LH fuel level sensor
13 - Jet pump coarse filter
14 - RH fuel level sensor
15 - Fuel pump coarse filter
16 - Swirl pot
17 - Fuel pump (inside swirl pot)
The electric fuel pump is mounted in the swirl pot which is located inside the fuel tank in the RH side of the
tank.
The pump collects fuel from the fuel swirl pot at the base of the pump and passes it from the tank into the feed
line to the engine mounted, high-pressure fuel pump.
The pump is connected via pipes to a jet pump located in the LH side of the tank. The jet pump delivers fuel to
the fuel swirl pot in the RH side of the tank to ensure fuel is always in the RH side of the tank to supply the fuel
pump.
Two fuel level sensors are located in the fuel tank. One is attached to the fuel pump body and monitors the fuel
level on the RH side of the tank. The second fuel level sensor is attached to the frame of the jet pump and
monitors the fuel level in the LH side of the tank. Each sensor is connected on 2 wires to the instrument
cluster. The instrument cluster calculates the total fuel tank contents using the two level values from the
sensors.
The pump is controlled by the ECM via the fuel pump relay located in the battery junction box (BJB). Should
the fuel pump electrical connection need to be disconnected, it is important that the ignition is switched off. If
the ignition is on in positions I or II, the instrument cluster will store its last fuel gage needle position prior to
power down. Once power is restored the gage will display the last stored position regardless of the actual level
of fuel in the tank. This could result in incorrect fuel gage readings if the fuel tank has been drained and not
filled with exactly the same quantity of fuel that was removed.
FUEL LEVEL SENSORS
The fuel level sensors are a MAgnetic Passive Position Sensor (MAPPS) which provides a variable resistance to
ground for the output from the fuel gage. The sensor is sealed from the fuel preventing contamination of the
contacts, increasing reliability. Both fuel level sensors are connected to the external electrical connector on the
flange via the connectors on the underside of the fuel pump module flange.
The LH and RH sensors are attached to the fuel pump module and the remote jet pump assembly respectively
and are accessible via the fuel pump flange apertures.
The sensor comprises a series of 51 film resistors mounted in an arc on a ceramic surface. The resistors are
wired in series with individual contacts. A soft magnetic foil with 51 flexible contacts is mounted a small
distance above the film resistors. A magnet, located below the ceramic surface, is attached to the sender unit
float arm. As the float arm moves, the magnet follows the same arc as the film resistors. The magnet pulls the
flexible contacts onto the opposite film resistor contacts forming an electrical circuit.
Sensor Operating Principle

1 - Magnetic foil
2 - Spacer
3 - Ceramic surface
4 - Magnet
5 - Resistance film
The film resistors are arranged in a linear arc with resistance ranging from 51.2 to 992.2 Ohms. The electrical
output signal is output dependent on the amount of fuel in the tank and the position of the float arm. The
measured resistance is processed by the instrument cluster to implement an anti-slosh function. This monitors
the signal and updates the fuel gage pointer position at regular intervals, preventing constant pointer
movement caused by fuel movement in the tank due to cornering or braking.
A warning lamp is incorporated in the instrument cluster and illuminates when the fuel content in the tank is
approximately 12 liters (3.17 US Gallons) of useable fuel remaining.
The fuel level sender signal is converted into a CANbus message by the instrument cluster as a direct
interpretation of the fuel tank contents in liters. The ECM uses the CAN bus message to store additional on-
board diagnostic (OBD) P Codes for misfire detection when the fuel level is below a predetermined capacity.
Fuel Level Sensors - Resistance/Fuel Gage Read out Table

inclinations.

51.2 Empty
992 Full
FUEL FILLER PIPE AND TANK BREATHER ASSEMBLY

1 - Filler pipe
3 - Fuel tank vent pipe
4 - Filler cap
5 - Breather stub
6 - Roll over valve
7 - Filler pipe to tank connection
The fuel filler head is positioned at the rear of the vehicle, above the right hand rear wheel. The filler head and
cap is covered by a moulded plastic cover which is electrically locked when the vehicle is locked.
The filler cap is a quarter turn type which is secured to the vehicle with a lanyard. The filler cap must be
securely fitted to ensure that the tank venting system is sealed. The cap has a locking mechanism which gives
an audible click when the cap is correctly tightened.
The filler head is of moulded plastic construction. A bracket provides for the attachment of the filler head to the
vehicle body. The filler head incorporates the Gasoline Fuel Guard system to prevent accidental filling of the
tank with petrol.
A connection on the rear of the filler head allows for the connection of the fuel tank breather pipe from the
breather stub.
The fuel filler pipe locates in the tank and incorporates a spitback flap in the tank end of the pipe. The flap is a
spring loaded cover which acts as a one way valve, allowing the tank to be filled but preventing fuel leaving the
tank into the filler pipe.
Gasoline Fuel Guard

1 - Reset slots
2 - Filler neck
3 - Flap
4 - Spring
5 - Spigots
6 - Reset tool
The gasoline fuel guard is a new system developed by Land Rover to prevent the accidental filling of a diesel
vehicle with gasoline.
The gasoline fuel guard comprises a mechanically operated flap which is triggered when the smaller diameter
filler nozzle tube, used on gasoline pumps, is inserted in the filler neck. The flap is actuated and blocks the
sensor port on the fuel pump nozzle, causing it to automatically switch off.
A reset tool is provided and stored in the luggage compartment. The tool is used to reset the gasoline fuel
guard device if triggered. Two spigots on the tool locate in slots in the filler neck which release a latch and the
flap is opened by its own spring. The tool is located in the filler neck and once the two spigots on the tool are
located in the slots it can be pulled outwards, releasing a latch and allowing the flap to be opened by its own
spring pressure.
The flap is colored yellow so that it is clearly visible when activated and has a 'Handbook' symbol on it.
Fuel Tank and Lines - TDV8 3.6L Diesel - Fuel Tank and Lines
Overview
For information on the fuel system description and operation:

REFER to: Fuel Tank and Lines (310-01C Fuel Tank and Lines - TDV8 3.6L Diesel, Description and Operation).
WARNING: Make sure that all suitable safety precautions are observed when carrying out any work on
the fuel system. failure to observe this warning may result in personal injury.
CAUTION: Make sure that absolute cleanliness is observed when working with these components. Always
install blanking plugs to any open orifices or lines. failure to follow this instruction may result in damage to the
vehicle.
Visual Inspection
Fuel level
Contaminated fuel
Fuel supply line(s) Battery charge and condition
Fuel return line(s) Fuse(s)
High-pressure fuel supply line(s) Inertia fuel shutoff (IFS) switch
Fuel tank filler pipe Fuel pump module (lift pump)
Fuel leak(s) Fuel pump module relay
Fuel tank Electrical connector(s)
Fuel filler cap Damaged or corroded wiring harness
Fuel filter Fuel volume control valve
Push connect fittings Fuel pressure control valve
Fuel rail Engine control module (ECM)
Fuel injection pump
Exhaust gas recirculation (EGR) system

Symptom Chart

switch
Air leakage
Low-pressure fuel
system fault
Check that the inertia switch has not tripped. Check the fuel level
and condition. Draw off approximately 1 ltr (2.11 pints) of fuel
Fuel pump module (lift and allow to stand for 1 minute. Check to make sure there is no
pump) fault separation of the fuel indicating water or other liquid in the fuel.
Check the intake air system for leaks. Check for DTCs. Check the
Engine cranks,
Blocked fuel filter lift pump operation, check the low-pressure fuel system for
but does not
leaks/damage. Check the fuel filter, check the fuel volume and
start
pressure control valves and circuits. Refer to the electrical
Fuel volume regulator guides. Check the fuel pump:
Check the CKP sensor circuits. Refer to the electrical guides.
valve
blocked/contaminate
d
Fuel pump fault
Crankshaft position
(CKP) sensor
Glow plug system fault
(very cold
conditions)
Air leakage Check the glow plug circuits:

REFER to: Glow Plug System (303-07C Glow Plug System,
Diagnosis and Testing).
pump) fault
(2.11 pints) of fuel and allow to stand for 1 minute. Check to
make sure there is no separation of the fuel indicating water or
Low-pressure fuel other liquid in the fuel. Check the intake air system for leaks:
Difficult to system fault REFER to: Intake Air Distribution and Filtering (303-12C Intake
start Air Distribution and Filtering - TDV8 3.6L Diesel, Diagnosis and
Testing).
Blocked fuel filter
Check for DTCs. Check the lift pump operation, check the low-
pressure fuel system for leaks/damage. Check the fuel filter,
Fuel volume control check the fuel volume and pressure control valves and circuits.
valve Refer to the electrical guides. For EGR valve checks:
blocked/contaminate REFER to: Engine Emission Control (303-08A Engine Emission
d Control - TDV8 3.6L Diesel, Diagnosis and Testing).

valve
blocked/contaminate
d
Air ingress
Low-pressure fuel
Check the intake air system for leaks:
system fault
REFER to: Intake Air Distribution and Filtering (303-12C Intake
Air Distribution and Filtering - TDV8 3.6L Diesel, Diagnosis and
Blocked fuel filter Testing).
(2.11 pints) of fuel and allow to stand for 1 minute. Check to
Fuel volume control
Rough idle make sure there is no separation of the fuel indicating water or
valve
other liquid in the fuel. Check for DTCs. Check the low-pressure
blocked/contaminate
fuel system for leaks/damage. Check the fuel filter, check the
d
fuel volume and pressure control valves and circuits. Refer to the
electrical guides. For EGR valve checks:
Fuel pressure control REFER to: Engine Emission Control (303-08A Engine Emission
valve Control - TDV8 3.6L Diesel, Diagnosis and Testing).
blocked/contaminate
d

Check the intake air system:
Intake air system fault Air Distribution and Filtering - TDV8 3.6L Diesel, Diagnosis and
Testing).
Check for a blockage/restriction in the exhaust system, install
Restricted exhaust
new components as necessary:
system
REFER to: Exhaust System - Vehicles Without: Diesel Particulate
Filter (DPF) (309-00C Exhaust System - TDV8 3.6L Diesel,
Lack of power
Low fuel pressure Removal and Installation).
when
Check the fuel pressure:
accelerating
REFER to: Fuel Charging and Controls (303-04C Fuel Charging
and Controls - TDV8 3.6L Diesel, Diagnosis and Testing).
For EGR valve tests:
Turbocharger actuator Control - TDV8 3.6L Diesel, Diagnosis and Testing).
fault For turbocharger actuator checks:
REFER to: Turbocharger (303-04D Fuel Charging and Controls -
Turbocharger, Diagnosis and Testing).
Air leakage
Low-pressure fuel
system fault Check the intake air system for leaks,
High-pressure fuel leak
Testing).
Engine Fuel volume control (2.11 pints) of fuel and allow to stand for 1 minute. Check to
stops/stalls valve make sure there is no separation of the fuel indicating water or
blocked/contaminate other liquid in the fuel. Check the fuel system for leaks/damage.
d Check the fuel volume and pressure control valves and circuits.
Refer to the electrical guides. For EGR valve checks:
Fuel pressure control REFER to: Engine Emission Control (303-08A Engine Emission
valve Control - TDV8 3.6L Diesel, Diagnosis and Testing).
blocked/contaminate
d

(EGR) valve fault
Air ingress
Low-pressure fuel Check the fuel level and condition. Draw off approximately 1 ltr
system fault (2.11 pints) of fuel and allow to stand for 1 minute. Check to
make sure there is no separation of the fuel indicating water or
other liquid in the fuel. Check the intake air system for leaks:
Fuel volume control
valve
blocked/contaminate
Engine judders Testing).
d
Check the low-pressure fuel system for leaks/damage. Check the
high-pressure fuel system for leaks, check the fuel volume and
Fuel pressure control pressure control valves and circuits. Refer to the electrical
valve guides. Check the fuel pump:
Fuel pump fault

Low-pressure fuel
system fault
Fuel volume control

valve
blocked/contaminate
d
Fuel pressure control Check the low-pressure fuel system for leaks/damage. Check the
valve fuel volume and pressure control valves and circuits. Refer to the
blocked/contaminate electrical guides. Check the fuel temperature sensor, fuel pump,
Excessive fuel
d etc for leaks. Check for DTCs indicating injector fault(s). For EGR
consumption
valve checks:
leak
Injector(s) fault

DTC index


Fuel lift pump
circuit
Check the lift pump and circuits. Refer to the electrical
fault
guides. Check fusible link 2P and fuse 6E of the
Fuel rail/system pressure engine compartment junction box. Check the fuel
P008700
too low Fuel lift pump pump relay in the engine compartment junction box.
relay fault Rectify as necessary. Clear the DTCs and test for
normal operation.
Fuel lift pump
fault
Fuel lift pump
circuit
fault
Fuel rail/system pressure

P008800 Fuel lift pump
too high
relay fault
Fuel lift pump

fault
Fuel pump
relay
control
circuit:
Fuel pump control circuit short
P062712 open - circuit short to circuit to
battery power
Fuel pump
relay fault
Fuel pump
relay
control
circuit: Check the fuel pump and circuits. Refer to the
Fuel pump control circuit short electrical guides. Activate the relay and listen for an
P062811 low - circuit short to circuit to audible "click". Rectify as necessary. Clear the DTCs
ground ground and test for normal operation.
Fuel pump
relay fault
Fuel pump
relay
control
circuit:
Fuel pump control circuit high
P062913
high - circuit open resistance
Fuel pump
relay fault
Low fuel
Fuel level
sensor
circuit:
short
circuit to
Low fuel level - forced ground
limited power - event
P115A68
information (anti air suction Fuel level
intervention occurred) sensor Check that there is sufficient fuel in the tank. Check
circuit: the fuel level sensor and circuits. Refer to the
high electrical guides. If no fault is found in the circuits,
resistance install a new fuel level sensor. Clear the DTCs and
Fuel level
sensor
fault
Low fuel
Low fuel level - forced

engine shutdown - event Fuel level
P115B68 sensor
information (anti air suction
intervention occurred) circuit:
short
circuit to
ground
Fuel level
sensor
circuit:
high
resistance
Fuel level
sensor
fault
Fuel pump system fault -
Check for associated DTCs and rectify as necessary. If
P213F07 forced engine shutdown - Hydraulic fault
this DTC resets, contact the technical help desk.
mechanical faults
Sensor circuit: Check the sensor and circuits. Refer to the electrical
P226413 Water in fuel sensor circuit high guides. Rectify as necessary. Clear the DTCs and test
resistance for normal operation.
Water in fuel
sensor
connector
Water in fuel sensor circuit fault
P226532
low time less than
minimum Water in fuel
sensor
circuit
fault
Water in fuel
Check the sensor and circuits. Refer to the electrical
sensor
guides. Rectify as necessary. Clear the DTCs and test
connector
Water in fuel sensor circuit for normal operation.
fault
P226527
low time greater than
maximum Water in fuel
sensor
circuit
fault
Sensor circuit:
Water in fuel sensor circuit short
P226611
low circuit to
ground
Water in fuel
condition
Water in fuel
sensor
Drain the water from the fuel filter. Clear the DTC and
circuit:
retest. If the DTC resets, check the sensor circuit.
P226968 Water in fuel warning short
Refer to the electrical guides. If no fault is found in
circuit to
the circuits, install a new sensor.
ground
Water in fuel
sensor
fault
Fuel leak (high There are different approaches to this depending on
or low- whether or not the vehicle runs. If the vehicle does
pressure not run: remove the lift pump fuse (fuse 6E of the
system) engine compartment junction box). Disconnect the
volume control valve connector from the rear of the
Fuel filter/line injection pump. Disconnect the fuel spill lines and
Injector control pressure fault direct into a suitable container through a length of
P229000
too low clear pipe. Crank the engine to at least 250 rpm for a
minimum of 15 seconds. The pump spill flow should
Air lock in be at least 160 ml/min. If the spill flow is greater than
injection this, install a new injection pump.
pump REFER to: Fuel Pump (303-04C Fuel Charging and
Controls - TDV8 3.6L Diesel, Removal and
Fuel pump Installation).
fault Clear the DTCs and test for normal operation. If the
spill flow is less than 160 ml/min, carry out the low-
pressure bleeding procedure.
REFER to: Low-Pressure Fuel System Bleeding - TDV8
3.6L Diesel (310-00 Fuel System - General
Information, General Procedures).
Recheck the spill flow, if it is still less than 160
ml/min, install a new fuel pump.
REFER to: Fuel Pump (303-04C Fuel Charging and
Installation).
Clear the DTCs and test for normal operation. If the
vehicle does run, install a new fuel filter and run the
engine at 3,000 rpm for 3 minutes. During this,
monitor the fuel pressure using a datalogger function.
If there is an airlock in the pump, the fuel pressure
will be low and unstable, but a high-speed run should
clear this. If the fault does not clear, check the low-
pressure system to the injection pump. Insert a
length of clear pipe into the fuel line and check for a
steady flow of fuel with no air bubbles. If the low-
pressure system checks out, disconnect the fuel
injector electrical connectors and backleak
connections. Direct the lines into a suitable container
and crank the engine. Compare the flow from the
injectors and if there is one or more with low flow,
install a new injector to that cylinder. REFER to: (303-
04C Fuel Charging and Controls - TDV8 3.6L Diesel)
Fuel Injectors LH (Removal and Installation),
Fuel Injectors RH (Removal and Installation).
Clear the DTCs and test for normal operation. If the
fault does not clear, install a new injection pump.
REFER to: Fuel Pump (303-04C Fuel Charging and
Installation).
Fuel Tank and Lines - TDV8 3.6L Diesel - Auxiliary Fuel Cooler
Removal
Specifications).

safety stands.

3. Remove the condenser fan.
For additional information, refer to: Condenser Fan -
and Installation).
4. Remove the auxiliary fuel cooler.
Remove the 2 bolts.
Installation
1. Install the auxiliary fuel cooler.
2. Install the condenser fan.

For additional information, refer to: Condenser Fan -
and Installation).
Specifications).
Fuel Tank and Lines - TDV8 3.6L Diesel - Fuel Cooler
Removal
WARNINGS:
injury.
attention.
Release the cooling system pressure by slowly turning the coolant expansion tank cap a quarter of a
turn. Cover the expansion tank cap with a thick cloth to prevent the possibility of scalding. Failure to follow this

2. NOTE: Position cloth to collect fluid spillage.
Disconnect the 2 coolant hoses.
3. Disconnect the 2 fuel lines.

4. Remove the fuel cooler.
Remove the bolt.
Installation
Fuel Tank and Lines - TDV8 3.6L Diesel - Fuel Filter Element
Removal
WARNINGS:
injury.
attention.


connector.

sensor drain port.

container.

3. NOTE: The locking ring is removed from the
engine bay after the fuel filter element has been
removed.
Remove the fuel filter element.
Remove the locking ring.
4. Remove the water-in-fuel sensor.
Discard the fuel filter element.
Installation
1. Install the water-in-fuel sensor.

2. NOTE: An audible click can be heard when the locking
ring is correctly installed.
NOTE: Make sure that the fuel filter element is correctly

aligned. Failure to follow this instruction may result in
Install the fuel filter element.

Fuel Tank and Lines - TDV8 3.6L Diesel - Fuel Tank
Removal
WARNINGS:
injury.
attention.
CAUTIONS:

3. WARNING: The spilling of fuel is unavoidable

during this operation. Make sure that all necessary
precautions are taken to prevent fire and explosion.
Drain the fuel tank.

Procedures).
Remove the 4 nuts.
5. CAUTION: Under no circumstance should the

ignition switch be in the ON position, during the
disconnection of the fuel pump electrical connector.
Disconnect the fuel pump electrical connector.

contamination.
Disconnect the feed pipe from the tank to the fuel fired
booster heater fuel pump.

Installation).
9. WARNING: This procedure involves fuel

handling. Be prepared for fuel spillage at all times
and always observe fuel handling precautions. Failure
injury.

the components, make sure the area around the joint
Release the fuel tank breather hose from the fuel

tank filler pipe.

10. Remove the joining clip from the fuel tank breather
hose and the vent hose.
11. Release the fuel tank breather hose and the vent hose
from the securing clip.
12. Remove the fuel tank shields.
Remove the 4 nuts.

Release the fuel tank filler pipe from the fuel

tank filler hose.
Remove the clip.

Position a container to collect the fuel spillage.

15. CAUTION: Position the breather hose
and vent hose through the vehicle body during the
fuel tank removal operation.
With assistance, remove the fuel tank.
Remove the 5 bolts.

contamination.
NOTE: Do not disassemble further if the component is

Remove the fuel tank breather hose and vent hose from
the fuel tank.

17. Remove the fuel tank support straps from the fuel
tank.
Remove the 4 clips.
Installation
1. Install the fuel tank support straps to the fuel tank.

2. Install the fuel tank breather hose and vent hose to the
fuel tank.

3. Position fuel tank with the fuel tank breather hose and
vent hose to the vehicle.
4. CAUTION: Position the breather hose and vent

hose through the vehicle body during the fuel tank
installation operation.
With assistance, install the fuel tank.

5. Connect the fuel lines.

6. Install the fuel tank filler pipe to the fuel tank filler hose.
Tighten the clip.

7. Install the fuel tank shields.

8. Install the fuel tank breather hose and vent hose to the
Install the clips.

Installation).
11. Connect the feed hose, to the fuel fired booster heater
fuel pump.
Install the hose clip.

12. Connect the fuel pump electrical connector.
Procedures).
Fuel Tank and Lines - TDV8 3.6L Diesel - Fuel Tank Filler Pipe
Removal
WARNINGS:
After the fuel tank drain is complete always fit the sealing covers over the drain ports. Failure to do so
will mean that fuel vapor can escape.
CAUTIONS:
Procedures).
Installation).
Remove the 7 bolts.
Remove the 2 nuts.
7. Release the fuel tank breather hose from the

Remove and discard the clip.
8. Position a container to collect the fuel spillage.

9. Disconnect the fuel tank filler pipe hose from
the fuel tank filler pipe.
Release the clip.

Dispose of the collected fuel in accordance with local

regulations.
Clean any fuel residue remaining in the container.

11. Release the air suspension pipes from the fuel tank
filler pipe.

12. Remove the fuel tank filler pipe from the vehicle body.
Remove the 2 nuts.
Disconnect the breather hose from the fuel tank filler

pipe.
Installation
1. Install the fuel tank filler pipe to the vehicle body.
Install the nuts.
Connect the breather hose to the fuel tank filler pipe.
Install the clip.

2. Secure the air suspension pipes to the fuel tank filler
pipe.
Install new tie straps.

3. Install the fuel tank filler pipe hose to the fuel tank filler
pipe.
Install a new clip.


Installation).
Procedures).
Acceleration Control - TDV8 3.6L Diesel -
Accelerator pedal bracket nuts and bolts 10 7
Accelerator pedal assembly nuts 25 18
Acceleration Control - TDV8 3.6L Diesel - Acceleration Control
Accelerator Pedal Position (APP) Sensor

2 - Sensor spigot
3 - Pedal
4 - Springs
5 - Cables
6 - Bush
7 - Drum
8 - APP sensor
moulded and provides location for the APP sensor. The sensor is mounted externally on the housing and is
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

to determine fuelling for engine operation and also by the ECM and the EAT ECU to initiate a kickdown request
for the automatic transmission.
Acceleration Control - TDV8 3.6L Diesel - Accelerator Pedal
Removal
Release the clip.
2. Remove the accelerator pedal assembly.
Remove the 3 nuts.

Remove the accelerator pedal bracket.
Remove the 3 nuts and bolts.
Installation
All vehicles
1. Attach the accelerator pedal bracket.

2. NOTE: Make sure the electrical connector is securely
connected.
Install the accelerator pedal assembly.

3. Install the closing trim panel.
Secure the clip.
Tighten the screws.

Speed Control - TDV8 3.6L Diesel - Speed Control
COMPONENT LOCATION

3 - anti-lock brake system (ABS) control module
4 - Brake switch
5 - accelerator pedal position (APP) sensor
OVERVIEW
The speed control system is integrated with the engine management system and uses fuelling intervention to
automatically maintain a set vehicle speed. Once engaged, the system can also be used to accelerate the
vehicle without using the accelerator pedal. The speed control system comprises the following components:
On/Off/Suspend switch
'+' and '-' (set/accelerate and decelerate) steering wheel switches
Resume switch
Clock spring
Speed control warning lamp.
The speed control system also uses inputs from the brake pedal switch, the APP sensor, the ECM and the ABS
control module.
The speed control is operated by the driver using only the steering wheel switches. When speed is active, the
ECM regulates the pulse width modulation (PWM) signals to the fuel injectors to adjust the fuel supply as
required to maintain the set speed.
During speed control operation, the ECM controls vehicle speed by adjusting fuel injection duration and timing.
When the accelerator pedal is pressed with speed control active, the ECM outputs a calculated throttle angle
signal in place of the actual throttle angle signals produced by the APP sensor. The calculated throttle angle is
derived from fuel demand.
Control Switches

1 - Resume switch
2 - Set/Accelerate switch
3 - Decelerate switch
4 - On/Suspend/Off switch
5 - Steering wheel heater switch (if fitted - Ref. only)
The speed control switches are located on the right-hand (RH) side of the steering wheel. The switches are
connected via flyleads directly to the clock spring. All of the speed control switches are non-latching
momentary switches.
The minimum set speed for speed control is 17 mph (27 (km/h), the maximum set speed is 155 mph (250
km/h). Speed control is automatically switched off if the vehicle speed falls below 15 mph (24 km/h).
On/Suspend/Off Switch
The on/suspend/off switch controls the selection of speed control. When the ignition is in position II, a single
press of the switch will activate the speed control system. A subsequent press of the switch activates the
suspend mode, which temporarily switches off the speed system, but retains the previously set speed in the
ECM memory. A third press of the switch switches off the whole speed control system.
Accelerate/Decelerate (+/-) Switches
When the speed control system is active, pressing the '+' switch set the controlled speed to the current road
speed of the vehicle. Subsequent momentary presses of the switch increase the set road speed by 0.6 mph (1
km/h) with each press. If the switch is pressed and held the road speed will continue to increase until the
switch is released.
Momentarily pressing the '-' switch, decreases the set speed by 0.6 mph (1 km/h) with each press. If the
switch is pressed and held, the set speed is decreased until the switch is released.
Resume Switch
The resume switch re-activates the previously set speed after the speed control has been suspended by
pressing the suspend switch or by depressing the brake pedal.
CONTROL DIAGRAM

1 - Fuse 30A
3 - Clock spring
6 - ABS control module
7 - Brake switch
9 - Fuel injectors
10 - APP sensor
11 - ECM
12 - Fuse 5A
Speed Control - TDV8 3.6L Diesel - Speed Control Switch
Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
4. Remove the speed control switch.
Installation
1. Install the speed control switch.
Connect the 3 electrical connectors.
Install the 2 screws and tighten to 3 Nm (2 lb.ft).

Climate Control System - General Information -

Plenum chamber nuts 10 7
Heater core inlet/outlet pipe clamp screws 10 7
Heater and evaporator core housing to bulkhead nuts 10 7
Fuel burning heater bracket bolts 10 7
Climate Control System - General Information - Air Conditioning
(A/C) System Recovery, Evacuation and Charging
General Procedures
1. WARNING: Servicing must be carried out by

personnel familliar with both vehicle system and the
charging and testing equipment. All operations must be
carried out in a well ventilated area away from open flame
and heat sources.
NOTE: The receiver drier need only be changed under the

following circumstances: There is dirt in the refrigerant
circuit ( eg. compressor seizure ). The system is leaking
and refrigerant has been lost to atmosphere. Refrigerant
circuit has been open more than 24 hours due to repair.
Refrigerant recovery.
2. Remove the dust covers from the high and low
pressure connections.
3. Connect the high and low pressure lines to the

appropriate connections.
4. Open the valves on the connections.
5. Turn the valves on the station to the correct positions.
6. Turn the process switch to the correct position.
7. Turn the main switch to 'ON'.
8. WARNING: Refrigerant must always be recycled

before re-use to ensure that the purity of the refrigerantis
high enough for safe use in the air conditioning system.
Recycling should always be carried out with equipment
which is design certified by Underwriter Laboratory Inc. for
compliance with SEA J1991. Other equipment may not
recycle refrigerant to the required level of purity. R143a
Refrigerant Recover Recycling Recharging station must not
be used with any other type of refrigerant.Refrigerant
R134a from domestic and comercial sources must not be
used in motor vehicles air conditioning systems.
Allow the system to recover the refrigerant from the

system.
9. Close the valves on the refrigerant station.
10. Turn the main switch 'OFF'.
11. Close the valves on the connections.
12. Disconnect the high and low pressure connections.
13. Install the dust covers to the connectors.
14. Open the tap at the rear of the station to drain the
refrigerant oil.
15. Measure and record the quantity of refrigerant oil
recovered from the system.
16. Close the tap at the rear of the station.
17. Evacuation.
18. Remove the dust covers from the high and low
pressure connections.
19. Connect the high and low pressure lines to the
appropriate connections.
20. Open the valves on the connections.
21. Turn the valves on the station to the correct positions.
22. Turn the process switch to the correct position.
23. Turn the main switch to 'ON'.
24. Allow the station to evacuate the A/C system.
25. CAUTION: The system must be evacuated

immediatley before recharging commences. Delay between
evacuation and recharging is not permitted
Recharging
26. Close the valves on the refrigerant station.
27. Close the valve on the oil charger.
28. Disconnect the yellow line from the refrigerant station.
29. Remove the cover from the oil charger.
30. Pour the correct quantity of refrigerant oil into the oil
charger.
31. Install the cover to the oil charger.
32. Connect the yellow line to the refrigerant station.
33. Open the valve on the oil charger.
34. Move the pointer on the refrigerant gauge to mark the
position of the refrigerant drop.
35. Slowly open the correct valve on the refrigerant to
allow the vacuum to pull the refrigerant into the system.
36. Close the valve on the refrigerant station when the
correct amount of refrigerant has been drawn into the air
conditioning system.
37. Turn the main switch 'OFF'.
38. Close the valves on the connections.
39. Disconnect the high and low pressure connections.
Air Distribution and Filtering -

Plenum chamber nuts 10 7
Battery positive cable to bulkhead 20 15
Air Distribution and Filtering - Air Distribution and Filtering
COMPONENT LOCATION
1 - Forced ventilation outlet
2 - Windshield duct
3 - Face level duct
4 - Front footwell duct
5 - Heater assembly
6 - Rear footwell duct
7 - Rear face duct
8 - Rear blower
GENERAL
The air distribution and filtering system controls the distribution and quality of air supplied to the vehicle
interior. The system consists of:
Air ducts.
Air registers and vents.
A cabin air filter.
AIR DUCTS
Air from the heater assembly is distributed around the vehicle interior through distribution ducts to outlets in
the instrument panel, the front and rear footwells, and the rear of the cubby box between the front seats.
Air Distribution
AIR REGISTERS AND VENTS
In the instrument panel, the air ducts are connected to fixed vents for the windshield and side windows and
adjustable registers for face level air. An adjustable register is also installed on the rear of the cubby box for
rear face level air. The footwell outlets are fixed vents formed in the end of the related air ducts.
CABIN AIR FILTER

1 - Air outlet to heater assembly
2 - Fixing lug
3 - Door catch
4 - Door
5 - Particle or particle/odor filter
6 - Inlet grille
7 - Seal
The cabin air filter consists of a serviceable particle filter, or a particle/odor filter, which is installed in the air
inlet duct. The cabin air filter prevents odors and/or particulate matter from entering the vehicle with the fresh
air.
Air Distribution and Filtering - Center Registers

Removal

damage to the internal components of the center
registers.
Release the center registers.
Carefully release the 4 internal clips, apply an

even outward pressure until the last clip
is released.
2. Remove the center registers.
Release the temperature blend door control

cable.

Remove the hazard flasher switch.
Installation
1. Install the hazard flasher switch.
2. Install the center registers.
Attach the temperature blend door control cable.
Position and secure the clips.
Air Distribution and Filtering - Driver Side Register

Removal

damaging the driver side register internal
components.
Remove the driver side register.

is released.
Installation
1. Install the driver side register.
Air Distribution and Filtering - Driver Side Register Trim Panel

Removal
1. Remove the instrument panel end trim panel.
Release sufficient door aperture seal for access.
Carefully release the 4 clips.
2. Remove the driver's side register.

For additional information, refer to: Driver Side Register
Installation).
3. Remove the driver side register trim panel.
Disconnect the headlamp switch electrical

connector.
Remove the headlamp switch.
Installation
1. Install the headlamp switch.
2. Install the driver side register trim panel.
Connect the headlamp switch electrical connector.

3. Install the driver's side register.
For additional information, refer to: Driver Side Register
Installation).
4. Install the instrument panel end trim panel.
Carefully align and secure the clips.
Install the aperture seal.
Air Distribution and Filtering - Passenger Side Register

Removal
damaging the passenger side register internal
components.
Remove the passenger side register.

is released.
Installation
1. Install the passenger side register.
Air Distribution and Filtering - Passenger Side Register Trim Panel

Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
3. Remove the instrument panel end trim panel.
Release sufficient door aperture seal for access.
Disconnect the electrical connector from the

passenger air bag deactivation switch.
4. Remove the passenger side register.

For additional information, refer to: Passenger Side
Register (412-01 Air Distribution and Filtering, Removal
and Installation).
5. Remove the passenger side register trim panel.
Installation
1. Install the passenger side register trim panel.

2. Install the passenger side register.
For additional information, refer to: Passenger Side
Register (412-01 Air Distribution and Filtering, Removal
and Installation).
3. Install the instrument panel end trim panel.
Connect the passenger air bag deactivation switch

Carefully align and secure the clips.
Install the aperture seal.

Air Distribution and Filtering - Plenum Chamber

Removal
1. Secure the hood in the service position.
Release the support struts.

3. Remove the hood seal from the plenum
chamber.
Remove the 2 nuts.
Vehicles with diesel engine only: Release the

air conditioning (A/C) line bracket.

Remove the pollen filter.
Release the pollen filter housing cover.
Installation
1. Install the pollen filter.
Secure the pollen filter housing cover.

2. NOTE: Make sure that the air inlet seals are fully seated
before installation.
Install the plenum chamber.
Vehicles with diesel engine only: Attach the A/C line

bracket.

3. Install the hood seal.
5. Connect the hood support struts.
Air Distribution and Filtering - Upper Center Registers

Removal
1. NOTE: Take extra care when releasing the clips.
Remove the upper center registers.
1. Reposition the upper center registers

towards the instrument panel.
2. Release the 3 front clips.
3. Release the 2 rear clips.
Installation
1. Install the upper center registers.
Secure the 5 clips.

Heating and Ventilation -
Description Nm lb-ft lb-in
Heater core inlet and outlet pipe retaining screws 10 7 -
Heater core and evaporator core housing retaining nuts 8 - 71
In-vehicle crossbeam to bulkhead retaining nuts 25 18 -
In-vehicle crossbeam to bulkhead retaining bolts 25 18 -
Heater core and evaporator core housing to bulkhead retaining nuts 10 7 -
Heating and Ventilation - Heating and Ventilation

COMPONENT LOCATION
1 - Forced ventilation outlet
2 - Windshield duct
3 - Face level duct
4 - Front footwell duct
5 - Heater assembly
6 - Rear footwell duct
7 - Rear face duct
8 - Rear blower
OVERVIEW
The heating and ventilation system controls the temperature and flow of air supplied to the vehicle interior.
The system consists of:
An air inlet duct.

A heater.
A rear blower.
Two ventilation outlets.
Fresh or recirculated air flows into the heater from the inlet duct. The blower, and ram effect when the vehicle
is moving, forces the air through the heater. Air from the cabin exhausts through the ventilation outlets.
Some vehicles may be fitted with a 4 zone climate control system.

For additional information, refer to: Auxiliary Climate Control (412-03B, Description and Operation).
AIR INLET DUCT

1 - Air outlet to heater assembly
2 - Fixing lug
3 - Door catch
4 - Door
5 - Particle or particle/odor filter
6 - Inlet grille
7 - Seal
The air inlet duct directs fresh air from above the hood into the heater. The air inlet duct is centrally mounted
on the engine bulkhead, below a ventilation grill in the hood, and secured to the bulkhead closing panels.
The cabin air filter is installed in the air inlet duct behind a hinged door.
For additional information, refer to: Air Distribution and Filtering (412-01 Air Distribution and Filtering,
HEATER
The heater controls the temperature, volume and distribution of air supplied to the distribution ducts as
directed by selections made on the automatic temperature control (ATC) module control panel. The heater is
installed on the vehicle center-line, between the instrument panel and the engine bulkhead. The heater
consists of a casing formed from a series of plastic moldings. Internal passages integrated into the casing
guide the air through the casing and separate it into two flows, one for the left-hand (LH) outlets and one for
the right-hand (RH) outlets. Two drain outlets at the bottom of the casing are connected to overboard drain
hoses in the sides of the transmission tunnel.
The heater incorporates:
A blower.
A blower motor control module.
A heater core.
Control doors.
Control door motors.
The thermostatic expansion valve and the evaporator of the air conditioning (A/C) system.
For additional information, refer to: Air Conditioning (412-03A Air Conditioning, Description and
Operation).
The evaporator temperature sensor and 2 heater temperature sensors.

For additional information, refer to: Control Components (412-04 Control Components, Description
and Operation).
Heater Assembly
1 - Fresh air inlet
2 - Fresh/Recirculated air door
3 - Ram air door
4 - Face level temperature blend door control
5 - Rear face level temperature blend motor
6 - Insulated refrigerant pipes
7 - Ram air doors motor
8 - Windshield air outlet
9 - Face level air outlets
10 - Front footwell air outlet
11 - Footwell air doors motor
12 - Rear face level air outlet
13 - Face level air doors motor
14 - Rear footwell air outlet
15 - Water drain
16 - Windshield distribution motor
17 - Coolant pipes
18 - Fresh/Recirculated air door motor
Blower
The blower is installed between the air inlets and the evaporator, and consists of 2 open hub, centrifugal fans
powered by a single electric motor. Operation of the electric motor is controlled by the ATC module via the
blower motor control module (voltage amplifier) installed in the outlet of the RH fan.
To produce the seven blower speeds the ATC module outputs a stepped control voltage between 0 and 8 V to
the blower motor control module, which regulates a battery power feed from the central junction box (CJB) to
the blower. The control voltage changes, in 1 V steps, between 2 V (blower speed 1) and 8 V (blower speed 7).
If the control voltage is less than 2 V the blower is off.
Blower Motor Control Module
Heater Core
The heater core is internally divided into two separate halves, with separate coolant inlets for each half and a
common coolant outlet. On the manual system, the two coolant inlets are connected to a common feed from
the single coolant valve. Each coolant inlet pipe is connected to a feed from a separate coolant valve.
Control Doors
Control doors in the heater control the source of inlet air and the distribution and temperature of outlet air.
On both the manual and automatic heaters, a fresh/recirculated air door is installed in the air inlet on each side
of the heater. A stepper motor drives the LH fresh/recirculated air door and a Bowden cable transmits the drive
from the LH to the RH fresh/recirculated air door. On the automatic system, a ram air door is installed inside
each fresh/recirculated air door. A stepper motor drives the RH ram air door and a Bowden cable transmits the
drive from the RH to the LH ram air door.
Each side of the heater contains separate distribution doors for the footwell, face level and windshield. The
related doors on each side of the heater are installed on common drive spindles. On the manual heater, the
distribution doors are driven by Bowden cables connected to a cam mechanism, which, in turn, is driven by a
stepper motor. On the automatic heater, each set of distribution doors is driven by a separate stepper motor.
On both the manual and automatic heaters, a blend door is installed below the face level registers. The blend
door is driven by a Bowden cable connected to a thumbwheel on the center face level registers in the
instrument panel, and allows the temperature of face level air to be modified with cold air direct from the
evaporator.
Instrument Panel Center Face Level Register

1 - RH air control thumbwheel
2 - Temperature control thumbwheel
3 - LH air control thumbwheel
The heater incorporates an additional blend door for the air directed to the rear passenger face level register.
This allows the temperature of rear face level air to be adjusted independently from the temperatures selected
on the control panel of the ATC module. The blend door is driven by a stepper motor controlled by a
thumbwheel on the rear passenger face level register. The blend door is also used to close off the rear
passenger face level register when maximum air output is required for the front outlets, e.g. when defrost is
selected.
Rear Passenger Face Level Register

1 - LH air control thumbwheel
2 - RH air control thumbwheel
3 - Blower control
4 - Temperature control
Control Door Motors
Two types of electrical stepper motor are used to operate the control doors in the heater. A conventional 500
Hz stepper motor operates the recirculation doors. Five bus controlled 200 Hz stepper motors operate the ram
air, distribution (windshield, face level and footwell) and the rear face level temperature control doors. All of
the stepper motors are controlled by the ATC module. None of the stepper motors are interchangeable.
Typical Control Door Motor

2 - Release clip
3 - Output shaft
Each bus controlled stepper motor incorporates a microprocessor and is connected to an M bus from the ATC
module, which consists of three wires making up power, ground and signal circuits. The microprocessor in each
bus controlled stepper motor is programmed with a different address. Each M bus message from the ATC
module contains the address of an individual bus controlled stepper motor, so only that motor responds to the
message.
None of the stepper motors incorporate a feedback potentiometer. Instead, the ATC module determines the
positions of the doors by using either their closed or open position as a datum and memorizing the steps that it
drives the individual stepper motors. Each time the ignition is switched on, the ATC module checks the
memorized position of the stepper motors against fixed values for the current system configuration. If there is
an error (e.g. after a power supply failure during operation or after replacement of the ATC module), the ATC
module calibrates the applicable stepper motors, to re-establish the datums, by driving them fully closed or
open before re-setting them to their nominal position. A calibration run can also be invoked using the Land
Rover approved diagnostic system.
When any of the control doors are set to fully closed or open, the ATC module signals the related stepper
motor to move the appropriate number of steps in the applicable direction. To accommodate build tolerances
and wear, and to ensure the doors are held in the selected position, every 20 seconds the ATC module signals
the stepper motor to move an additional 10 steps in the relevant direction.
REAR BLOWER
The blower is installed between the front seats, in the rear face air duct, and consists of an open hub,
centrifugal fan powered by an electric motor. Operation of the electric motor is controlled by a rotary control on
the rear passenger face vent via the ATC module and a blower motor control module (voltage amplifier)
installed in the outlet of the fan.
The rotary control allows 7 differing blower speeds to be selected. The position of the rotary control is
monitored by the ATC module, which then outputs a proportional control voltage between 0 and 5 V to the
blower motor control module. The blower motor control module regulates a battery power feed from the rear
blower relay to the blower to produce the related blower speed.
The rear blower relay is installed in the AJB (auxiliary junction box) and energized while the ignition is on.

Rear Blower Motor Control Module
VENTILATION OUTLETS
The ventilation outlets promote the free flow of air through the passenger compartment. The outlets are
installed in the LH and RH rear quarter body panels and vent passenger compartment air into the sheltered
area between the rear quarter body panels and the rear bumper.
Heating and Ventilation - Blower Motor
Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
3. Remove the heater and evaporator core housing.
For additional information, refer to: Heater Core and
Evaporator Core Housing (412-02A Heating and
Ventilation, Removal and Installation).
4. Remove the passive anti-theft system (PATS)
module.

5. Remove the blower motor cover.
6. Remove the blower motor.
Release the wiring harness grommet.
Reposition the wiring harness.
Installation
1. Install the blower motor.
Secure the wiring harness grommet.
Install the screws.

2. Install the blower motor cover.
Install the clips.

3. Install the PATS module.
Secure the clips.

4. Install the heater and evaporator core housing.
Heating and Ventilation - Heater Core
Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.
1. Set the footwell duct air outlet to closed.

safe.
Operation).
5. Reposition the heater and evaporator core housing for
access.
6. Remove the left-hand footwell duct.

7. Remove the left-hand air intake duct.
8. Remove the gasket from the heater core inlet and

outlet pipes.
9. CAUTION: Always plug any open connections

to prevent contamination.
Remove the heater core, inlet and outlet pipes.
10. Remove the thermostatic expansion valve cover.
Release the wiring harness from the 2 tangs.

11. Remove the right-hand footwell duct.
Remove the clip.
12. Disconnect the floor duct actuator motor electrical

connector.
13. Release the evaporator temperature sensor from the
heater and evaporator core housing.
14. Remove the heater and evaporator core housing
lower cover.
Remove the 4 clips.
15. Remove the heater core.
Installation
1. Install the heater core.
2. Install the heater and evaporator core housing lower
cover.
Install the screws.
Install the clips.

3. Install the evaporator temperature sensor to the heater
and evaporator core housing.
4. Connect the floor duct actuator motor electrical
connector.
5. Install the right-hand footwell duct.
Install the screws.
Install the clip.

6. Install the thermostatic expansion valve cover.
Install the screws.
Secure the wiring harness to the tangs.

7. Install the heater core, inlet and outlet pipes.

Lubricate and install the new O-rings.

8. Install the gasket to the heater core inlet and outlet
pipes.
9. Install the left-hand air intake duct.
Install the screws.

10. Install the left-hand footwell duct.
Install the screws.

access.
Heating and Ventilation - Heater Core and Evaporator Core

Housing
Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.
1. Remove the in-vehicle crossbeam.

For additional information, refer to: In-Vehicle
Crossbeam (501-12 Instrument Panel and Console,
2. With assistance, remove the heater and evaporator core
housing.
Installation
1. With assistance, install the heater and evaporator core
housing.
2. Install the in-vehicle crossbeam.
For additional information, refer to: In-Vehicle
Crossbeam (501-12 Instrument Panel and Console,
Auxiliary Heating -
Fuel fired booster heater exhaust bracket bolt 10 7
Fuel fired booster heater 10 7
Auxiliary Heating - Auxiliary Heater
COMPONENT LOCATION
1 - Fuel Fired Booster Heater (FFBH) fuel pipe tank connection
2 - FFBH receiver (where fitted)
3 - Changeover valve (where fitted)
4 - FFBH fuel pump
5 - FFBH unit
OVERVIEW
The system consists of a FFBH unit and a FFBH fuel pump. On vehicles with the remote operation feature, the
system also includes a changeover valve, a FFBH receiver and a remote handset.
Fuel for the FFBH system is taken from the vehicle fuel tank, through a line attached to the fuel tank top flange
assembly, and supplied via the FFBH fuel pump to the FFBH unit. In the FFBH unit, the fuel delivered by the
FFBH fuel pump is burned and the resultant heat output is used to heat the engine coolant.
Where fitted, the changeover valve allows the heater coolant circuit to be isolated from the engine coolant
circuit during parked heating.
A control module integrated into the FFBH unit controls the operation of the FFBH unit and the FFBH fuel pump.
The automatic temperature control (ATC) module controls the changeover valve. System operation is initiated
by:
The instrument cluster, via the ATC module, for parked heating selections made on the Touch Screen
Display (TSD).
For additional information, refer to: Audio System (415-01A Audio Unit, Description and Operation).
The remote handset, via the Television (TV) system antenna and antenna amplifier, and the FFBH
receiver, for remote activation of parked heating.
The ATC module, for additional heating while the engine is running.
FFBH FUEL PUMP
The FFBH fuel pump regulates the fuel supply to the FFBH unit. The FFBH fuel pump is installed at the right-
hand (RH) rear of the fuel tank, in a rubber mounting attached to the rear subframe. The pump is a self
priming, solenoid operated plunger pump. The control module in the FFBH unit outputs a pulse width
modulation (PWM) signal to control the operation of the pump. When the pump is de-energized, it provides a
positive shut-off of the fuel supply to the FFBH unit.
Sectioned View of FFBH Fuel Pump

1 - Solenoid coil
2 - Plunger
3 - Filter insert
4 - Fuel line connector
5 - O-ring seal
6 - Spring
7 - Piston
8 - Bush
9 - Fuel line connector
10 - Non return valve
The solenoid coil of the FFBH fuel pump is installed around a housing which contains a plunger and piston. The
piston locates in a bush, and a spring is installed on the piston between the bush and the plunger. A filter
insert and a fuel line connector are installed in the inlet end of the housing. A non return valve and a fuel line
connector are installed in the fuel outlet end of the housing.
While the solenoid coil is de-energized, the spring holds the piston and plunger in the 'closed' position at the
inlet end of the housing. An O-ring seal on the plunger provides a fuel tight seal between the plunger and the
filter insert, preventing any flow through the pump. When the solenoid coil is energized, the piston and plunger
move towards the outlet end of the housing, until the plunger contacts the bush; fuel is then drawn in through
the inlet connection and filter. The initial movement of the piston also closes transverse drillings in the bush
and isolates the pumping chamber at the outlet end of the housing. Subsequent movement of the piston then
forces fuel from the pumping chamber through the non return valve and into the line to the FFBH unit. When
the solenoid de-energizes, the spring moves the piston and plunger back towards the closed position. As the
piston and plunger move towards the closed position, fuel flows past the plunger and through the annular gaps
and transverse holes in the bush to replenish the pumping chamber.
FFBH UNIT
The FFBH unit is installed in the passenger side rear of the engine compartment, below the battery. It is
connected in series with the coolant supply to the heater assembly. Two electrical connectors on the FFBH unit
connect it to the vehicle wiring.
FFBH Unit Components

1 - Coolant outlet hose
2 - Electrical connectors
3 - Air inlet filter
4 - Mounting bracket
5 - Exhaust pipe
6 - Fuel supply line
7 - Coolant inlet hose
Sectioned View of FFBH Unit

1 - Combustion air fan
2 - Burner housing
3 - Control module
4 - Heat exchanger
5 - Burner insert
6 - Exhaust
7 - Glow plug/flame sensor
8 - Evaporator
9 - Coolant inlet
10 - Circulation pump
11 - Fuel inlet
12 - Coolant outlet
13 - Air inlet
Circulation Pump
The circulation pump is installed at the coolant inlet to the FFBH unit to assist the coolant flow through the
FFBH unit and the heater assembly. The pump runs continuously while the FFBH unit is in standby or active
operating modes. While the FFBH unit is inactive, coolant flow is reliant on the engine coolant pump and the
auxiliary coolant pump.
Combustion Air Fan
The combustion air fan regulates the flow of air into the unit to support combustion of the fuel supplied by the
FFBH pump and to purge and cool the FFBH unit. A canister type filter is included in the air inlet supply line to
prevent particulates entering and contaminating the FFBH unit.
Burner Housing
The burner housing contains the burner insert and also incorporates connections for the exhaust pipe, the
coolant inlet from the circulation pump and the coolant outlet to the heater assembly. The exhaust pipe directs
exhaust combustion gases to atmosphere through a pipe below the FFBH unit.
The burner insert incorporates the fuel combustion chamber, an evaporator and a glow plug/flame sensor. Fuel
from the FFBH fuel pump is supplied to the evaporator, where it evaporates and enters the combustion
chamber to mix with air from the combustion air fan. The glow plug/flame sensor provides the ignition source
of the fuel:air mixture and, once combustion is established, monitors the flame.
Control Module/Heat Exchanger
The control module controls and monitors operation of the FFBH system. Ventilation of the control module is
provided by an internal flow of air from the combustion air fan. The heat exchanger transfers heat generated
by combustion to the coolant. A sensor in the heat exchanger provides the control module with an input of heat
exchanger casing temperature, which the control module relates to coolant temperature and uses to control
system operation. The temperature settings in the control module are calibrated to compensate for the
difference between coolant temperature and the heat exchanger casing temperature detected by the sensor.
Typically, as the coolant temperature increases, the coolant will be approximately 7 C (12.6 F) hotter than
the temperature detected by the sensor; as the coolant temperature decreases, the coolant will be
approximately 2 C (3.6 F) cooler than the temperature detected by the sensor.
CHANGEOVER VALVE
The changeover valve is a normally open solenoid valve installed between the supply and return sides of the
heater coolant circuit. The changeover valve is located in the engine compartment on the engine bulkhead.
When de-energized, the changeover valve connects the heater coolant circuit to the engine coolant circuit.
When energized, the changeover valve isolates the heater coolant circuit from the engine coolant circuit.
The changeover valve is controlled by a power feed from the ATC module.
FFBH RECEIVER
The FFBH receiver translates the FFBH request radio signals, relayed from the TV antenna amplifier, into a
voltage output to the FFBH unit. When a request for parked heating is received, the FFBH receiver outputs a
battery power feed to the FFBH unit. When a request to switch off parked heating is received, the FFBH
receiver disconnects the power feed.
The FFBH receiver has a permanent power feed from the vehicle battery and is connected to the TV antenna
amplifier by a coaxial cable.
FFBH REMOTE HANDSET

1 - Antenna
2 - Off button
3 - On button
4 - light emitting diode (LED)
The FFBH remote handset allows parked heating to be remotely controlled up to a minimum of 100 m (328 ft)
from the vehicle. On and off buttons activate and de-activate parked heating, a red LED illuminates to indicate
when parked heating is active and when the on/off signals have been received by the vehicle. The FFBH remote
handset is powered by 2 serviceable 1.5 V batteries located under a cover on the rear of the handset.
CONTROL DIAGRAM
NOTE: A = Hardwired; B = K bus; F = RF transmission; K = I bus; M = P bus; N = Medium speed controller

area network (CAN) bus; P = MOST ring; T = Coaxial cable
1 - FFBH remote handset
2 - RH side window antenna
3 - TV antenna amplifier
4 - FFBH receiver
5 - Passenger door mirror
6 - FFBH fuel pump
7 - Passenger door module
9 - Driver door module
10 - Changeover valve
11 - Driver door mirror
12 - TSD
13 - IHU
14 - ATC module
17 - FFBH
18 - Fuse 59, central junction box (CJB)
The FFBH system operates in two modes:
Parked heating, to heat the passenger compartment while the vehicle is parked with the engine off.
Additional heating, to boost heater performance while the engine is running.
The ATC module disables FFBH operation if battery voltage is too low:
When the engine is off the low voltage limit is 11.4 V for more than 10 seconds; the system is re-enabled
if battery voltage increases to 12.2 V.
When the engine is running the low voltage limit varies with ambient temperature, from 11.1 V at -25C (-
13F) and below to 11.7 V at 15 C (59 F) and above; if battery voltage is below the limit for 2
minutes the system is disabled for the remainder of the ignition cycle.
During FFBH operation, with or without the engine running, the coolant valves of the climate control system
remain de-energized and heater core temperature is directly related to the temperature of the coolant coming
from the FFBH unit.
Parked Heating/Ventilation
Parked heating works in conjunction with parked ventilation. When parked heating/ventilation is selected, the
vehicle interior is either heated by parked heating or cooled by parked ventilation, depending on the ambient
temperature. Parked heating occurs if the ambient temperature is less than 16 C (61 F); parked ventilation
occurs if the ambient temperature is 16 C (61 F) or more.
Parked heating/ventilation is controlled by direct selection on the TSD, by using the TSD to program one or two
on/off cycle times in the following 24 hour period, or by using the FFBH remote handset. The direct selection
and programmed time modes of operation are selected when the engine is stopped and the ignition switch is in
position I. If required the key can then be removed from the ignition switch and the vehicle locked. In all
operating modes, parked heating/ventilation is automatically de-activated after 30 minutes to prevent
excessive drain on the battery. Parked ventilation is automatically de-activated when the ignition is switched
on.
When programmed times for parked heating/ventilation are entered on the TSD, the times are stored in the
memory of the instrument cluster and the climate set indicator, on the TSD, is permanently illuminated.
If the engine is started while parked heating is on:
If the engine coolant temperature is equal to or more than the heater coolant temperature, parked heating
is switched off.
If the engine coolant temperature is less than the heater coolant temperature, parked heating remains on
until the engine coolant temperature reaches the heater coolant temperature.
Programmed and TSD Selected Parked Heating/Ventilation
At a programmed parked heating/ventilation start time, or when parked heating/ventilation is selected on

using the TSD, the instrument cluster outputs:
A parked heating/ventilation request to the TSD via the medium speed CAN bus, the Integrated Head Unit
(IHU) and the Media Orientated System Transport (MOST) ring.
A parked heating/ventilation request to the ATC module and the GEM on the K bus.
The ambient and engine coolant temperatures to the ATC module and GEM on the K bus.
On receipt of the messages:
The climate set indicator on the TSD panel flashes at 2 Hz to indicate that parked heating/ventilation is
active.
If the ambient temperature is less than 5 C (41 F), the GEM activates the door mirror heaters for 3
minutes.
If parked heating is activated, the ATC module:
- Energizes the changeover valve.
- Sends a K bus message to activate the FFBH.
- Operates the blower at speed 1.
- Opens the windscreen distribution doors in the heater assembly and closes the face and footwell
doors.
If parked ventilation is activated, the ATC module:
- Operates the blower at speed 1.
- Opens the face level distribution doors in the heater assembly and closes the windscreen and
footwell doors.
When parked heating/ventilation is selected off, or after 30 minutes has elapsed, the instrument cluster sends
parked heating/ventilation off messages on the medium speed CAN bus and the K bus. On receipt of the
messages:
The TSD switches off the climate set indicator.
If parked heating is active, the ATC module:
- Sends a K bus message to de-activate the FFBH.
- Switches off the blower.
- Returns the distribution doors to the previous settings.
- After 3 minutes, de-energizes the changeover valve.
If parked ventilation is active, the ATC module:
- Switches off the blower.
- Returns the distribution doors to the previous settings.

Remotely Selected Parked Heating/Ventilation
When parked heating/ventilation is selected on with the remote handset, the request is received by the FFBH
receiver via the TV antenna and TV antenna amplifier. The FFBH receiver relays the request as a hardwired
signal to the FFBH control module. On receipt of the request, the FFBH control module sends the request to the
ATC module and the instrument cluster on the K bus. Parked heating/ventilation then operates as detailed
above.
Heater Coolant Circuit

1 - Coolant valve (manual system)
2 - Heater core
3 - Coolant valves (automatic system)
5 - Engine cooling system
6 - ATC module
8 - FFBH unit
Additional Heating
On diesel vehicles, additional heating reduces the heater warm-up time and is also used to maintain heater
performance throughout the drive cycle. On petrol vehicles, additional heating is only used to reduce the
heater warm-up time at the beginning of the drive cycle, and only occurs if parked heating is already active
when the engine starts.
The ATC module activates the additional heating mode when the engine is running and the following conditions
coexist:
The ambient temperature is less than 8 C (41 F).
The engine coolant temperature is less than 75 C (167 F).
The heater coolant temperature is less than 70 C (158 F).
The reference temperature is 100%.
The blower is on.
To activate the additional heating mode, the ATC module energizes the auxiliary coolant pump and sends K bus
messages to the FFBH unit to start/continue operation (the changeover valve remains de-energized).
The ATC module stops the FFBH and de-energizes the auxiliary coolant pump when any of the following occur:
The engine stops.
The ambient temperature increases to more than 15 C (46 F).
The engine coolant temperature increases to more than 75 C (167 F).
The heater coolant temperature increases to more than 70 C (158 F).
The reference temperature decreases to less than 90%.
The blower is selected off.
FFBH Unit
Once initiated by a message from the ATC module, FFBH operation is controlled by the control module in the
FFBH unit. The control module controls the FFBH unit at one of two heat output levels, 2.5 kW at part load
combustion and 5 kW at full load combustion.
Start Sequence: At the beginning of the start sequence the control module energizes the glow plug function
of the glow plug/flame sensor, to preheat the combustion chamber, starts the combustion air fan at slow speed
and energizes the coolant circulation pump. After approximately 30 seconds, the control module energizes the
FFBH fuel pump at the starting sequence speed. The fuel delivered by the FFBH fuel pump evaporates in the
combustion chamber, mixes with air from the combustion air fan and is ignited by the glow plug/flame sensor.
The control module then progressively increases the speed of the FFBH fuel pump and the combustion air fan.
Once combustion is established the control module switches the glow plug/flame sensor from the glow plug
function to the flame sensing function to monitor combustion. From the beginning of the start sequence to
stable combustion takes approximately 90 seconds for a start to part load combustion and 150 seconds for a
start to full load combustion.
Coolant Temperature Control: When the control module first enters the active mode, it initiates a start to
full load combustion. Full load combustion continues until the heat exchanger casing temperature reaches 72
C (162 F), at this point the control module decreases the speed of the FFBH fuel pump and the combustion
air fan to half speed, to produce part load combustion. The control module maintains part load combustion
while the heat exchanger casing temperature remains between 68 and 76 C (154 and 169 F). If the heat
exchanger casing temperature decreases to 68 C (154 F), the control module switches the system to full load
combustion again. If the heat exchanger casing temperature increases to 76 C (169 F), the control module
enters a control idle phase of operation.
On entering the control idle phase, the control module immediately switches the FFBH fuel pump off, to stop
combustion, and starts a timer for the combustion air fan. After a 2 minute cool down period, the control
module switches the combustion air fan off and then remains in the control idle phase while the heat
exchanger casing temperature remains above 71 C (160 F). If the heat exchanger casing temperature
decreases to 71 C (160 F), within 15 minutes of the control module entering the control idle phase, the
control module initiates a start to part load combustion. If more than 15 minutes elapse before the heat
exchanger casing temperature decreases to 71 C (160 F), the control module initiates a start to full load
combustion.
In order to limit the build up of carbon deposits on the glow plug/flame sensor, the control module also enters
the control idle phase if the continuous part and/or full load combustion time exceeds 72 minutes. After the
cool down period, if the heat exchanger casing is still in the temperature range that requires additional heat,
the control module initiates an immediate restart to part or full load combustion as appropriate.
Shutdown: When the ATC module sends a K bus message to de-activate the FFBH operation, the control
module de-energizes the FFBH fuel pump to stop combustion, but continues operation of the combustion air
fan and the circulation pump to cool down the FFBH unit. The cool down time depends on the combustion load
at the time the message is received.
Cool Down Times

Combustion Load Cool Down Time, Seconds
Part 100
Full 175
Diagnostics: The control module monitors the FFBH system for faults. Any faults detected are stored in a
volatile memory in the control module, which can be interrogated using the Land Rover approved diagnostic
system. A maximum of 3 faults and associated freeze frame data can be stored at any one time. If a further
fault is detected, the oldest fault is overwritten by the new fault.
The control module also incorporates an error lockout mode of operation that inhibits system operation to
prevent serious faults from causing further damage to the system. In the error lockout mode, the control
module immediately stops the FFBH fuel pump, and stops the combustion air fan and circulation pump after a
cool down time of approximately 2 minutes. Error lockout occurs for start sequence failures and/or combustion
flameouts, heat exchanger casing overheat and out of limit input voltage. The error lockout mode can be
cleared using the Land Rover approved diagnostic system, or by disconnecting the battery power supply for a
minimum of 10 seconds.
Start Failure/Flameout: If a start sequence fails to establish combustion, or a flameout occurs after combustion
is established, the control module immediately initiates another start sequence. The start failure or flameout is
also recorded by an event timer in the control module. The event timer is increased by one after each start
failure or flameout, and decreased by one if a subsequent start is successful. If the event timer increases to
three (over any number of drive cycles), the control module enters the error lockout mode.
Heat Exchanger Casing Overheat: To protect the system from excessive temperatures, the control module
enters the error lockout mode if the heat exchanger casing temperature exceeds 105 C (221 F).
Out of Limit Voltage: The control module enters the error lockout mode if the battery or alternator power input
is less than 10.5 0.3 V for more than 20 seconds, or more than 15.5 0.5 V for more than 6 seconds.
Auxiliary Heating - Fuel Fired Booster Heater4.2L SC V8 - AJV8
Removal
CAUTIONS:
RHD illustration shown, LHD is similar.
Make sure that all openings are sealed. Use new blanking caps.
Refer to: Specifications (414-00, Specifications).

axle stands.

Refer to: Fender Splash Shield (501-02, Removal and
Installation).
Refer to: Cooling System Draining, Filling and Bleeding -
5.0L NA V8 - AJ133 (303-03B, General Procedures).
Refer to: Cooling System Draining, Filling and Bleeding

- 5.0L SC V8 - AJ133 (303-03B, General Procedures).
Torque: 10 Nm
Torque: 10 Nm

escaping fluids.
Torque: 10 Nm

Torque: 10 Nm
Installation
2. NOTE: Only carry out this step if a new fuel fired booster
heater (FFBH) has been installed.

follow the on-screen instructions and configure the
auxiliary heater control module (AHCM).
Air Conditioning -
Lubricant
Item Specification
Compressor oil type Sanden SP-10 PAG oil
Compressor oil - vehicles fitted with 2 zone 120 cm
Compressor oil - vehicles fitted with 4 zone 170 cm
System Refrigerant Specification/Capacity
Item Specification
Refrigerant type R134A
Air conditioning refrigerant - vehicles fitted with 2 zone 700 grammes
Air conditioning refrigerant - vehicles fitted with 4 zone 880 grammes
Compressor mounting bolts 25 18
Compressor mounting bracket bolts
M8 bolt 25 18
M10 bolt 48 35
Accessory drive belt tensioner bolt
Vehicles fitted with M8 bolt 25 18
Vehicles fitted with M10 bolt 48 35
Refrigerant line to bulkhead bolts 6 4
Thermostatic expansion valve (TXV) to refrigerant line clamp bolts 5 4
Refrigerant line to compressor bolt 22 16
Refrigerant line to condenser 10 7
Refrigerant liquid line to front evaporator bolts - vehicles fitted with 4 zone 9 7
Refrigerant suction lines to front evaporator bolts - vehicles fitted with 4 zone 18 13
Refrigerant lines to rear evaporator bolts - vehicles fitted with 4 zone 9 7
Air Conditioning - Air Conditioning
COMPONENT LOCATION - TdV8

1 - Condenser
2 - High pressure servicing connection
3 - Refrigerant pressure sensor
4 - Low pressure servicing connection
5 - Thermostatic expansion valve
6 - Evaporator
7 - air conditioning (A/C) compressor
8 - Receiver drier module
COMPONENT LOCATION - 4.2L/4.4L

2 - Evaporator
3 - Low pressure servicing connection
4 - A/C compressor
5 - Receiver drier module
6 - Condenser
8 - Refrigerant pressure sensor (reference)
OVERVIEW
The A/C system transfers heat from the vehicle interior to the outside atmosphere to provide the heater
assembly with dehumidified cool air. The system is a sealed, closed loop, filled with a charge weight of R134a
refrigerant as the heat transfer medium. Oil is added to the refrigerant to lubricate the internal components of
the A/C compressor.
To accomplish the transfer of heat, the refrigerant is circulated around the system, where it passes through 2
pressure/temperature regimes. In each of the pressure/temperature regimes, the refrigerant changes state,
during which process maximum heat absorption or release occurs. The low pressure/temperature regime is
from the thermostatic expansion valve, through the evaporator to the A/C compressor; the refrigerant
decreases in pressure and temperature at the thermostatic expansion valve, then changes state from liquid to
vapor in the evaporator, to absorb heat. The high pressure/temperature regime is from the A/C compressor,
through the condenser and receiver drier to the thermostatic expansion valve; the refrigerant increases in
pressure and temperature as it passes through the A/C compressor, then releases heat and changes state from
vapor to liquid in the condenser.

A/C COMPRESSOR
The A/C compressor circulates refrigerant around the system by compressing low pressure, low temperature
vapor from the evaporator and discharging the resultant high pressure, high temperature vapor to the
condenser. Although similar in appearance, the A/C compressor installed on TdV8 vehicles differs slightly to the
one installed on 4.2L and 4.4L vehicles.
4.2L and 4.4L A/C Compressor

1 - Pulley
2 - Clutch connector
3 - Outlet port
4 - Inlet port
5 - Pressure relief valve
TdV8 A/C Compressor

1 - Pulley
3 - Inlet port
4 - Outlet port
The A/C compressor fitted to both petrol and diesel vehicles is a variable displacement unit. The secondary
accessory drive belt, driven by the engine crankshaft, drives the A/C compressor via a pulley and an
electromagnetic clutch. Operation of the clutch is controlled by a power feed from the automatic temperature
control (ATC) module.
The A/C compressor is a 7 cylinder swash plate unit with a minimum displacement of 5.5 cm/rev (0.34
in/rev) and maximum displacement of 163 cm/rev (9.95 in/rev). A control valve in the A/C compressor
automatically adjusts the displacement (i.e. flow of refrigerant), between the minimum and maximum values,
to match the thermal load of the evaporator. By matching the refrigerant flow to the thermal load of the
evaporator, the variable A/C compressor maintains a relatively constant evaporator temperature of
approximately 3 to 4C (37 to 39F).
To protect the refrigerant system from unacceptably high pressure, a pressure relief valve is installed in the
outlet side of the A/C compressor. The pressure relief valve is set to open at 3.5 to 4.1 MPa (508 to 595
lbf/in) and vents excess pressure into the engine compartment. The pressure relief valve closes again when
the pressure decreases to 3.01 MPa (437 lbf/in).
The clutch of the A/C compressor incorporates a thermal cut-off fuse, which disconnects the power feed from
the ATC module if the temperature increases to 182 5 C (360 9 F).
CONDENSER AND RECEIVER DRIER
Condenser and Receiver Drier - 4.2 and 4.4L

1 - Cap
2 - Spring clip
3 - Sealing plug
4 - Desiccant module
5 - Condenser
6 - Outlet pipe
7 - Inlet pipe
Condenser - TdV8

1 - right-hand (RH) end tank
2 - Condenser core
3 - left-hand (LH) end tank
4 - High pressure line connector block
5 - Condenser attachment brackets
6 - Receiver drier pipes
7 - Receiver drier attachment bracket
Receiver Drier - TdV8

1 - Receiver Drier
2 - Clamp
3 - Condenser RH end tank
4 - O-ring seals
5 - Inlet pipe
6 - Outlet pipe
7 - Collar
8 - Bolt
The condenser transfers heat from the refrigerant to the surrounding air to convert the vapor from the A/C
compressor into a liquid. A receiver drier module, integrated onto the LH side of the condenser, incorporates a
filter and a desiccant to remove solid impurities and moisture from the refrigerant. The receiver drier module
also functions as a reservoir for liquid refrigerant, to accommodate changes of heat load at the evaporator.
The condenser is installed immediately in front of the radiator.
The condenser is classified as a sub-cooling condenser and consists of a fin and tube heat exchanger installed
between two end tanks.
4.2L and 4.4L
Divisions in the end tanks separate the heat exchanger into a three pass upper (condenser) section and a
single pass lower (sub-cooler) section, which are interconnected by the receiver drier module. The desiccant
cluster and the filter in the receiver drier module are serviceable items retained in position by a threaded plug.
TdV8
Divisions in the end tanks separate the heat exchanger into a four pass upper (condenser) section and a two
pass lower (sub-cooler) section. A connector block on the left end tank of the condenser provides connections
for the high pressure lines from the A/C (air conditioning) compressor and the evaporator. Two pipes at the
bottom of the right end tank of the condenser provide connections for the receiver drier.
THERMOSTATIC EXPANSION VALVE
The thermostatic expansion valve meters the flow of refrigerant into the evaporator, to match the refrigerant
flow with the heat load of the air passing through the evaporator matrix.
The temperature and pressure of the refrigerant leaving the evaporator act on the thermostatic expansion
valve to control the volume of refrigerant flowing through the evaporator. The warmer the air flowing through
the evaporator matrix, the more heat available to evaporate refrigerant and thus the greater the volume of
refrigerant allowed through the metering valve.
EVAPORATOR
Evaporator and Thermostatic Expansion Valve

1 - Insulated connecting pipes
3 - Evaporator
The evaporator is installed in the heater assembly between the blower and the heater matrix, to absorb heat
from the exterior or recirculated air. Low pressure, low temperature refrigerant changes from liquid to vapor in
the evaporator, absorbing large quantities of heat as it changes state.
Most of the moisture in the air passing through the evaporator condenses into water, which drains through the
floorpan to the underside of the vehicle through two drain tubes.
REFRIGERANT LINES
To maintain similar flow velocities around the system, the diameter of the refrigerant lines varies to suit the
two pressure/temperature regimes. The larger diameters are installed in the low pressure/temperature regime
and the smaller diameters are installed in the high pressure/temperature regime.
Low and high pressure charging connections are incorporated into the refrigerant lines near the front RH corner
of the engine compartment.
CONTROL DIAGRAM
NOTE: A = Refrigerant liquid; B = Refrigerant vapor

1 - Evaporator
3 - Desiccant (in modulator)
4 - Filter (in modulator)
5 - Electric cooling fan
7 - Condenser
8 - A/C compressor
10 - Low pressure servicing
11 - Blower
12 - Air flows: Ambient air flow through condenser
13 - Fresh/Recirculated air flow through blower
14 - Cooled air flow to vehicle interior
Air Conditioning - Air Conditioning (A/C) Compressor4.2L SC V8 -

AJV8
Removal

Disconnect the refrigerant lines from the A/C

compressor.
Remove the 2 bolts.

safety stands.

Installation).

clockwise.

power steering pump pulley.

Fully loosen the upper front bolt.
10. Reposition the A/C compressor mounting

bracket.
Remove the 2 bolts.
Remove the bolt.
Installation
1. Install the A/C compressor.
Install the upper front bolt.

2. NOTE: The upper front A/C compressor bolt must be
installed to the A/C compressor mounting bracket before
the A/C compressor mounting bracket is secured.
Secure the A/C compressor mounting bracket.



Installation).

refrigerant oil.
Connect the refrigerant lines to A/C compressor.

Air Conditioning - Condenser Core4.2L SC V8 - AJV8

Removal

safety stands.

For additional information, refer to: Radiator (303-03B
Engine Cooling - 4.4L NA V8 - AJ41, Removal and
Installation).
Installation
1. Install the condenser core.

For additional information, refer to: Radiator (303-03B
Engine Cooling - 4.4L NA V8 - AJ41, Removal and
Installation).
Air Conditioning - Condenser Fan4.2L SC V8 - AJV8

Removal
2. Remove the hood latch panel.
Installation).
3. Remove the radiator grille support.
For additional information, refer to: Radiator Grille
Support (501-02 Front End Body Panels, Removal and
Installation).
4. Remove the condenser cooling fan.
Installation
1. Install the condenser cooling fan.

2. Install the radiator grille support.
For additional information, refer to: Radiator Grille
Support (501-02 Front End Body Panels, Removal and
Installation).
3. Install the hood latch panel.
Installation).
Air Conditioning - Evaporator Core
Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
access.

Remove the clip.
9. Disconnect the footwell duct actuator electrical

connector.
lower cover.
Remove the 4 clips.

Remove the thermostatic expansion valve.
Remove the 2 bolts.
Remove the 2 air conditioning (A/C) pipe clamps.
Release the A/C pipes.
Remove and discard the O-rings.

13. Remove the evaporator core.
Installation
1. Install the evaporator core.
Install the thermostatic expansion valve.
Install the A/C pipes.
Install the 2 A/C pipe clamps.

cover.
Install the screws.
Install the clips.

5. Connect the footwell duct actuator electrical connector.
Install the screws.
Install the clip.

Install the screws.

Install the screws.

access.
Air Conditioning - Thermostatic Expansion Valve

Removal
All vehicles
Installation).
All vehicles

Disconnect the A/C pipes.
Remove the 2 bolts.
Remove the floor console extension trim panel.
Remove the screw.

Remove the clip.

8. Remove the right-hand front footwell duct .

9. Remove the passenger side closing trim panel.
Remove the electrical connector.
10. Remove the passenger side footwell duct.
Remove the screw.
All vehicles

Remove the 2 bolts.
Remove the 2 A/C pipe clamps.
Remove the A/C pipes.
Installation
All vehicles
1. Install the thermostatic expansion valve.


3. Install the right-hand front footwell duct.
Install the screws.


Install the screws.
Install the clip.

6. Install the passenger side closing trim panel.
Install the screws.

7. Install the passenger side footwell duct.
Install the screw.

Install the floor console extension trim panel.
Secure the clips.
Install the screw.

9. Connect the A/C pipes.

Installation).
Air Conditioning - Air Conditioning (A/C) CompressorTDV8 3.6L

Diesel
Removal
All vehicles
Specifications).

safety stands.

4. Remove the power steering pump.
Pump - 3.6L (TdV8) Diesel (211-02 Power Steering,
Idler Pulley (303-05 Accessory Drive - 3.6L (TdV8)
6. Disconnect the A/C compressor electrical
connector.
7. CAUTIONS:

new blanking caps.
Take extra care not to damage the mating

faces.
Disconnect the A/C compressor low-pressure

refrigerant line.
Remove the 2 bolts.
Remove the bracket.
8. CAUTIONS:

new blanking caps.

faces.
Disconnect the A/C compressor high-pressure

refrigerant line.
Remove the bolt.

11. NOTE: Make sure the steering is in the
straight ahead position.
Release the universal joint from the steering

gear.
12. Disconnect the steering gear electrical connector.
13. Reposition the steering gear.
All vehicles
14. Disconnect the charge air cooler LH inlet hose.
Release the clip.

15. Remove the A/C compressor rear bolt.
16. CAUTION: Protect the radiator during

this operation.
Remove the A/C compressor.
Remove the 2 bolts.
17. CAUTIONS:

new blanking caps.

faces.

Remove the A/C compressor low-pressure

refrigerant line.
Remove the bolt.
Installation
All vehicles
1. CAUTION: Take extra care not to damage the

mating faces.
Install the A/C compressor low-pressure refrigerant line.

2. CAUTIONS:
Protect the radiator during this operation.
Make sure that the component is correctly located on

the locating dowels.
Install the A/C compressor.
Loosely install the 2 A/C compressor front bolts.

3. Install the A/C compressor rear bolt.

Tighten the clip.

5. Reposition the steering gear.
Install the bolts.

6. Connect the steering gear electrical connector.
7. Connect the universal joint to the steering gear.
Tighten the new bolt to 24 Nm (18 lb.ft).

All vehicles
10. Tighten the A/C compressor front bolts to 23 Nm (17
lb.ft).
11. CAUTION: Take extra care not to damage the

mating faces.
Connect the A/C compressor refrigerant lines.

12. Connect the A/C compressor electrical connector.
13. Install the accessory drive belt idler pulley.
Idler Pulley (303-05 Accessory Drive - 3.6L (TdV8)
14. Install the power steering pump.
Pump - 3.6L (TdV8) Diesel (211-02 Power Steering,
Specifications).
Air Conditioning - Condenser CoreTDV8 3.6L Diesel
Removal

Specifications).

safety stands.

3. Remove the fuel cooler radiator.
For additional information, refer to: Auxiliary Fuel Cooler
4. Remove the power steering fluid cooler.
Remove the power steering fluid cooler line

bracket.
Remove the 3 bolts.

NOTE: Make sure that all openings are sealed.

Remove the receiver drier.
Remove the receiver drier support bracket

clamp.
Remove the bolt.
Remove the clamp.
Installation
oil.
Install the receiver drier.
Install the clamps.


3. Install the power steering fluid cooler.
Install the hoses into the locating clips.
Install the power steering line support bracket.

4. Install the fuel cooler radiator.
For additional information, refer to: Auxiliary Fuel Cooler
Specifications).
Air Conditioning - Condenser FanTDV8 3.6L Diesel
Removal

safety stands.

3. Remove the cooling module.
For additional information, refer to: Cooling Module
and Installation).
4. Remove the condenser fan.
Installation
Air Conditioning - Evaporator Core
Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
access.

Remove the clip.
9. Disconnect the footwell duct actuator electrical

connector.
lower cover.
Remove the 4 clips.

Remove the 2 bolts.
Remove the 2 air conditioning (A/C) pipe clamps.
Release the A/C pipes.

Installation
Install the thermostatic expansion valve.


cover.
Install the screws.
Install the clips.

5. Connect the footwell duct actuator electrical connector.
Install the screws.
Install the clip.

Install the screws.

Install the screws.

access.
Air Conditioning - Receiver DrierTDV8 3.6L Diesel
Removal

safety stands.

and Installation).
4. NOTE: Make sure that all openings are sealed.
Remove the receiver drier.
Remove the receiver drier support bracket

clamp.
Remove the bolt.
Remove the clamp.
Installation
oil.
Install the receiver drier.
Install the clamps.

and Installation).
Air Conditioning - Thermostatic Expansion Valve
Removal
All vehicles
Installation).
All vehicles
Remove the 2 bolts.
Remove the floor console extension trim panel.
Remove the screw.

Remove the clip.
8. Remove the right-hand front footwell duct .

Remove the electrical connector.
Remove the screw.
All vehicles

Remove the 2 bolts.
Remove the 2 A/C pipe clamps.
Remove the A/C pipes.
Installation
All vehicles
1. Install the thermostatic expansion valve.


3. Install the right-hand front footwell duct.
Install the screws.


Install the screws.
Install the clip.

Install the screws.

Install the screw.

Install the floor console extension trim panel.
Secure the clips.
Install the screw.


Installation).
Auxiliary Climate Control -

Auxiliary climate control assembly bolts 4 3
Auxiliary climate control sealing plate bolts 4 3
Air conditioning (A/C) pipe bolts 9 7
Auxiliary Climate Control - Auxiliary Climate Control
COMPONENT LOCATION
1 - Evaporator
2 - Rear climate control panel
3 - Magnetic valve
4 - Rear climate control module
5 - Heater pipes
6 - Refrigerant lines
OVERVIEW
Some vehicles may be fitted with a 4 zone climate control system. In this case, the front 2 zone climate control
system is supplemented by a rear 2 zone system. Vehicles fitted with 4 zone climate control can be identified
by a third rotary control located on the rear of the floor console.
The rear climate control system is controlled by a module located beneath the front passenger seat and
operates independently of the front climate control system.
NOTE: The rear climate control system will only operate if the front climate control system is operational, and
is enabled by pressing the isolation switch located on the center console. For more information, refer to the
Owners Handbook.
Refrigerant pipes run from the front climate control system to an evaporator located in the rear of the floor
console. A magnetic valve is located in the feed pipe to stop the flow of refrigerant to the evaporator if the
request for cold, de-humidified air is removed or there is the potential for ice to form on the evaporator
surface.
CONTROL DIAGRAM
NOTE: A = Hardwired; B = K bus; N = Medium speed controller area network (CAN) bus; O = local
interconnect network (LIN) bus
1 - Battery
2 - Rear climate control panel
3 - Rear climate control module
4 - Air distribution motor
5 - Magnetic valve
6 - Evaporator temperature sensor
7 - Rear blower control module
8 - Rear blower motor
9 - auxiliary junction box (AJB)
11 - automatic temperature control (ATC) module
13 - left-hand (LH) temperature motor
14 - right-hand (RH) temperature motor
15 - central junction box (CJB)
The rear climate control module receives the following information regarding the front climate control system
from the ATC module:
System on/off
air conditioning (A/C) on/off
A/C compressor on/off
Programmed de-frost on/off
Maximum A/C on/off
LH and RH side air outlet temperature
LH and RH side target temperature
Ram air door position
Blower motor speed
Air distribution doors position.
The rear climate control module also receives the following information from the ATC module:
Solar heating effect on the LH and RH sides of the cabin
Cabin temperature.
This data is delivered from the ATC module to the instrument cluster on the K bus. The instrument cluster acts
as a gateway and transmits the data to the rear climate control module over the medium speed CAN bus.
Commands made using the rear climate control panel are relayed to the rear climate control module over the
LIN bus. The rear climate control module interprets these commands and also the data received on the
medium speed CAN bus from the ATC module to control operation the following:
Rear air distribution motor
Rear blower motor
LH temperature motor
RH temperature motor.
The rear climate control module also monitors the temperature of the evaporator. The evaporator temperature
sensor is a negative temperature coefficient (NTC) thermistor that provides the rear climate control module
with a temperature signal from the outlet side of the evaporator. The rear climate control module uses this
signal to control operation of the magnetic valve.
The magnetic valve is located in the rear climate control heater casing, adjacent the evaporator. It is placed in
the refrigerant line after the thermostatic expansion valve. The magnetic valve is able to shut the refrigerant
line into the evaporator to prevent the formation of ice on the evaporator fins.
For additional information, refer to:
Heating and Ventilation (412-02A Heating and Ventilation, Description and Operation),
Air Conditioning (412-03A Air Conditioning, Description and Operation),
Control Components (412-04 Control Components, Description and Operation).
Auxiliary Climate Control - Auxiliary Climate Control Assembly

Removal
1. Remove the rear passenger entertainment control panel
assembly.
For additional information, refer to: Rear Passenger
Entertainment Control Panel (415-07 Video System,
2. NOTE: Floor console shown removed for clarity.
Remove the rear auxiliary climate control

assembly.
Installation
1. Install the rear auxiliary climate control assembly.

2. Install the rear passenger entertainment control panel
assembly.
Auxiliary Climate Control - Auxiliary Footwell Vent/Duct Blend

Door Actuator
Removal
2. Remove the floor console rear trim panel.
3. CAUTION: Make sure damage does not occur

to the auxiliary temperature blend door actuator link
rod.
Remove the footwell vent/duct blend door actuator

link rod.
4. Remove the footwell vent/duct blend door

actuator.
Installation
1. Install the footwell vent/duct blend door actuator.
2. CAUTION: Make sure damage does not occur to

the auxiliary temperature blend door actuator link rod.
Install the footwell vent/duct blend door actuator link

rod.

3. Install the floor console rear trim panel.
Auxiliary Climate Control - Auxiliary Heater Core and Evaporator

Core Housing
Removal

Specifications).
2. Evacuate the air conditioning (A/C) system.
(A/C) System Recovery, Evacuation and Charging - 3.6L
V8 - TdV8 (412-00, General Procedures) /
Air Conditioning (A/C) System Recovery, Evacuation and
Charging - 5.0L NA V8 - AJ133/5.0L SC V8 - AJ133 (412-

safety stands.

4. Reposition the exhaust center heat shield.
Remove the 8 nuts.
5. Clamp the auxiliary heater core coolant hoses.

could be caused by escaping steam or coolant, allow
the vehicle cooling system to cool prior to carrying
out this procedure.
CAUTION: Engine coolant will damage the paint

NOTE: Some fluid spillage is inevitable during this

operation.
Disconnect the auxiliary heater core coolant hoses.

Installation).
8. Disconnect the auxiliary heater core and
evaporator core housing electrical connector.
9. Remove the auxiliary heater core inlet and outlet

pipe brackets.

could be caused by escaping steam or coolant, allow
the vehicle cooling system to cool prior to carrying
out this procedure.
NOTE: Some fluid spillage is inevitable during this

operation.
Undo and remove the heater core inlet and outlet

pipe clamps.

spillage.
Disconnect the heater core inlet and outlet

pipes.
Remove and discard the two O-ring seals.

Remove the 2 bolts.
Remove the auxiliary heater core and evaporator

core housing rear bolts.
Remove the 2 bolts.
13. Remove the auxiliary heater core and evaporator

core housing front RH bolt.
14. Remove the auxiliary heater core and evaporator

core housing.
Remove the auxiliary heater core and evaporator

core housing front bolt.
Installation
1. Install the auxiliary heater core and evaporator core
housing.
Install the 4 auxiliary heater core and evaporator core

housing bolts.
Install the 2 bolts and tighten to 2 Nm (1.5 lb.ft).

3. Install the auxiliary heater core inlet and outlet pipe
clamps.
Lubricate and install the new O-ring seals.
Connect the heater core inlet and outlet pipes.
Remove the absorbent cloth.

4. Install the auxiliary heater core inlet and outlet pipe
brackets.

5. Connect the auxiliary heater core and evaporator core
housing electrical connector.
6. Install the floor console.
Installation).
7. Connect the auxiliary heater core coolant hoses.

8. Remove the coolant hose clamps.
9. Install the exhaust center heat shield.
Reposition the exhaust center heat shield.
Install the 8 nuts.

(A/C) System Recovery, Evacuation and Charging - 3.6L
V8 - TdV8 (412-00, General Procedures) /
Air Conditioning (A/C) System Recovery, Evacuation and
Charging - 5.0L NA V8 - AJ133/5.0L SC V8 - AJ133 (412-
Specifications).
Hold the engine speed at 2,500 RPM for 30 seconds.
Return the engine to idle for 30 seconds.
Repeat the above procedure a further 4 times.

14. Switch on the auxiliary heater.
Set the heater controls to HOT.
Make sure the auxiliary heater is emitting hot air.

Auxiliary Climate Control - Auxiliary Temperature Blend Door

Actuator
Removal
2. Remove the floor console stowage compartment.
Stowage Compartment (501-12 Instrument Panel and

to the auxiliary temperature blend door actuator link
rod.
Remove the LH blend door actuator link rod.
4. Remove the LH auxiliary blend door actuator.
Installation
1. Install the LH blend door actuator.

the auxiliary temperature blend door actuator link rod.
Install the LH blend door actuator link rod.

3. Install the floor console stowage compartment.
Stowage Compartment (501-12 Instrument Panel and
Auxiliary Climate Control - Auxiliary Blower Motor

Removal
Specifications).
and Installation).
3. Reposition the transmission selector lever
assembly for access.
Remove the 3 nuts.
4. Remove the transmission selector lever mounting

plate.
Remove the 4 nuts.
Release the 2 wiring harness clips.

5. Release the auxiliary climate control main wiring
harness electrical connector from the wiring
harness support bracket.
6. Disconnect the blower motor electrical

connector.
Detach the wiring harness clip.
Remove the blower motor.
Remove the wiring harness support bracket.
Installation
1. Install the blower motor.
Install the wiring harness support bracket.

2. Connect the blower motor electrical connector.

3. Attach the auxiliary climate control main wiring harness
electrical connector to the wiring harness support
bracket.

4. Install the transmission selector lever mounting plate.
Secure the 2 wiring harness clips.
Install the 4 nuts and tighten to 10 Nm (7 lb ft).

5. Install the transmission selector lever.
Install the 3 nuts and tighten to 10 Nm (7 lb ft).

and Installation).
Specifications).
Auxiliary Climate Control - Auxiliary Blower Motor Resistor

Removal
and Installation).
3. Disconnect the blower motor resistor electrical
connector.
4. Remove the blower motor resistor.
Remove the screw.
Installation
1. Install the blower motor resistor.
Install the screw.

2. Connect the blower motor resistor electrical connector.
and Installation).
Auxiliary Climate Control - Evaporator Core

Removal
Specifications).
2. Remove the auxiliary heater core and evaporator core
housing.
For additional information, refer to: Auxiliary Heater Core
and Evaporator Core Housing (412-03B Auxiliary Climate
Control, Removal and Installation).
3. Remove the evaporator core access panel.
Remove the 2 clips.
Release the electrical connector clip.
Installation
Secure the electrical connector clip.

2. Install the evaporator core access panel.

housing.
Specifications).
Auxiliary Climate Control - Heater Core

Removal
Specifications).
2. Remove the auxiliary heater core and evaporator core
housing.
3. CAUTION: Engine coolant will damage the

paint finished surfaces. If spilt, immediately remove
the coolant and clean the area with water.
Remove the heater core.
Carefully release the heater core from the

auxiliary heater core and evaporator core
housing.
Installation
1. Install the heater core.
Make sure the heater core is fully seated.

housing.
3. Install the battery ground cable.
Specifications).
Auxiliary Climate Control - Register

Removal
1. Remove the floor console stowage compartment lid.
Stowage Compartment Lid (501-12 Instrument Panel
and Console, Removal and Installation).
2. Remove the floor console stowage compartment lid
damper sleeve.
3. NOTE: Floor console shown removed for clarity.
Remove the register.
Installation
1. Install the register.
Secure the 4 clips.

2. Install the floor console stowage compartment lid
damper sleeve.
3. Install the floor console stowage compartment lid.
Stowage Compartment Lid (501-12 Instrument Panel
and Console, Removal and Installation).
Control Components - Control Components
COMPONENT LOCATION
1 - Sunlight sensor
2 - In-vehicle temperature sensor
3 - automatic temperature control (ATC) module
4 - Coolant valve
7 - Pollution sensor - TdV8
8 - Pollution sensor - 4.2L and 4.4L petrol
10 - Steering wheel recirculation switch (where fitted)
11 - Heater temperature sensor
OVERVIEW
The air conditioning (A/C) control system automatically adjusts the temperature, volume and distribution of the
air from the heater to maintain the individual temperature levels selected for the left-hand (LH) and right-hand
(RH) sides of the cabin. The system also has manual overrides for the intake air source, blower speed and air
distribution.

ATC MODULE
The ATC module is installed in the center of the instrument panel. An integral control panel contains push
switches and rotary switches/knobs for system control inputs. Orange tell-tale light emitting diode (LED)s in
the switches and switch surrounds illuminate to indicate the current settings of the system. The rotary
temperature switch is graduated in degrees Celsius, except on USA vehicles, where it is graduated in degrees
Fahrenheit.
An in-vehicle temperature sensor and associated electric fan are installed behind a grille in the control panel.
The ATC module processes inputs from the control panel switches and system sensors, then outputs the
appropriate signals to control the A/C system. In addition to controlling the A/C system, the ATC module also
controls the following:
The heated windshield and windshield wiper parking area heater (optional fit, not available on vehicles
with infra red protection glass).
The windshield washer jet heaters.
The heated rear window.
The front seat heaters.
NOTE: Operation of the climatic seats is controlled by software in the center switch pack, not the ATC
module. For further information, refer to the 'Climatic Seats' information later in this section.
Control Panel
1 - Heated windshield switch
2 - LH front seat heater switch
3 - LH temperature switch
4 - Automatic mode switch
5 - Blower switch
6 - RH front seat heater switch
7 - RH temperature switch
8 - A/C switch
9 - Recirculation switch
10 - Maximum A/C switch
11 - Footwell distribution switch
12 - Face distribution switch
13 - Windshield distribution switch
14 - In-vehicle temperature sensor
15 - Defrost program switch
16 - Heated rear window switch
The switches on the control panel have the following functions:
Heated Windshield Switch
Energizes the heated windshield and the windshield wiper parking area heater for a set time period, until the
switch is pressed again or until the engine stops, whichever occurs first. A LED above the switch is illuminated
while the heaters are on.
LH and RH Seat Heater Switches
Activates the heater elements in the seat cushion and seat back at one of two heat levels. The first press of the
switch energizes the heater elements at the higher heat setting and illuminates two LEDs in the switch. A
second press of the switch sets the heater elements to the lower heat setting and extinguishes one of the
LEDs. A further press of the switch de-energizes the heater elements and extinguishes the second LED. The
seat heaters remain on until selected off or the ignition is switched off.
NOTE: Operation of the climatic seats is controlled by software in the center switch pack, not the ATC
module. For further information, refer to the 'Climatic Seats' information later in this section.
LH and RH Temperature Switches

Adjusts the nominal temperature settings of the LH and RH sides of the cabin between 16 and 28 C (60 and
84 F). The temperature range is engraved on the switch surrounds. A pointer on each switch indicates the
selected temperature. In the minimum and maximum temperature positions, the system operates at maximum
cooling or maximum heating respectively.
Automatic Mode Switch
Activates the automatic modes for air volume and distribution and also activates the A/C compressor. Separate
LEDs in the automatic mode switch illuminate when the blower and the distribution control doors are in
automatic mode. Manually selecting the blower speed or a distribution switch extinguishes the related LED.
Blower Switch
For manual adjustment of blower speed. Up to seven LEDs in the switch surround illuminate to indicate the
selected blower speed.
A/C Switch
Controls activation of the A/C compressor. Allows the A/C compressor to be selected off for economy
operation. A LED above the switch is illuminated when the A/C compressor is selected on.
Recirculation Switch
For manual or automatic selection of fresh or recirculated air. Two LEDs above the switch illuminate to indicate
the mode and position of the recirculation doors. The first press of the switch sets the recirculation doors to
automatic mode and illuminates the LHLED. A second press of the switch manually sets the recirculation doors
to the recirculation position, extinguishes the LHLED and illuminates the RHLED. A further press of the switch
manually sets the recirculation doors to the fresh air position and extinguishes the RHLED.
Maximum A/C Switch
For selection of maximum A/C when the ignition is on or rest heating when the ignition is off. A LED above the
switch is illuminated when maximum cooling or rest heating is selected.
Distribution Switches (Windshield, Face and Footwell)
For manual selection of air distribution in any combination of windshield, face and footwell outlets. A LED above
each switch illuminates when a selection is made.
Defrost Program Switch
Activates a program that automatically selects the heated windshield on, activates the A/C compressor and
changes the system settings to direct dry heat to the windshield. A LED above the switch is illuminated while
the defrost program is active.
Heated Rear Window Switch
Enabled only with the engine running. Pressing the switch energizes the heated rear window for a set time
period, until the switch is pressed again or until the engine stops, whichever occurs first. A LED above the
switch is illuminated while the heater is on.
Inputs and Outputs
Five electrical connectors provide the interface between the ATC module and the vehicle/heater assembly
wiring.
The system receives ambient temperature, engine coolant temperature, engine speed and vehicle speed inputs
in K bus messages from the instrument cluster. If the K bus messages are missing or faulty, the ATC module
adopts the following default values:
Ambient temperature = 0 C (32 F).

Engine coolant temperature = 80 C (176 F).
Engine speed = 800 rev/min.
Vehicle speed = zero.
If a fault develops in the input from the temperature selector switch on the control panel, the ATC module
adopts a default value of 22 C (72 F).
IN-VEHICLE TEMPERATURE SENSOR
The in-vehicle temperature sensor is an encapsulated negative temperature coefficient (NTC) thermistor that
provides the ATC module with an input of cabin air temperature. The in-vehicle temperature sensor is installed
behind a grille in the ATC module control panel. An electric fan in the ATC module runs continuously, while the
ignition is on, to draw air through the grille and across the in-vehicle temperature sensor.
The ATC module uses the signal from the in-vehicle temperature sensor for control of the coolant temperature
valve(s), blower speed and air distribution.
The signal voltage from the in-vehicle temperature sensor is between 0 and 5 V. The ATC module monitors the
signal voltage and defaults to a temperature of 20 C (68 F) if it goes out of the range 0.573 - 4.882 V:
If the signal voltage is less than 0.573 V, the ATC module assumes there is a short circuit to ground.
If the signal voltage is more than 4.882 V, the ATC module assumes there is an open circuit or a short
circuit to battery.
REFRIGERANT PRESSURE SENSOR
The refrigerant pressure sensor provides the ATC module with a pressure input from the high pressure side of
the refrigerant system. The refrigerant pressure sensor is located in the refrigerant line between the condenser
and the thermostatic expansion valve.
The ATC module supplies a 5 V reference voltage to the refrigerant pressure sensor and receives a return
signal voltage, between 0 and 5 V, related to system pressure.
The ATC module uses the signal from the refrigerant pressure sensor to protect the system from extremes of
pressure and to calculate A/C compressor load on the engine for idle speed control. The ATC module also
provides a cooling fan request signal over the K bus to the instrument cluster. The cluster outputs this request
to the engine control module (ECM) over the high speed controller area network (CAN) bus.
To protect the system from extremes of pressure, the ATC module disengages the A/C compressor clutch if the
pressure:
Decreases to 1.9 0.2 bar (27.5 3 lbf/in2): the ATC module engages the A/C compressor clutch again
when pressure increases to 2.8 0.2 bar (40.5 3 lbf/in2 ).
Increases to 33 1 bar (479 14.5 lbf/in2): the ATC module engages the A/C compressor clutch again
when pressure decreases to 23.5 1 bar (341 14.5 lbf/in2).
EVAPORATOR TEMPERATURE SENSOR
The evaporator temperature sensor is a NTC thermistor that provides the ATC module with a temperature
signal from the air outlet side of the evaporator. The evaporator temperature sensor is installed in the RH side
of the heater assembly casing, and extends into the core of the evaporator.
The ATC module uses the input from the evaporator temperature sensor to control the engagement and
disengagement of the A/C compressor clutch, to prevent the formation of ice on the evaporator.
The signal voltage from the evaporator temperature sensor is between 0 and 5 V. The ATC module monitors
the signal voltage and defaults to a temperature of 0 C (32 F) if it goes out of the range 0.157 - 4.784 V:
If the signal voltage is less than 0.157 V, the ATC module assumes there is a short circuit to ground.
circuit to battery.
HEATER TEMPERATURE SENSOR
The heater temperature sensor is a NTC thermistor that provides the ATC module with a temperature signal
from the air outlet side of the heater core. Two sensors are installed, one each side of the vehicle center-line.
The ATC module uses the input from the heater temperature sensors to control the operation of the coolant
valves.
The signal voltage from each heater temperature sensor is between 0 and 5 V. The ATC module monitors the
signal voltage and defaults to a temperature of 55 C (131 F) if it goes out of the range 0.173 - 4.890 V:
If the signal voltage is less than 0.173 V, the ATC module assumes there is a short circuit to ground
circuit to battery.
AUXILIARY COOLANT PUMP
The auxiliary coolant pump is an electric pump that ensures there is a satisfactory flow rate through the heater
core at low engine speeds. The auxiliary coolant pump is installed in the engine compartment, in a rubber
mounting attached to the side of the LH suspension turret. Operation of the auxiliary coolant pump is
controlled by a power supply from the ATC module.
COOLANT VALVES
The coolant valves control the coolant flow to each side of the heater core. The coolant valves are installed in
the engine compartment on a bracket attached to the side of the LH suspension turret.
Each coolant valve is a normally open solenoid valve controlled by a pulse width modulation (PWM) signal from
the ATC module. The ATC module changes the length of time the coolant valve is open each duty cycle
between 0 second (valve closed) and 3.6 seconds (valve held open). On the automatic system, the PWM
signals to the two valves are phase offset by 1.8 seconds to reduce coolant flow fluctuations.
SUNLIGHT SENSOR
The sunlight sensor consists of two photoelectric cells that provide the ATC module with inputs of light
intensity, one as sensed coming from the left of the vehicle and one as sensed coming from the right. The
inputs are a measure of the solar heating effect on vehicle occupants and used by the ATC module to adjust
blower speed, temperature and distribution to improve comfort. The sensor is installed in the center of the
fascia upper surface.
If one of the photoelectric cells is faulty, the output from the other photoelectric cell is used for both sides of
the vehicle. If both photoelectric cells are faulty, the ATC module uses a default value of zero.
POLLUTION SENSOR
The pollution sensor allows the ATC module to monitor the ambient air for the level of carbon monoxide (CO)
and oxides of nitrogen (NOx). The pollution sensor is installed at the rear of the radiator, on the upper left side
of the fan cowl.
The ATC module outputs a battery power supply to heat the pollution sensor to operating temperature, and a 5
V reference voltage for the signal. The signal voltage from the pollution sensor is between 0 and 5 V.
If there is a fault with the pollution sensor, the ATC module disables automatic closing of the recirculation
doors on detection of pollutants.
CONTROL DIAGRAM - SHEET 1 OF 2
NOTE: A = Hardwired; B = K bus; L = M bus

1 - Heated rear window
2 - Heated rear window relay
3 - Fuse 12, central junction box (CJB)
4 - Rear passenger face register
5 - Fuse 64, CJB
6 - Blower
7 - Blower output stage
8 - Rear blower relay
9 - Rear blower output stage
10 - Dual coolant valve
11 - Rear blower
12 - Compressor clutch
13 - Pollution sensor
15 - Sunlight sensor
16 - Fresh/Recirculated air doors motor
17 - Washer jet heater relay
18 - LH washer jet
19 - RH washer jet
20 - Heated windshield, LH heater element
21 - Heated windshield, wiper park heater element
22 - Heated windshield, RH heater element
23 - Heated windshield relay
24 - RH heater temperature sensor
25 - LH heater temperature sensor
26 - ATC module
30 - Fuse 34, CJB
CONTROL DIAGRAM - SHEET 2 OF 2

NOTE: A = Hardwired; B = K bus; C = Diagnostic DS2 bus; D = High speed CAN bus; K = I bus; L = M bus;
M = P bus

1 - ECM
3 - Windshield distribution motor
4 - Face level distribution motor
5 - Footwell distribution motor
6 - Rear face level temperature blend motor
7 - Ram air motor
8 - Driver door mirror
9 - Driver door module
10 - Fuel fired booster heater
12 - Passenger door mirror
13 - Passenger door module
14 - Steering wheel recirculation switch (where fitted)
16 - Clockspring
The system operates on the reheat principle. Air entering the heater assembly is cooled to a constant value by
the evaporator and then reheated as necessary by the heater core to produce the temperature(s) selected on
the control panel.
To determine the various system settings, the ATC module derives a reference value (called the Y factor) from:
The temperature setting on the control panel.
The ambient temperature.
The in-vehicle temperature.
The reference value is measured in %, where -27.5% means maximum cooling is required and 100% means
maximum heating is required. Separate reference values are produced for the LH and RH sides of the heater
assembly.
The reference value is used for temperature control. The driver's side reference value is also used for door
positioning and blower speed calculations.
When the ignition is turned off the ATC module memorizes the system settings and resumes the same settings
the next time the ignition is switched on.
A/C Compressor Control
The A/C compressor is engaged by pressing either;
the automatic mode switch
the defrost switch
the A/C switch
or the maximum A/C switch.
To prevent a dip in engine speed when the engine is at idle or to ensure maximum engine performance at full
throttle, the ATC module will not energize the A/C compressor unless it has permission from the ECM. If the
ECM determines it can allow A/C operation, it transmits an 'A/C allowed' message to the instrument cluster
over the high speed CAN bus.
The instrument cluster acts as a gateway to the ATC module. On receipt of the 'A/C allowed' message from the
ECM the instrument cluster will create a ground path on the hardwired connection to the ATC module. If A/C
operation is requested, and the ground path is in place, the ATC module will energize the A/C compressor.
If the ECM determines it can no longer support A/C operation it removes the 'A/C allowed' message. In
response to this, the instrument cluster removes the ground path to the ATC module, which in turn de-
energizes the A/C compressor.
The ATC module energizes the A/C compressor clutch provided the following conditions exist:
Engine speed is more than 400 rev/min
Evaporator temperature is more than 3 C (37 F)
The refrigerant pressure is within limits
Battery voltage is less than 16 V
The blower is running
There are no A/C related faults detected by the ATC module.
The A/C compressor remains engaged until selected off or the required conditions no longer exist. If the
evaporator temperature decreases to approximately 2 C (36 F) the A/C compressor is disengaged, then re-
engaged when the evaporator temperature increases to more than 3 C (37 F) again. If battery voltage
exceeds 16 V for more than 5 seconds the A/C compressor is disengaged, then re-engaged when voltage
decreases to less than 15.8 V.
Engine Idle Speed Control
The ECM will raise the engine idles speed when the following high current applications are switched on:
Heated rear window.
Blower, at speed 6 or 7.
Headlamp main beam.
The engine idle speed increase is also requested if battery voltage decreases to less than 11.4 V. The speed
increase request is discontinued when battery voltage increases to more than 12.2 V again.
Engine Cooling Fan Control
The engine's electric cooling fan is controlled by the ECM. When the A/C compressor is engaged the ATC
module sends a fan speed message between 0 (off) and 15 (maximum speed) to the ECM, via the K bus,
instrument cluster and high speed CAN bus. The ATC module requests the cooling fan on when:
The vehicle speed is less than 70 km/h (44 mph).
There is no fault with the A/C compressor clutch circuit.
Battery voltage is less than 16 V.
The fan speed requested depends on the pressure in the refrigerant system. The higher the pressure the faster
the fan speed that is requested. When vehicle speed increases to more than 80 km/h (50 mph) the ATC
module changes the fan speed request to 0 until vehicle speed decreases to less than 70 km/h (44 mph) again.
If battery voltage increases to more than 16 V for 5 seconds the ATC module changes the fan speed to 0 until
the voltage decreases to less than 15.8 V.
Temperature Control
To determine the amount of heat required, in the form of coolant flow through the heater, the ATC module
compares the reference value with the heater temperature and incorporates a correction factor to compensate
for changes of coolant flow rate with engine speed. From the resultant value the ATC module determines the
open duration of the coolant valve and outputs the appropriate control signal. On the automatic system,
separate values and output signals are generated for each coolant valve to produce the individual temperature
control for the LH and RH sides of the cabin.
When the temperature setting on the control panel is set to maximum, the ATC module signals the coolant
valve to remain open. When the temperature setting on the control panel is set to minimum, the ATC module
signals the coolant valve to remain closed.
On the automatic system, the minimum setting is over-ridden when the defrost program, maximum A/C, rest
heating or fuel fired booster heater functions are selected.
Heater Coolant Circuit

1 - Heater core
2 - Coolant valves
4 - Engine cooling system
5 - ATC module
7 - Fuel fired booster heater (where fitted)
Door Control
The position of the ram air doors is automatically controlled by the ATC module. The positions of the
recirculation doors and the distribution doors are either automatically controlled by the ATC module or
manually controlled by the related switches.
Ram Air Doors
The ATC module progressively closes the ram air doors, in four steps, as vehicle speed increases, and opens
them again as vehicle speed decreases. At the maximum closed position, 90% of the fresh air inlet area is
closed off. A hysteresis of 15 km/h (9 mph) prevents the ram air doors from hunting at a constant vehicle
speed.
Ram Air Door Positions
NOTE: A = Door position, % open; B = Opening speeds, mph (km/h); C = Closing speeds, mph (km/h)
Recirculation Doors
Unless the recirculation doors are manually selected closed, using the recirculation switch on the control panel
or the steering wheel recirculation switch (where fitted), they are normally open, but automatically closed by
the ATC module under certain conditions:
Rapid Cooling: For rapid cooling of the cabin, when the A/C system is selected on, if the driver's side reference
value is less than -20% and the ambient temperature is more than 6 C (43 F), the ATC module closes the
recirculation doors. The ATC module opens the recirculation doors after 12 minutes (temperate climates) or 20
minutes (hot climates), if the driver's side reference value increases to more than -5% or if the ambient
temperature decreases to 6 C (43 F).
Pollution: When the ATC module detects a high level of pollutants, it sets the recirculation doors to the
recirculation position for:
3 minutes if the A/C system is in the heating mode.
10 minutes if the A/C system is in the cooling mode.
After the recirculation time period, the ATC module returns the recirculation doors to the fresh air position.
After 1 minute, if the pollutants are still present, the ATC module repeats the recirculation cycle.
Ignition Off: If the recirculation doors are in the recirculation position when the ignition is switched off, the ATC
module automatically sets them to the fresh air position, to ensure that fresh air is available if a fault occurs
with the recirculation door drive circuit at the next ignition on. When the ignition is switched on, the ATC
module sets the recirculation doors to the position they were in at ignition off.
Distribution Doors
When a manual distribution selection is made on the control panel, the ATC module moves the distribution
doors to preset positions. When the system is in the automatic mode, the ATC module uses maps of the
driver's side reference value to determine the position of the distribution doors. Each distribution door has a
separate map, and there are separate maps for temperate, hot climates and Japan. The mapped positions of
the face level distribution doors are given a correction factor from the sunlight sensor inputs. The mapped
positions of the distribution doors are overridden by special programs, as follows:
Condensation Prevention: To prevent condensation on the windshield, the ATC module closes the windshield
doors for 12 seconds each time the engine starts. If a manual distribution selection is made during the 12
seconds, the windshield doors revert to normal control.
The ATC module also closes the windshield doors when the reference value is less than 90% with the
recirculation doors closed and the A/C compressor disengaged.
Cold Start: When the engine starts, if the system is in the automatic mode, the driver's side reference value is
100% and the heater core temperatures is less than 30 C (86 F), the ATC module closes the face level and
footwell doors and opens the windshield doors.
Duct Purging: After a cold start, if the system is in the automatic mode and the reference value is 100%, the
ATC module keeps the face level doors closed until one of the heater core temperatures exceeds 60 C (140
F). The ATC module then fully opens the face level doors for 25 seconds to purge the ducts of cold air. After
the purge the face level doors revert to normal automatic control. If, before or during the purge process, the
reference value decreases below 100%, the ignition has been on for 15 minutes, or a manual distribution
selection is made, then the purge process is cancelled.
Blower Control
In the automatic mode, blower speed is determined from reference temperature maps. In general terms, the
more heating or cooling required to achieve the temperature selected on the control panel with the driver's
side temperature switch, the faster the blower speed.
When maximum cooling is first required in the automatic mode, the ATC module runs the blower at full speed
for a fixed period regardless of any drop in cabin temperature. Different time periods are incorporated for the
following markets:
NAS and Gulf States
Europe, ROW and Japan
NAS and Gulf States have the longest time period with the blower at full speed. The Land Rover approved
diagnostic equipment can be used to change the market setting so, in some cases, if a customer complains of
the duration the blower runs at full speed, changing the market setting could resolve the complaint.
When heating is required, blower speed is reduced if the engine is cold and then progressively increased to the
nominal setting as the engine coolant temperature increases from 20 to 50 C (68 to 122 F).
Blower speed is also influenced by the sunlight sensor. At high light levels blower speed will increase to
increase the cooling effect.
When the blower is selected off temperature regulation is no longer possible so the ATC module disengages the
A/C compressor, de-energizes the auxiliary water pump and closes the coolant valves. Pressing any of the A/C
system switches restores blower operation and activates the required function. If the blower is selected off
when the ignition is switched off, the blower remains off if the ignition is switched on again within 15 minutes.
If more than 15 minutes elapses between the ignition being switched off and back on again, the ATC module
switches the blower on at speed 1.
If battery voltage is low the ATC module reduces blower speed to conserve power. If battery voltage decreases
to less than 12 V, the ATC module decreases the blower signal voltage, and thus the voltage to the blower
motor, in direct proportion to the reduction in battery voltage.
Defrost Program
When the defrost program is selected the ATC module:
Opens the windshield distribution doors and closes the face and footwell doors.
Sets the recirculation doors to the fresh air position.
Runs the blower at speed 7.
Activates the A/C compressor.
Activates the heated rear window.
Activates the heated windshield (where fitted).
When the ambient temperature is 10 C (50 F) and below, the ATC module signals the coolant valves to
remain open. When the ambient temperature is more than 10 C (50 F), the ATC module checks the existing
heater core temperature and, if necessary, increases the open time of the coolant valves to produce a
minimum heater core temperature of 30 C (86 F).
The defrost program is cancelled by pressing the defrost switch again, or pressing the automatic, A/C or
maximum A/C switches
Maximum A/C
Pressing the maximum A/C switch while the engine is running and the ambient temperature is more than 7 C
(45 F) provides the maximum cooling possible from the system to cool the cabin down as rapidly as possible.
When maximum A/C is selected the coolant valves are held closed, the A/C compressor is engaged, the blower
speed is set to maximum and the recirculation doors are set to the recirculation position. After 12 minutes the
recirculation doors will be set to fresh air for 1 minute then returned to the recirculation position.
The maximum A/C function is cancelled when any of the other A/C system switches are pressed.
Rest Heating
When the engine is not running, pressing the maximum A/C switch activates the rest heating function to heat
the cabin with residual heat from the engine. The rest heating function activates provided the following
conditions exist:
It is less than 15 minutes since the ignition was selected off.
Ambient temperature is less than 15 C (59 F).
On the previous ignition cycle engine temperature exceeded 70 C (158 F).

Battery voltage is 11.4 V minimum.
To provide the rest heating function, the ATC module activates the auxiliary coolant pump, coolant valves,
control door and blower. The ATC module regulates the temperature (to the driver setting selected before the
ignition was switched off), opens the face level distribution doors and runs the blower at speed 4.
The rest heating function is cancelled after 15 minutes or when:
The maximum A/C switch is pressed again.
The ignition is selected on.
Battery voltage decreases to less than 11 V.
Rear Passenger Face Level Air
The volume and temperature of the air from the rear passenger face register are adjusted with the rotary
controls positioned at the rear of the floor console. Each rotary control operates a variable potentiometer
connected to the ATC module. The rotary control initiates stepless changes of rear blower speed between off
and full speed. The temperature rotary control controls the position of the rear passenger face level blend door
in the heater assembly when the driver's side reference temperature is more than 0%.
Volume Control
The volume potentiometer outputs between 0 and 5 V to the ATC module. The ATC module translates the
voltage from the potentiometer into a signal voltage for the output stage in the rear blower. Potentiometer
voltages of less than 1.25 V are interpreted as a blower off selection and translate into a signal voltages less
than 0.1 V. Potentiometer voltages between 1.25 and 5 V are translated into proportional signal voltages
between 0.1 and 5 V.
The ATC module automatically switches off the rear blower when:
The defrost program is active.
The main blower is selected off.
The engine cranks.
The ignition is selected off (the rear blower remains off during rest heating, parked heating and parked
ventilation).
Temperature Control
The temperature potentiometer outputs between 0 and 5 V to the ATC module. The ATC module translates the
voltage from the potentiometer into a blend door position between 0% (cold) and 100% (hot) and outputs the
appropriate control signal on the M bus to the blend door motor. Potentiometer voltages of less than 1.5 V
translate to a blend door position of 0%. Potentiometer voltages of more than 3.4 V translate to a blend door
position of 100%. Potentiometer voltages between 1.5 and 3.4 V translate linearly to blend door positions
between 0 and 100%.
Heated Windshield (Where Fitted)
When the engine is running and the heated windshield is selected on, the ATC module illuminates the LED
above the switch and energizes the heated windshield relay attached to the passenger end of the fascia cross
tube. If not already active, the ATC module also activates the A/C compressor and the blower, and sets air
distribution to windscreen. After 10 minutes (when ambient temperature is -15 C (5 F) or above) or 17
minutes (when ambient temperature is less than -15 C (5 F)), the ATC module extinguishes the LED and de-
energizes the heated windshield relay. After the heater times out or is switched off, the timer in the ATC
module is reset to zero.
Heated Rear Window
When the engine is running and the heated rear window is selected on, the ATC module illuminates the LED
above the switch and energizes the heated rear window relay in the AJB (auxiliary junction box). After 10
minutes (when ambient temperature is -15 C (5 F) or above) or 17 minutes (when ambient temperature is
less than -15 C (5 F)), the ATC module extinguishes the LED and operates the heated rear window at low
power for 60 minutes. During the 60 minutes, the ATC module cycles the heated rear window relay off for 80
seconds and on for 40 seconds. If the heated rear window switch is pressed again during the low power phase,
the ATC module illuminates the LED again and returns the heated rear window to full power by keeping the
heated rear window relay energized for 5 minutes. At the end of the 5 minutes the LED is extinguished and the
60 minutes low power phase is repeated.
The ATC module outputs a K bus message when the heated rear window is active. The message allows the
navigation computer to compensate for the effect of the magnetic field generated when the heated rear
window is active. In addition, the GEM transfers the message onto the P bus for the door modules, which
activate the door mirror heaters together with the heated rear window.
Washer Jet Heaters
The ATC module automatically energizes the washer jets relay, on the CJB, when the ignition is on and the
ambient temperature is less than 3 C (37 F). If the ambient temperature increases to more than 6 C (43
F), the ATC module de-energizes the washer jets relay.
Parked Ventilation
Parked ventilation allows the vehicle interior to be ventilated with ambient air while parked with the engine
stopped. Vehicles without a fuel fired booster heater have parked ventilation only. On vehicles with a fuel fired
booster heater, parked ventilation operates in conjunction with parked heating.
For additional information, refer to: Auxiliary Heater (412-02B Auxiliary Heating, Description and Operation).
Parked ventilation is controlled by direct selection on the TSD (touch screen display), or by using the TSD to
program one or two on/off cycle times in the following 24 hour period. Both the direct selection and
programmed time modes of operation are selected when the engine is stopped and the ignition switch is in
position I; if required, the key can then be removed from the ignition switch and the vehicle locked. Parked
ventilation only operates if the ambient temperature is 16 C (61 F) or more, and is automatically de-
activated after 30 minutes, regardless of any programmed 'off' time, to prevent excessive drain on the battery.
Parked ventilation is automatically de-activated when the ignition is switched on.
When programmed times for parked ventilation are entered on the TSD, the times are stored in the memory of
the instrument cluster and the climate set indicator in the top left corner of the TSD is permanently
illuminated.
At a programmed parked ventilation start time, or when parked ventilation is selected on using the TSD, the
instrument cluster outputs:
A parked ventilation request to the TSD on a hardwired connection
A parked ventilation request to the ATC module on the K bus
The ambient temperature to the ATC module and GEM on the K bus.
On receipt of the messages:
The climate set indicator flashes at 2 Hz, to indicate that parked ventilation is active.
The ATC module operates the blower at speed 1, opens the face level distribution doors in the heater
assembly and closes the windshield and footwell doors.
The ATC module disables parked ventilation if battery voltage is less than 11.4 V.
Climatic Seats
High specification vehicles are fitted with climatic seats, which are able to deliver heating and cooling to the
front seat occupants. Vehicles fitted with climatic seats feature 2 additional rotary controllers mounted in the
instrument panel switch pack, adjacent the clock.
NOTE: If climatic seats are fitted, heated seat switches are not featured on the ATC module control panel.
NOTE: The ATC module does not control any aspect of climatic seat operation.
The controlling software for the climatic seats is contained within a control module mounted below the drivers
seat. When a temperature selection is made through either of the rotary controllers, the instrument panel
switch pack provides a PWM signal to the control module. The control module interprets the PWM signal as a
temperature value and attempts to heat or cool the seat accordingly.
Both climatic front seats contain two Peltier cells; one in the cushion, one in the backrest. The Peltier cells are
able to deliver heating and cooling based on a voltage provided by the control module. Each seat also contains
a fan, which blows air over the Peltier cells to distribute heating or cooling throughout the seat.
The climatic seat control module monitors seat heating through a NTC temperature sensor. The temperature
sensor is only used to monitor seat heating. Seat cooling is open loop, with no temperature signal provided
back to the control module.
Although the switch LED's will illuminate if a selection is made when the ignition is switched on, the Peltier cells
will not operate until the engine is running. After the ignition has been switched off, the control module will
remember the current temperature settings for approximately 15 minutes. After this period, the seats will be
set to 'off' when the ignition is switched back on.
Control Components - Ambient Air Temperature Sensor

Removal
1. Remove the radiator grille.
For additional information, refer to: Radiator Grille (501-
08 Exterior Trim and Ornamentation, Removal and
Installation).
2. Remove the ambient air temperature sensor.
Installation
Control Components - Climate Control Assembly
Removal
NOTE: On high line models the climate control ECU is an integral part of the climate control assembly. Using
the Land Rover approved diagnostic system, calibrate a new climate control assembly.
1. Remove the RH floor console extension.

2. Remove the LH floor console extension.
Remove the screw.
3. Release the climate control assembly.
4. Remove the climate control assembly.
Installation
1. Install the climate control assembly.

2. Attach the climate control assembly.
Secure the clips.

3. Install the LH floor console extension.
Secure the clips.
Tighten the screw.

4. Install the RH floor console extension.
calibrate a new climate control assembly.
Control Components - Defrost Vent/Register Blend Door Actuator

Removal
Remove the driver side floor console extension.
Remove the screw.
Release the driver side closing trim panel.
Remove the clip.
Remove the driver side closing trim panel.

Remove the passenger side floor console

extension.
Remove the screw.
Remove the passenger side closing trim panel.
Disconnect the footwell lamp electrical connector.
All vehicles
6. Remove the defrost vent blend door actuator.
Release the clip.

Installation
All vehicles
1. Install the defrost vent blend door actuator.


Install the screws.
Install the clip.

4. Install the driver side floor console extension.
Secure the clips.
Install the screw.

Install the screws.

6. Install the passenger side floor console extension.
Install the screw.
Secure the clips.
Control Components - Driver Side Recirculation Blend Door

Actuator
Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
4. Disconnect the central junction box (CJB) 8 electrical
connectors.
5. Release the CJB from the in-vehicle crossbeam.

Remove the screw.

Remove the clip.
All vehicles
9. Remove the recirculation blend door actuator.
Installation
All vehicles
1. Install the recirculation blend door actuator.

2. Install the CJB.
Install the screws.

3. Connect the CJB electrical connectors.

Install the screws.
Install the clip.

Secure the clips.
Install the screw.

Control Components - Driver Side Temperature Blend Door

Actuator
Removal
1. Remove the instrument panel driver side reinforcement.
For additional information, refer to: Instrument Panel
Driver Side Reinforcement (501-12, Removal and
Installation).
2. Remove the driver side footwell duct.

3. Remove the temperature blend door actuator.
Installation
1. Install the temperature blend door actuator.
Tighten the screws.

2. Install the driver side footwell duct.
Tighten the screws.

3. Install the instrument panel driver side reinforcement.
Driver Side Reinforcement (501-12, Removal and
Installation).
Control Components - Footwell Vent/Duct Blend Door Actuator

Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
3. Remove the climate controlled seat switch.
For additional information, refer to: Climate Controlled
Seat Switch (501-10 Seating, Removal and Installation).
Installation).
5. Remove the lower center registers panel assembly.
6. Remove the instrument panel center
reinforcement.
7. Remove the footwell duct blend door actuator.
Release the clip.

Installation
1. Install the footwell duct blend door actuator.
Secure the clips.

2. Install the instrument panel center reinforcement.
Install the screws.

3. Install the lower center registers panel assembly.
4. Install the floor console.
Installation).
5. Install the climate controlled seat switch.
Control Components - In-Vehicle Temperature Sensor

Removal
1. Fully extend the steering column for access.
2. Remove the instrument panel access panel.

4. Remove the steering column lower shroud.
Release the steering column adjustment

lever.
5. Remove the steering column side trim panel.
Release the clips.

side.
6. Release the steering column gaiter panel.

7. Remove the in-vehicle temperature sensor.
Disconnect the hose.
Installation
1. Install the in-vehicle temperature sensor.
Connect the hose.
Secure the clips.

2. Install the steering column gaiter panel.

3. Install the steering column side trim panels.

4. Install the steering column shrouds.
5. Install the instrument panel access panel.
Control Components - Passenger Side Recirculation Blend Door
Actuator
Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
Remove the screw.

Remove the clip.
All vehicles
7. Remove the recirculation blend door actuator.
Installation
All vehicles
1. Install the recirculation blend door actuator.


Install the screws.
Install the clip.

Secure the clips.
Install the screw.

Control Components - Passenger Side Temperature Blend Door

Actuator
Removal
1. Remove the glove compartment.
Console (501-12 Instrument Panel and Console, Removal
and Installation).
Release the clip.
Remove the clip.

4. Remove the passenger side footwell duct
elbow.
5. Remove the temperature blend door actuator.
Installation
1. Install the temperature blend door actuator.
Tighten the screws.

2. Install the passenger side footwell duct elbow.
Tighten the screws.

Install the clip.

Install the interior lamp.
Secure the clip.

5. Install the glove compartment.
Console (501-12 Instrument Panel and Console, Removal
and Installation).
Control Components - Sunload Sensor
Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
3. Remove the instrument panel reinforcement.
Reinforcement (501-12 Instrument Panel and Console,
4. Remove the sunload sensor.

Installation
1. Install the sunload sensor.
Secure the clips.

2. Install the instrument panel reinforcement.
Reinforcement (501-12 Instrument Panel and Console,
Instrument Cluster -
Steering column switch assembly 3 2
Instrument Cluster - Instrument Cluster

INSTRUMENT CLUSTER
NOTE: TDV8 Shown

1 - Front fog lamp active indicator
2 - Low fuel level warning indicator
3 - Fuel level gage
4 - Left turn signal indicator
5 - Battery charge indicator
6 - Low oil pressure warning indicator
7 - Trip reset button
8 - Speedometer
9 - High beam indicator
10 - Tachometer
11 - Parking brake indicator
12 - General brake warning/ brake assist warning/ parking brake fault warning indicator
13 - Right turn signal indicator
14 - Coolant temperature gauge
15 - anti-lock brake system (ABS) indicator
16 - supplemental restraint system (SRS) warning indicator
17 - Adaptive Front lighting System (AFS) warning indicator
18 - Trailer warning indicator
19 - Seat belt warning indicator
20 - Speed control active indicator
21 - Side lights on indicator
22 - Check control button
23 - Anti-theft alarm indicator
24 - Low range indicator
25 - Gear position indicator
27 - Hill Descent Control (HDC) indicator
28 - Dynamic Stability Control (DSC) indicator
29 - Glow plug active indicator (TDV8 only)
30 - External temperature display
31 - Trip recorder display
32 - Odometer
33 - Manipulation point
34 - malfunction indicator lamp (MIL)
35 - Rear fog lamp active indicator
36 - Tire Pressure Monitoring System (TPMS) indicator
INSTRUMENT CLUSTER - NAS ONLY

2 - Low fuel level warning indicator
3 - Fuel level gage
4 - Left turn signal indicator
6 - Low oil pressure warning indicator
7 - Trip reset button
8 - Speedometer
9 - High beam indicator
10 - Tachometer
13 - Right turn signal indicator
14 - Coolant temperature gauge
15 - ABS indicator
16 - SRS warning indicator
17 - Adaptive Front lighting System (AFS) warning indicator
18 - Trailer warning indicator
19 - Seat belt warning indicator
22 - Check control button
23 - Anti-theft alarm indicator
25 - Gear position indicator
27 - Hill Descent Control (HDC) indicator
28 - Dynamic Stability Control (DSC) indicator
29 - External temperature display
30 - Trip recorder display
31 - Odometer
32 - Manipulation point
33 - MIL
35 - TPMS indicator
General
The instrument clusters fitted to all Range Rover models are similar and only differ in the following features:
mph or km/h speedometer
tachometer maximum rev/min band
mph or km/h odometer and trip display
message center language display
warning indicators applicable to model/market
ambient temperature display C or F.
The instrument cluster is a totally electronic device which receives analogue or digital signals via hardwired or
bus systems for instrumentation operation.
The signals are processed by processors which transpose the data into analogue gauge indications or warning
lamp illumination. The cluster is connected to the vehicle electrical system by two connectors which provide all
input and output connections for instrument cluster operation.
No components of the instrument cluster are serviceable.
The instrument cluster has two main functions; to provide information to the driver of the vehicle status and to
process and relay digital signals from and to other system controlling modules.
The instrument cluster features the following displays:
Tachometer - large analogue display
Speedometer - large analogue display
Fuel level gage - small analogue display
Engine coolant temperature gage - small analogue display
Engine service data - Message center liquid crystal display (LCD)
Transmission/transfer box status indicator - light emitting diode (LED) illuminated
Odometer - LCD
Trip meter - LCD
Ambient temperature - Message center LCD
Sounder - audible warning chimes
Message center.
The instrument cluster also features a number of warning indicators. The warning indicators illuminate in one
of four colors which indicate the level of importance of the warning as follows:
Red = Warning
Amber = Caution
Green = System operative
Blue = Headlamp high beam operative.
WARNING INDICATORS
The warning indicators are located in two groups at the left and right hand side of the cluster. The turn signal
indicators and high beam warning indicators are located at the top of the display and the glow plug, DSC and
HDC warning indicators are located above the message center, between the two large analogue gauges.
The warning indicators can be split into two groups; self controlled and externally controlled.
Self controlled indicators are dependant on software logic within the instrument cluster for activation. The
cluster software controls the indicator check illumination at ignition on and all indicators whose operation is
wholly controlled by the cluster, the low fuel level warning indicator for example.
Externally controlled indicators are supplied with a current from another system controlling module or triggered
by the cluster on receipt of a bus message from another system module.
Some indicators are activated by an external system module, but the control logic is retained within the
cluster. For example, the turn signal indicator lamps are synchronized and controlled by the lighting control
module (LCM), but the indicator illumination logic is retained within the cluster. These indicators are shown in
the following table as being self and externally controlled.
The following table shows the available indicator lamps and indicates if they are subject to a bulb check
illumination and if they are self controlled or externally controlled.
Illumination Bulb Self controlled (S)/ Externally

Warning Indicator
Color Check controlled (E)
Transfer box low range Green No E
Seat belt warning Red No S/E
Brake warning - Emergency Brake Assist (EBA)
Amber Yes E
warning (petrol models only)
Brake warning - Electronic Brake Force
Distribution (EBD) or Red Yes E
Brake warning - Low Brake Fluid
Brake warning - Pad Wear Red Yes E
HDC Green Yes E
Glow plug active (TDV8 only) Amber Yes E
Low fuel level Amber Yes S
Left turn signal indicator Green No E/S
Right turn signal indicator Green No E/S
Front fog lamps Green No E
Rear fog lamps Green No E
Side lights on Green No E
Headlamp high beam Blue No E
Parking brake Red Yes E
Battery charge indicator Red No E
Dynamic Stability Control (DSC) Amber Yes * E
MIL Amber No E
Oil pressure Red No E
ABS Amber Yes * E
SRS Red No E
Speed control Green No E
TPMS Amber Yes E
Illumination Bulb Self controlled (S)/ Externally
Warning Indicator
Color Check controlled (E)
Trailer Green No E
Adaptive Front lighting System (AFS) Amber Yes E
* = Bulb check performed by control module, not
instrument cluster
ANALOGUE INSTRUMENTS
The analogue instruments are:
speedometer
tachometer
fuel level gage
engine coolant temperature gage.
Speedometer
The speedometer is an electrically driven, analogue instrument for displaying the vehicle speed. The pointer
needle is electronically damped to prevent impacts on the vehicle wheels, causing deflection of the pointer
needle.
The speedometer is driven by a controller area network (CAN) signal derived from the ABS module. The wheel
speeds are measured by sensors reading rotational speed from toothed targets on the hubs. These speeds are
passed to the ABS module in the form of pulsed signals. The ABS module is programmed that 48 pulses is
equal to one revolution of the wheels and this equates in distance to approximately 2 meters.
This information is passed from the ABS module, on a high speed CAN signal, to the instrument cluster and is
received by the microprocessor. The microprocessor applies a formula to the signal and calculates a numerical,
16 bit value for the signal. This signal is then used by the speedometer drive to display the current speed to
the driver. A second digital signal output is also broadcast on the CAN, I and K buses for use by other systems.
Two versions of the speedometer display are used. One shows the speed in kilometers per hour and the other
shows the speed in miles per hour as the main display and kilometers per hour as a secondary display.
Tachometer
The tachometer is an electrically driven, analogue instrument for displaying the vehicle engine speed. The
pointer needle is electronically damped to prevent impacts on the vehicle wheels, causing deflection of the
pointer needle.
The tachometer is driven by an engine speed signal transmitted on the CAN from the engine control module
(ECM).
Two versions of the tachometer are used for petrol and diesel engine variants. The petrol engine variants use a
display which has a maximum engine speed reading of 7000 rev/min. The diesel engine variant uses a display
which has a maximum engine speed reading of 6000 rev/min.
Fuel Level Gage
The fuel gage is an electrically driven, analogue instrument for displaying the fuel tank contents. The pointer
needle is electronically damped to prevent impacts on the vehicle wheels, causing deflection of the pointer
needle. When the ignition is off, the pointer returns to the empty position.
All fuel gage's, irrespective of market, use an imperial fraction reading marked 0 - 1 with graduations of 0, ,
, and 1.
The instrument cluster is connected to two tank level sensors. One sensor is located in each side of the saddle
type fuel tank and uses a float operated potentiometer for measuring the tank contents. Each tank level sensor
is supplied with a current from the instrument cluster. The returned current, via the potentiometer of the
sensor, is read by the processor. The reduced current from both sensors is evaluated and converted into a
signal to position the fuel gage needle at the appropriate level reading.
When the processor determines that fuel tank contents have reached a predetermined level, the low fuel level
warning indicator is illuminated and a chime is emitted from the sounder to alert the driver of the low fuel
condition.
Engine Coolant Temperature Gage
The engine coolant temperature (ECT) gage is an electrically driven, analogue instrument for displaying the
ECT to the driver. The pointer needle is electronically damped to prevent impacts on the vehicle wheels causing
deflection of the pointer needle.
The ECT gage is the same on all cluster variants. The gage display has a blue segment for low temperatures
and a red segment for excessively high temperatures. For normal engine operating temperatures the gage
needle pointer is positioned centrally in the gage display zone. When the ignition is off, the pointer returns to
the cold position.
The instrument cluster receives the ECT signal from the ECT sensor on a CAN signal from the ECM.
The following table shows ECT relationship to gage needle pointer position.
Coolant Temperature
Gage Position/Action 4.2L and 4.4L V8 Petrol Engine 4.2L and 4.4L V8 Petrol
TDV8
- All except Gulf markets Engine - Gulf markets only
Start of blue segment 40 C (104 F) 44 C (111 F) 38 C (100 F)
Center of display (normal 73 - 112 C
75 - 114 C (167 - 237 F) 79 - 118 C (174 - 244 F)
gage position) (163 - 233 F)
118 C (244
Start of red section 120 C (248 F) 124 C (255 F)
F)
123 C (253
End of red section 125 C (257 F) 129 C (264 F)
F)
118 C (244
Warning message activation 120 C (248 F) 124 C (255 F)
F)
SERVICE INTERVAL INDICATOR
The Service Interval Indicator (SII) is displayed as a message in the message center. The instrument cluster
calculates the remaining distance to the next service and the remaining time to the next service.
BUS SYSTEMS
The instrument cluster has a controlling processor which processes software information and control input and
output data for the instrument cluster and other systems. The processor communicates with other systems on
the vehicle via a number of different interfaces.
Inputs are received as either analogue signals via conventional hardwired connections or as digital signals via
multi-channel connections with the bus systems. These signals are filtered and evaluated by the processor and
the data converted into actuation of the analogue gages and warning indicator lamps.
The instrument cluster also functions as a gateway for the bus systems, processing data from one system
protocol and translating it into another system protocol.
The instrument cluster receives and transmits data on the following bus systems:
Bus System Bus Type Transmission/Baud Rate

I Bus Serial Bus Bi-directional 9,600 bits/s
K Bus Serial Bus Bi-directional 9,600 bits/s
High Speed CAN bus CAN 2.0B 500 kbits/s
Medium Speed CAN bus CAN 2.0B 125 kbits/s
Bus System Bus Type Transmission/Baud Rate
DS2 Diagnostic Bus Serial Bus Bi-directional 9,600 bits
NOTE: The instrument cluster provides a 'loop-through' for the high speed CAN bus.
REDUNDANT DATA STORAGE
CAUTION: When a new instrument cluster is to be installed, the Land Rover approved diagnostic system
must be connected to vehicle and the instrument cluster renewal procedure followed to replace the cluster.
This will ensure that vehicle coding data is correctly installed in the new instrument cluster. The Land Rover
approved diagnostic system will also record the current service interval data and restore the settings to the
new instrument cluster.
In the event of a new instrument cluster having to be installed, certain information needs to be maintained to
prevent data loss. This information is transferred continuously from the instrument cluster on the I bus and is
received and held in an erasable programmable read only memory (EPROM) in the LCM. The data is also
stored, along with other vehicle specification data, in the ECM.
The data stored is as follows:
vehicle identification number (VIN)
Total distance traveled
Service interval fuel volume and type of last service
Service interval clock.
When a new instrument cluster is installed, the LCM will update the instrument cluster EPROM with the stored
data providing the following parameters are met:
The VIN in the instrument cluster and the LCM match
The total distance reading in the instrument cluster EPROM is less than 158 miles (255 km)
The total distance reading in the LCMEPROM is less than 999,900 miles or kilometers or equal to or greater
than 0 miles or kilometers
The total distance recorded in the instrument cluster EPROM is less than the distance traveled stored in the
LCMEPROM.
Vehicle coding data, such as engine type, market, etc., is stored in the ECM and retrieved by the Land Rover
approved diagnostic system and used to update the new instrument cluster.
If the VIN in the instrument cluster is set to 0, only service interval data is passed from the LCMEPROM to the
instrument cluster random access memory (RAM), it is not stored in the instrument cluster EPROM. The total
distance displayed in the odometer LCD is frozen at the value stored in the instrument cluster EPROM.
If any of the stored data in the LCMEPROM conflicts with the data within the instrument cluster, a lamp, known
as a manipulation point, is illuminated in the cluster. The manipulation point is located adjacent to the trip
meter LCD.
The following conflicts will illuminate the manipulation point:
The VIN transferred from the LCM on the I Bus to instrument cluster is 0
The VIN in the instrument cluster is 0
The VIN in the LCM is different to the VIN in the instrument cluster
A default value in the EPROM is used until a CAN bus index message is sent when the ignition is switched
on.
If the EPROM is in an unlocked (unprotected) condition, the manipulation point will flash, irrespective of
whether or not the stored data matches or conflicts.
DIAGNOSTICS
The instrument cluster provides an interface (gateway) for data transfer between the Land Rover approved
diagnostic system and the vehicle control modules. Individual control modules subject their functional
capabilities to self diagnostic checks. Any irregularities or malfunctions are stored in the form of a diagnostic
trouble code (DTC) in the control module error memory. The error memory can be interrogated by the Land
Rover approved diagnostic system to establish and diagnose the cause of the DTC.
The instrument cluster RAM can be reset with the Land Rover approved diagnostic system. When this
procedure is performed, all values stored in the RAM will be erased. Displayed values to the driver, such as trip
meter reading and on-board computer sequence and values, will also be erased and resume their default
values or are reset to values of zero.
The instrument cluster also performs a self diagnostic routine to check its function and monitoring of related
components. Detected errors are written to the RAM initially and then transferred to the EPROM when the
ignition is switched off. The EPROM will only store the five most recent errors (DTC). If five DTC's are stored,
only further DTC's of the bus systems or instrument cluster EPROMDTC's will be memorized in their order of
occurrence. DTC's already present will be over written. The DTC's can be retrieved and diagnosed with the
Land Rover approved diagnostic system. When the instrument cluster is reset, DTC's stored in the EPROM are
transferred to the RAM and then erased.
INDICATOR ACTIVATION
The following indicators are illuminated directly by the instrument cluster logic or by other control modules
connected to the instrument cluster. The following table shows the indicator functionality.
Refer to table earlier in the instrument description section for indicator color and bulb check applicability.
Function Active Parameters Reason for activation Activated By

Side lights on K bus message Side lights selected on LCM on the K Bus
Ignition switch
Headlamp high beam High beam selected on LCM on the I Bus
position II
Left turn signal Ignition switch Left turn signal indicator selected
LCM on the I Bus
indicator position I or II on
Right turn signal Ignition switch Right turn signal indicator
LCM on the I Bus
indicator position I or II selected on
Ignition switch
Front fog lamps position II and Front fog lamps selected on LCM on the I bus
headlamps on
Ignition switch
Rear fog lamps position II and Rear fog lamps selected on LCM on the I bus
headlamps on
Market dependant.
Market dependant.
For additional information, refer
Ignition switch For additional information, refer
Seat belt warning to: Safety Belt System (501-
position II to: Safety Belt System (501-20A,
20A, Description and
Operation).
Battery charge Ignition switch No charging output from Instrument cluster hardwired
indicator position II generator connection or via CAN bus
Ignition switch Instrument cluster hardwired
Oil pressure warning Engine oil pressure low
position II connection
Ignition switch
General brake warning Brake fluid low LCM on the I bus
position II
Instrument cluster
Brake pads worn hardwired Brake booster failure CAN bus message
connection
Electronic brake
CAN bus message Brake booster failure CAN bus message
proportioning failure
Brake assist Ignition switch Brake booster failure CAN bus message
Function Active Parameters Reason for activation Activated By
position II
Instrument cluster hardwired
Dynamic brake control
CAN bus message Parking brake on connection or instrument cluster
failure
software
Brake booster
CAN bus message Parking brake on connection or instrument cluster
monitoring failure
software
Parking brake CAN bus message Parking brake failure Instrument cluster software
Ignition switch
ABS ABS failure CAN bus message
position II
ASC-X (4 wheel all Instrument cluster hardwired
Ignition switch
speed electronic ASC-X controlling failure connection or via CAN bus
position II
traction control) message
Ignition switch Instrument cluster software or
Low fuel warning Tank reserve level reached
position II via CAN bus message
Ignition switch Engine management system
MIL CAN bus message
position II malfunction
Ignition switch
SRS warning Airbag malfunction CAN bus message
position II
Ignition switch
Speed control Speed control active connection or via CAN bus
position II
message
HDC (Hill Descent Ignition switch
HDC active CAN bus message
Control) position II
INDICATOR FUNCTIONALITY

4 - Engine oil pressure warning indicator
5 - Glow plug indicator (TDV8)
6 - DSC active indicator
7 - HDC indicator
11 - ABS indicator
12 - SRS indicator
13 - AFS indicator
14 - Trailer indicator
15 - Seat belt indicator
18 - Anti-theft alarm LED
19 - MIL
20 - TPMS indicator
Functionality for each indicator is described below. Some indicators, when illuminated, are accompanied by a
chime from the sounder and a message in the instrument cluster message center.
Glow Plug (TDV8 models only)
The glow plug indicator is illuminated by the ECM and the instrument cluster software. The glow plug indicator
illuminates in an amber color when the ignition is moved to position II. There is a bulb check function for this
indicator.
The indicator is illuminated by signals from the ECM which equate to the time which the glow plugs are
energized. When the glow plug heating time is complete, the indicator is extinguished.
The glow plug indicator also serves a second function for the Electronic Diesel Control (EDC) system. If a major
EDC system fault occurs when the engine is running, the glow plug indicator will be illuminated permanently
and a message generated in the message center. The driver must seek attention to the engine management
system at a Land Rover dealer as soon as possible.
Dynamic Stability Control (DSC)
The DSC indicator is controlled by the ABS module and the instrument cluster software. The indicator
illuminates briefly in an amber color when the ignition is moved to position II. If DSC is selected off, the
indicator remains illuminated.
When DSC is active, the indicator flashes to inform the driver that the system is regulating engine output and
braking forces. If the indicator lamp remains illuminated after the engine is started or illuminates when driving,
the DSC system has a fault or DSC has been deselected using the instrument panel switch.
If the vehicle battery has been disconnected, the DSC will be deactivated and the indicator will remain
illuminated at ignition on when the battery is reconnected. The DSC can be reactivated by driving the vehicle a
short distance or by turning the steering fully from lock to lock with the engine running. Reactivation is
indicated by the indicator lamp extinguishing.
Hill Descent Control (HDC)
The HDC indicator is controlled by the ABS module and the instrument cluster software. The indicator
illuminates briefly in a green color when the ignition is moved to position II. The indicator is also illuminated
when HDC is selected on and the vehicle speed is less than 20 mph (35 km/h).
If HDC is selected on and the vehicle speed is faster than the operating speed, the indicator will flash and a
message 'HDC NOT AVAILABLE SPEED TOO HIGH' will be displayed in the message center.
If the use of HDC causes the brake discs to exceed their pre-determined temperature, the HDC initiates 'fade
out'. The indicator flashes during 'fade out'. When the brake discs have cooled, HDC is reactivated, the
indicator illuminates and the message is removed from the message center.
Supplemental Restraint System (SRS)
The SRS warning indicator is controlled by the restraints control module (RCM) and the instrument cluster
software. The indicator illuminates briefly in a red color when the ignition is moved to position II. If a fault is
detected in the SRS, the RCM illuminates the SRS warning indicator continuously.
Anti-lock Brake system (ABS)
The ABS warning indicator is controlled by the ABS module and the instrument cluster software. The indicator
illuminates briefly in an amber color when the ignition is moved to position II. If the indicator remains
illuminated or illuminates when driving, a fault with the ABS system has occurred.
If the vehicle battery has been disconnected, the ABS will be deactivated and the warning indicator will remain
illuminated at ignition on when the battery is reconnected. The ABS can be reactivated by driving the vehicle a
short distance or by turning the steering fully from lock to lock with the engine running. Reactivation is
indicated by the warning indicator extinguishing.
General Brake Warning / Emergency Brake Assist Warning / Parking Brake Warning
This warning indicator displays a number of conditions to the driver as follows. The indicator can be illuminated
in an amber or red color depending on the existing fault condition. The indicator is illuminated, flashing
alternately between an amber and red color, for a brief period with the ignition in position II. If no fault
conditions exist, the indicator is extinguished after the bulb check period.
The functions of the parking brake warning indicator are assigned in priority. Fault conditions which use a red
illumination have priority over amber illuminated faults.
Brake Pad Wear
The front brake pads are fitted with a wear indicator system. The front left hand and rear right hand pads
are wired in series to the instrument cluster which continuously monitors the circuit. When one or
both pads wear to their allowed limit, the indicator circuit is broken and detected by the instrument
cluster software.
- The instrument cluster illuminates the general brake warning indicator in a red color. The
instrument cluster simultaneously, transmits a message to the LCM which displays 'CHECK BRAKE
PADS' in the message center.
- When the brake pads are replaced, the instrument cluster withdraws the message and the
warning indicator illumination when the ignition is in position II, the engine is not running and the
vehicle is not moving for 30 seconds.
Electronic Brake Distribution (EBD) Warning
If a failure of the EBD function occurs, the ABS module passes a message to the instrument cluster. The
cluster software illuminates the general brake warning indicator in a red color for as long as the fault
condition exists.
Low Brake Fluid Warning
The brake fluid reservoir is fitted with a sensor which reports the fluid level to the LCM. When the ignition
is switched to position II, the LCM checks the fluid level immediately. To prevent false warnings when
the vehicle is moving, the LCM then monitors the fluid level with a 25 second delay.
- If the LCM detects a low brake fluid situation the LCM displays 'CHECK BRAKE FLUID' in the
message center. Simultaneously, a message is sent to the instrument cluster which evaluates the
message via the cluster software and illuminates the general brake warning indicator in a red
color, accompanied by an intermittent chime from the sounder.
Emergency Brake Assist Warning
If a failure of the emergency brake assist function occurs, the ABS module issues a CAN bus message
which is received by the instrument cluster. The instrument cluster illuminates the parking brake
warning indicator in an amber color for as long as the failure message is present on the CAN bus.
Parking Brake
The park brake indicator is controlled by the instrument cluster software on receipt of CAN signals from the
park brake control module. The indicator is illuminated in a red color when the park brake is applied. If the
ignition is moved to the off position, the indicator remains illuminated for 3 minutes. If a fault occurs which
prevents park brake application the indicator flashes and the park brake fault indicator is also illuminated.
Engine Oil Pressure
The indicator illuminates in a red color at all times with the ignition in position II and the engine not running. If
the indicator remains illuminated when the engine is started or illuminates when driving, the engine oil
pressure is low and the engine must be stopped immediately to prevent serious damage to the engine internal
components. When the indicator illuminates with the engine running, the instrument cluster displays 'STOP!
ENGINE OIL PRESS' in the message center.
Battery Charge Indicator
The battery charge indicator is controlled by the ECM and the instrument cluster software.
The battery charge indicator illuminates in a red color with the ignition in position II and the engine not
running. If the indicator remains illuminated when the engine is started or illuminates when driving, the
generator charge output has failed.
Rear Fog Lamp
The rear fog lamp operation is controlled by the LCM. The rear fog lamps can only be selected on when the
ignition switch is in position II, the lighting control switch is in the side lamp or headlamp position and the front
fog lamps are selected on. The rear fog lamp warning indicator illuminates when the rear fog lamps are active.
The warning indicator is extinguished if the rear fog lamps are selected off, the front fog lamps are selected off,
the lighting control switch is selected off or the ignition is switched off.
Front Fog Lamp
The front fog lamp operation is controlled by the LCM. The front fog lamps can only be selected on when the
ignition switch is in position II and the lighting control switch is in the side lamp or headlamp position. The
front fog lamp warning indicator illuminates when the front fog lamps are active. The warning indicator is
extinguished if the front fog lamp is selected off, the lighting control switch is selected off or the ignition is
switched off.
Side Lights On
Operation of the side lights on indicator is controlled by the LCM. Side lights on can be selected with the
ignition switch in any position, including off. When selected, the green indicator lamp will illuminate in the
cluster. When either headlamp main or dipped beam are selected, the side lights on indicator will remain
illuminated.
NOTE: The side lights on indicator will also illuminate if 'Auto' lamps are selected.
MIL operation is controlled by the ECM and the instrument cluster software. The indicator illuminates in an
amber color at all times with the ignition in position II and the engine not running. When the engine is started,
the MIL is extinguished, providing that no on-board diagnostic (OBD) related faults are active. If the MIL
remains illuminated or illuminates when driving, a fault is present and must be investigated as soon as
possible.
Speed Control
The speed control indicator is controlled by the ECM and the instrument cluster software. The speed control
indicator is not illuminated as a bulb check when the ignition is in position II. The indicator illuminates to
indicate to the driver that speed control has been selected on. The indicator does not inform the driver of the
status of the speed control, i.e.; engaged or not engaged.
Seat Belt
The safety belt warning indicator control is dependant on market specification.

For additional information, refer to: Safety Belt System (501-20A, Description and Operation).
The indicator is illuminated in a red color when the ignition is moved to position II. The illumination will remain
on until the safety belt buckle is latched in position. If the safety belt of an occupied front seat is not fastened,
when the vehicle speed exceeds 8 km/h (5 mph) the indicator will flash and repetitive chime will emit for 10
seconds from the instrument cluster. This will be repeated every 30 seconds until the safety belt is fastened,
the vehicle speed is reduced below 5 km/h (3 mph) or the ignition switch is moved to the off position.
On NAS vehicles, the indicator will remain permanently illuminated until the safety belt is fastened, the vehicle
speed is reduced below 5 km/h (3 mph) or the ignition switch is moved to the off position.
Low Fuel Warning
The low fuel warning indicator, located in the fuel level gage, is illuminated in an amber color briefly with the
ignition in position II.
The warning indicator is controlled by the instrument cluster software which measures the output signals from
the fuel tank level sensors.
If the fuel tank volume falls to or below 16 liters for TDV8 and 12 liters for 4.4L V8/4.2L V8 SC, the instrument
cluster illuminates the indicator to inform the driver of the low fuel level.
Adaptive Front Lighting System (AFS)
The AFS indicator is controlled by the AFS control module and the instrument cluster software on receipt of
CAN bus signals from the control module.
The AFS indicator is illuminated in an amber color for a two second bulb check when the ignition switch is
moved to position II.
The AFS indicator displays AFS system failures to the driver. If a failure occurs, the indicator will flash
continuously until the fault is rectified.
Trailer
The trailer indicator is controlled by the instrument cluster software on receipt of CAN signals from the LCM.
When a trailer is connected to the vehicle and the turn signal indicator is operated, the LCM transmits a signal
to the instrument cluster to operate the trailer indicator.
The instrument cluster software controls the flash rate of the indicator which illuminates in a green color. The
trailer indicator flashes slowly, accompanied simultaneously by a sound from the instrument cluster sounder, at
the same rate as the turn signal indicators.
Tire Pressure Monitoring System (TPMS)
The TPMS indicator is controlled by the instrument cluster software on receipt of CAN bus signals from the
TPMS module.
The indicator is illuminated in an amber color for a two to three second bulb check when the ignition switch is
moved to position II.
If the TPMS module detects tire pressures are too low for the current vehicle speed, the amber indicator will be
illuminated, supported by the text 'TIRE PRESSURE LOW FOR SPEED' displayed in the message center.
NOTE: The message 'TIRE PRESSURE LOW FOR SPEED' does not appear on North American specification
vehicles.
If the indicator remains illuminated after the engine is started or illuminates when driving and the text 'TIRE
MONITORING SYSTEM FAULT' appears in the message center, the TPMS has developed a fault. The tire
pressures should be monitored manually until the fault is rectified. For additional information, refer to:
Information and Message Center (413-08 Information and Message Center, Description and Operation),
Wheels and Tires (204-04, Description and Operation).
INSTRUMENT CLUSTER CONTROL DIAGRAM - SHEET 1 OF 2
NOTE: A = Hardwired; B = K Bus; C = Diagnostic DS2 Bus; D = High speed CAN bus; N = Medium speed
CAN bus
1 - Battery
2 - Fuse 46P (5A) - Battery permanent supply
3 - automatic temperature control (ATC) module - engine load signal
5 - LCM
6 - Park brake control module
7 - Touch Screen Display (TSD) - switch and LED's
8 - RCM
9 - Medium speed CAN bus interface
10 - High speed CAN bus interface
11 - K Bus interface
12 - Occupancy sensor
13 - Brake pad wear sensor - Rear right-hand (RH)
14 - Brake pad wear sensor - Front left-hand (LH)
16 - Speed control switch
17 - Clockspring
19 - Fuse 1P (5A) - Ignition (position II) feed
20 - Fuse 45P (5A) - Ignition Aux (position I) feed
22 - Maxi fuse 62, battery junction box (BJB)
INSTRUMENT CLUSTER CONTROL DIAGRAM - SHEET 2 OF 2
NOTE: A = Hardwired; K = I Bus;

1 - Engine coolant level sensor
2 - Washer fluid level sensor
3 - Oil pressure sensor - TDV8 only
4 - ECM - TDV8 only
5 - Oil pressure sensor - 4.4L V8 and 4.2L V8 supercharged only
6 - Ambient air temperature sensor
7 - Fuel tank level sensor - LH
8 - ECT sensor
9 - Fuel tank level sensor - RH
10 - Parking aid module (Sounder operation)
11 - I Bus interface
13 - LCM
14 - Brake fluid level switch
Instrument Cluster - Instrument Cluster

Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.
NOTE: When a new instrument cluster is to be installed, the Land Rover approved diagnostic system must be
connected to the vehicle and the instrument cluster renewal procedure followed. This will allow vehicle coding
data and current service interval data to be correctly installed to the new instrument cluster.

instrument cluster is to be installed.
Connect the Land Rover approved diagnostic system and

begin the instrument cluster renewal procedure.
safe.
Practices (100-00, Description and Operation).
4. Remove the instrument panel upper section.
Upper Section (501-12, Removal and Installation).
5. Remove the instrument cluster.
Installation
1. Install the instrument cluster.

2. Install the instrument panel upper section.
Upper Section (501-12, Removal and Installation).
4. If a new instrument cluster has been installed, configure
the new instrument cluster using the Land Rover
Horn - Horn
Removal

safety stands.

2. Remove the horn access panel.
Remove the 5 clips.

3. Remove the horn assembly.
Remove the bolt.

Remove the 2 horns from the mounting bracket.
Remove the 2 nuts.
Installation
1. Install the 2 horns to the mounting bracket.

2. Install the horn assembly.

3. Install the horn access panel.
Horn - Horn Switch
Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
Remove the horn switch.

Installation
1. Install the horn switch.

Clock - Clock
Removal
1. Remove the clock.
Installation
1. Install the clock.
Information and Message Center - Information and Message
Center
INFORMATION AND MESSAGE DISPLAYS

1 - Odometer display
2 - Trip meter display
3 - Ambient temperature display
4 - Message center
5 - Selected gear position display
GENERAL
The instrument cluster has two separate liquid crystal display (LCD)'s which show the following data:
Odometer - Displays the total vehicle distance traveled
Trip meter - Displays the total vehicle distance traveled since last reset
Ambient temperature - Displays the external ambient temperature in C or F
Message center - Displays system information to the driver.
The LCD is an integral part of the instrument cluster. The LCD comprises black segments on a grey background
or green illuminated when the lighting control switch is in the side lamp or headlamp position. The LCD is
illuminated by backlighting which is provided by light emitting diode (LED)'s.
The backlighting has a manual brightness control. The manual brightness control is only available when the
lighting control switch is on and is operated using the illumination dimmer rheostat on the lighting control
switch. The automatic brightness adjustment is controlled by the instrument cluster processor from a sensor
located in the Touch Screen Display (TSD).
ODOMETER
The odometer displays the total distance which the vehicle has traveled. This is calculated by the processor
using the wheel speed signals received from the anti-lock brake system (ABS) module. The total mileage
information is made available to other systems on the I and K Buses and is only transmitted in kilometers,
irrespective of market configuration.
The odometer display can show distances traveled up to 999,999 miles or kilometers. When the ignition is off,
pressing the left hand instrument cluster button, will allow the odometer reading to be displayed for
approximately 25 seconds.
The total distance is also recorded in the instrument cluster erasable programmable read only memory
(EPROM) and random access memory (RAM). This is recorded after every 2 kilometers traveled and
transmitted to the lighting control module (LCM) at every ignition off cycle. The LCM stores this information in
100 kilometer intervals and the discrepancy between the instrument cluster and the LCM cannot exceed 2000
kilometers. This data is stored and compared to that in the instrument cluster to protect against illegal
alteration of the odometer readings.
TRIP METER
The trip meter displays the total distance which the vehicle has traveled since the last trip meter reset, up to
999.9 miles or kilometers. This is calculated by the processor using the wheel speed signals from the ABS
module and is stored in the instrument cluster RAM. The trip meter will restart at zero if the total distance
exceeds 999.9 miles or kilometers.
The trip meter LCD also contains a small dot, known as the manipulation point. The manipulation point shows if
there is a total distance traveled or other data discrepancy between the instrument cluster and LCM. Refer to
'Redundant Data' section for further details of information storage.
Operation).
AMBIENT TEMPERATURE
The external ambient air temperature is measured by a sensor located behind the Land Rover badge on the
front grille and is connected directly to the instrument cluster.
The ambient temperature sensor is an negative temperature coefficient (NTC) sensor whose resistance falls as
the ambient temperature increases. The instrument cluster outputs a reference voltage of 5.1V to the sensor.
The instrument cluster processor evaluates the returned signal and converts the information into a
temperature value and displays the appropriate temperature in the message center. The temperature display
can be adjusted by using the Land Rover approved diagnostic system to display in either Celsius or Fahrenheit,
dependent on market requirements. This can also be changed by the driver using the 'Settings' screen in the
TSD.
The instrument cluster continuously transmits the ambient temperature signals on the controller area network
(CAN) for use by other systems, when the ignition is on. When the vehicle is stationary, the signal output is
suspended until the vehicle speed reaches 12 mph (20 km/h) to prevent incorrect readings from heat emitted
from the engine compartment. When the ignition is off there is no temperature output.
The sensor is capable of reading temperatures in the range of -45C (-49F) to +56C (+132.8F). The
instrument cluster message center will display minimum temperatures to -40C (-40F) and maximum
temperatures to +50C (+122F).
If the temperature falls to 4C (39.2F) or below, the instrument cluster generates a message when the
ignition is on. The instrument cluster displays the message, 'EXTERNAL TEMPERATURE', with the recorded
temperature alongside. The instrument cluster also emits a single chime from the sounder to alert the driver to
the warning message. The display time of the message is between 6 and 15 seconds, dependant on other
displayed messages.
MESSAGE CENTER
The message center is located at the bottom of the instrument cluster. The message center comprises an LCD,
which has two, 20 character text displays. The majority of messages are generated by the LCM which monitors
system status via the bus systems and displays system information messages as requested by the controlling
module. Other system control modules are also capable of generating messages to display system status.
Some messages are accompanied by a chime, which is requested by the control module generating the
message and generated by the instrument cluster via the sounder.
A check control button is located between the tachometer and the engine coolant temperature (ECT) gauge.
This button allows the driver to view system status messages which are current in the instrument cluster RAM.
Pressing and releasing the check control button, displays current messages in priority order or, if no messages
are present, the message center displays 'CHECK CONTROL OK'.
The messages are assigned priorities, depending on the effect on driving safety and driving ability of the
vehicle. New messages are displayed and accompanied by a chime from the sounder. Messages are divided
into priority groups P1, P2 and P3. The priority groups are as follows:
Priority Group P1 - This group includes messages which have a direct affect on the driving ability and
safety of the vehicle, 'STOP! ENGINE OIL PRESS' for example. This message requires an urgent and
immediate reaction from the driver in response to the message. P1 messages are also accompanied
by appropriate flashing warning indicator symbols adjacent to the message center. If more than one
P1 message is present, each message is displayed in turn at 3 second intervals.
Priority Group P2 - This group includes messages which do not directly affect driving ability or safety of
the vehicle, 'CHECK NUMPLATE LIGHT' for example. This message must be noted by the driver and
the cause rectified as soon as possible. Each message is indicated once for a maximum of 23 seconds.
They can be recalled by pressing the check control, right-hand (RH), button on the instrument cluster.
Priority Group P3 - This group displays messages which relate to fluid levels, 'LOW SCREEN WASH' for
example. Depending on the message, some messages are only displayed at the end of a journey, to
avoid irritation to the driver.
Two other groups are defined as 'End of Journey Messages' and 'Special Messages S and S1', as follows:
End of Journey Messages - Messages categorized as 'P1' and 'P2' error messages, are displayed again
at the end of the journey. Error messages do not include messages such as 'DOOR OPEN'. Messages
in the 'P3' group are displayed after the 'P1' and 'P2' messages. New messages, which only occur at
the end of a journey, 'LIGHTS ON' for example, are displayed according to their priority.
Special Messages S and S1 - These messages have the highest priority and cannot be overridden by
messages in groups 'P1', 'P2' and 'P3'. They immediately overwrite any currently displayed messages.
If more than one special message is present, the message with the highest priority has priority, after
the current displayed message has been shown for at least 1 second. S and S1 messages are not
displayed between any symbols.
Most messages, especially S, S1 and P messages are accompanied by a chime from the sounder to alert the
driver to their presence. At the end of a journey, a single chime precedes all end of journey messages.
For 3 minutes after the ignition is switched off, messages can be displayed using the check control RH button
on the instrument cluster. If more than one message is present, the button must be pressed again to display
the next message. If no messages are present, 'CHECK CONTROL OK' will be displayed for as long as the
button is pressed.
The messages are displayed in a language applicable to the vehicle market configuration and can be changed
using the Land Rover approved diagnostic system. The following list shows the possible messages which can be
displayed.
Message
Message Other Warnings Reason Action
Priority
FASTEN
Seat belt indicator
SEATBELTS
illuminated.
(Functionality S Seat belts not fastened. Fasten seat belts.
Intermittent chime
dependent on
emitted
market)
Message
Priority
KEY IN IGNITION Intermittent chime Key left in ignition switch when Remove key from ignition
S
LOCK emitted driver's door opened. switch or close door.
CAUTION! Park brake red
The park brake is applied while
PARK BRAKE P1 indicator Release parking brake
the vehicle is moving
APPLIED illuminated
Park brake red Diagnose fault using the
PARK BRAKE
P2 indicator System malfunction detected approved Land Rover
FAULT
illuminated diagnostic system.
PARK BRAKE
Diagnose fault using the
FAULT Park brake red Possible motor fault when driver
P2 approved Land Rover
SYSTEM indicator flashes requested a switch application
diagnostic system.
UNAVAILABLE
PRESS
Park brake system release is
FOOTBRAKE AND
P3 None inhibited until footbrake is Follow message instruction
PARK BRAKE
pressed
SWITCH
Use park brake switch and
PARK BRAKE
Park brake red footbrake to release.
AUTO Drive away release function is not
P3 indicator Diagnose fault using the
RELEASE operating
illuminated approved Land Rover
UNAVAILABLE
diagnostic system.
Follow bedding in
PARK BRAKE The park brake bedding cycle has
Park brake red procedure in Service
BEDDING P2 been initiated by the dealer
indicator flashes Procedures section of
CYCLE ACTIVE technician
workshop manual.
PARK BRAKE OFF
Pull park brake switch to
LIFT Park brake red An emergency release operation
P1 re-engage emergency
SWITCH TO indicator flashes has been detected
release.
APPLY
General brake
Check brake system for
warning indicator
CHECK BRAKE Brake fluid level has decreased leaks.
P1 illuminated in red.
FLUID beyond low level threshold. Top-up brake fluid as
Intermittent chime
required.
emitted
Stop engine at first safe
Instrument cluster has received opportunity.
Low oil pressure
low pressure signal from engine Check engine oil level,
warning indicator
STOP! ENGINE oil pressure switch. investigate leaks or oil
P1 illuminated.
OIL PRESS (Message not displayed until 10 consumption and rectify
Intermittent chime
second after minimum speed faults.
emitted
threshold reached). Top-up engine oil as
required.
Stop engine at first safe
opportunity.
ECT has risen above pre-
ECT gage beyond When engine has cooled,
determined limit.
COOLANT red segment. check coolant level,
P1 (Message not displayed until 10
TEMPERATURE Continuous chime investigate leaks and
second after minimum speed
emitted rectify faults.
threshold reached).
Top-up engine coolant as
required.
Double chime
emitted. engine control module (ECM) has Diagnose fault using the
ENGINE SYSTEM
P1 malfunction detected an engine management approved Land Rover
FAULT
indicator lamp fault. diagnostic system.
(MIL) illuminated
ECM has detected an engine Diagnose fault using the
REDUCED ENGINE Double chime
P1 management fault which will approved Land Rover
PERFORMANCE emitted
affect engine performance. diagnostic system.
Bring vehicle into speed
ECM has detected a fault with the
control operating speed or
CRUISE CONTROL engine management system or
P2 None diagnose fault using the
NOT PERMITTED vehicle speed is outside threshold
approved Land Rover
for cruise control operation.
diagnostic system.
FUEL TANK CAP ECM has detected incorrect Ensure fuel tank cap is
LOOSE OR P3 None pressure measurement when correctly installed in filler
MISSING running DMTL pump. neck.
WATER IN FUEL P2 Single chime ECM has detected that the water Unscrew water in fuel
Message
Priority
SEE HANDBOOK emitted in fuel level has reached 85 ml. sensor to drain water from
filter.
ECM has increased idle speed in
response to request from
automatic temperature control
HIGH ENGINE (ATC) module. This allows None. Message is advisory
SPEED P2 None increased refrigerant flow from to indicate reason for
FOR COOLING the air conditioning (A/C) increased idle speed.
compressor around the A/C
system to reduce evaporator
temperature.
COOLING SYSTEM ECM has detected a fault with the Diagnose fault using the
Single chime
FAULT P2 ECT sensor output or other approved Land Rover
emitted
MONITOR GAUGE cooling related fault. diagnostic system.
Maximum air conditioning switch
has been pressed when vehicle
FOR MAX AC
P3 None stationary. Engine speed None.
SELECT NEUTRAL
increased to increase refrigerant
flow from A/C compressor.
HDC FAULT Investigate cause of fault
Fault in the HDC system
SYSTEM NOT P2 Single chime using the approved Land
diagnosed by the ABS module.
AVAILABLE Rover diagnostic system.
Allow brakes to cool down.
HDC NOT ABS module has determined ABS module will remove
HDC indicator
AVAILABLE P2 brake usage has caused brake message after
flashes
SYSTEM COOLING overheat. predetermined time period
of reduced brake usage.
HDC NOT
Speed too high for HDC
AVAILABLE P2 Single chime Reduce vehicle speed.
operation.
SPEED TOO HIGH
HDC NOT
Incorrect gear selected for HDC
AVAILABLE P1 Single chime Select correct gear.
operation.
IN THIS GEAR
HDC SWITCHED HDC has been de-selected by the Switch on HDC to re-
P2 Single chime
OFF driver. activate.
Lighting control switch in side Close driver's door or move
LIGHTS ON P1 Single chime lamps or headlamps position and lighting control switch to off
driver's door open. position.
SUSPENSION
Air suspension control has Diagnose fault using the
FAULT
P1 Single chime detected fault in the system. Only approved Land Rover
NORMAL HEIGHT
on-road height is available. diagnostic system.
ONLY
SUSPENSION Two chimes Air suspension control module
FAULT repeated every 30 has detected a fault in the
P1 approved Land Rover
MAX SPEED seconds if speed system and is unable to control
diagnostic system.
50KPH (30MPH) too high the height correctly.
Vehicle speed is between 19 to
SLOW DOWN OR 22 mph (30 to 50 km/h). Vehicle
Keep vehicle speed below
VEHICLE P2 Two chimes will automatically raise to on-
25 mph (40 km/h).
WILL RAISE road height from crawl if speed
increases to 25 mph (40 km/h).
Vehicle speed is between 25 to
SLOW DOWN OR 28 mph (40 to 45 km/h). Vehicle
Keep vehicle speed below
VEHICLE P2 Single chime will automatically lower to on-
31 mph (50 km/h).
WILL LOWER road height if speed increases 31
mph (50 km/h).
SUSPENSION Lifting will resume when air
Air suspension air supply unit
WILL LIFT supply unit compressor or
P2 None compressor or motor is cooling
WHEN SYSTEM motor has cooled beyond
down.
COOLED pre-set threshold.
Vehicle is lifting slowly using Message only displayed if
VEHICLE
P2 None pressure from compressor only lift time exceeds 12
LIFTING SLOWLY
because reservoir is empty. seconds.
Vehicle body has become
EXTENDED MODE P2 Single chime grounded on an obstacle and None.
suspension. Suspension will raise
Message
Priority
to extended mode height.
If extended mode is no
RESET HEIGHT IF longer required, press air
Reminder message that vehicle is
CLEAR OF P2 None suspension control switch
still in extended mode.
OBSTACLE downwards to return to off-
road height.
Vehicle enters crawl mode
SUSPENSION Air suspension control switch
until hold switch pressed
LOCKED 'Hold' button has been pressed
P2 None again or vehicle speed
AT ACCESS when vehicle was in access
exceeds pre-determined
HEIGHT height.
threshold.
Close all doors. Height
change will be granted if
CLOSE DOORS TO Door open when height change doors closed within 90
P2 Single chime
CHANGE HEIGHT request was made. seconds of request. If more
than 90 seconds, repeated
height change request.
SPEED TOO HIGH Reduce vehicle speed to
Vehicle speed to high for selected
TO CHANGE P2 Single chime within threshold for
height change.
HEIGHT required height.
SUSPENSION Air suspension control module
P1 Single chime approved Land Rover
FAULT has detected a system fault.
diagnostic system.
START ENGINE
Vehicle cannot be raised with Start engine to complete
TO P2 None
engine off. raise request.
RAISE VEHICLE
Failure of another vehicle system Diagnose fault using the
SUSPENSION
P1 None has caused suspension system to approved Land Rover
LOWERED
lower to access height. diagnostic system.
Low range
indicator flashes
when range change
is taking place.
Low range
LOW RANGE indicator
P2 Low range selected by driver. None
SELECTED permanently
illuminated when in
low range.
Single chime when
range change is
complete.
Low range
indicator flashes
when range change
is taking place.
Low range
HIGH RANGE indicator
P2 High range selected by driver. None
SELECTED extinguished when
high range
engaged.
Single chime when
range change is
complete.
Decrease vehicle speed to:
SPEED TOO HIGH 25 mph (40 km/h) for high
Vehicle speed too high for range
FOR RANGE P2 Single chime to low range.
change to take place
CHANGE 37 mph (60 km/h) for low
to high range.
SELECT NEUTRAL Transmission selector lever not in
Move selector lever to
FOR RANGE P2 Single chime 'N' when driver requested a
position 'N'.
CHANGE transfer box range change.
Transfer box control module has
TRANSMISSION
detected a fault preventing a Investigate and rectify fault
RANGE CHANGE P1 Single chime
range change or control module or cause of overload.
NOT AVAILABLE
has detected a thermal overload.
TRANSMISSION Transfer box center differential is Slow down or stop the
P2 Single chime
OVERHEAT - approaching the overheat vehicle to allow the transfer
Message
Priority
SLOW DOWN threshold temperature. box to cool down.
Transfer box center differential
has failed and is now operating
TRANSMISSION
as an 'open' differential or Investigate cause of fault.
FAULT
P2 Single chime transfer box control module has Replace transfer box or
TRACTION
stopped transmitting on the CAN control module.
REDUCED
bus and defaults to 'open' center
differential.
Do not drive vehicle.
TRANSMISSION Transfer box control module has
P2 Single chime Investigate and rectify
FAILURE detected a transmission fault.
fault.
transmission control module
TRANSMISSION
(TCM) has detected fault with Diagnose fault using the
FAULT
P2 Single chime control module or transmission approved Land Rover
LIMITED GEARS
and only limp home gears diagnostic system.
ONLY
available.
REVERSE GEAR
Reverse gear has been selected
SELECTED P2 Intermittent chime None.
by the driver.
(Japan only)
TRANSMISSION
TCM has detected overheat Reduce speed or stop until
OVERHEAT - P2 Single chime
condition in the transmission. transmission has cooled.
SLOW DOWN
TRANSMISSION TCM has detected a minor fault
P2 Single chime approved Land Rover
FAULT with the transmission.
diagnostic system.
TRANSMISSION TCM has detected a transmission Diagnose fault using the
FAULT P2 Single chime fault and overheat condition approved Land Rover
AND OVERHEAT simultaneously. diagnostic system.
HEADLIGHT Headlamp delay function
P1 Single chime None.
DELAY activated by driver.
EXTERNAL TEMP External temperature has fallen
P3 Single chime None.
XC/F below 4C (39.2F).
EEPROM LCMC S None Coding error within LCM. approved Land Rover
diagnostic system.
DSC SWITCHED DSC indicator DSC has been deselected by the Press DSC switch to
P2
OFF illuminated driver. activate DSC.
DOOR OPEN P2 Single chime A door is open. Close door.
TAILGATE OPEN P2 Single chime The tailgate is open. Close tailgate.
CHECK BRAKE A single stop lamp bulb has Replace failed stop lamp
P2 Single chime
LIGHT failed. bulb.
CHECK FRONT More than one front lamp bulb
P2 Single chime Replace failed bulbs.
LIGHTS has failed.
CHECK REAR More than one rear lamp bulb has
P2 Single chime Replace failed bulbs.
LIGHTS failed.
CHECK DIP BEAM A single headlamp bulb has Replace failed headlamp
P2 Single chime
LIGHT failed. bulb.
CHECK A single side lamp bulb has Replace failed side lamp
P2 Single chime
SIDELIGHT failed. bulb.
CHECK TAIL Replace failed tail lamp
P2 Single chime A single tail lamp bulb has failed.
LIGHTS bulb.
CHECK FRONT A single front fog lamp bulb has Replace failed front fog
P2 Single chime
FOGLIGHT failed. lamp bulb.
CHECK REAR A single rear fog lamp bulb has Replace failed rear fog
P2 Single chime
FOGLIGHT failed. lamp bulb.
CHECK NUMPLATE A single rear licence plate lamp Replace failed rear license
P2 Single chime
LIGHT bulb has failed. plate lamp bulb.
When a trailer is connected, one
CHECK TRAILER Replace failed trailer lamp
P2 Single chime or more of the trailer lamp bulbs
LIGHT bulb(s).
has failed.
CHECK A single high beam (fill-in) lamp Replace failed high beam
P2 Single chime
MAINBEAM LIGHT bulb has failed. lamp bulb.
Instrument cluster has received a
CHECK BRAKE Replace worn brake pads as
P2 None signal from the brake pads
PADS necessary.
indicating a worn pad.
Message
Priority
LOW SCREEN Washer fluid level has decreased Add screen wash to
P2 Single chime
WASH beyond low level threshold. reservoir as required.
No chime. TPMS Check tire pressures and
CHECK ALL warning indicator One or more 'running' tire inflate to recommended
P2
TYRE PRESSURES permanently pressures low. values shown in owners
illuminated handbook.
TPMS control module has
Reduce speed to below 90
detected vehicle speed has been
mph (145 km/h).
at or above 100 mph (160 km/h)
No chime. TPMS If speeds are to be
for more than 150 seconds or
TYRE PRESSURES warning indicator maintained above 100 mph
more and tire pressures are
LOW FOR SPEED illuminated when (160 km/h) for more than
P2 below recommendation for
(Not applicable vehicle is with 150 seconds, then tire
continued high speed driving.
for NAS vehicles) warning speed pressures must be
Warning will be removed and
threshold increased to those specified
warning indicator will go off if
in the owners handbook for
speed is reduced to below 90
high speed driving.
mph (145 km/h).
TYRE TPMS control module has Diagnose fault using the
MONITORING P2 Single chime detected a major fault with the approved Land Rover
SYSTEM FAULT system diagnostic system.
None. TPMS
warning indicator
TPMS control module has Increase spare tire
CHECK SPARE illuminated for 20
P3 detected that spare tire pressure pressure to the high speed
TYRE PRESSURE seconds, and again
is below 2.9 bar (42 lbf/in2). driving pressure.
for 20 seconds at
each ignition cycle
Warning may be caused
by:
Space saver spare wheel
being fitted as a 'running'
Single chime. TPMS TPMS control module has not
wheel
FRONT LEFT TYRE warning indicator received a signal from front left
P2 Wheel sensor damaged or
NOT MONITORED permanently wheel sensor for more than 15
battery voltage in sensor
illuminated minutes.
low.
approved Land Rover
diagnostic system.
by:
FRONT RIGHT wheel
warning indicator received a signal from front right
TYRE P2 Wheel sensor damaged or
permanently wheel sensor for more than 15
NOT MONITORED battery voltage in sensor
low.
approved Land Rover
diagnostic system.
by:
wheel
REAR LEFT TYRE warning indicator received a signal from rear left
P2 Wheel sensor damaged or
low.
approved Land Rover
diagnostic system.
by:
REAR RIGHT TYRE warning indicator received a signal from rear right
P2 wheel
Wheel sensor damaged or
low.
Message
Priority
approved Land Rover
diagnostic system.
Replace key battery. If
battery removed from key
KEY BATTERY Battery voltage in vehicle key has
P2 Single chime for more than 1 minute or a
LOW fallen below threshold value.
button was pressed,
initialize key.
Check cooling system for
Coolant level in expansion tank
CHECK COOLANT leaks.
P2 Single chime has fallen below the threshold
LEVEL Top up engine coolant as
level.
required.
CHECK CONTROL Check control button pressed, no
- None None
OK messages to display
GEAR POSITION DISPLAY
The gear position display is controlled by the TCM. The gear position is illuminated in response to CAN bus
messages from the TCM.
The instrument cluster has no control over the gear position display, but monitors the controlling CAN bus
messages. If the instrument cluster detects ten incorrect CAN bus messages, 'TRANS. FAILSAFE PROG' is
illuminated in the message center. If a correct CAN bus message is received when the ignition is next switched
on to position II, the error is erased and the message removed.
SERVICE INTERVAL INDICATOR
The Service Interval Indicator (SIA) is displayed in the message center. The SIA displays information
calculated by the instrument cluster to calculate the remaining distance to the next service based on the
amount of fuel used since the last SIA reset. It can also calculate the remaining time until the next service is
required.
For the fuel based remaining distance, the message center displays 'OILSERVICE 1000MLS (KMS)'. The SIA will
not display more than 1000 miles or kilometers and will count down, with a reduction in distance remaining as
the vehicle is used. A vehicle which is driven aggressively will require a service more often than a vehicle which
is driven economically.
For the time based period to next service, the message center displays 'INSPECTION 05.2005'. The instrument
cluster calculates the remaining time between services based on the last SIA reset. If the vehicle has not used
enough fuel to display the fuel based oil service, the time based inspection service will be displayed.
NOTE: Japan and NAS markets do not have the time based SIA display. SIA is calculated only on the fuel
consumption in these markets.
The service information is displayed for 5 seconds at each ignition on cycle. A minus sign is displayed alongside
the SIA information if the distance or time has been exceeded and the distance or time by which it has been
exceeded.
The SIA information is stored in the instrument cluster EPROM and can only be reset using the Land Rover
ON-BOARD COMPUTER
The instrument cluster contains software to enable the operation of an on-board computer. The on-board
computer functions can be displayed in the instrument cluster message center or on the Touch Screen Display
(TSD).
The following on-board computer functions are available:
Time of day
Date
Average fuel consumption (CONSUMPTION 1 & 2)
Ambient temperature
Anticipated fuel tank range
Average speed
Speed warning
Stopwatch
Message center trip function display preferences.
The on-board computer functions can be displayed in the instrument cluster message center alone or in the
TSD and the message center simultaneously.
Computer Controls

1 - Trip computer 'I' information button
2 - On-road information button
3 - Touch Screen Display (TSD)
On the TSD, the on-board computer functions are selected by pressing the on-road information button. The
computer functions can also be displayed in the message center by pressing the 'I ' button on the left-hand
(LH) steering column multifunction switch.
The instrument cluster message center shows all the selected computer function messages in a scrolling
display. The information displays can be scrolled through using the information (I ) button on the LH steering
column multifunction switch.
NOTE: Not all of the available trip computer functions can be displayed in the message center.
When the on-board computer is being accessed via the TSD, the TSD communicates with the instrument
cluster to display the trip information in the TSD only. The TSD also allows for the resetting and programming
of certain on-board computer functions, such as the speed limit, message center information display
preferences and stop watch.
The on-board computer system of the instrument cluster supplies the TSD with data and commands on the I
Bus.
Selections on the TSD are passed to the instrument cluster software for calculation of the text and numerical
values to be displayed. The TSD is purely a user interface with regard to the on-board computer, with the
instrument cluster being the controlling component.
The TSD has one exception to this. Using data supplied by the instrument cluster, the TSD self generates the
text messages which appear on the LCD screen.
The on-board computer trip information will only be displayed if the LCM releases the message center for trip
display. This will only occur if the LCM is not displaying any high priority messages at the time. The LCM
registers the request for on-board computer trip display and, if there are no messages or the displayed
message is of a low priority, the on-board computer trip information is permitted use of the message center.
On-Board Computer Functions with LH Steering Column Multifunction Switch
Pressing the on-board computer button (I) on the LH steering column multifunction switch displays the first
selected trip display in the sequence. With each subsequent press of the button, the next trip information in
the sequence is displayed. The displayed information can be programmed by the driver using the TSD and
scrolled through continuously to reach the desired information. One or more of the available trip information
selections can be displayed.
When all of the trip displays have been scrolled through once, the message center appears blank, signifying the
end of the trip display. When the trip information is subsequently requested, the message center will display
the first function in the sequence. If the function display is interrupted by a system message from the LCM,
when the steering column multifunction switch button is pressed or the check control button is pressed, the
last displayed trip information will reappear in the message center.
The following list shows the possible on-board computer trip information and their standard sequence of
display. This order will be reinstated after a system reset.
TIME
DATE
CONSUMPTION 1
CONSUMPTION 2
TANK RANGE
SPEED WARNING
AVERAGE SPEED.
Warning Devices -
Low tire pressure module bolts 10 7
Warning Devices - Low Washer Fluid Warning Indicator Switch

Removal
1. Turn the steering on to full lock for access.
2. Raise the vehicle on a lift.
3. Remove the front bumper extension panel screw.
4. Remove the low washer fluid warning indicator

switch.
Release the front lower edge of the fender splash

shield for access.
Installation
1. Install the low washer fluid warning indicator switch.
Connect the low washer fluid warning indicator switch

2. Install the front bumper extension panel screw.
3. Lower the vehicle on the lift.
Turn the steering wheel to the straight ahead position.
Engine Protection System -

Passive anti-theft system (PATS) module bolts 10 7
Parking Aid -
Parking aid module nuts 5 4
Parking Aid - Parking Aid
COMPONENT LOCATION - PARKING AID

1 - Parking aid sounder
2 - Front parking sensor
3 - Parking aid switch
4 - Parking aid module
5 - Rear parking sensor
COMPONENT LOCATION - REAR VIEW CAMERA

1 - Touch screen display
2 - Rear view camera
OVERVIEW
The parking aid system provides an audible warning to the driver when any obstacles are in the path of the
vehicle during forward and reverse parking manoeuvers. The system consists of 4 ultrasonic parking aid
sensors in each bumper, a control module, a sounder and a switch. The system also uses the sounder driven
by the instrument cluster.
At low speed, the parking aid module uses the sensors to monitor the area around the bumpers, then outputs
a warning on the parking aid sounder or the instrument cluster sounder if an object is detected within a
monitored area. As well as detecting solid objects such as posts, walls and other vehicles, the system can also
detect less solid objects such as a wire mesh fence. Objects close to the ground may escape detection but,
because of their low height, will not foul the vehicle.
Some vehicles may also be fitted with a rear view camera. The rear view camera provides the driver with a
rear view image displayed on the touch screen display to assist when reversing the vehicle.
The rear view camera is located under the rear spoiler on the upper tail door, adjacent to the center high
mounted stop lamp. The rear view camera is connected directly to the touch screen display via a co-axial
cable. The rear view camera transmits a wide angle, color image of the area at the rear of the vehicle which is
displayed on the touch screen display when reverse gear is selected.
PARKING AID SENSORS
The ultrasonic parking aid sensors are transceivers which are installed in inserts in the bumpers. All 8 sensors
are identical and keyed to the inserts to ensure correct orientation.
When the system is active, the sensors transmit ultrasonic pulses. Any reflections from the pulses received by
the transmitting and adjacent sensors are then converted to digital format and output to the parking aid
module.
PARKING AID MODULE
The parking aid module is located next to the auxiliary junction box (AJB), behind the trim in the right-hand
(RH) side of the luggage compartment.
Inputs and Outputs
Three connectors provide the interface between the parking aid module and the vehicle wiring. The parking aid
module is powered by an ignition supply from the central junction box (CJB). In addition to hardwired
connections with the parking aid sensors, parking aid sounder and power supply, the parking aid module
communicates with the instrument cluster on the I bus. I bus communication is used for diagnostics and for
system operation. System operation related I bus messages include:
I Bus Messages
Message From To
Road speed anti-lock brake system (ABS) module Parking aid module
Reverse gear status transmission control module (TCM) Parking aid module
Trailer status lighting control module (LCM) Parking aid module
Ambient temperature Instrument cluster Parking aid module
Instrument cluster sounder request Parking aid module Instrument cluster
PARKING AID SOUNDER
The parking aid sounder produces the audible warnings with which the parking aid module informs the driver of
system status and objects detected at the rear of the vehicle. The parking aid sounder is installed behind the
trim in the RH side of the luggage compartment, on the underside of the shelf.
The chime produced by the parking aid sounder has a lower tone than that produced by the instrument cluster
sounder (which is used to warn of objects detected at the front of the vehicle), to enable the driver to
differentiate between the two.
PARKING AID SWITCH
The parking aid switch is a non latching push switch installed on the center console for selecting the system on
and off. When pressed, the switch connects a ground to the parking aid module. An orange light emitting diode
(LED) above the switch indicates when the parking aid system is active. The LED is activated by a power feed
from the parking aid module.
CONTROL DIAGRAM - PARKING AID
NOTE: A = Hardwired; C = Diagnostic DS2 bus; D = High speed controller area network (CAN) bus; K = I
bus

1 - Ignition switch
2 - Fuse 6, CJB
3 - Parking aid switch
4 - Parking aid sounder
5 - ABS module
7 - Instrument cluster sounder
9 - Front parking aid sensors
10 - Rear parking aid sensors
11 - Parking aid module
CONTROL DIAGRAM - REAR VIEW CAMERA
NOTE: A = Hardwired; D = High speed CAN bus; N = Medium speed CAN bus

1 - Battery
3 - Rear view camera
4 - Integrated head unit
6 - Fuse 12, AJB
7 - TCM
8 - Fusible link 2, CJB
When the ignition switch is in position II and either reverse gear is selected or the parking switch is pressed,
both sets of acoustic sensors are activated. The parking aid module only activates the system if reverse is
selected for more than 1 second, to avoid nuisance audible warnings when the gear selector lever is being
moved between Drive and Park. The rear sensors are disabled when a trailer is connected to the vehicle.
Park Distance Control Detection Areas
When it activates the system, the parking aid module illuminates the indicator LED in the parking aid switch,
switches on the parking aid sensors and generates a single chime on the parking aid sounder and the
instrument cluster sounder to indicate the system is active. The parking aid module then processes the
distance readings from the sensors to determine if there are any objects within the detection areas.
If there are no objects in the detection areas, there are no further audible warnings. If an object is detected,
repeated audible warnings are produced on the parking aid sounder or the instrument cluster sounder as
appropriate. The time delay between the audible warning tones decreases as the distance between the
detected object and the vehicle decreases until, at approximately 250 mm (10 in), the audible warning tone is
continuous.
After the initial detection of an object, if there is no decrease in the distance between the object and the
vehicle:
If the object is detected by one of the central acoustic sensors the time delay between audible warning
tones remains constant
If the object is detected by a corner transducer the audible warning tones stop after approximately 3
seconds.
The audible warning tones are discontinued when the gearbox selector lever is moved out of reverse, but will
restart if the parking aid module detects a decrease in the distance between the vehicle and an object.
System operation is cancelled when the parking aid switch is pressed or the ignition is switched off. System
operation is also cancelled if the vehicle travels more than 50 m (164 ft) or forward speed exceeds 19 mph (30
km/h).
The parking aid module software incorporates routines that compensate for the effect of ice, frost and rain on
the parking aid sensors. Ice compensation occurs if the ambient temperature is less than 6C (43F).
Diagnostics
The parking aid module performs self check routines and checks the system wiring for short and open circuits.
While the system is active the parking aid module also monitors the data from the parking aid sensors.
If a fault is detected, a related diagnostic trouble code (DTC) is stored in the non volatile memory of the
parking aid module and either the front sensors, the rear sensors or the complete system is disabled, as
appropriate. To advise the driver of the failure, the parking aid module flashes the indicator LED at 2 Hz and
sounds a continuous warning tone for 3 seconds, in place of the normal short tone, when the system is
activated.
DTC's can be accessed using the Land Rover approved diagnostic system, which communicates with the
parking aid module via the instrument cluster and the I bus.
Rear View Camera
When reverse gear is selected, the TCM provides a reverse gear signal to the integrated head unit over the
high speed CAN bus. On receipt of the reverse gear signal, the integrated head unit will instruct the touch
screen display to display the image from the rear view camera.
The rear view camera image is not displayed under the following circumstances:
The transmission is in 'D' drive and the vehicle speed is more than 16 km/h (10 mph)
'D' drive has been selected on the transmission for more than the 15 seconds time-out period and the
vehicle speed is less than 16 km/h (10 mph).
The rear view camera is selected by moving the transmission selector lever to 'R' reverse. The touch screen
display changes automatically to rear view camera display. The rear view camera image can be cancelled at
any time by pressing the 'return' icon in the top right hand corner of the touch screen display.
When the rear view camera is active, a disclaimer is displayed across the top of the touch screen display to
warn the driver to take care when performing reverse manoeuvers.
Parking Aid - Parking Aid

Overview
Parking aid is installed to the rear of all vehicles and the front and rear on higher specification vehicles. For
information on the description and operation of the system, refer to the relevant workshop manual section.
Parking Aid Sensor

Parking Aid Sensor Pin Out Circuit Description
1 Power
2 Signal
3 Ground
3. Ensure that the sensor face is clear of contamination that could effect the performance of the
sensor.
Visual Inspection
Sensor condition and Fuses Central junction box (CJB) - fuse 6P, Central junction box (CJB) -
installation Maxi fuse 62
Sounder(s) Wiring harness
Switch Electrical connector(s)
Sensor(s)
Parking aid switch
Parking aid module

5. If the cause is not visually evident, verify the symptom and refer to the Symptom Chart.
6. Use the manufacturer approved diagnostic system or a scan tool to retrieve any diagnostic trouble
codes (DTCs) before moving onto the self-test or DTC index.
On-Board self-test
As part of the strategy of the system, the self-test will inform the driver of any faults by a combination of the
LED and tones:
The status LED will flash if the system is active and a fault is detected in the sensors, sounders, wiring or
module
The front sounder will emit an error tone for 3 seconds if a fault is detected with the front sensors or if the
rear sounder develops a fault
The rear sounder will emit an error tone for 3 seconds if a fault is detected with the rear sensors, the
switch, or the LED in the switch, or if there is a controller area network (CAN) bus error
DTC index
NOTE: If the module or a component is suspect and the vehicle remains under the Manufacturers warranty,
refer to the Warranty Policy and Procedure manual (section B1.2), or determine if any prior approval
programme is in operation, prior to the installation of a new module/component.
NOTE: Generic scan tools may not read the codes listed, or may read only five digit codes. Match the five
digits from the scan tool to the first five digits of the seven digit code listed to identify the fault (the last two
digits give additional information read by the manufacturer-approved diagnostic system).
NOTE: When performing electrical voltage or resistance tests, always use a digital multimeter (DMM)
accurate to three decimal places, and with an up-to-date calibration certificate. When testing resistance,
always take the resistance of the DMM leads into account.
NOTE: Make sure that all DTCs are cleared following rectification.

The Outer Rear Left
Rear Left Hand Parking Aid
Sensor surface Check the Parking Aid Sensor surface face for damage.
0X0001 ultrasonic
face damage Go to Pinpoint test G1196495p1 GO to Pinpoint Test A.
sensor
The Outer Rear Left
Hand Parking Aid
Sensor signal wire
is short circuit to
chassis ground
The Outer Rear Left

Hand Parking Aid
Sensor signal wire
is short circuit to
adjacent ground
circuit
The Outer Rear Left

Hand Parking Aid
Sensor signal wire
is short circuit to
adjacent power
circuit
The Outer Rear Left

Hand Parking Aid
Sensor is not
connected
The Outer Rear Left

Hand Parking Aid
Sensor signal wire
is open circuit
Outer Rear Left Hand

Parking Aid Sensor
failure
The Outer Rear Right
Hand Parking Aid
Sensor surface
face damage

Hand Parking Aid
Sensor signal wire
is short circuit to
chassis ground

Hand Parking Aid
Sensor signal wire
is short circuit to
Rear Right adjacent ground Check the Parking Aid Sensor surface face for damage.
0X0002 ultrasonic circuit Go to Pinpoint test G1196495p2 GO to Pinpoint Test B.
sensor

Hand Parking Aid
Sensor signal wire
is short circuit to
adjacent power
circuit

Hand Parking Aid
Sensor is not
connected

Hand Parking Aid
Sensor signal wire
is open circuit
Outer Rear Right Hand

Parking Aid Sensor
failure
The Inner Rear Left
Hand Parking Aid
Sensor surface
face damage
The Inner Rear Left

Hand Parking Aid
Sensor signal wire
is short circuit to
chassis ground
The Inner Rear Left

Hand Parking Aid
Sensor signal wire
is short circuit to
adjacent ground
circuit
Rear Left
Centre The Inner Rear Left Check the Parking Aid Sensor surface face for damage.
0X0003
ultrasonic Hand Parking Aid Go to Pinpoint test G1196495p3 GO to Pinpoint Test C.
sensor Sensor signal wire
is short circuit to
adjacent power
circuit
The Inner Rear Left

Hand Parking Aid
Sensor is not
connected
The Inner Rear Left

Hand Parking Aid
Sensor signal wire
is open circuit
Inner Rear Left Hand

Parking Aid Sensor
failure
The Inner Rear Right
Hand Parking Aid
Sensor surface
face damage

Hand Parking Aid
Sensor signal wire
is short circuit to
Rear Right chassis ground
Centre Check the Parking Aid Sensor surface face for damage.
0X0004
ultrasonic Go to Pinpoint test G1196495p4 GO to Pinpoint Test D.
sensor The Inner Rear Right
Hand Parking Aid
Sensor signal wire
is short circuit to
adjacent ground
circuit

Hand Parking Aid
Sensor signal wire
is short circuit to
adjacent power
circuit

Hand Parking Aid
Sensor is not
connected

Hand Parking Aid
Sensor signal wire
is open circuit
Inner Rear Right Hand

Parking Aid Sensor
failure
The Outer Front Left
Hand Parking Aid
Sensor surface
face damage

Hand Parking Aid
Sensor signal wire
is short circuit to
chassis ground

Hand Parking Aid
Sensor signal wire
is short circuit to
adjacent ground
circuit
Front Left
The Outer Front Left Check the Parking Aid Sensor surface face for damage.
0X0005 ultrasonic
Hand Parking Aid Go to Pinpoint test G1196495p5 GO to Pinpoint Test E.
sensor
Sensor signal wire
is short circuit to
adjacent power
circuit

Hand Parking Aid
Sensor is not
connected

Hand Parking Aid
Sensor signal wire
is open circuit
Outer Front Left Hand

Parking Aid Sensor
failure
The Outer Front Right
Hand Parking Aid
Sensor surface
Front Right face damage
Check the Parking Aid Sensor surface face for damage.
0X0006 ultrasonic
Go to Pinpoint test G1196495p6 GO to Pinpoint Test F.
sensor The Outer Front Right
Hand Parking Aid
Sensor signal wire
is short circuit to
chassis ground

Hand Parking Aid
Sensor signal wire
is short circuit to
adjacent ground
circuit

Hand Parking Aid
Sensor signal wire
is short circuit to
adjacent power
circuit

Hand Parking Aid
Sensor is not
connected

Hand Parking Aid
Sensor signal wire
is open circuit
Outer Front Right Hand

Parking Aid Sensor
failure
The Inner Front Left
Hand Parking Aid
Sensor surface
face damage

Hand Parking Aid
Sensor signal wire
is short circuit to
chassis ground

Hand Parking Aid
Sensor signal wire
is short circuit to
adjacent ground
circuit
Front Left
centre Check the Parking Aid Sensor surface face for damage.
0X0007
ultrasonic The Inner Front Left Go to Pinpoint test G1196495p7 GO to Pinpoint Test G.
sensor Hand Parking Aid
Sensor signal wire
is short circuit to
adjacent power
circuit

Hand Parking Aid
Sensor is not
connected

Hand Parking Aid
Sensor signal wire
is open circuit
Inner Front Left Hand

Parking Aid Sensor
failure
The Inner Front Right
Hand Parking Aid
Sensor surface
face damage

Hand Parking Aid
Sensor signal wire
is short circuit to
chassis ground

Hand Parking Aid
Sensor signal wire
is short circuit to
adjacent ground
circuit
Front Right
centre The Inner Front Right Check the Parking Aid Sensor surface face for damage.
0X0008
ultrasonic Hand Parking Aid Go to Pinpoint test G1196495p8 GO to Pinpoint Test H.
sensor Sensor signal wire
is short circuit to
adjacent power
circuit

Hand Parking Aid
Sensor is not
connected

Hand Parking Aid
Sensor signal wire
is open circuit
Inner Front Right Hand

Parking Aid Sensor
failure
Parking Aid Module
connector,
disconnected
Parking Aid Module

power and ground Check the Parking Aid Module connector is connected.
circuits short to Refer to the electrical circuit diagrams and check the
ground, short to Parking Aid Module ignition supply fuses in the central
power, open junction box. Refer to the electrical circuit diagrams and
Module is not circuit, high check the Parking Aid Module ground circuit for short to
0X0009 resistance,
replying ground, short to power, high resistance, open circuit,
disconnected disconnected. Carry out I-Bus network integrity test.
Refer to the new module/component installation note at
Parking Aid Module I- the top of the DTC Index if the Parking Aid Module is
Bus circuit short to suspected.
ground, short to
power, open circuit
Parking Aid Module

failure
Check for obstructions or debris which may have caused
The Park Distance
the Park Distance Control switch to be pressed for a
Parking aid Control switch has
0X0011 period greater than 5 seconds. Refer to the electrical
switch been pressed for a
circuit diagrams and check the centre console switch
period greater than
pack circuit for short to ground, short to power. Check
5 seconds and install a new centre console switch pack as required.
Centre console switch

pack circuit short
to ground, short to
power
Park Distance Control

switch failure
Parking Distance
Control speaker
circuit, short to
ground, short to
power, open
Refer to the electrical circuit diagrams and check the
circuit,
Parking Distance Control speaker circuit for short to
Rear sounder disconnected
0X000A ground, power, open circuit, disconnected. Check and
off
install a new Parking Distance Control speaker as
Water ingress into required.
Parking Distance
Control speaker
Rear sounder failure

Centre console switch
pack LED circuit
short to ground,
short to power, Refer to the electrical circuit diagrams and check the
open circuit, parking aid switch LED circuit for short to ground,
0X000E Switch LED off
disconnected power, open circuit, disconnected. Check and install a
new centre console switch pack as required.
Parking aid switch LED

failure
The intermediate
connector joining
the bumper
harness to the
body harness is
disconnected
The Parking Aid Module

connector is
disconnected
Refer to the electrical circuit diagrams and check Parking

All 4 Rear Parking Aid
Aid Module, intermediate connector and all 4 Parking Aid
Sensor connectors
0x0001 Sensor connectors are connected. Check the body
All rear are disconnected
0x0002 harness and the bumper harness are not cut through.
ultrasonic
0x0003 Go to Pinpoint test G1196495p1 GO to Pinpoint Test A.
sensors
0x0004 The body harness Go to Pinpoint test G1196495p2 GO to Pinpoint Test B.
between Parking Go to Pinpoint test G1196495p3 GO to Pinpoint Test C.
Aid Module and Go to Pinpoint test G1196495p4 GO to Pinpoint Test D.
intermediate
connector is cut
through
The bumper harness

between
intermediate
connector and
Parking Aid
Sensors is cut
through
The intermediate Refer to the electrical circuit diagrams and check Parking
0x0005
All front connector joining Aid Module connector and all 4 Parking Aid Sensor
0x0006
ultrasonic the bumper connectors are connected. Check the body harness is
0x0007
sensors harness to the not cut through. Go to Pinpoint test G1196495p5 GO to
0x0008
body harness is Pinpoint Test E. Go to Pinpoint test G1196495p6 GO to
disconnected Pinpoint Test F. Go to Pinpoint test G1196495p7 GO to
Pinpoint Test G. Go to Pinpoint test G1196495p8 GO to
Pinpoint Test H.
The Parking Aid Module
connector is
disconnected
All 4 Front Parking Aid

Sensor connectors
are disconnected
The body harness

between Parking
Aid Module and
intermediate
connector is cut
through
The bumper harness

between
intermediate
connector and
Parking Aid
Sensors is cut
through
PINPOINT TEST A : 0X0001 OUTER REAR LEFT HAND PARKING AID SENSOR
TEST DETAILS/RESULTS/ACTIONS
CONDITIONS
A1: 0X0001 OUTER REAR LEFT HAND PARKING AID SENSOR
1
Activate the parking aid system.
2
Using manufacturer approved diagnostic equipment check for DTCs.
Is DTC 0x0001 set?
Yes
Go to A2.
No
The parking aid system is operating correctly.
A2: 0X0001 CHECK THE WIRING HARNESS
1
Remove the rear bumper. Do NOT disconnect any connectors. Support it carefully, close to
the rear of the vehicle.
2
Using manufacturer approved diagnostic equipment clear the DTC.
3
4
Is DTC 0x0001 set?
Yes
Go to A3.
No
The Outer Rear Left Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
REPAIR the wiring harness.
A3: 0X0001 CHECK THE PARKING AID SENSOR CONNECTOR
1
Swap the Outer Rear Left Hand Parking Aid Sensor with the Outer Rear Right Hand Parking
Aid Sensor. Check both sensors are connected to the bumper harness connectors.
2
3
4
Is a DTC set?
Yes
If DTC 0x0001 is set check.
The Outer Rear Left Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
The Outer Rear Left Hand Parking Aid Sensor signal wire is short circuit to adjacent ground
circuit.
The Outer Rear Left Hand Parking Aid Sensor signal wire is short circuit to adjacent power
circuit.
The Outer Rear Left Hand Parking Aid Sensor is not connected.
The Outer Rear Left Hand Parking Aid Sensor signal wire is open circuit.
Outer Rear Left Hand Parking Aid Sensor connector pin damage or corrosion.
Replace the Outer Rear Left Hand Parking Aid Sensor.
No
The Outer Rear Left Hand Parking Aid Sensor was not connected correctly.
Investigate possible cause of intermittent failure in the Outer Rear Left Hand Parking Aid
Sensor signal wire short circuit to chassis ground.
PINPOINT TEST B : 0X0002 OUTER REAR RIGHT HAND PARKING AID SENSOR
CONDITIONS
B1: 0X0002 OUTER REAR RIGHT HAND PARKING AID SENSOR
1
2
Is DTC 0x0002 set?
Yes
Go to B2.
No
B2: 0X0002 CHECK THE WIRING HARNESS
1
2
3
4
Is DTC 0x0002 set?
Yes
Go to B3.
No
The Outer Rear Right Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
B3: 0X0002 CHECK THE PARKING AID SENSOR CONNECTOR
1
Swap the Outer Rear Right Hand Parking Aid Sensor with the Outer Rear Left Hand Parking
2
3
4
Is a DTC set?
Yes
The Outer Rear Right Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
The Outer Rear Right Hand Parking Aid Sensor signal wire is short circuit to adjacent ground
circuit.
The Outer Rear Right Hand Parking Aid Sensor signal wire is short circuit to adjacent power
circuit.
The Outer Rear Right Hand Parking Aid Sensor is not connected.
The Outer Rear Right Hand Parking Aid Sensor signal wire is open circuit.
Outer Rear Right Hand Parking Aid Sensor connector pin damage or corrosion.
Replace the Outer Rear Right Hand Parking Aid Sensor.
No
The Outer Rear Right Hand Parking Aid Sensor was not connected correctly.
Investigate possible cause of intermittent failure in the Outer Rear Right Hand Parking Aid
PINPOINT TEST C : 0X0003 INNER REAR LEFT HAND PARKING AID SENSOR
CONDITIONS
C1: 0X0003 INNER REAR LEFT HAND PARKING AID SENSOR
1
2
Is DTC 0x0003 set?
Yes
Go to C2.
No
C2: 0X0003 CHECK THE WIRING HARNESS
1
2
3
4
Is DTC 0x0003 set?
Yes
Go to C3.
No
The Inner Rear Left Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
C3: 0X0003 CHECK THE PARKING AID SENSOR CONNECTOR
1
Swap the Inner Rear Left Hand Parking Aid Sensor with the Outer Rear Right Hand Parking
2
3
4
Is a DTC set?
Yes
The Inner Rear Left Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
The Inner Rear Left Hand Parking Aid Sensor signal wire is short circuit to adjacent ground
circuit.
The Inner Rear Left Hand Parking Aid Sensor signal wire is short circuit to adjacent power
circuit.
The Inner Rear Left Hand Parking Aid Sensor is not connected.
The Inner Rear Left Hand Parking Aid Sensor signal wire is open circuit.
Inner Rear Left Hand Parking Aid Sensor connector pin damage or corrosion.
Replace the Inner Rear Left Hand Parking Aid Sensor.
No
The Inner Rear Left Hand Parking Aid Sensor was not connected correctly.
Investigate possible cause of intermittent failure in the Inner Rear Left Hand Parking Aid
PINPOINT TEST D : 0X0004 INNER REAR RIGHT HAND PARKING AID SENSOR
CONDITIONS
D1: 0X0004 INNER REAR RIGHT HAND PARKING AID SENSOR
1
2
Is DTC 0x0004 set?
Yes
Go to D2.
No
D2: 0X0004 CHECK THE WIRING HARNESS
1
2
3
4
Is DTC 0x0004 set?
Yes
Go to D3.
No
The Inner Rear Right Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
D3: 0X0004 CHECK THE PARKING AID SENSOR CONNECTOR
1
Swap the Inner Rear Right Hand Parking Aid Sensor with the Outer Rear Left Hand Parking
2
3
4
Is a DTC set?
Yes
The Inner Rear Right Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
The Inner Rear Right Hand Parking Aid Sensor signal wire is short circuit to adjacent ground
circuit.
The Inner Rear Right Hand Parking Aid Sensor signal wire is short circuit to adjacent power
circuit.
The Inner Rear Right Hand Parking Aid Sensor is not connected.
The Inner Rear Right Hand Parking Aid Sensor signal wire is open circuit.
Inner Rear Right Hand Parking Aid Sensor connector pin damage or corrosion.
Replace the Inner Rear Right Hand Parking Aid Sensor.
No
The Inner Rear Right Hand Parking Aid Sensor was not connected correctly.
Investigate possible cause of intermittent failure in the Inner Rear Right Hand Parking Aid
PINPOINT TEST E : 0X0005 OUTER FRONT LEFT HAND PARKING AID SENSOR
CONDITIONS
E1: 0X0005 OUTER FRONT LEFT HAND PARKING AID SENSOR
1
2
Is DTC 0x0005 set?
Yes
Go to E2.
No
E2: 0X0005 CHECK THE WIRING HARNESS
1
2
3
4
Is DTC 0x0005 set?
Yes
Go to E3.
No
The Outer Front Left Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
E3: 0X0005 CHECK THE PARKING AID SENSOR CONNECTOR
1
Swap the Outer Front Left Hand Parking Aid Sensor with the Outer Front Right Hand Parking
2
3
4
Is a DTC set?
Yes
The Outer Front Left Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
The Outer Front Left Hand Parking Aid Sensor signal wire is short circuit to adjacent ground
circuit.
The Outer Front Left Hand Parking Aid Sensor signal wire is short circuit to adjacent power
circuit.
The Outer Front Left Hand Parking Aid Sensor is not connected.
The Outer Front Left Hand Parking Aid Sensor signal wire is open circuit.
Outer Front Left Hand Parking Aid Sensor connector pin damage or corrosion.
Replace the Outer Front Left Hand Parking Aid Sensor.
No
The Outer Front Left Hand Parking Aid Sensor was not connected correctly.
Investigate possible cause of intermittent failure in the Outer Front Left Hand Parking Aid
PINPOINT TEST F : 0X0006 OUTER FRONT RIGHT HAND PARKING AID SENSOR
CONDITIONS
F1: 0X0006 OUTER FRONT RIGHT HAND PARKING AID SENSOR
1
2
Is DTC 0x0006 set?
Yes
Go to F2.
No
F2: 0X0006 CHECK THE WIRING HARNESS
1
2
3
4
Is DTC 0x0006 set?
Yes
Go to F3.
No
The Outer Front Right Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
F3: 0X0006 CHECK THE PARKING AID SENSOR CONNECTOR
1
Swap the Outer Front Right Hand Parking Aid Sensor with the Outer Front Left Hand Parking
2
3
4
Is a DTC set?
Yes
The Outer Front Right Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
The Outer Front Right Hand Parking Aid Sensor signal wire is short circuit to adjacent ground
circuit.
The Outer Front Right Hand Parking Aid Sensor signal wire is short circuit to adjacent power
circuit.
The Outer Front Right Hand Parking Aid Sensor is not connected.
The Outer Front Right Hand Parking Aid Sensor signal wire is open circuit.
Outer Front Right Hand Parking Aid Sensor connector pin damage or corrosion.
Replace the Outer Front Right Hand Parking Aid Sensor.
No
The Outer Front Right Hand Parking Aid Sensor was not connected correctly.
Investigate possible cause of intermittent failure in the Outer Front Right Hand Parking Aid
PINPOINT TEST G : 0X0007 INNER FRONT LEFT HAND PARKING AID SENSOR
CONDITIONS
G1: 0X0007 INNER FRONT LEFT HAND PARKING AID SENSOR
1
2
Is DTC 0x0007 set?
Yes
Go to G2.
No
G2: 0X0007 CHECK THE WIRING HARNESS
1
2
3
4
Is DTC 0x0007 set?
Yes
Go to G3.
No
The Inner Front Left Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
G3: 0X0007 CHECK THE PARKING AID SENSOR CONNECTOR
1
Swap the Inner Front Left Hand Parking Aid Sensor with the Outer Front Right Hand Parking
2
3
4
Is a DTC set?
Yes
The Inner Front Left Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
The Inner Front Left Hand Parking Aid Sensor signal wire is short circuit to adjacent ground
circuit.
The Inner Front Left Hand Parking Aid Sensor signal wire is short circuit to adjacent power
circuit.
The Inner Front Left Hand Parking Aid Sensor is not connected.
The Inner Front Left Hand Parking Aid Sensor signal wire is open circuit.
Inner Front Left Hand Parking Aid Sensor connector pin damage or corrosion.
Replace the Inner Front Left Hand Parking Aid Sensor.
No
The Inner Front Left Hand Parking Aid Sensor was not connected correctly.
Investigate possible cause of intermittent failure in the Inner Front Left Hand Parking Aid
PINPOINT TEST H : 0X0008 INNER FRONT RIGHT HAND PARKING AID SENSOR
CONDITIONS
H1: 0X0008 INNER FRONT RIGHT HAND PARKING AID SENSOR
1
2
Is DTC 0x0008 set?
Yes
Go to H2.
No
H2: 0X0008 CHECK THE WIRING HARNESS
1
2
3
4
Is DTC 0x0008 set?
Yes
Go to H3.
No
The Inner Front Right Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
H3: 0X0008 CHECK THE PARKING AID SENSOR CONNECTOR
1
Swap the Inner Front Right Hand Parking Aid Sensor with the Outer Front Left Hand Parking
2
3
4
Is a DTC set?
Yes
The Inner Front Right Hand Parking Aid Sensor signal wire is short circuit to chassis ground.
The Inner Front Right Hand Parking Aid Sensor signal wire is short circuit to adjacent ground
circuit.
The Inner Front Right Hand Parking Aid Sensor signal wire is short circuit to adjacent power
circuit.
The Inner Front Right Hand Parking Aid Sensor is not connected.
The Inner Front Right Hand Parking Aid Sensor signal wire is open circuit.
Inner Front Right Hand Parking Aid Sensor connector pin damage or corrosion.
Replace the Inner Front Right Hand Parking Aid Sensor.
No
The Inner Front Right Hand Parking Aid Sensor was not connected correctly.
Investigate possible cause of intermittent failure in the Inner Front Right Hand Parking Aid
Parking Aid - Front Inner Parking Aid Sensor

Removal
1. Remove the front bumper cover.
For additional information, refer to: Front Bumper Cover
(501-19 Bumpers, Removal and Installation).

bumper cover. Failure to follow this instruction may result
Remove the front inner parking aid sensor.
Release the clips.

3. Remove the parking aid sensor trim panel.
Installation
1. Install the parking aid sensor trim panel.
2. Install the front inner parking aid sensor.
3. Install the front bumper cover.
For additional information, refer to: Front Bumper Cover
(501-19 Bumpers, Removal and Installation).
Parking Aid - Front Parking Aid Speaker

Removal
1. Remove the floor console extension.
Remove the clip.
4. Remove the front parking aid speaker.
Installation
1. Install the front parking aid speaker.
Install the screws.
Install the clip.

Removal
1. Remove the front bumper extension panel screw.
2. Release the front lower edge of the fender splash shield

for access.

to bumper cover. Failure to follow this instruction
NOTE: Access to the parking aid sensor is gained

from the rear of the bumper cover.
Remove the front outer parking aid sensor.
Installation

Install the front outer parking aid sensor.

3. Install the front LH fender splash shield.
Install the screw.
Parking Aid - Parking Aid Camera

Removal
1. Remove the rear spoiler.
For additional information, refer to: Rear Spoiler (501-08
Exterior Trim and Ornamentation, Removal and
Installation).
2. Remove the parking aid camera.
Remove the screw.

3. Remove the parking aid camera bracket.
Drill out the rivet.
Release the parking aid camera bracket,

adhesive pads.
Installation
are clean.
Install the parking aid camera bracket.
Secure the bracket with new adhesive pads and rivet.

2. Install the parking aid camera.
Secure the clips.
Install the screw.

3. Install the rear spoiler.
For additional information, refer to: Rear Spoiler (501-08
Exterior Trim and Ornamentation, Removal and
Installation).
Parking Aid - Parking Aid Module

Removal
NOTE: If a new parking aid module is to be installed, configure the parking aid module using the Land Rover

2. Remove the access panel from the loadspace trim panel
RH.
3. Remove the loadspace trim panel, floor stowage
compartment RH access cover.
Remove the warning triangle.

4. Release the fuse box.
Remove the 3 bolts.

5. Remove the parking aid module.
Remove the 2 nuts.
Installation
1. Install the parking aid module.
Install the nuts.

2. Secure the fuse box.
Secure the wiring harness with new tie straps.

3. Install the loadspace trim panel, floor stowage
compartment RH access cover.
Install the warning triangle.

4. Install the access panel to the loadspace trim panel RH.
6. Using the Land Rover approved diagnostic equipment,
parking aid module.
Parking Aid - Rear Parking Aid Sensor

Removal

to bumper cover. Failure to follow this instruction
NOTE: Access to the parking aid sensor is gained

from the rear of the bumper cover.
Remove the rear parking aid sensor.

Installation

Install the rear parking aid sensor.

Parking Aid - Rear Parking Aid Speaker
Removal
RH.
2. Disconnect the rear parking aid speaker electrical

connector.
3. Remove the rear parking aid speaker.
Remove the nut.
Installation
1. Install the rear parking aid speaker.

2. Connect the rear parking aid speaker electrical
connector.
Charging System - General Information -

Battery
Engine Item Specifications
Type Low maintenance Lead-Silver-Calcium
Vehicles with 4.4L engine Capacity 800 amps - 90 amp/hour
Reserve capacity 150 minutes @ 25 amps
Battery Disconnect/Connect
CAUTIONS:
The vehicle status and battery condition must be established before attempting battery
disconnect/connect. Reference must then be made to the following table to establish the relevant procedure to
be followed.
After connecting the battery, the steering wheel must be turned to full left-hand and full right-hand lock
with the engine running. This allows the dynamic stability control system to calibrate the steering wheel
position. Failure to follow this instruction will result in a variety of instrument cluster warning lights being
illuminated.
NOTE: If there is insufficient capacity in the battery to disarm the alarm, the alarm may sound on connection
of the battery - turning the ignition key to position II will disarm the alarm.
Vehicle status Battery charged Battery discharged

- Procedure Procedure
Engine running 1 -
Vehicle powered down, locked and alarmed 2 3
Vehicle unlocked 4 5
Procedure 1
Disconnect the battery Connect the battery
1. If possible, apply the parking brake or chock the 1. Make sure that all the electrical systems and
wheels ignition are switched OFF
2. Turn the ignition switch to the OFF position. 2. Connect the battery GROUND cable
3. Wait 2 minutes for the engine management system
-
to POWER DOWN
4. Open the hood -
5. Disconnect the battery GROUND cable -
Procedure 2
1. Make sure that all the
1. Unlock the vehicle and disarm the alarm using the UNLOCK button on the key
electrical systems and
fob
ignition are switched OFF
2. Enter the vehicle, turn the ignition key to position II, apply the parking brake
2. Connect the battery
or chock the wheels and then turn the ignition switch to the OFF position.
GROUND cable
Remove the key to POWER DOWN the information and entertainment system
3. Wait 2 minutes for the engine management system to POWER DOWN -
4. Open the hood -
Procedure 3
1. Unlock the vehicle from the driver's door using 1. Make sure that all the electrical systems and ignition
the key are switched OFF
2. Enter the vehicle, apply the parking brake or
2. Connect the battery GROUND cable
chock the wheels
3. Open the hood 3. Turn the ignition key to position II
Procedure 4
1. Enter the vehicle, turn the ignition key to position II, apply the parking brake 1. Make sure that all the
or chock the wheels and then turn the ignition switch to the OFF position. electrical systems and
Remove the key to POWER DOWN the information and entertainment system ignition are switched OFF
2. Connect the battery
2. Wait 2 minutes for the engine management system to POWER DOWN
GROUND cable
3. Open the hood -
Procedure 5
1. Enter the vehicle, apply the parking brake or 1. Make sure that all the electrical systems and ignition
chock the wheels are switched OFF
2. Open the hood 2. Connect the battery GROUND cable
3. Disconnect the battery GROUND cable 3. Turn the ignition key to position II
Vehicle Jump (Emergency) Starting - Using Another Vehicle
WARNINGS:
Take care when working near rotating parts of the engine.
Prior to attempting to start the disabled vehicle, make sure that the parking brake is applied or suitably
chock the wheels. Make sure that 'P' - PARK - Automatic Gearbox or NEUTRAL - Manual Gearbox is selected.
Suitable eye protection must be worn when working in the vicinity of the battery.
DO NOT attempt to start the disabled vehicle if it is suspected that the electrolyte in the battery is
frozen.
During normal use, batteries emit explosive hydrogen gas sufficient to cause severe explosions and
capable of causing serious injury - keep sparks and naked lights away from the engine compartment.
CAUTIONS:
Make sure that there is no physical contact between the donor and disabled vehicles other than the
booster cables.
Make sure that the slave battery/starting aid is of the 12 volt type.
Make sure that all electrical systems and ignition are switched OFF prior to connecting the booster
cables.
Disconnect the booster cables prior to operating any electrical systems.
Carry out the following operations in the sequence given

1. Connect one end of the RED (+) booster cable to the POSITIVE (+) battery terminal of the DONOR vehicle
2. Connect the other end of the RED (+) booster cable to the POSITIVE (+) battery terminal of the DISABLED
vehicle
3. Connect one end of the BLACK (-) booster cable to the GROUND (-) battery terminal of the DONOR vehicle
4. Connect the other end of the BLACK (-) booster cable to a good earth point e.g. unpainted metal surface or
engine mounting at least 0.5 m (19.7 in) from the battery or fuel lines on the DISABLED vehicle
5. Start the engine of the DONOR vehicle and allow it to idle for a few minutes
6. Start the engine of the DISABLED vehicle
7. Allow the engines of both vehicles to idle for a few minutes, then switch off the engine of the DONOR
vehicle
8. Disconnect the BLACK (-) booster cable from the earth point of the PREVIOUSLY DISABLED vehicle
9. Disconnect the BLACK (-) booster cable from the battery of the DONOR vehicle
10. Disconnect the RED (+) booster cable from the PREVIOUSLY DISABLED vehicle
11. Disconnect the RED (+) booster cable from the battery of the DONOR vehicle
Vehicle Jump (Emergency) Starting - Using a Slave Battery/Starting Aid
Carry out the following operations in the sequence given
1. Connect the end of the RED (+) booster cable to the POSITIVE (+) battery terminal of the vehicle
2. Connect the end of the BLACK (-) booster cable to the GROUND (-) battery terminal of the vehicle
3. Start the engine of the vehicle and allow it to idle
4. Disconnect the BLACK (-) booster cable from the battery terminal of the vehicle
5. Disconnect the RED (+) booster cable from the battery terminal of the vehicle
Charging System - General Information - Charging System
SPLIT CHARGING SYSTEM - 2005 MODEL YEAR VEHICLES
Description
The primary function of the Split Charge system is to protect the vehicle battery from becoming discharged to
the degree that it is incapable of starting the engine, due to prolonged use of "add on" electrical equipment,
particularly when the loads are being used in the engine off condition.
As the reserve capacity of the auxiliary battery is 100 minutes, it has to be borne in mind that the auxiliary
battery can only be expected to support a maximum load of 25 Amperes for 100 minutes before the battery
has reached an unusable terminal Voltage of 10.5 (when being used in the engine off condition).
During normal vehicle operation and depending on the state of charge of the primary battery and the loading
of the base vehicle electrical circuits, any remaining available current output from the alternator will charge the
auxiliary battery.
The Auxiliary battery and associated split charge components are located in the rear right hand side of the
vehicle behind the interior trim.
Operation
The Auxiliary battery is connected in parallel to the primary battery under certain conditions, namely:
The vehicle Ignition is on
The vehicle electrical system is above 13V0.2V.
A 25mm cable is connected from the primary battery to a DC contactor. The other terminal of the contactor is
connected to the auxiliary battery with a 25mm cable via a 125 Amp Mega fuse.
The contactor-operating coil is controlled by a Voltage sensitive switch and relay. In the event that the vehicle
electrical and charging system is above 13V0.2V, the contactor coil is provided with a path to ground, closing
the contacts and effectively connecting the primary and auxiliary batteries in parallel.
The auxiliary battery will then receive charging current from the vehicle providing the vehicle is in a condition
of electrical load balance. In the event that the vehicle electrical and charging system falls below 13V0.2V
(hysteresis 0.8V0.2V), the contactor coil has its path to ground removed and the contacts open. In this
condition, any "add on" electrical loads connected to the split charge system can only discharge the auxiliary
battery and not the primary battery.
SPLIT CHARGING SYSTEM - 2006 MODEL YEAR VEHICLES
Description
The primary function of the Split Charge system is to protect the vehicle battery from becoming discharged to
the degree that it is incapable of starting the engine, due to prolonged use of "add on" electrical equipment,
particularly when the loads are being used in the engine off condition.
As the reserve capacity of the auxiliary battery is 135 minutes, it has to be borne in mind that the auxiliary
battery can only be expected to support a maximum load of 25 Amperes for 135 minutes before the battery
has reached an unusable terminal Voltage of 10.5 (when being used in the engine off condition).
During normal vehicle operation and depending on the state of charge of the primary battery and the loading
of the base vehicle electrical circuits, any remaining available current output from the alternator will charge the
auxiliary battery.
The auxiliary battery and auxiliary fuse box are located in the rear right hand side of the vehicle behind the
interior trim. The Voltage sensitive relay is mounted in the engine compartment.
Operation
The Auxiliary battery is connected in parallel to the primary battery under certain conditions, namely:
The vehicle ignition is on.
The vehicle electrical system is above 13.7V.
A 25mm cable is connected from the jump-start post to the voltage sensitive relay. The other terminal of the
VSR is connected to the auxiliary battery with a 25mm cable via a 125 Amp Mega fuse. An auxiliary 6-way
ATO type fuse box is connected to the auxiliary battery via a 125-amp fuse and 25mm cable.
In the event that the vehicle electrical and charging system is above 13.7V, the VSR contacts are closed and
connect the primary and auxiliary batteries in parallel.
The auxiliary battery will then receive charging current from the vehicle providing the vehicle is in a condition
of electrical load balance. In the event that the vehicle electrical and charging system falls below 12.8V the
VSR contacts open. In this condition, any "add on" electrical loads connected to the split charge system can
only discharge the auxiliary battery and not the primary battery.
It is recommended that any additional electrical equipment fitted by the end user is only connected to the
spare terminals of the auxiliary fuse box with an appropriately rated fuse. A maximum of 30 amps per circuit
and a total of 100 amps for the fuse box must not be exceeded.
Battery, Mounting and Cables -

Battery clamp bolts 10 7
Battery terminal nuts 10 7
Battery tray bolts 12 9
Battery, Mounting and Cables - Battery and Cables
Component Location

2 - +VE battery cable
3 - -VE battery cable
4 - Battery
BATTERY
The 110 Ah/850 A EN battery is located in the engine compartment, on the passenger side. It sits in a tray and
is secured with clamp plates and bolts.
The battery terminal posts allow for the battery cables to be connected with clamp type connections.
The battery is semi-sealed. Each casing has a vent to allow for thermal expansion and to vent oxygen and
hydrogen gases, which are produced under certain charging conditions.
The battery incorporates an integral temperature compensated hydrometer to provide a visual indication of the
relative density and level of the electrolyte. The indicator shows different colors to show battery condition as
follows:
GREEN shows that the battery is charged and in a serviceable condition
DARK (turning to black) shows that the battery is in a low state of charge and requires recharging
CLEAR or YELLOW the battery is no longer serviceable and must be replaced.
If the battery shows CLEAR or YELLOW the battery has an internal fault. Do not attempt to charge or jump-
start the vehicle with the battery in this condition.
When removing the battery, ensure the alarm is disarmed and the ignition is switched off. Always disconnect
the negative terminal first and then the positive. When refitting the battery, always fit the positive terminal
first followed by the negative.
If the battery requires recharging, always use an approved constant current charger, designed for lead-calcium
batteries. DO NOT use a fast charger, as permanent damage to the battery may occur.
Transportation Cut-off Device

1 - Electrical power disconnected
2 - Electrical power connected
During production of the vehicle a transportation cut-off switch is connected in series between the battery
negative terminal and the battery ground cable, to minimize battery drain during vehicle storage and delivery.
The transportation cut-off switch provides a convenient method of disconnecting power from all of the electrical
systems on the vehicle, but allows power to be easily restored to start and drive the vehicle during loading and
unloading.
Operating the transportation cut-off switch generates fault codes in some system diagnostics. The fault codes
are cleared, and the transportation cut-off switch is removed, during the Pre Delivery Inspection (PDI), prior to
handover of the vehicle to the customer.
JUNCTION BOXES
A number of junction boxes are used to distribute power throughout the vehicle. For more information on fuse
ratings and circuits protected, refer to the Electrical Circuit Diagrams.
Auxiliary Junction Box
NOTE: The Auxiliary Junction Box (AJB) is fitted to diesel vehicles only.
The AJB is mounted on the engine bulkhead, behind the battery. The AJB receives its main power supply from
the battery and provides circuit protection for the glowplug system.
Battery Junction Box
The battery junction box (BJB) is located in the e-box, on the right-hand (RH) side of the engine compartment.
The BJB receives its main power supply from the battery via the central junction box (CJB) and contains fusible
links, blade fuses and relays.
Central Junction Box
The CJB is located behind the glove box and receives its main power supply from the battery. The CJB contains
fusible links, blade fuses and relays. The CJB also provides the main power supply to the BJB and the rear
junction box.
Rear Junction Box
The rear junction box is located on the RH side of the luggage compartment, behind the side trim casing. The
rear junction box contains blade fuses and relays, and receives its main power supply from the CJB.
Battery, Mounting and Cables - Battery

Removal
CAUTION: Vehicles with left-hand drive only, remove the hood switch and bracket prior to removing the
battery. Failure to follow this instruction may result in damage to the component.
1. Disconnect the hood earth lead.

2. Release the windshield washer tube and heated washer
jet harness from hood clip.
3. Secure the hood in the service position.
4. NOTE: Disconnect the ground cable first.
Disconnect both battery cables.
Loosen the 2 nuts.
5. Remove the battery clamps.
Remove the 2 bolts.
6. Remove the ground cable.
Remove the nut.

7. Remove the battery.
Installation
1. Install the battery.
2. Install the ground cable.

3. Install the battery clamps.
Tighten the bolts.

4. Connect the battery cables.

5. Position the hood in its normal position.
6. Secure the windshield washer tube and heated washer
jet harness to hood clip.
7. Connect the hood earth lead, tighten the nut to 6 Nm (4
lb.ft).
Battery, Mounting and Cables - Battery Tray

Removal
1. Remove the battery.
For additional information, refer to: Battery - 5.0L NA V8
- AJ133/5.0L SC V8 - AJ133 (414-01 Battery, Mounting
and Cables, Removal and Installation) /
Battery - 3.6L V8 - TdV8 (414-01, Removal and
Installation).
2. Release the fender splash shield.
3. Release the fuel fired booster heater.
Remove the nut.
4. Remove the battery tray.
Remove the 4 bolts.
Installation
1. Install the battery tray.

2. Secure the fuel fired booster heater.

3. Secure the fender splash shield.
Tighten the screws.

4. Install the battery.
For additional information, refer to: Battery - 5.0L NA V8
- AJ133/5.0L SC V8 - AJ133 (414-01 Battery, Mounting
and Cables, Removal and Installation) /
Battery - 3.6L V8 - TdV8 (414-01, Removal and
Installation).
Battery, Mounting and Cables - Auxiliary Battery Tray
Removal
1. Remove the battery cover.

3. If installed, remove the auxiliary battery.
4. Remove the engine compartment upper heat
shield.
Remove the screw.
5. Remove the auxiliary battery compartment side

wall.
Release the battery positive cable and

grommet.
Release the four clips.

6. Release the A/C pipes.
Remove the retaining screw.
7. Remove the auxiliary battery tray.
Remove the three retaining nuts.
Installation

Generator and Regulator - 4.2L SC V8 - AJV8 -
Item Specification
Generator:
Make/Type Denso SC2
Output 150 amps @ 25 C
Voltage control By Power Control Module (PCM)
Voltage set point regulation Controlled by Engine Management System (EMS)
* Battery positive connection nut 10 7
CAUTION: * Damage to the internal connections will result if this torque is exceeded
Generator and Regulator - 4.2L SC V8 - AJV8 - Generator
GENERAL
The generator is located at the front RH side of the engine, on the cylinder block. The generator has an output
of 85/150 Amps and is manufactured by Denso. A six-ribbed polyvee belt drives the generator pulley, which in
turn is driven from the engine crankshaft pulley.
The generator comprises a stator, a rotor, a rectifier pack and a regulator. There is a three-pin connector
(C0053) on the generator:
Pin
Description
Number
Voltage reference line to the battery via the Battery Junction Box (BJB), this runs through a fuse in
Pin 1
the BJB. If the fuse is blown, the ignition/no charge warning indicator will illuminate.
Pulse Width Modulated (PWM) signal from the Engine Control Module (ECM) to the generator
Pin 2
(generator control)
Pin 3 PWM signal from the generator to the ECM (generator monitoring)
The generator is connected to ground via its mountings.
The rotor comprises a field winding, wound around an iron core and mounted on a shaft. The iron core has
extensions at each end, which form North and South poles as current flows through the field winding. The rotor
is located inside the stator and is mounted on bearings for smooth running and to support the rotor due to the
high side loading applied by the drive belt tension.
The stator has three sets of coils made from copper wire. The three coil windings are connected in a 'star'
connection, where one end of the winding is connected to the other two windings. The output current is
supplied from the opposite end of each winding. Rotation of the rotor causes an ac current to be produced in
the coils.
The rectifier converts the ac current produced in the stator coils into dc (rectified) current required by the
vehicle electrical system. The rectifier comprises semi-conductor diodes mounted on a heatsink to dissipate
heat. An equal number of the diodes are on the negative and positive side. An additional diode in the regulator
controls feedback through the battery voltage signal line. The rectifier also prevents current flow from the
battery to the generator when the output voltage is less than the battery voltage.
The 'smart' regulator controls the output voltage from the generator to protect the battery; at low
temperatures battery charge acceptance is very poor so the voltage needs to be high to maximise any re-
chargeability, but at high temperatures the charge voltage must be restricted to prevent excessive gassing
with consequent water loss. The Engine Management System (EMS), which controls the regulator, will calculate
the voltage set point required for the ensuing conditions. The 'traditional' regulator controls voltage against
generator temperature, which means the battery temperature will lag a long way behind so there will be
significant periods of operation when battery charging is compromised. With this system, the EMS can set the
voltage by inferring the battery temperature from information received from it's various sensors, hence voltage
will acurately follow the battery's needs.
The regulator has transistors, which rapidly switch on and off to regulate the voltage output according to the
voltage sensed internally. The regulator also provides a PWM signal output to the ECM, which uses the signal to
adjust the idle speed under varying electrical loads.
Initially, the ignition switch supply provides an excitation current to the rotor at low generator speeds via
brushes, which contact slip rings at the end of the rotor shaft. As the generator speed increases the generator
becomes self-exciting.
The charge warning lamp function is transmitted to the EMS and then on to the Controller Area Network (CAN)
bus to the instrument cluster.
LOAD MANAGEMENT SYSTEM
The load management system comprises software resident in the Automatic Temperature Control (ATC)
module . Its purpose is to protect battery state-of-charge during abnormal usage of the vehicle. The system
will request the Media Orientated System Transport (MOST) ring and the air suspension to go into 'power save'
mode, and will modulate features such as seat heating and screen heating to prevent the battery being
dragged down to a point where the car becomes un-operational. A 'WARNING - LOW BATTERY' message will be
displayed in the message center.
Generator and Regulator - 4.2L SC V8 - AJV8 - Generator

Removal
2. Remove the coolant expansion tank.
Tank (303-03A Engine Cooling - 4.2L SC V8 - AJV8,
3. Remove the coolant expansion tank support
bracket.
Remove the 3 bolts.

safety stands.

Installation).

clockwise.

generator pulley.
7. Disconnect the battery positive cable and the generator

Remove the nut.

Remove the 3 bolts.

Installation
Install and tighten the generator upper fixing bolt,

before the lower bolts.

2. Connect the battery positive cable and generator


Installation).
5. Install the coolant expansion tank support bracket.

Tank (303-03A Engine Cooling - 4.2L SC V8 - AJV8,
Generator and Regulator - TDV8 3.6L Diesel -

Item Specification
Generator:
Make/Type Denso SC2
Output 90/150 amps @ 25 C
Voltage control By Power Control Module (PCM)
Voltage setpoint regulation Controlled by Engine Management System (EMS)
* Generator harness nut 12 9
CAUTION: * Damage to the internal connections will result if this torque is exceeded
Generator and Regulator - TDV8 3.6L Diesel - Generator
GENERAL
The generator is a self exciting type manufactured by Denso and is capable of producing an output current of
90/150 Amps. The generator is located at the front RH side of the engine, and is secured to an engine mounted
bracket with a top pivot bolt and 2 lower bolts. The generator mountings provide the electrical ground
connection for the generator.
The generator pulley is driven by the engine crankshaft pulley via the accessory drive belt.
For additional information, refer to: Accessory Drive (303-05C Accessory Drive - TDV8 3.6L Diesel, Description
and Operation).
The generator comprises the following major components:
Stator
Rotor
Rectifier pack
Regulator.
Stator
The stator contains 3 sets of coils manufactured from copper wire with the ends formed into a 'star'
connection. Rotation of the rotor within the stator produces an Alternating Current (AC) in the coils.
Rotor
The rotor comprises a field winding, wound around an iron core and mounted on a common shaft. The ends of
the common shaft form the magnetic north and south poles. The rotor is housed within the stator and mounted
on bearings to provide smooth running and support, due to the side loading applied by the accessory drive belt
tension.
During engine cranking when generator speed is low, the ignition switch supply provides an excitation current
to the rotor via brushes and contact slip rings at the end of the common shaft. As the generator speed
increases the generator becomes self exciting.
Rectifier
The rectifier converts the AC current produced in the stator coils into Direct Current (DC) that is required by
the vehicle electrical system. The rectifier also prevents current flow from the battery to the generator when
the generator output voltage is less than the battery voltage.
The rectifier comprises 12 semi-conductor diodes, 6 mounted on the positive heat sink and 6 on the negative.
The heat sink dissipates the resultant heat created in the electrical conversion process.
Regulator
The regulator provides a controllable variable voltage output from the generator. A threaded copper post
connection on the generator outer casing supplies the rectified and regulated DC current from the generator,
via a large diameter cable to the battery positive terminal. A 3-pin electrical connector located on the rear
outer casing provides 2 terminals for the hardwired generator monitoring and control connections to the Engine
Control Module (ECM), and a single battery sensing connection between the regulator and vehicle battery
positive terminal via a 5 amp fuse located in the Central Junction Box (CJB).
An additional diode is located within the regulator and is used to control feedback through the battery voltage
signal line.
The ECM contains software maps that provide a mathematical model of battery electrolyte temperature, and
constantly receives information from the regulator regarding the actual battery voltage. Based on the
information received from the regulator, the ECM communicates a predicted output voltage to the regulator
that is required to effectively charge the battery without causing overcharging. The regulator adjusts the
supply voltage to the battery to meet the required output voltage determined by the ECM. This control cycle is
repeated under a closed-loop condition.
The ECM monitors the generator for mechanical failure or a fault in the connections between the generator and
ECM. If a fault is detected a Diagnostic Trouble Code (DTC) is stored in the ECM memory, and if necessary, a
message is communicated on the high speed Controller Area Network (CAN) bus to the instrument cluster to
illuminate the charge warning indicator lamp.
Operation).
During engine starting, the charge warning indicator lamp is illuminated in the instrument cluster when the
ignition is energized, and is extinguished when the engine starts and the ECM detects a generator output
voltage.
During engine idling, varying electrical loads will affect the engine idling speed. To maintain the correct engine
idling speed, the ECM constantly adjusts engine fueling in proportion to the actual battery voltage information
received from the regulator.
LOAD MANAGEMENT SYSTEM
The load management system comprises software resident in the Automatic Temperature Control (ATC)
module.
For additional information, refer to: Control Components (412-04 Control Components, Description and
Operation).
The purpose of load management is to protect the battery state-of-charge during abnormal usage of the
vehicle. The system will request the Media Orientated System Transport (MOST) ring and the air suspension
system to enter 'power save' mode, and will modulate features such as seat and screen heating to prevent the
battery voltage becoming critically low to the point where the vehicle becomes un-operational. A 'WARNING -
LOW BATTERY' message will be displayed in the message center.
CONTROL DIAGRAM
NOTE: A = Hardwired; D = High speed CAN bus

1 - Battery
2 - ECM
4 - Generator
Published: 06-Jul-2011
Generator and Regulator - TDV8 3.6L Diesel - Generator
Removal
Specifications).

safety stands.

and Installation).
5. Disconnect the RH turbocharger intake tube.
Remove the nut.
Release the clip.

engine mount bracket.
7. Reposition the generator.
Remove the 3 bolts.
Remove the nut.
Disconnect the generator harness.
Installation

sequence shown.
Reposition the generator.
3. Install the turbocharger intake tube.
Tighten the nut.
Secure the clip.

5. Attach the battery positive cable to the engine mount
bracket.
and Installation).
Specifications).
Information and Entertainment System - General Information -

Cellular Phone
Principle of Operation
For a detailed description of the Cellular phone system and operation, refer to the relevant Diagnosis and
Testing section of the workshop manual. REFER to: Cellular Phone (419-08, Description and Operation).
modules does not guarantee confirmation of a fault and may also cause additional faults in the vehicle being
checked and/or the donor vehicle.
Visual Inspection
Fuses
Check all information and entertainment system modules
Electrical harnesses
Speakers
Harness connectors
Switch(s) stuck or damaged
Battery condition, state of charge
4. If the cause is not visually evident, check for Diagnostic Trouble Codes (DTCs) and refer to the DTC
Index.
Symptom Chart
Symptom Action
Unable to pair GO to Pinpoint Test A.
Not Auto Connecting GO to Pinpoint Test B.
Poor Quality Audio GO to Pinpoint Test C.
No Audio to 3rd Party GO to Pinpoint Test D.
No Audio from 3rd Party GO to Pinpoint Test E.
No Audio GO to Pinpoint Test F.
DTC Index
For a complete list of Diagnostic Trouble Codes (DTCs) that could be logged on this vehicle refer to Section
100-00 of the Workshop Manual.
REFER to: Diagnostic Trouble Code (DTC) Index - DTC: Module Name: Bluetooth Module (100-00 General
Information, Description and Operation).
Pinpoint Tests
PINPOINT TEST A : UNABLE TO PAIR

CONDITIONS
A1: 'NO PHONE FITTED' DISPLAY
NOTE: Prior to continuing with any diagnosis, ensure that the Customer telephone and level of software is
included on the JLR approved list, the telephone battery is fully charged and in a serviceable condition, the
bluetooth function is activated and the telephone handset is placed within the vehicle cabin area.
1
Carry out checks to determine if 'No Phone Fitted' is shown on vehicle display.
Is 'No Phone Fitted' displayed?
Yes
GO to A2.
No
Locate the connected telephone and if not Customer telephone, disconnect from the system.
A2: TELEPHONE BLUETOOTH DEVICE SEARCH
1
Carry out Bluetooth device search using Customer handset.
Is 'Land Rover' identified in Bluetooth device list?
Yes
Select device from list, then continue with diagnosis.GO to A3.
No
Carry out further Bluetooth device search, to a maximum of 4 times, waiting approximately 20
seconds between searches. If 'Land Rover' still not identified in Bluetooth device list, set
ignition status to OFF, wait approximately 30 seconds and set ignition status to ON. Carry out
further Bluetooth device search, to a maximum of 4 times, waiting approximately 20 seconds
between searches. If 'Land Rover' still not identified in Bluetooth device list, contact your local
in market support for further assistance.
A3: TELEPHONE HANDSET ERROR
1
Check for any error shown on the telephone handset when 'Land Rover' is selected from the
Bluetooth device list.
Was an error immediately shown on the telephone handset?
Yes
Wait approximately 10 seconds then re-attempt selection, to a maximum of 4 times, waiting
approximately 10 seconds between each attempt. If error still being displayed, contact your
local in market support for assistance.
No
Enter PIN '2121' then continue with diagnosis.GO to A4.
A4: PIN ENTRY STATUS
1
Check for successful PIN entry.
Was PIN entry successful?
Yes
GO to A5.
No
Wait approximately 10 seconds then re-attempt PIN entry, to a maximum of 4 times, waiting
approximately 10 seconds between each attempt. If PIN entry is still un-successful, contact
your local in market support for assistance.
A5: 'NO PHONE FITTED' DISPLAY
1
Carry out checks to determine if 'No Phone Fitted' is still shown on vehicle display.
Is 'No Phone Fitted' still displayed?
Yes
From the telephone handset, select the connect option for the 'Land Rover' device identified in
the Bluetooth device list. If 'No Phone Fitted' is still displayed, suspect a telephone handset
fault. Carry out Pinpoint test again using known good telephone handset.
No
The telephone is paired and connected to the system. No further action is required for this
symptom.
PINPOINT TEST B : NOT AUTOMATICALLY CONNECTING
TEST CONDITIONS DETAILS/RESULTS/ACTIONS
B1: CUSTOMER TELEPHONE IN POSITION 1
bluetooth and auto connect functions are activated and the telephone handset is placed within the vehicle
cabin area.
1
Carry out checks to determine if the Customer telephone is in position 1 in the
Bluetooth Module device list.
Is the Customer telephone in position 1?
Yes
GO to B2.
No
Advise Customer that delays in connection will occur if telephone is not listed in
position 1.
B2: BLUETOOTH CONNECTION
1
Carry out checks to determine if Bluetooth connection to the vehicle has been
achieved.
Has Bluetooth connection to the vehicle been achieved?
Yes
No further action is required for this symptom.
No
GO to B3.
B3: 'NO PHONE FITTED' DISPLAY
1
Carry out checks to determine if 'Land Rover' is shown in the Customer Bluetooth
telephone device display.
Is 'Land Rover' identified in the Customer Bluetooth device list?
Yes
Select the device to connect then follow pairing instructions.
No
Carry out the 'Unable to Pair' Pinpoint Test.
PINPOINT TEST C : POOR QUALITY AUDIO
CONDITIONS
C1: SIGNAL STRENGTH
telephone is placed within the vehicle cabin area and is connected to the vehicle via bluetooth.
1
Check the signal strength displayed on the telephone handset.
Are at least two signal strength bars shown on the telephone handset display?
Yes
GO to C2.
No
Suspect GSM Network issue. This can explain intermittent audio and dropped calls, and
the inability to initiate calls.
C2: POOR AUDIO FROM THIRD PARTY ONLY
1
Establish from Customer feedback/symptom if there is poor audio from the Third Party
only.
Is the poor audio from the Third Party only?
Yes
Suspect GSM Network issue. This can explain intermittent audio and dropped calls, and
the inability to initiate calls.
No
GO to C3.
C3: POOR AUDIO TO THIRD PARTY ONLY
1
Establish from Customer feedback/symptom if there is poor audio to the Third Party only.
Is the poor audio to the Third Party only?
Yes
Check and install a new microphone as necessary.
No
GO to C4.
C4: POOR AUDIO WITH VEHICLE STATIONARY
1
Establish from Customer feedback/symptom if there is poor audio when the vehicle is
stationary only.
Is the poor audio when the vehicle is stationary only?
Yes
Check and install a new microphone as necessary.
No
GO to C5.
C5: THIRD PARTY MOVING VEHICLE
1
Establish from Customer feedback/symptom if the Third Party is in a moving vehicle.
Is the Third Party in a moving vehicle?
Yes
There are limitations to the way the system can improve audio, and in this situation it is
not possible to determine the source of the audio degradation.
No
GO to C6.
C6: CUSTOMER HEARING ECHO
1
Establish from Customer feedback/symptom if the Customer is hearing an echo.
Is the Customer hearing an echo?
Yes
Echo from the Third Party is not vehicle failure, it is the Third Party set-up. No further
action is required for this symptom.
No
Contact your local in market support for assistance.
PINPOINT TEST D : NO AUDIO TO THIRD PARTY
D1: MICROPHONE DIAGNOSTIC TROUBLE CODES (DTCS)
1
Using the Manufacturer approved diagnostic system, check for any logged microphone
DTCs in Audio Front Control module.
Is DTC B1D79-01 logged?
Yes
Carry out diagnosis of electrical failure as advised in Action column of DTC Index.
No
PINPOINT TEST E : NO AUDIO FROM THIRD PARTY
E1: 'IN CALL' DISPLAY
1
Carry out checks to determine if 'In Call' is shown on the vehicle display.
Is vehicle display showing 'In Call'?
Yes
No
Call has ended. No further action is required for this symptom.
PINPOINT TEST F : NO AUDIO
F1: AUDIO FROM THIRD PARTY
1
Establish from Customer feedback/symptom if there is Audio from the Third Party.
Is there Audio from the Third Party?
Yes
GO to F2.
No
Refer to the 'No Audio From Third Party' Pinpoint test.GO to E.
F2: AUDIO TO THIRD PARTY
1
Establish from Customer feedback/symptom if there is Audio to the Third Party.
Is there Audio to the Third Party?
Yes
GO to F3.
No
Refer to the 'No Audio To Third Party' Pinpoint test.GO to D.
F3: CD OR RADIO AUDIO
1
Establish from Customer feedback/symptom if there is Audio from the CD or Radio.
Is there Audio from the CD or Radio?
Yes
GO to F4.
No
Suspect MOST ring fault, refer to electrical circuit diagrams and check/rectify MOST ring
as necessary.
F4: TELEPHONE HANDSET AUDIO
1
Establish from Customer feedback/symptom if there is Audio from the telephone handset.
Is there Audio from the telephone handset?
Yes
Ensure vehicle is parked. Disconnect and reconnect handset. If issue not resolved,
contact your local in market support for assistance.
No
Contact you local in market support for assistance.
Audio Unit -
Audio unit to audio unit bracket screws 1 1
Compact disc (CD) changer to in-vehicle crossbeam screws 1 1
Integrated control panel (ICP) to integrated control panel bracket screws 2 2
Amplifier mounting bracket nuts and bolts 10 7
Amplifier bolts 10 7
Antenna nuts 6 4
Audio Unit - Audio System

AUDIO SYSTEM COMPONENT LOCATION

1 - SDARS antenna (NAS only)
3 - Speakers
4 - Integrated Head Unit (IHU)
5 - compact disc (CD) autochanger
7 - Steering wheel switches
8 - Suppressor
9 - Suppressor
10 - SDARS receiver (NAS only)
11 - Audio amplifier
12 - frequency modulation (FM) Diversity antenna amplifier
13 - FM Antenna amplifier
GENERAL
Two levels of the system are available and both systems use the Touch Screen Display (TSD) as their interface.
One system is based around a Harman/Kardon DSP audio amplifier while the other is based around the
Harman/Kardon Logic7 audio amplifier. The audio system has no option for a single CD or a cassette tape
player.
It is also possible to specify extras to the audio system to extend its capabilities. These options include:
Telephone
Satellite navigation
Television / Teletext
Voice recognition system (navigation and telephone).
Rear Seat Entertainment (RSE)
MOST
The components of the complete audio/infotainment system are all connected on the Media Orientated
Systems Transport (MOST) ring. The MOST ring is a fibre optic communications bus for multi media
applications. Sound and control information is passed around the MOST ring and can be picked up by any of
the systems units. For example, sound information is sent from the CD autochanger along the MOST ring and
is collected by the audio amplifier which then outputs the sound to the speakers.
MOST technology uses a plastic optical fibre which forms a network connecting the audio and multimedia
system components. Each component in the ring is connected to the plastic optical fibre through a device
known as a Fibre Optical Transceiver (FOT). Each FOT has two optical connections; one connection is sensitive
to light and is the input and the second connection forms the light source and is the output. The system
operates by connecting the output from one FOT to the input of another FOT.
The light signals are sent in one direction only and are formed in the following way:
Electrical signals are converted into an electrical current
The current then drives a light emitting diode (LED) in the FOT to produce a high intensity red light
The LED transmits the light through a fibre optic cable
A photo diode in the FOT at the opposite end of the fibre optic cable detects the light.
The following components are connected to the MOST ring:
Integrated Head Unit (IHU)
Touch Screen Display (TSD)
SDARS receiver
TV tuner
Traffic Message Channel (TMC) module
Amplifier
Rear seat entertainment module
Personal telephone integration module
CD autochanger.
The IHU is the timing master for the MOST system. The IHU controls and manages the MOST ring and the
system components. It is also responsible for the MOST security system. Each component in the MOST ring has
a unique serial number. The component serial number is stored in a registry file in the instrument cluster. If
any component serial number is not recognized, the entire audio system will not function.
A replaced component requires its serial number to be programmed in the instrument cluster registry using
Land Rover approved diagnostic equipment. If the instrument cluster is replaced, the complete system will not
function until the instrument cluster is programmed with the component serial numbers using Land Rover
approved diagnostic equipment.
MOST Diagnostics
A light box is used to diagnose the MOST system. The light box emits a visible, high intensity red light which
can be connected into the ring at any point to test the ring integrity. The light box is used in conjunction with
Land Rover approved diagnostic equipment.
Disconnecting a MOST connector will reveal if the high intensity red light is visible. Do not view the red light
directly. If a break occurs in the MOST ring fault codes are stored in the IHU which can be retrieved using Land
Rover approved diagnostic equipment.
INSTRUMENT CLUSTER GATEWAY FUNCTION
The instrument cluster incorporates a gateway function. The gateway function is the link between the vehicle
bus systems and the audio system MOST ring. When the vehicle is unlocked, the instrument cluster receives a
system 'wake-up' message on the controller area network (CAN) bus. This message is then passed to the
integrated head unit (IHU) which then 'wakes-up' the MOST ring components by energizing the infotainment
relay.
System Security
The gateway function stores a unique serial number for each component in the infotainment system. This new
system, known as 'Security on MOST' replaces the radio codes used on previous audio systems.
During vehicle production, the serial number of each component is extracted from its memory and stored in
the instrument cluster. At every subsequent ignition on cycle, the Integrated Head Unit (IHU) reads the serial
number for each component and compares them to the stored serial numbers in the instrument cluster. If an
incorrect code detected the MOST system will shut down and the infotainment system will not function.
If an infotainment component is replaced, Land Rover approved diagnostic equipment will be required to
disable the security on MOST feature. A file is downloaded which extracts the new serial number from the
replacement component and records it in the instrument cluster. Land Rover approved diagnostic equipment is
used to re-enable the security on MOST feature and restore the system security.
INFOTAINMENT RELAY
An infotainment relay is located in the rear fusebox. The relay receives a permanent power supply from fusible
link 8 in the passenger compartment fusebox. The relay coil is controlled by the IHU which provides a ground
for the coil. When a vehicle unlocked signal is transmitted on the CAN, the message is received by the IHU
which provides a ground for the relay, closing the contacts and supplying power to the audio/infotainment
system components. The IHU maintains the relay in an energized condition for a period of time after the
ignition is switched off to allow time for the navigation computer to 'power down' and also to allow a faster
system start-up if the system is required subsequently.
AUDIO SYSTEM
The Digital Signal Processor (DSP) audio system comprises:
DSP amplifier
Touch Screen Display (TSD)
Six disc CD autochanger
11 Speakers
The Harman/Kardon Logic7 audio system comprises:
Logic7 amplifier
TSD
IHU
Six disc CD autochanger
14 Speakers
Touch Screen Display

1 - On-Road Information
2 - Settings
3 - Climate Set Indicator (Auxiliary Heater)
4 - 4X4 Off-Road Information
5 - Touch Screen Display
6 - A/V (Audio/Video)
7 - Light sensor
8 - Navigation
9 - Telephone
10 - Down/Decrease
11 - Mode
12 - Up/Increase
13 - Audio
14 - Volume
15 - Info
16 - Audio On/Off
17 - Tone
18 - Audio On/Off Indicator
The Touch Screen Display (TSD) forms the basis of the audio system. It communicates with the rest of the
audio/infotainment system on the MOST ring and allows control of the audio system and other infotainment
systems from a single point.
The TSD communicates with the Integrated Head Unit (IHU) on the MOST ring and provides the driver
interface and driver display of the audio system. The TSD also provides driver display and control of the
telephone, the rear view camera, the Venture Cam, the navigation system, the Traffic Message Channel and
the rear seat entertainment.
The audio system and other systems are operated by a combination of the physical buttons located on each
side of the screen and the 'virtual' buttons displayed on the touch screen. For clarification, the physical buttons
are referred to as 'buttons' and the touch screen virtual buttons are referred to as 'icons'.
The TSD is a touch sensitive, 800 X 480 pixels LCD VGA screen which displays in a 15.9:1 format.
Care should be taken with the TSD to ensure its correct operation:
The screen should be cleaned with a lightly, water moistened cloth. Do not use chemical agents or
domestic products to clean the screen or any part of the surround.
Only use your finger to operate the touch screen. Ensure you only use one finger to avoid incorrect
entries.
A short light press of the touch screen is sufficient. Excessive pressure can damage the screen.
Six connectors provide the interface between the TSD and the other system components.
On-Board Computer
The on-board computer functions can be accessed by from the TSD, by pressing the on-road information
button on the left-hand (LH) side of the TSD. After pressing this button the last displayed screen in the on-road
information selection appears in the TSD. The following screens are available in the on-road information
screen:
Fuel and temperature
Speed
Stopwatch
Trip settings.
TSD Diagnostics
NOTE: Fault codes can also be retrieved using Land Rover approved diagnostic tool.
NOTE: The navigation computer also has an on-board diagnostic mode which is accessible using the TSD.
For additional information, refer to: Navigation System (419-07 Navigation System, Description and
Operation).
The TSD has an on-board diagnostics capability to allow the functionality of the following to be tested:
Touch screen icons
Touch screen surrounding physical buttons

Vehicle input signals
Video inputs
RGB color display
Self test with fault codes displayed (if applicable)
Configuration settings of the TSD
Vehicle configuration
MOST ring function
Use the following procedure to get access to the diagnostic screens.
Insert the vehicle key in the ignition switch and turn to the ignition position II.
Once the 'CAUTION' screen has been displayed, press the 'AGREE' virtual button in the bottom right hand
corner of the TSD. The 'Home Menu' will be displayed.
In a central position at the top of the TSD, press the screen and hold for 5 seconds, then release and press
and hold the navigation physical button for 5 seconds and release. A 'Diag PIN Entry' box will appear.
In the 'Diag PIN Entry' box, enter the diagnostic PIN entry code of '753' and press the 'OK' icon on the
TSD. A 'Diagnostics Menu' screen will appear.
The following selections can be made from the 'Diagnostics Menu' screen.
- Hard Key Test (physical buttons)
- Touch Switch Test (virtual icons)
- Vehicle signals
- Video Inputs Test
- RGB Color Test
- Self Test
- Configurations
- Vehicle Configurations
- MOST Test
Once a screen display is complete, you can return to the previous menu screen by pressing the return icon
in the top right hand corner of the TSD.
Hard Key Test
- This screen displays a 'Hard Key Test Form' screen. The hard key test verifies the correct
function of each of the physical buttons which surround the TSD. Pressing each button in turn will
turn the applicable icon in the TSD green if the button is functioning correctly.
Touch Switch Test
- This screen displays the 'Touch Switch Test' screen which gives two selections; 'Start Calibration'
and 'Touch Switch Check'.
- The 'Start Calibration' screen allows re-calibration of the screen. The touch screen co-ordinates
can be aligned by pressing a series of on screen targets. To return to the 'Touch Switch Test'
screen, press the 'Navigation' physical button.
- The 'Touch Switch Check' screen displays a blank screen. Touching the screen will display a
series of co-ordinates for the area of the screen which has been touched. This can be used to
check if an area of the screen has a fault.
Vehicle Signals
- The vehicle signals screen displays inputs from other vehicle systems. The screen shows the 'real
time' parameters and status of the following:
- Battery voltage
- Lights (on/off)
- Ambient light sensor voltage
- Backlight dimming duty (pulse width modulation (PWM) %)
- Graphic illumination dimming duty (PWM %)
- Output audio allocation (amplitude modulation (AM)/FM tuner, CD, Navigation, DVD, TV)
- PCB Temperature
- Speed inhibit (overspeed) (on/off)
- MOST FOT temperature (C)
- Parking position (Park brake on/off)
- Backlight PWM duty
- Beep volume
- Beep tone.
Video Inputs Test
- The video inputs test screen allows the video inputs from the Venture Cam, Rear View Camera
and the TV/DVD to be tested.
- Pressing the 'Companion Camera' icon enables the Venture Cam display. The Venture Cam must
be removed from its docking station and switched on. The display can be switched between PAL
and NTSC and also in two wide-screen formats and a normal view.
- Pressing the 'Rear View Camera' icon enables the rear view camera display. The display can be
switched between PAL and NTSC and also in two wide-screen formats and a normal view.
- Pressing the 'TV/DVD' icon enables the display from the TV tuner or the DVD player. The display
can be switched between PAL and NTSC and also in two wide-screen formats and a normal view.
RGB Color Test
- The RGB color test form screen allows the TSD color outputs to be tested. By pressing each color
in turn, the whole screen is displayed in that color and the whole screen area can be checked for
uniform color display. Pressing the screen a second time returns to the RGB color test form screen.
Self Test
- The 'Self Test' screen displays the current ignition switch position, the battery output voltage and
the diagnostic session. After a few seconds, the display will show any existing fault conditions in
the form of a diagnostic trouble code and a brief description.
Configurations
- The 'Configurations' screen allows the data for the TSD and also the Navigation Computer to be
displayed. The display can be switched between the TSD and the Navigation computer by pressing
the icon in the top left hand corner of the screen, which displays either 'Show MMM Information'
(navigation computer) or 'Show HLDF Information' (TSD).
- Each screen shows the following information:
- Vehicle Type
- Serial Number
- Part Number / Parts Level
- Land Rover Software Version
- MOST SWDL Block Size
- Main CPU Software/Bootloader Versions
- Main CPU Application Version
- Sub CPU Software Version
- Private CAN Database Version
Vehicle Configurations
- The 'Vehicle Configurations' screen has four separate screens which show information for each of
the audio/navigation system components. Each screen can be displayed by pressing the 'Next' icon
in the bottom right hand corner of the screen. A previous screen can be displayed by pressing the
'Prev.' icon adjacent to the 'Next' icon.
MOST Test
- The 'Most Test Form' screen shows the information being passed on the MOST ring for each
driver input. For example, when the screen is displayed, adjusting the volume control using the
TSD rotary control or the steering wheel switches will show the MOST ring signals being
transmitted. This can be repeated for each function to establish that the driver request is being
transmitted on the MOST ring.

The Integrated Head Unit (IHU) is located behind the TSD. The IHU contains the radio functionality for the
audio system. The IHU communicates on the MOST ring with the components in the audio system. The IHU is
also the timing master for the MOST ring. The IHU is the controls and manages the MOST ring and provides the
allocations of channels, system power management and the functionality and co-ordination of the other system
components.
The IHU also controls the operation of the infotainment relay. The infotainment relay is located in the rear
fusebox and the relay coil is controlled by the IHU which provides a ground for the coil. The relay supplies
power to a number of the audio system components.
Radio signals are received by antennae located in the left hand rear quarter window and the rear screen. An FM
antenna amplifier is located in the upper taildoor and passes AM/FM signals from the rear screen antennae to
the IHU. A diversity antenna is located in the left hand rear quarter window. A FM diversity antenna amplifier is
located behind the left hand luggage compartment trim panel, below the window and passes FM radio signals
from the rear quarter window diversity antenna to the IHU. The FM diversity system uses a multi-antenna
system which selects the strongest signals from the antennae. In weak signal areas the amplifier uses an
integral ultrasonic noise detector to find the least distorted antenna signal to ensure maximum reception
quality is maintained.
Diagnostic messages retrieved via Land Rover approved diagnostic equipment are routed from the IHU through
the instrument pack, prior to being transferred to the diagnostic socket.
6 Disc CD Autochanger
The six disc CD autochanger is located at the rear of the glove compartment. The CD autochanger is a
standard fitment on all 2005 MY Range Rovers. The CD autochanger is capable of playing audio CDs and MP3
CDs. The autochanger uses a six disc magazine which is loaded into an aperture on the front of the unit.
The CD autochanger is connected on the MOST ring and receives a permanent fused power supply from the
passenger compartment fusebox.
SATELLITE DIGITAL AUDIO RADIO SERVICE (SDARS) (NAS VEHICLES ONLY)

SDARS is a satellite based radio service which is available in the United States of America (USA) and from
2009MY also in Canada. Digitally encoded audio transmissions are broadcast to receivers from two satellites or
from ground based repeater stations. It is possible for the SDARS transmissions to be received in northern
Mexico but reception is not guaranteed outside of the USA or Canada.
The service is provided by a company called Sirius. The service comprises over 100 channels of digital
entertainment which is provided by subscription requiring a monthly payment.
Operation of the SDARS system is the same as the radio operation with selections made using the TSD icons or
the TSD buttons and rotary controller.
The SDARS system requires additional components to be added to the audio system. An SDARS antenna and a
receiver are fitted to allow reception of the service.
The customer must subscribe to receive the SDARS service. If the user selects a channel to which subscription
is not authorised, the TSD will display the telephone number of the SDARS providers subscription service. The
telephone number is stored in the IHU and can be changed or amended using Land Rover approved diagnostic
equipment.
SDARS Antenna
The SDARS antenna is located in the roof pod and is shared with the telephone system and navigation system
where fitted. The roof pod is located externally in a central position towards the rear of the roof.
The roof pod contains two antennas for the SDARS system. One receives the digital transmissions from the
SDARS satellites and the second receives transmissions from the ground based repeater stations.
The SDARS antennas are connected to the SDARS receiver using co-axial cables.
SDARS Receiver
SDARS Receiver - Up to 2007MY
SDARS Receiver - From 2007MY

The SDARS receiver is a dedicated SDARS head unit and tuner which is controlled by the IHU on the MOST
ring. The receiver is located in the left hand rear of the luggage compartment.
The receiver processes the signals from the SDARS antennas. The signals are filtered and the receiver
determines which of the two signals is the strongest with the least distortion to use for the audio output. For
example, if the vehicle drives into a tunnel, the receiver will change from a satellite signal to a repeater station
signal to maintain the strongest signal.
On vehicles from 2007MY, an updated SDARS receiver is used. This new receiver is visually different to the
previous one.
On vehicles from 2009MY a modified receiver is used which contains software and hardware to allow digital
reception in Canada in addition to the USA. This receiver is visually similar to the from 2007MY receiver and
therefore the correct part number must be used if a replacement is required.
AUDIO SYSTEM DIAGNOSTICS
The TSD can store diagnostic fault codes to enable diagnosis of system malfunctions. The fault codes can be
accessed using Land Rover approved diagnostic equipment or by using the on-board diagnostic routine
available on the TSD. Refer to the TSD section for details.
STEERING WHEEL SWITCHES

Additional control of the audio system is available in the form of steering wheel mounted switches which are
located on the right hand side of the steering wheel. The switches provide for volume adjustment, change pre-
set radio station, fast forward tape or CD tracks.
The steering wheel audio control switches are hardwired to the rotary coupler. An I bus connection from the
rotary coupler is then connected to the instrument cluster which processes the analogue signals from the
switches into digital signals. These digital signals are then passed from the instrument cluster to the IHU to
control the requested audio functions.
INITIAL SCREEN DISPLAY
Once powered the TSD will initially display the 'Land Rover' image for a short time followed by the last
displayed screen or menu. On a new vehicle, when the system is operated for the first time, the system will
display the 'Home' menu to allow the user to adjust the factory default settings. The system settings are set to
suit the market to which the vehicle is to be delivered. These can be changed by the customer to suit their
preferences.
The infotainment system can be operated at times when the ignition key is removed from the ignition switch
and is known as one hour mode. Pressing the audio on/off button will power the system for a period of one
hour. After the one hour period, the system will power down to avoid excessive drain on the vehicle battery.
RADIO OPERATION
The radio is operated from the TSD. Access to the radio mode can be achieved in two ways; by touching the
Audio Video icon on the home menu or by pressing the Mode button, turning the RH rotary control until Radio
is highlighted and then pressing the Mode button for a second time.
Selecting the radio option will allow the user to:
Select the band (AM, FM, MW, SDARS)
Auto store stations
Select preset stations
Use the 'Seek' function to locate stations
Manual tuning to locate stations
Program search by station type (PTY)
Enable RDS station reception
Enable traffic and news broadcasts
CD AUTOCHANGER OPERATION
The CD autochanger is selected from the TSD. Access to the CD autochanger can be achieved in two ways; by
touching the CD icon if the TSD is currently displaying an audio source (radio, TV etc.) or by pressing the Mode
button, turning the RH rotary control until CD is highlighted and pressing the Mode button for a second time.
Selecting the CD option will allow the user to:
Play CD's
Select tracks
Track search (fast forward/reverse)
Disc selection (icons 1 to 6)
Pause to suspend play
Additional playback features (random play, repeat track, CD scan).
The CD autochanger is capable of playing MP3 discs. The system will recognize an MP3 disc and display
additional information on the TSD.
VOICE RECOGNITION
The voice recognition system controls the following systems (where fitted):
Audio (radio and CD)
Telephone
Note pad
Touch screen display
Rear seat entertainment
Navigation.
On vehicles without the navigation system, the voice recognition software is contained in the telephone
Transceiver Module (TM). The audio system is not supported for voice control by the TM, therefore voice
operation of the audio functions is not possible.
On vehicles with the navigation system, the voice recognition software is contained in the navigation computer.
The microphone is hardwired to both the navigation computer and the IHU. The navigation computer will allow
voice control of the audio system, the telephone system, the rear seat entertainment and the navigation
system. The navigation computer supports German, French, Italian, Spanish, USA, UK, Japanese, Dutch and
USA languages with male and female voices.
The voice recognition system enables the driver to activate functions of the audio system without operating
controls manually. This allows the driver to concentrate on driving the vehicle, improving safety. When the
driver speaks one of the defined voice commands, with the voice recognition system active, the voice
recognition software converts the command into a control signal for the audio system.
Audio Voice Recognition Functions

The radio can be accessed and controlled by the voice recognition system as follows:
Radio On
- This allows the user to operate the radio function. 'Radio on' switches the audio system to radio
which comes on with the last selected station.
Radio Tune
- This allows the user to tune the radio to the required frequency and waveband.
Radio Presets
- This function allows the user to allocate a frequency against a given band preset. The radio must
be tuned to the required frequency and wavelength before the preset is allocated. If a preset
position already has a frequency and wavelength allocated, the new frequency and wavelength will
over-write the existing preset.
- The auto-store function commands the radio to store the six strongest signals and allocate them
against the auto-store presets.
- Voice commands allow the user to tune the radio to a given preset within the waveband which is
currently selected.
Radio Directory
- This function allows the user to add a 'nametag' to the current selected frequency and waveband
including satellite stations when SDARS is fitted. The nametags are user repeatable association
names given to identify a particular frequency and waveband. The voice recognition system allows
20 nametags to be stored. When the nametag function is operating the requested frequency and
waveband is displayed in the instrument pack message center.
The CD autochanger can be accessed and controlled by the voice recognition system as follows:
The voice controls are standard control features with the exception of CD controls which can be accessed
using the steering wheel switches. Commands are available for up to 256 tracks on a CD. A text
numeric format is used for track identification using three numbers, i.e. track 6 will be displayed as
006. MP3 format discs have commands for folder up/down.
The Touch Screen Display (TSD) responds to voice commands to allow the user to change the display mode.
Voice Recognition Settings
A number of settings allow the user to customize the voice recognition system as follows:
Voice Feedback On/Off
- This feature allows the user to switch audible feedback on or off for most functions, with the
exception of some necessary function which must have feedback to operate correctly.
Replay
- The replay command requests the voice recognition system to repeat the last dialogue response
within a list in both audible and associated text feedback.
Notepad
- The notepad function allows the user to record a series of 10 notes for up to 5 minutes.
- The user can replay or delete the notes in the order in which they were recorded. It also allows
the user to delete the entire contents of the notepad.
Traffic Message Channel (TMC)
- The TMC system is part of the navigation system (when fitted). The TMC system provides real
time traffic information to the navigation system. The TMC voice commands can be used to switch
the TMC On or Off.
AUDIO SYSTEM CONTROL DIAGRAM
NOTE: A = Hardwired, D = HS CAN bus, K = I Bus, P = MOST

3 - Integrated head unit
4 - Rear screen aerial amplifier
5 - Rear screen
6 - Suppressor
7 - Suppressor
8 - SDARS antenna (NAS only)
9 - SDARS receiver (NAS only)
10 - Vehicle speakers
11 - Amplifier
12 - CD autochanger
Audio Unit - Audio Unit

Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
4. Release the audio unit.
5. Remove the audio unit.
Disconnect the coaxial cable connector.
Disconnect the optical connector.
6. NOTE: Do not disassemble further if the component

is removed for access only.
Disassemble the audio unit from the carrier bracket.
Remove the audio unit.
Installation
1. Assemble the audio unit to the carrier bracket.
Install the screws.

2. Install the audio unit.
Connect the coaxial cable connector.
Connect the optical connector.

3. Secure the audio unit.
Install the screws.

Audio Unit - Audio Unit Amplifier

Removal
2. Remove the information and entertainment module.
For additional information, refer to: Information and
Entertainment Module (419-10 Multifunction Electronic
Modules, Removal and Installation).
3. Release the information and entertainment
assembly.
Remove the 5 bolts.
Remove the 2 nuts.
4. CAUTION: Cover fiber optic cable connectors

to minimize dust ingress and avoid bending the
cables in a radius of less than 30 mm.
Reposition the information and entertainment

Disconnect the 2 coaxial cable connectors.
Disconnect the 3 optical connectors.

5. Remove the information and entertainment assembly.
6. CAUTION: Cover fiber optic cable connectors to

minimize dust ingress and avoid bending the cables in a
radius of less than 30 mm.
Remove the satellite radio tuner (NAS variants only).
Remove the bolt.

7. Release the audio unit amplifier and television (TV)
receiver assembly.
Remove the 2 bolts and 4 nuts securing the

audio unit amplifier and TV receiver
mounting bracket.

Disconnect the TV receiver connections.

Disconnect the audio unit amplifier connections.
Disconnect the audio unit amplifier 2 optical

connectors.

10. Remove the audio unit amplifier and TV receiver
assembly.
11. Remove the audio unit amplifier.
Remove the 4 bolts.
Installation
1. Install the audio unit amplifier to the mounting bracket.

2. Install the audio unit amplifier and TV receiver
assembly.
Connect the optical connectors.

3. Secure the audio unit amplifier and TV receiver
assembly.

4. Install the satellite radio tuner (NAS variants only).

5. Install the information and entertainment assembly.
Connect the coaxial cable connectors.

6. Install the information and entertainment module.
follow the on-screen instructions and configure the audio
unit amplifier.
Audio Unit - Compact Disc (CD) Changer

Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
3. Remove the upper glove compartment.
For additional information, refer to: Upper Glove
4. Remove the compact disc (CD) changer.

Remove the bracket from the CD changer.
Installation
1. Install the CD changer bracket.

2. Install the CD changer.

3. Install the upper glove compartment.
Audio Unit - Integrated Control Panel (ICP)
Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
3. Remove the instrument panel upper section.
Upper Section (501-12 Instrument Panel and Console,
4. Remove the 4 screws securing the integrated
control panel (ICP) bracket to the instrument
panel.
5. Remove the ICP assembly.
Disconnect the 3 co-axial cables.

Remove the ICP from the ICP bracket.
Installation
1. Install the ICP to the ICP bracket.

2. Install the ICP assembly.
Connect the 3 co-axial cables.

3. Install the 4 screws securing the ICP bracket to the
instrument panel.
4. Install the instrument panel upper section.
Upper Section (501-12 Instrument Panel and Console,
Audio Unit - Satellite Radio Tuner

Removal
Disconnect the satellite radio tuner optical

connector.
4. Disconnect the satellite radio tuner electrical connector.

5. Remove the satellite radio tuner.
Remove the 4 bolts.
Installation
1. Install the satellite radio tuner.

2. Connect the satellite radio tuner electrical connector.
3. Connect the satellite radio tuner optical connector.
satellite radio tuner.
Audio Unit - Steering Wheel Audio Controls

Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
4. Remove the steering wheel audio controls.
Installation
1. Install the steering wheel audio controls.

Audio Unit - Television (TV) Amplifier
Removal
RH.
2. Disconnect the television (TV) amplifier RH coaxial cable
connector.
3. Release the TV amplifier RH.
Remove the bolt.

4. Remove the TV amplifier RH.
Installation
1. Install the TV amplifier RH.

2. Secure the TV amplifier RH.

3. Connect the TV amplifier RH coaxial cable connector.
Audio Unit - Television (TV) Amplifier and Fuel Fired Booster

Heater Transceiver Unit
Removal
RH.
2. Disconnect the 2 coaxial cables from the television (TV)
amplifier and fuel fired booster heater transceiver unit.
3. Release the TV amplifier and fuel fired booster heater
transceiver unit.
4. Remove the TV amplifier and fuel fired booster heater
transceiver unit.
Installation
1. Install the TV amplifier and fuel fired booster heater
transceiver unit.

2. Secure the TV amplifier and fuel fired booster heater
transceiver unit.

3. Connect the TV amplifier and fuel fired booster heater
transceiver unit.
Audio Unit - Television (TV) Receiver

Removal
assembly.
Remove the 5 bolts.
Remove the 2 nuts.

Reposition the information and entertainment

Disconnect the 2 coaxial cable connectors.
Disconnect the 3 optical connectors.

5. Remove the information and entertainment assembly.
Remove the navigation system traffic module and

mounting bracket.
Disconnect the coaxial cable connector.
Remove the 2 bolts.

7. Release the audio unit amplifier and television (TV)
receiver assembly.
Remove the 2 bolts and 4 nuts securing the

audio unit amplifier and TV receiver
mounting bracket.

Disconnect the TV receiver connections.

Disconnect the audio unit amplifier connections.
Disconnect the audio unit amplifier 2 optical

connectors.

10. Remove the audio unit amplifier and TV receiver
assembly.
11. Remove the TV receiver module from the
mounting bracket.
Installation
1. Install the TV receiver to the mounting bracket.

2. Install the audio unit amplifier and TV receiver
assembly.
Connect the optical connectors.

3. Secure the audio unit amplifier and TV receiver
assembly.

4. Install the navigation system traffic module and
mounting bracket.
Connect the coaxial cable connector.

Connect the coaxial cable connectors.

follow the on-screen instructions and configure the TV
receiver module.
Information and Entertainment System - Intercom System
OVERVIEW
The intercom system fitted to 07 Model Year (MY) vehicles is a development of that fitted to previous vehicles.
The system allows the vehicle occupants to communicate with the outside world without the need to open the
doors or door glass. The system comprises:
Two floor console mounted switches
An internal speaker located in the front passenger footwell
An internal microphone located in the roof console
An external speaker located behind the front grille
An external microphone located behind the driver's side fender grille
A power relay located in the Right-Hand (RH) side of the luggage compartment
An amplifier located in the luggage compartment, adjacent the RH rear lamp assembly.
The intercom system does not interact with any other vehicle electrical systems. For information on how to
operate the intercom system, refer to the Owners Handbook Armoured Vehicle Supplement.
The intercom on/off switch is provided an ignition feed from the rear junction box on a green/yellow (GY) wire.
When the switch is pressed the contacts close and provide a feed to the coil of the power relay. The power
relay coil is provided a ground path on a brown (N) wire.
The energized power relay provides a battery feed from fuse 1 of the satellite junction box to the amplifier on a
purple red (PR) then red (R ) wire. The amplifier is provided a ground path on a N wire.
The intercom system is now active. The amplifier will now power the external microphone and internal speaker.
The amplifier also monitors the condition of the 'push to talk' switch mounted on the floor console.
When the switch is pressed, the contacts close and a ground path is provided via the amplifier on a black (B)
wire. When the amplifier recognizes the switch has been pressed, it powers the internal microphone and
external speaker.
Switch illumination is provided from the Lighting Control Module (LCM). When the lighting switch is turned to
the side lights on position, the LCM provides a feed to fuse 51P in the Central Junction Box (CJB), which in turn
provides a feed to the illumination Light Emitting Diodes (LED) located in the switches.
Antenna - Antenna
The antenna systems fitted to the vehicle comprise:
AM (glass mounted)
FM (glass mounted)
FM diversity (glass mounted, where fitted)
TV (glass mounted, where fitted)
Multiband telephone antenna (roof mounted pod)
global positioning system (GPS) antenna (roof mounted pod)

SDARS (roof mounted NAS only)
VICS antenna and beacon antenna (Japan only where fitted).
Screen Aerial Components

1 - Side screen Television and diversity radio aerials
2 - Rear screen aerial amplifier
3 - Side screen television aerial
4 - Television aerial amplifier
5 - Alternative television aerial for telestart
6 - Rear screen aerial suppressor
7 - Rear screen aerial suppressor
8 - Television aerial amplifier
9 - Rear screen radio aerial
10 - Side screen radio diversity tuning aerial amplifier
FM ANTENNAS
FM Antenna Amplifier
The amplitude modulation (AM)/frequency modulation (FM) antennas are located in the side and rear widow.
On vehicles with the low line audio system the antenna is located in the right-hand (RH) rear side screen. On
vehicles with a high line audio systems the system will be equipped with FM diversity tuning. This system
ensures that the strongest of two signals is used by the radio system to ensure the best possible FM reception.
The standard AM/FM antenna is screen mounted in the RH rear side window and is connected to an antenna
amplifier located above the screen. The diversity system uses the same side window antenna and amplifier but
also uses a rear heated screen element antenna and an FM antenna amplifier mounted at the top of the rear
screen in the tail gate.
VICS/TMC ANTENNA MODULE
The Traffic Message Channel (TMC) signals are received through the normal radio signals via the RDS network.
The signals are routed separately form the radio signals via a separate antenna amplifier located on the RH
rear side window.
Operation).
. The module is fitted to the tailgate inner panel above the rear windscreen.
TV ANTENNA
TV Antenna Amplifier
Where a television system is specified there are four TV antenna elements two in each of the rear side
windows. Each element has an antenna amplifier which is connected to the TV tuner module by a coaxial cable.
For additional information, refer to: Video System (415-07 Video System, Description and Operation).
ROOF MOUNTED POD
Roof Mounted Antenna Pod
The roof mounted pod contains several antennas and is available in two variants:
Multi-band Telephone and GPS antenna
Multi-band Telephone, SDARS and GPS antenna (NAS only).
The roof mounted pod is a standard fit on all vehicles.
Multiband Telephone Antenna
The multiband telephone antenna is located in the roof mounted pod, which is located in the center of the roof
at the rear of the vehicle and is connected directly to the Telephone Control Module (TCM) via a single coaxial
cable.
For additional information, refer to: Cellular Phone (419-08 Cellular Phone, Description and Operation).
Satellite Digital Audio Radio System (SDARS) Antenna (NAS Only)
The SDARS antenna is located in the roof mounted pod, which is located in the center of the roof at the rear of
the vehicle. The SDARS antenna has two connections to the SDARS tuner, one for satellite transmissions the
other for terrestrial transmissions from repeater stations.
The antenna comprises two antenna elements:
A printed dipole antenna for receiving satellite signals
A printed monopole antenna for receiving terrestrial signals

The two antennas allow the system to receive SDARS transmissions in built up areas where signals form
satellites would normally be blocked.
For additional information, refer to: Audio System (415-01A Audio Unit, Description and Operation).
GPS Antenna
The GPS antenna is located in the roof mounted pod. The GPS antenna is connected to the navigation
computer by a coaxial cable.
Operation).
VICS ANTENNAS (Japan only)
VICS Beacon Antenna
The VICS control module uses the rear RH side window antenna to receive VICS information. The Control
module also uses an infra red beacon antenna located in the middle on top of the instrument panel adjacent to
the sunlight sensor.
Operation).
Antenna - Antenna Module

Removal
LH.
2. Disconnect the antenna module coaxial cable connector.
3. Disconnect the antenna module electrical connector.

4. Disconnect the coaxial cable connector.
Release the nut.

5. Remove the antenna module.
Remove the bolt.
Installation
1. Install the antenna module.

2. Connect the antenna module coaxial cable connector.
Tighten the nut.

3. Connect the antenna module coaxial cable connector.
4. Connect the antenna module electrical connector.
5. Install the access panel to the loadspace trim panel LH.
Speakers -
Tailgate speaker to casing bolts 10 7
Tailgate speaker to tailgate Torx screws 10 7
Speakers - Speakers
The speaker configuration depends on the level of audio unit fitted to the vehicle. The following details the
speaker configuration and control for each system.
SPEAKER COMPONENT LOCATION

1 - left-hand (LH) front door woofer
2 - LH front door mid-range
3 - LH front door tweeter
4 - Center fill speaker - Logic7 only
5 - right-hand (RH) front door tweeter
6 - RH front door mid-range
7 - RH front door woofer
8 - RH rear door mid-woofer
9 - RH rear door mid-high range - Logic7 only
10 - Tail door surround - Logic7 only (2 off)
11 - Subwoofer
12 - LH rear door mid-woofer
13 - LH rear door mid-high range - Logic7 only
DSP SYSTEM AMPLIFIER
The Digital Sound Processor (DSP) amplifier is located in the rear LH side of the luggage compartment. The
DSP amplifier drives eleven speakers; two front door mid-range, four front and rear door bass, four front and
rear door tweeters on eight channels and a passive subwoofer. The amplifier produces 320 Watts of digital
amplification to power the speakers.
HARMAN/KARDON LOGIC7 AMPLIFIER
The Logic7 amplifier is located in the rear LH side of the luggage compartment. The Logic7 amplifier drives
fourteen speakers on 5.1 surround channels; two front door mid-range, four front and rear door bass, four
front and rear door tweeters on eight channels and a passive subwoofer as on the DSP system, but with two
additional surround sound speakers located in the upper tail door and a Center surround speaker located in the
fascia.
DSP SYSTEM - SPEAKER CONTROL DIAGRAM
1 - DSP amplifier
2 - RH front door tweeter
3 - RH front door mid-range speaker
5 - RH rear door mid-high range speaker
7 - Subwoofer
9 - LH rear door mid-high range
10 - LH front door woofer
11 - LH front door mid-range
12 - LH front door tweeter
LOGIC 7 SYSTEM - SPEAKER CONTROL DIAGRAM
1 - Logic7 amplifier
2 - Center fill speaker
6 - RH rear door mid-high range speaker
8 - Tail door surround speaker - RH
9 - Subwoofer
10 - Tail door surround speaker - LH
12 - LH rear door mid-high range speaker
Speakers - Front Door Speaker

Removal
1. Remove the front door trim panel.
For additional information, refer to: Front Door Trim
Panel (501-05, Removal and Installation).
2. Remove the front door speaker wiring harness.
3. Remove the front door speaker.
Installation
1. Install the front door speaker.
Install the screws.

2. Install the front door speaker wiring harness.
3. Install the front door trim panel.
For additional information, refer to: Front Door Trim
Speakers - Rear Door Speaker
Removal
1. Remove the rear door trim panel.
For additional information, refer to: Rear Door Trim
2. Remove the speaker.
Installation
1. Install the speaker
Tighten the screws.

2. Install the rear door trim panel.
For additional information, refer to: Rear Door Trim
Speakers - Instrument Panel Speaker

Removal
1. Remove the instrument panel center speaker
grille.
2. Remove the instrument panel speaker.
Installation
1. Install the instrument panel speaker.
Tighten the 3 screws.

2. Install the instrument panel center speaker grille.
Speakers - Quarter Panel Speaker

Removal
NOTE: The procedure to remove the quarter panel speaker is shown in the D-pillar trim panel procedure.
1. Remove the D-pillar trim panel.

For additional information, refer to: D-Pillar Trim Panel
Installation
1. Install the D-pillar trim panel.
For additional information, refer to: D-Pillar Trim Panel
Speakers - Tailgate Speaker

Removal
1. Remove the tailgate trim panel.
For additional information, refer to: Tailgate Trim Panel
2. Remove the tailgate speaker assembly.

Remove the tailgate speaker.
Remove the 6 bolts.
Installation
1. Install the tailgate speaker.

2. Install the tailgate speaker assembly.

3. Install the tailgate trim panel.
For additional information, refer to: Tailgate Trim Panel
Video System - Video System
Rear Seat Entertainment - Component Location

1 - compact disc (CD) autochanger
5 - Rear liquid crystal display (LCD) screens (2 off)
6 - TV antenna amplifier (2 off)
7 - Audio Video Input Output (AVIO) panel
8 - TV antenna amplifier (2 off)
9 - TV tuner
10 - Rear Seat Entertainment (RSE) module
11 - Audio amplifier
12 - digital versatile disc (DVD) autochanger
13 - TV antenna rear quarter window (2 off)
14 - Headphone transmitter module
General
The fibre optic, Media Orientated System Transport (MOST) based system provides video and audio
entertainment for the rear seat occupants. The system allows DVD video and TV to be viewed on two RSE LCD
screens, listen to audio output via the vehicle speakers or cordless headphones or display video images on the
RSE LCD screens from an external source, such as a video player or games console. The video images can also
be displayed on the Touch Screen Display (TSD) if the vehicle is below a predetermined speed threshold.
The system comprises the following components:
RSE Module
TV Tuner
Four TV Antennae
Four TV Antenna amplifiers
Two RSE LCD screens
DVD autochanger
RSE remote control
Headphone transmitter module
Cordless headphones
AVIO panel.
The RSE system also uses other components which form part of the audio system as follows:
TSD
Steering wheel switches
CD autochanger
Audio amplifier (DSP or Logic7)
Vehicle speakers
IHU.
Touch Screen Display

1 - On-Road Information
2 - Settings
3 - Climate Set Indicator (Auxiliary Heater)
4 - 4X4i Off-Road Information
6 - A/V (Audio/Video)
7 - Light sensor
8 - Navigation
9 - Telephone
10 - Down/Decrease
11 - Mode
12 - Up/Increase
13 - Audio
14 - Volume
15 - Info
16 - Audio On/Off
17 - Tone
18 - Audio On/Off Indicator
The Touch Screen Display (TSD) is located in the center of the instrument panel and is the driver control
interface for the infotainment system. The TSD is connected to the MOST ring and communicates with the
other components in the audio/infotainment system.
The TSD communicates with the RSE module via a co-axial cable. The TSD processes its own video for system
operation but receives the video image data from the RSE via the co-axial cable.
The TSD also provides driver display and control of the audio system, telephone, the rear view camera,
VentureCam, the Traffic Message Channel (TMC) and the navigation system.
The RSE and other systems are operated by a combination of the physical buttons located on each side of the
screen and the 'virtual' buttons displayed on the touch screen. For clarification, the physical buttons are
referred to as 'buttons' and the touch screen virtual buttons are referred to as 'icons'.
The TSD is a touch sensitive, 800 X 480 pixels LCD VGA screen which displays in a 15.9:1 format.
Care should be taken with the TSD to ensure its correct operation:
The screen should be cleaned with a lightly, water moistened cloth. Do not use chemical agents or
domestic products to clean the screen or any part of the surround.
Only use your finger to operate the touch screen. Ensure you only use one finger to avoid incorrect
entries.
A short light press of the touch screen is sufficient. Excessive pressure can damage the screen.
Rear Seat Entertainment Module
The Rear Seat Entertainment (RSE) module is located in the left-hand (LH) rear corner of the luggage
compartment. The Alpine manufactured RSE module is an interface between the video and audio inputs from
other system components and the video display and audio outputs.
The RSE module communicates with the audio systems via the MOST connection. Audio output from the DVD
autochanger and the AVIO panel is processed by the module and passed on the MOST ring to the audio
amplifier to allow audio output to be played on the vehicle speakers or on the cordless headphones.
Video input from the TV tuner, DVD autochanger and the Audio Video Input/Output (AVIO) panel is also
processed by the module and passed to the two RSE LCD screens and the TSD on separate video connections.
The RSE module also controls the power supplies to the RSE LCD screens and relays the infra-red remote
control signals received by the RSE LCD screen infra-red sensors to the DVD autochanger. The infra-red signals
are passed from the RSE LCD screens to the RSE module on a bus system known as the IS bus.
The DVD autochanger outputs some of its information to the RSE module on an Alpine proprietary bus known
as the Ai Net. The Ai Net is a bus system used to communicate between the RSE module and the DVD
autochanger.
The RSE module has two modes of operation; engine running mode and reduced operation mode. With the
engine running the RSE module has full functionality. When the engine is not running the RSE module has
reduced functionality to prevent excessive drain on the vehicle battery. The reduced functionality comprises a
reduced audio volume and time limit on system operation.
The reduced audio volume is only active when the engine is not running. The audio volume is limited to a
maximum of setting of 12 to reduce battery consumption. If the volume was set at a higher level than this
when the engine was running, when the engine is subsequently started, the volume level will gradually
increase to the previously selected setting. This prevents the user being distracted by a sudden increase in
volume.
The time limit operation is active when the key is removed from the ignition and the system is manually
switched on using the TSD. The system will operate for a maximum of one hour. The battery voltage is
continually monitored by the IHU. If the IHU detects that the battery voltage has fallen to a predetermined
level, the IHU will shut the infotainment system down to prevent further battery drain. Once the system has
shut down due to low battery voltage, it can only be restarted when the engine is running and the battery
voltage has risen above the threshold level for more than one minute.
The module is connected into the infotainment system with five harness connectors.
DVD Autochanger
The DVD autochanger is located in the LH rear corner of the luggage compartment. The DVD player is a six
disc design which will accept DVD movies, video CD (VCD) and music CD on CD-R or CD-RW. The discs are
housed in a magazine to allow six discs to be stored in the unit. Additional magazines can be purchased to
allow greater flexibility. The magazine is accessible via a sliding door on the front of the unit. An eject button,
located behind the door automatically ejects the magazine from the unit when pressed.
The DVD autochanger is operated using a remote control unit supplied with the vehicle. The remote control is
an infra-red unit which transmits the infra-red signal to receivers located in each RSE LCD screen.
The DVD autochanger receives the remote control information from the RSE LCD screens on a bus system
known as the IS bus to the RSE module. The information is then passed from the RSE module on an Alpine
proprietary bus known as the Ai Net to the DVD autochanger. The Ai Net is a bus system used to communicate
between the RSE module and the DVD autochanger.
A Sony Philips Digital Interface Format (SPDIF) is used to output the audio from the DVD autochanger to the
audio amplifier. The SPDIF is an optical system connected between the DVD autochanger and the audio
amplifier. SPDIF is a standard audio file transfer format which allows the transfer of digital audio signals from
one device to another without having to be converted first to an analog format which maintains the viability of
the digital audio signal.
Remote Control
The remote control for operation of the DVD autochanger is a universal type. A switch on the rear of the
control selects either the LH or right-hand (RH) screens and allows the individual settings for each screen to be
changed as required. The switch has a central position which disables the remote control and prevents battery
drain.
The remote control transmits an infra-red signal in response to operation of a button. The infra-red signal is
received by a receiver sensor located on each RSE LCD screen and is passed, via an IS bus to the RSE module
and from the RSE module on an Alpine proprietary bus known as the Ai Net, to the DVD autochanger. The
remote control also allows selection of an auxiliary input from the AVIO panel (video or games console) or
selection of audio (radio or CD).
The remote control is powered by two 'AAA' batteries located in the rear of the control and are accessible by
removing a sliding cover. When inserting the batteries it is important that the battery polarity is observed as
marked in the battery compartment. light emitting diode (LED) at the top left and right hand corner of the
control indicates that the remote control is operating when a button is pressed. Only one LED will illuminate
depending on which screen is selected. If the LED fails to illuminate when a button is pressed, the battery
voltage may be low or the switch on the rear of the control may be set in the central 'off' position.
Headphone Transmitter
The RSE headphone transmitter is located in a central position in the rear roof console. The transmitter
comprises a printed circuit board and sixteen infra-red LED transmitters positioned radially facing the rear of
the vehicle.
The headphone transmitter is connected to the audio amplifier. Audio output is passed from the amplifier on a
harness to the transmitter. The audio signals are then converted by the transmitter into infra-red signals which
are passed via the sixteen transmitters and received by the headphones infra-red sensors.
The transmitter is connected to the infotainment system using an 8 pin harness connector.
Cordless Headphones
The system can support up to two pairs of cordless headphones. The headphones have an adjustable headband
which operates on a ratchet mechanism.
The LH side of the headphone houses the infra-red receiver sensors which collect the transmitted signals from
the RSE headphone transmitter, two AAA batteries located below a sliding cover and the power on/off switch.
When inserting the batteries it is important that the battery polarity is observed as marked in the battery
compartment.
The RH side of the headphone houses the volume control, a channel switch and a power 'ON' LED. The volume
control is a rotary control to allow the user to adjust the volume output of the headphones. The channel switch
allows the source frequency to be changed preventing interference with other infra-red systems. The power
'ON' LED is illuminated when the on/off switch on the LH headphone is pressed. This will remain on and the
headphones powered until the switch is pressed for a second time. If the headphones have not received an
infra-red signal from the transmitter for several minutes, they will automatically switch off to prevent battery
drain.
LCD Screens
The RSE LCD screens are located in the rear of the front seat head restraints. The screen is secured in the
head restraint with three screws which are covered by a removable surround. The screen is a 6.5 inch, auto
dimming, high resolution LCD monitor, manufactured by Alpine
An infra-red receiver sensor is located centrally in the upper screen surround. The receiver sensor receives
infra-red transmissions from the DVD remote control and passes them to the DVD autochanger, via the RSE
module on a bus system known as the IS bus. All screen settings can be changed using the RSE remote
control.
The screen should be cleaned with a lightly, water moistened cloth. Do not use chemical agents or domestic
products to clean the screen or any part of the surround.
Each RSE LCD screen is connected to the infotainment system using a 20 pin harness connector.
TV Tuner
The TV tuner is located in the left hand rear corner of the luggage compartment. The TV tuner allows the rear
seat occupants to view television transmissions on the RSE LCD screens. The front seat occupants can also
view the TV transmissions on the TSD but only when the vehicle is stationary. The TV tuner is capable of
receiving local terrestrial TV transmissions in most locations.
The TV tuner is connected on the MOST ring which it uses to output its audio signals to the amplifier. Video
output from the tuner is on a screened co-axial cable to the RSE module. Four further connections provide for
the signal input from four TV antenna amplifiers and four antennae.
The TV tuner contains three internal tuners. Two of the tuners are connected to the antennae. These tuners
receive the audio and visual signals. The tuner with the strongest signal is automatically used to display the
required TV channel.
The third internal tuner is connected to only one of the antennae and is used to scan the locality for receivable
channels. The tuner can detect different frequencies transmitting the same channel and can select the
strongest signal for use.
To cope with changes in technology, the TV tuner is able to receive both analogue and digital TV signals. In
certain areas both analogue and digital signal strengths will vary. When in an area of weak reception, you may
experience a break-up in picture and sound quality, or a blank screen and audio muting. It may be of benefit to
retune the viewed station, and possibly switch between analogue and digital TV stations.
The TV tuner is connected to the infotainment system using four harness connectors.
TV Antennae
NOTE: On vehicles with Telestart park heating, the RH rear antenna is fitted with a combined Telestart/TV
antenna amplifier.
Two TV antennae are located in each rear side quarter window. There are three antennae in each window; the
forward antenna is a high frequency antenna and the rearward antenna is a low frequency antenna. A third
antenna, located between the two TV antennae is for radio reception.
Each antenna is connected directly to a TV RF antenna amplifier which is located just below the rear quarter
panel, behind the trim. The four TV antenna amplifiers boost the received RF signal before it is collected and
processed by the TV tuner. The TV antennae can receive RF signals of between 48 and 860 MHz.
Audio Visual Input Output Panel
The AVIO panel is located at the rear of the center console. The panel provides for the connection of auxiliary
audio and video inputs from an external source, such as a games console, via seven plugs on the panel. The
plugs are covered by a lift up panel.
Two sets of video and audio phono plugs are provided and are designated as AV1 and AV2. The plugs are
connected to the RSE module and allow the auxiliary input video to be played on the RSE LCD screens and the
audio to be played on the vehicle speakers or on the cordless headphones. The auxiliary input video cannot be
displayed on the TSD.
An additional single, 3.5mm jack plug allows for the attachment of an auxiliary audio input, such as a personal
stereo or MP3 player. This plug is connected directly to the IHU and allows audio to be played on the vehicle
speakers.
The AVIO panel is connected to the infotainment system using two harness connectors.
Control Diagram
NOTE: A = Hardwired; D = CAN Bus; K = I Bus; P = MOST

3 - Gateway module
4 - IHU
5 - AVIO panel
6 - Audio amplifier
7 - Speakers
8 - Headphones (cordless)
9 - TV antenna RF amplifier - RH
10 - TV RF antenna - RH
11 - TV antenna RF amplifier - RH
12 - TV antenna RF amplifier - LH
13 - TV RF antenna - LH
14 - TV antenna RF amplifier - LH
15 - Headphone transmitter module
16 - DVD autochanger
17 - TV tuner
18 - RSE module
19 - RHLCD screen
20 - LHLCD screen
21 - TSD
VentureCam - Component Location

3 - VentureCam
4 - VentureCam docking station
General
VentureCam consists of one or more remote cameras which transmit their images onto the Touch Screen
Display (TSD) to provide the driver with a number of benefits, for example manoeuvring the vehicle or
connecting a trailer. Additionally, the system can receive video transmissions from other compatible camera
units such as a home CCTV camera. The system can support up to sixteen VentureCam's and an additional four
external video input units.
The system comprises one or more VentureCam's and a docking station. The system is connected into the
infotainment system and the video images are displayed on the TSD.
The VentureCam receives signals via a UHF transmission from the docking station for remote operation of the
camera. The frequencies can be 433 MHz or 915 MHz depending on the market. The VentureCam transmits its
video images to the docking station on a 2.4 GHz RF microwave transmission. The video is provided in an NTSC
format at 25 frames per second. The microwave transmission is limited to an output of 10 mW to avoid
conflicting with broadcasting legislation in most countries.
The VentureCam can receive and transmit signals at a distance of between 20 and 30 meters (65 and 98 feet).
This range is dependant on the surrounding environment, i.e. the signals may be blocked or limited by
buildings, vehicles etc.
The VentureCam system is connected to the TSD for video display by a co-axial cable. A controller area
network (CAN) connection allows the Integrated Head Unit (IHU) to communicate with the docking station for
transmission of infotainment relay energized signals etc.
VentureCam can be accessed by selecting 4X4i information on the TSD using a physical button or an icon on
the screen. VentureCam is then selected by pressing the camera icon on the TSD.
VentureCam

1 - Camera lens
2 - Control switch
3 - LED
The VentureCam is a compact unit containing hardware and software for control of video image capture and
transmission, six red LED for an additional light source and a control button.
The control button allows the VentureCam to be switched on or off and to activate the LED. The selections are
made sequentially with the button, e.g.; the first press switches the camera function on, the second press
switches the camera off and switches the LED on (torch function) and a third press switches the whole unit off.
Using this button on the VentureCam, only the camera or the torch function can be selected, they cannot be
selected to work together at the same time. However, when in the camera function mode, the LED can also be
made active by pressing the torch icon visible in the TSD. This will allow the LED to enhance the VentureCam
view in low ambient light levels.
When the camera mode is selected, by pressing the button once, the area around the 'Land Rover' logo button
is illuminated in a green color. If the illumination flashes, this indicates that the camera is awaiting a command
from the TSD.
The VentureCam has an integral re-chargeable battery which, when fully charged, allows approximately 3
hours continuous use of video transmission. If the unit is used solely as a torch with only the LED illuminated,
the battery will provide approximately 4 hours continued use. The VentureCam battery has a serviceable life of
approximately 8 to 10 years, depending on its usage. The battery cannot be replaced separately, so if the
battery fails, the VentureCam must be replaced.
The VentureCam is an electronic device and therefore should be handled with care. If the unit becomes dirty,
clean only with a damp cloth, do not use detergents or solvent based cleaners. Avoid high temperatures, do
not store the VentureCam in direct sunlight, always store in the docking station, glovebox or door pocket.
VentureCam Mount
An accessory mount is available with a suction cup which allows the VentureCam to be located inside or outside
the vehicle. The holder has a removable holster into which the VentureCam is secured. The holster has a
standard camera thread which allows it to be mounted on a tripod for instance. The suction cup has a control
lever which creates a vacuum to provide the suction to secure the mount. To release the suction cup, lower the
lever to release the vacuum.
Battery Charging
The battery is re-charged when the unit is in the docking station. Two spring loaded pins in the docking station
connect with contacts on the VentureCam. The charging will occur only when the VentureCam is in the docking
station and the ignition switch is in position II. Power is supplied direct from the vehicle battery via a fuse in
the central junction box (CJB) and is permanently live. However, charging will only occur when the IHU
receives an ignition on signal via the CAN. The IHU then sends a charge message to the docking station via its
CAN connection. The docking station software will allow further charging of the battery for a period of 30
minutes after an ignition off signal is received from the IHU.
The battery condition is shown on the TSD VentureCam display. A charge level indicator is displayed to indicate
the charge level of the VentureCam battery.
One segment on the battery display indicates that the battery is almost fully discharged. The docking station
will apply a slow charge to the battery to ensure the battery charge is fully recovered and may stay in this
mode for a long period of time, depending on how low the battery charge has become. If a rising row of
segments is indicated on the battery display, the docking station is applying a fast charge to the battery and
will fully charge the battery in the minimum period of time. A complete and stationary row of segments
indicates a fully charged battery.
If the battery is completely discharged, it will take approximately 2 hours of continuous charging with the
vehicle engine running to restore the battery to a fully charged condition.
It is recommended that the VentureCam is stored in the docking station when not in use. The docking station
will ensure that the battery is kept at the optimum charge level. If the customer has more than one
VentureCam, it is recommended that the units are cycled on a weekly basis to ensure that the battery charge
level is maintained.
Docking Station
The docking station is located in the upper glovebox. When the VentureCam is installed into the docking
station, the illumination around the 'Land Rover' logo button changes to a green color to indicate that a good
connection has been established with the charging contacts and that charging has commenced.
The docking station receives a permanent battery feed via a fuse in the CJB. A CAN connection provides a link
with the IHU for transfer of information. A co-axial cable transmits the video signals from the docking station to
the TSD.
The software contained within the docking station contains a power management strategy which monitors
ignition status via CAN messages from the IHU and controls power operation for battery charging for a 30
minute period after the ignition is switched off.
VentureCam Operation
The VentureCam image is accessed using the 4X4I off-road information screen on the TSD. Each VentureCam
must be learnt and saved to the memory before it can be used. If more than one VentureCam is configured to
the system, each one can be selected in turn using the camera selection icons.
The VentureCam screen is accessed by pressing the VentureCam 'movie camera' icon at the bottom of the
screen. The right hand side of the TSD will display a black screen with text stating 'VentureCam Docked' if a
VentureCam is known to the system and located in the docking station. The chassis view will remain on the left
hand side of the TSD until the VentureCam icon is pressed again. The chassis view will then be replaced with
camera select information.
The currently selected camera icon is highlighted. Scrolling up or down the available camera's allows selection
of a different VentureCam or an external video input.
A new VentureCam can be added to the system by placing the VentureCam into the docking station. A small
window will appear prompting to 'Learn Camera'. Selecting 'OK' saves the VentureCam into the memory. A
second window will appear asking if the user wants to use the new VentureCam now. Selecting 'Use Now' will
use the new VentureCam, selecting close will continue with the VentureCam highlighted in the camera select
list. When a new VentureCam is added, it will be placed in the first numerically available position in the list.
VentureCams can also be deleted from the memory by selecting the applicable camera input to be deleted and
pressing the 'Delete' icon on the TSD. A small window will appear asking for confirmation of the deletion.
Selecting 'OK' deletes that VentureCam from the list and leaves that position empty.
If using the VentureCam to reverse the vehicle, the view seen on the screen can become confusing to the
driver. To assist with this, a mirror view is available which reverses the image similar to that seen in the rear
view mirror.
The VentureCam should not be used unless the vehicle is off-road. The VentureCam should only be used on the
exterior of the vehicle. The mount could cause injury if attached to the vehicle interior and an accident occurs.
Video System - Video System


4. If the cause is not visually evident, verify the symptom and refer to the Symptom Chart.
Symptom Chart
Rear Seat Entertainment

Symptom Possible Sources Action
DVD unit does not * *
operate Fuse blown Check and replace fuse of correct rating
operate RSE LCD screen monitor Ensure power is supplied to the monitors
power off
operate Condensation Wait for at least one hour for condensation to dry out
Operation is unstable * *
Remote control handset Replace the batteries
batteries low
Operation is unstable * *
Remote control receiver Clean the receiver sensor and/or the transmitter
sensor or transmitter is dirty
No picture * *
Monitor mode is switched to Use switch on back of handset to select the correct mode
an incorrect mode
Playback does not * *
start Disc is loaded upside down Check disc is correctly loaded
start Disc is dirty Check disc and clean as necessary
start An incorrect format of disc is Check disc format is compatible
loaded
start Parental lock is set Cancel parental lock or check rating of disc
start Setup menu is displayed Press 'Set' for at least 2 seconds to turn the menu off
Picture is unclear or * *
noisy Disc is being fast forwarded The picture may be slightly disturbed in this mode
or reversed
Picture is unclear or * *
noisy Vehicle battery power low Check the vehicle battery condition
Image freezes * *
Disc is scratched Replace with an undamaged disc
'NO MAG' displayed * *
No magazine is loaded Load a magazine
'NO DISC' displayed * *
No disc is loaded Load disc into magazine
'NO DISC' displayed * *
Disc is dirty Clean disc
* *
Remote control operation is For some discs and playing modes certain operations are
not possible not possible. This is not a malfunction.
'REGIONAL CODE * *
VIOLATION' Disc does not match Load a disc which matches the regional code number
displayed regional code number
'VIDEO SIGNAL IS * *
NOT CORRECT' NTSC disc is loaded Load a PAL disc
displayed
'HI-TEMP' displayed * *
Protective circuit is activated Turn the power OFF on the unit and then back on again. If
to high temperature the display does not disappear leave the power off until the
temperature decreases and turn the power ON again.
Handset does not * *
operate DVD Battery power in handset Replace batteries
low
operate DVD Direct sunlight in handset Protect infra-red sensors from direct sunlight
transmitter or RSE LCD
screen receiver
operate DVD Universal handset mode Looking at the rear face of the handset, ensure that the
switch incorrectly set mode switch is in the LH position
operate DVD Batteries incorrectly Check batteries or correctly fitted
installed
operate DVD Handset not pointed at RSE Point the handset directly at the screen.
LCD screen
Video System - Digital Versatile Disc (DVD) Player

Removal
LH.
3. Remove the loadspace trim panel, floor stowage
compartment LH access cover.
4. Raise and support the spare tire loadspace trim panel.
5. Remove the luggage tie down ring.
Remove the bolt.
6. Remove the 2 turn fasteners securing the LH finisher

trim panel.
7. Remove the LH finisher trim panel.
8. Remove the lower turn fastener, securing the front
loadspace trim panel LH.
9. Remove the trim clip securing the front loadspace trim

panel LH to the floor stowage compartment.
10. Remove the LH floor stowage compartment.
Remove the 3 nuts.

11. Remove the information and entertainment
module upper bracket.
Remove the 2 nuts.
Remove the 2 bolts.

module from its lower locating bracket.

assembly.
Remove the 5 bolts.
Remove the 2 nuts.

14. Reposition the information and entertainment
Disconnect the digital versatile disc (DVD) player

coaxial connector.
15. CAUTION: Cover fibre optic cable connectors to

minimize dust ingress and avoid bending the cables in a
radius of less than 30 mm.
Disconnect the DVD player optical connector.

16. Disconnect the DVD player electrical connector.
17. Remove the DVD player from the information and
entertainment assembly mounting bracket.
Installation
1. Install the DVD player to the information and
entertainment assembly mounting bracket.
Install the screws.

2. Connect the DVD player electrical connector, coaxial
connector and the optical connector.

4. Secure the information and entertainment module into
the lower locating bracket.
5. Install the information and entertainment module upper
bracket.

6. Install the LH floor stowage compartment.
Install the nuts.

7. Install the trim clip securing the front loadspace trim
panel LH to the floor stowage compartment.
8. Install the lower turn fastener, securing the front
loadspace trim panel to the floor stowage compartment.
9. Install the LH finisher trim panel.
Install the turn fasteners.
10. Install the luggage tie down ring.

11. Lower and secure the spare tire loadspace trim panel.
12. Install the loadspace trim panel, floor stowage
compartment LH access cover.
13. Install the access panel to the loadspace trim panel LH.
follow the on-screen instructions and configure the DVD
player.
Video System - Portable Camera

Removal
1. Release and remove the portable camera from the
portable camera docking station.
Installation
1. Install the portable camera to the portable camera
docking station.
portable camera is to be installed.
NOTE: A new portable camera may take up to 5 minutes

to respond with the ignition in position II.
Configure the portable camera using the integrated

control panel (ICP).
Video System - Portable Camera Docking Station

Removal
WARNINGS:
the SRS.
the wrong sockets.
read thoroughly.

safe.
Operation).
3. Remove the upper glove compartment.
4. Release and remove the portable camera from the
portable camera docking station.
5. Remove the portable camera docking station.
Installation
1. Install the portable camera docking station.

2. Install the portable camera to the portable camera
docking station.
3. Install the upper glove compartment.
Video System - Rear Passenger Entertainment Control Panel

Removal
1. Remove the register.
For additional information, refer to: Register (412-03B
Auxiliary Climate Control, Removal and Installation).
2. Remove the rear floor register.
3. Disconnect the 5 electrical connectors.
4. Remove the floor console rear trim panel.

Remove the rear passenger entertainment control

panel.
Installation
1. Install the rear passenger entertainment control panel.

2. Install the floor console rear trim panel.

3. Connect the 5 electrical connectors.
4. Install the rear floor register.
Secure the 4 clips.

5. Install the register.
For additional information, refer to: Register (412-03B
Auxiliary Climate Control, Removal and Installation).
Video System - Video System Module

Removal
1. Remove the LH loadspace trim panel.
2. Disconnect the 2 electrical connectors from the video
system module.
3. Identify and disconnect the 2 coaxial cables.

4. Remove the video system module.
Remove the bolt.
Installation
1. Install the video system module.

2. Connect the 2 coaxial cables.
3. Connect the 2 electrical connectors to the video system
module
4. Install the LH loadspace trim panel.
Exterior Lighting -
General specifications
Bulb Type Rating
Halogen headlamps - Low beam Halogen H7 Long Life (LL) 55W
Halogen headlamps - High beam 'Fill-in' Halogen H7 LL 55W
+ Bi-Xenon headlamps - Low/High beam Xenon D1S 35W
Cornering lamps/Static bending lamps (If installed) Halogen H8 35W
Front fog lamps Halogen H11 55W
Rear fog lamps (Except NAS) Bayonet P21 21W
Rear fog lamps (NAS only) Bayonet PR21 21W
Turn signal indicators - Front (Except NAS) Bayonet PY21 21W
Turn signal indicators - Front (NAS only) Wedge S8W 3457 K 27W
Turn signal indicators - Rear (3.0 TD6 and 4.4 V8 only) Bayonet PY21 21W
Turn signal indicators - Rear (4.2 V8 Supercharged only) Bayonet PW21 Osram Diadem 21W
Turn signal indicators - Side Repeaters Wedge 5Y5W 5W
Side lamps - Front Bayonet 5W
Stop lamps 19 LED's
High mounted stop lamp (HMSL) 20 LED's
Tail lamps Bayonet twin filament P21/5 21W/5W
License plate lamps Capless C11 5W
Reverse lamps Halogen H6 6W
NAS - Side marker lamps - front/rear Capless W5W LL 5W
WARNING: + Refer to the General Information - Electrical Precautions section of this manual prior to
carrying out any procedures on the Xenon headlamp system installed to certain vehicles.
Exterior Lighting - Exterior Lighting
Exterior Lighting Component Location

1 - Turn signal indicator side repeater
2 - Rain/light sensor
3 - Front turn signal indicator lamp
4 - Side lamp and static bending lamp (if fitted)
5 - High/low beam headlamp
6 - High beam (fill in) lamp
7 - Left hand steering column multifunction switch
8 - Light Check Module (LCM)
9 - Hazard warning lamp switch
10 - Adaptive Front lighting System (AFS) control module
11 - Trailer module (if fitted)
12 - Tail lamp and tail and rear fog lamp
13 - Stop lamp and turn signal indicator lamp
14 - License plate lamps
15 - Reversing lamps
16 - High mounted stop lamp
17 - Lighting control switch
18 - Front fog lamp
OVERVIEW
The exterior lighting is controlled by the Light Check Module (LCM). The LCM controls the following vehicle
functions:
Control and monitoring of exterior lamps including turn signal indicators and hazard warning functionality
Illumination dimmer control of instrument cluster and all interior switch illumination
Communication and control and monitoring of trailer lighting via the trailer module
Monitoring and evaluation of check control inputs from other system control modules and output of
applicable messages in the instrument cluster message center.
The LCM is connected to the I Bus and communicates with other vehicle systems via the instrument cluster.
The LCM contains a microprocessor which performs the control, monitoring and evaluation functions.
A combined rain/light sensor is fitted which controls the automatic wiper operation and the automatic lighting
function.
The exterior lighting system comprises the following exterior lamps:
Front and rear side lamps
License plate lamps
Side marker lamps (if fitted)
Front and rear turn signal indicator lamps
Turn signal indicators side repeater lamps
Stop lamps and high mounted stop lamp
Reversing lamps
Rear fog lamps
Front fog lamps

Static bending lamps (if fitted - All except NAS)
Low and high beam headlamps
Adaptive Front lighting System (AFS) (if fitted).
Exterior Lamp Bulbs
The following table shows the bulbs used for the exterior lighting system and their type and specification.
Exterior Lamps Bulb Type/Rating Table

Bulb Type Rating
Halogen headlamps - Low beam only Halogen H7 Long Life (LL) 55W
Bi-Xenon headlamps - Low/High beam Xenon D1S 35W
Headlamps - High beam 'fill-in' Halogen H7 LL 55W
Static bending lamp (if fitted - all except NAS) Halogen H8 35W
Front fog lamps Halogen H11 55W
Rear fog lamps (all except NAS) Bayonet P21 21W
Rear fog lamps (NAS only) Bayonet PR21 21W
Turn signal indicators - Front (all except NAS) Bayonet PY21 21W
Turn signal indicators - Front (NAS only) Wedge S8W 3457K 27W
Turn signal indicators - Side repeaters Wedge WY5W 5W
Turn signal indicators - Rear (3.0 Td6 and 4.4L V8 models only) Bayonet PY21 21W
Turn signal indicators - Rear (4.2L V8 supercharged models only) Bayonet PW21 Osram Diadem 21W
Stop lamps 19 LED's -
Tail lamps Bayonet Twin filament P21/5W 21/5W
High mounted stop lamp 20 LED's -
License plate lamps Capless C11 5W
Reversing lamps Bayonet H6W 6W
NAS - Side marker lamp (front/rear) Capless W5W LL 5W
The bulbs, with the exception of the LED's, are driven by Metal Oxide Semiconductor Field Effect Transistors
(MOSFETs) within the LCM. The LCM provides a Pulse Width Modulation (PWM) output to the front parking lamp
and the tail lamp bulbs to extend the bulb life. The PWM output is rapidly switched on and off to provide bulb
emulation when a bulb fails.
LIGHT CHECK MODULE (LCM)
The LCM is located on the RH 'A' pillar, behind the trim panel. The LCM is connected to the vehicle wiring
harness with three multiplugs.
The LCM receives two permanent battery power supplies via the Central Junction Box (CJB) and power feeds
from the ignition switch positions I (AUX) and II (IGN).
The lighting circuits are not protected by conventional fuses. The control circuitry within the LCM for each
individual circuit can detect and isolate a problem circuit.
A monitoring system within the LCM can determine a bulb failure and indicate this to the driver via the
instrument cluster message center.
Input Signals for Lamp Control
The LCM receives inputs from the following switches:
Lighting control switch for side lamps and headlamps
Momentary push switches for front and rear fog lamps
Left hand steering column multifunction switch for turn signal indicators and high beam/headlamp flash
Stop switch
Momentary push switch for hazard warning.
The switches are supplied with a 10mA supply from the LCM and switch to ground when operated. The LCM
detects that a switch has been operated (ON) when its closing resistance is less than 100 Ohm and is detected
as OFF when its resistance is more than 10K Ohm.
The LCM also receives ignition switch status via hardwired connections and also on the I and K Bus via the
instrument cluster.
A reverse gear engaged signal is also received on the I and K bus systems to enable the LCM to activate the
reverse lamps. The trailer module also outputs a signal to inform the LCM that a trailer is or is not connected.
If a trailer is connected, the LCM transfers control of the trailer reverse lamps and the rear fog lamp to the
trailer module.
Via the bus systems the LCM receives a hazard warning lamp activation message from the restraints control
module, via the generic electronic module (GEM), in the event of a crash or from the GEM if the alarm system
is triggered.
Circuit Protection
Operation of the lamps is performed using overload proof Metal Oxide Semiconductor Field Effect Transistors
(MOSFETs). The MOSFETs have a diagnostic output for bulb monitoring and can detect overload, load
interruption with the lamps switched on and short circuit to positive with the lamps switched off.
The MOSFETs are protected against short circuits, removing the requirement for the lamps circuits to be
protected by fuses. The MOSFETs respond to heat generated by increased current flow caused by a short
circuit. Normally this would cause the fuse to blow. The MOSFETs react to the heat increase and cut the supply
to the affected circuit. Once the fault has been rectified or the MOSFET has cooled, the MOSFET will
automatically reset and operate the circuit normally.
If an overload occurs, the current flow is dependant on the temperature of the related MOSFET and can be up
to 20 times the rated current of the lamp. The MOSFET heats up and deactivates the load applied to the circuit.
When the MOSFET cools the circuit is once again reactivated. This thermal cycling occurs continuously in the
event of an overload occurring.
The brake switch is also monitored by the LCM. If the LCM detects a short circuit to ground in the switch circuit
it activates messages to the driver in the message center. These messages will display brake switch defective
and LH and RH stop lamp defective. The brake switch is also monitored when the ignition is in position II. The
LCM checks the acceleration speed of the vehicle (via bus messages). If the vehicle is accelerating and the
brake switch is still active after 10 seconds, the LCM starts a timer. If, after 2 minutes, the brake switch is still
active and the vehicle is moving, the LCM activates defective switch messages in the instrument cluster
message center.
Bulb Monitoring
Bulb failure monitoring is performed by the LCM processor. The lamps are cold and warm monitored by the
MOSFETs in order to detect bulb failure.
The LCM processor provides outputs to each MOSFET. The output switches the MOSFET to supply the required
output to power the lamp circuit. The microprocessor evaluates the lamp circuits by detecting the returned
signals from the controlling MOSFET.
When the bulb is functioning normally, the output signal voltage from the controlling MOSFET is 0V. If a bulb in
the circuit fails, an open circuit occurs and the MOSFET outputs a signal of 5V to the processor. The signal is
interpreted as a bulb failure and generates a message which is output on the I Bus to the instrument cluster.
The instrument cluster displays the applicable bulb failure message in the message center to provide visual
warning to the driver.
Warm monitoring is performed continuously when the lamps are switched on by evaluating the diagnostic
output of the MOSFET switches. Cold monitoring is performed at 32 second intervals when the lamps are
switched off. The MOSFETs briefly switch on the lamps for approximately 1 millisecond (this is insufficient to
illuminate the bulb) and checks the bulb as per warm monitoring.
Cold monitoring is not possible for the low/high beam headlamps of vehicles using xenon bulbs. On these
vehicles the cold monitoring of the low/high beam headlamps is switched off in the LCM. The LCM detects a
failed xenon bulb via a reduction in current flow to the affected headlamp's xenon control module.
When a xenon bulb fails, the control module's current consumption falls to 60mA, which the LCM detects as
unsuccessful bulb illumination.
Alarm Indications
The LCM communicates on the I and K Buses with the GEM to display alarm visual indications for alarm arm,
disarm and triggered conditions.
For additional information, refer to: Anti-Theft - Active (419-01A Anti-Theft - Active, Description and
Operation).
If the hazard warning lamps are active when a lock or unlock request is made, the hazard warning cycle is
interrupted to allow the visual indication of the requested lock cycle. When visual indication is completed, the
hazard warning operation will continue.
If the vehicle is involved in crash of a severity for the restraints control module to initiate deployment of the
airbags, the control module outputs a hazard warning lamps on request on the K bus to the instrument cluster
and on the I bus from the instrument cluster to the LCM. The hazard warning lamps will be activated and will
continue until the restraints control module outputs a message to deactivate the hazard warning lamps or until
the hazard warning lamp switch is pressed.
Redundant Data Storage
The LCM stores data relating to the Vehicle Identification Number (VIN), total mileage and service interval
indicator. This data is received by the LCM from the instrument cluster and used as a back-up in the event of
instrument cluster replacement.
If the LCM is to be replaced, the Land Rover recommended diagnostic tool must be connected to the vehicle
and the LCM replacement procedure followed to ensure that the stored data is transferred to the new unit.
Low Voltage Operation
If the battery voltage falls below 11.2V, the LCM operates the minimum lighting to preserve the remaining
battery charge.
Crash Signal Activation
In the event of an accident of a severity to activate and deploy the airbags, the restraints control module
requests various electrical operations to assist with the crash situation. The restraints control module requests
via the bus systems to the LCM to activate the hazard warning lamps and flash the headlamp high beam at the
same frequency.
Security System Activation
In the event of the security system being triggered, the GEM requests activation of the hazard warning lamps.
In some markets the low beam and/or high beam headlamps can also be activated.
Instrument Panel and Switch Illumination Dimming
The LCM controls the instrument cluster backlighting illumination and also illumination of all instrument panel
switches.
The LCM supplies a power output to all switch illumination bulbs at a voltage determined by the position of the
manual dimmer rheostat. The switch illumination is activated when the lighting control switch is in the side
lamp or headlamp position.
DIAGNOSTICS

1 - Cover
The diagnostic socket allows for the transfer of information between the LCM and the Land Rover
recommended diagnostic tool. The diagnostic socket is located in the instrument panel, in the driver's stowage
tray. The socket is secured in the instrument panel and protected by a hinged cover.
The LCM has diagnostic capabilities and stores fault codes relating to the lighting systems. The xenon control
modules cannot be interrogated via the LCM, but the LCM incorporates xenon specific diagnosis up to the
control modules.
The xenon control modules on 2006MY vehicles have no diagnostic functionality.

LIGHTING CONTROL SWITCH

1 - Lighting control rotary switch
2 - Off position
3 - Side lamps position
4 - Headlamps position
5 - Instrument illumination dimmer rheostat
6 - Rear fog lamp switch
7 - Front fog lamp switch
8 - Auto position
The lighting control switch is located in the instrument panel between the steering column and the driver's
door. The switch comprises a four position rotary switch for controlling side lamps and headlamps, a
thumbwheel rheostat which manually controls the instrument panel and interior switch night illumination, and
momentary push switches for front and rear fog lamps.
The rotary side and headlamp control switch has three connections to the LCM. One connection supplies a
reference voltage to the switch contacts. The two remaining connections supply a combination of earth paths
to the LCM for the side lamp, headlamp and 'AUTO' selection contacts.
The front and rear fog lamp switches operate in a similar way, completing earth paths to the LCM when the
switch is pressed. The fog lamp switches are momentary, non-latching switches which briefly complete an
earth path which is sensed by the LCM.
Lighting Control Switch Illumination
When the ignition is in position I or II, the switch legends on the lighting control switch are illuminated at
maximum brightness when the lighting control switch is in the 'O' (off) position. When the lighting control
switch is rotated to the side, headlamp or AUTO position the legend illumination is dimmed.
Lighting Control Switch/High Beam Functionality
The functionality of the high beam differs between halogen and bi-xenon headlamps. This is shown in the
following table:
Lighting Control Switch and Multifunction Halogen High Beam (fill in) Bi-xenon High Beam
Switch Position Lamp Only Headlamp
0 (Off) OFF OFF
0 (Off) + flash position ON OFF
Side lamps position OFF OFF
Side lamps position + flash position ON OFF
Headlamps or AUTO position OFF OFF
Headlamps or AUTO position + flash position ON OFF
Headlamps or AUTO position + high beam
ON ON
position
ON - Canada high beam at 5.5 to
6.0 Volts
Daytime Running Lamps (DRL) Active OFF
OFF Scandinavia low beam
headlamps active
HEADLAMP ASSEMBLY
General
Three types of headlamp are available; Halogen, Bi-xenon or Adaptive Front lighting System (AFS). All
headlamps share a common, clear lens.
The headlamps are located on the bonnet locking platform. Each headlamp is secured at the top to the bonnet
locking platform with two screws and at the bottom to the front bumper support bracket with one screw.
Headlamp removal is facilitated by removal of the radiator grille and removal of the three headlamp
attachment screws.
Headlamp removal is required for replacement of any of the bulbs. The rear of the headlamp unit has
removable access covers which allow access to the bulbs.
A large cover, which is rotated counter-clockwise to remove, allows access to the low/high beam bulb on both
halogen and xenon headlamps.
A second cover, on the inboard side of the headlamp, can be removed to allow access to the high beam 'fill-in'
lamp halogen bulb. The bulb is mounted in a holder with an extended end to aid removal.
A third cover, located on the outboard side of the headlamp, can be removed to give access to the side marker
lamp bulb (NAS only), the side lamp bulb and the cornering/static bending lamp bulb (if fitted).
The turn signal indicator bulb is located on the outboard side of the headlamp. The bulb is a push fit into a
holder which is secured in the headlamp body by rotating clockwise.
In all markets except NAS, the headlamps have two adjustment screws which allow for the manual setting of
the vertical and horizontal beam alignment. A 6mm Allen key is used to rotate the adjusters to achieve the
required setting. The inboard adjuster controls the vertical aiming and the outboard adjuster controls the
horizontal aiming.
On NAS vehicles the headlamp is regarded as 'Visual Optically Left' (VOL) aiming. The adjustment screws have
to be turned equal amounts to maintain the correlation in the vertical axis only. There is no horizontal
adjustment. Refer to the Service Repair Procedures manual for headlamp alignment data and procedures.
Each headlamp has an integral sixteen pin connector which provides inputs and outputs for the various
functions of the headlamp assembly. The usage of the pins differs between model variants. Refer to the
Electrical Library and circuit diagrams for pin details.
Three breathers are located on the rear of the headlamp housing. The two lower breathers are fitted with 'C'
shaped tubes and the upper breather has a 'T' shaped tube. The breather tubes which allow air flow in and out
of the headlamp but prevent the ingress of moisture from rain, road spray or washing. If condensation occurs
within the headlamp, check that the breather tubes are not blocked with mud etc before further action is
taken.
Headlamp Operation
The lamps contained within the headlamp assembly have differing functionality depending on the function
selected.
The low beam headlamps are switched on when the ignition switch is in the ignition position (II) and:
the lighting control switch is the headlamp position
the lighting control switch is in the 'AUTO' position and a 'lights on' signal is received by the LCM from the
rain/light sensor.
The low beam headlamps can also be operated by the headlamp delay feature.
The high beam headlamps are switched on when the ignition switch is in the ignition position (II) and:
the low beam headlamps are selected on in the headlamp position or the headlamps are activated by the
AUTO feature and the left hand steering column multifunction switch is pushed forward, away from
the driver
the headlamp flash function is operated by pulling the left hand steering column multifunction switch
towards the driver.
Common Headlamp Features
Turn Signal Indicators
The turn signal indicator bulb is located in a holder at the rear of the headlamp assembly, above the outer
removable cover. The holder secures the bulb and has contacts which connect with mating contacts integral
with the headlamp housing. Rotating the holder in a counter-clockwise direction allows the holder and the bulb
to be removed.
Two types of bulb are used for the turn signal indicator. In all markets except NAS, the bulb is a 21W with
orange colored glass and a bayonet fitting. On NAS vehicles the bulb is a 27W with orange colored glass and a
wedge fitting.
Side Lamps
The side lamp bulb is accessible by removing the outer cover from the rear of the headlamp. The 5W wedge
side lamp bulb is located in a holder which is a push fit into the rear of the reflector of the side lamp and static
bending lamp (if fitted).
Side Marker Lamps (NAS only)
The side marker lamp bulb is accessible by removing the outer cover from the rear of the headlamp. The 5W
wedge side marker lamp bulb is located in a holder which is a push fit into a molded receptacle in the outer
edge of the headlamp. The side marker lamp illuminates a small rectangular section between the orange side
reflectors on the outside of the headlamp.
Tourist Lever
On all headlamp variants a tourist lever mechanism is located on the side of the projector module. This
mechanism moves a flap to blank off a portion of the beam spread to enable the vehicle to be driven in
opposite drive hand markets without applying blanking decals to the headlamp lens.
The position of the tourist lever varies between headlamp variants and drive hand markets. The following lists
detail the lever location and positions for home and opposite drive hand markets.
Halogen Headlamps
UK LH side headlamp: tourist lever on the grille side
UK RH side headlamp: tourist lever on the grille side
ROW LH side headlamp: tourist lever on the grille side
ROW RH side headlamp: tourist lever on the grille side
For RH side lamps, the tourist function is operated by pushing up the lever. The delivery condition is with the
tourist lever pushed down. For LH side lamps , the tourist function is operated by pushing the lever down. The
delivery condition is with the tourist lever pushed up
Bi-Xenon / AFS Headlamps
UK LH side headlamp: tourist lever on the fender side
UK RH side headlamp: tourist lever on the grille side
ROW LH side headlamp: tourist lever on the grille side
ROW RH side headlamp: tourist lever on the fender side
For all xenon and AFS headlamp variants the tourist function is operated by pushing the lever down. The
delivery condition is with the tourist lever pushed up.
Static Headlamp Leveling - Halogen and Xenon Headlamps (not AFS)
Static vehicle headlamp leveling is performed by the air suspension system and the air suspension control
module. The suspension system constantly monitors the vehicle attitude and adjusts the height of the front
and/or rear of the vehicle accordingly. This maintains the correct vehicle attitude and consequently maintains
the correct headlamp beam alignment.
The vehicle leveling system is fully automatic, therefore the lighting control switch does not have a manual
leveling rotary control.
Halogen Headlamps

1 - Attachment screws (3 off)
2 - Turn signal indicator lamp
3 - Side marker lamp (NAS only)
4 - Side lamp
5 - Halogen projector module
6 - High beam 'fill-in' lamp
7 - Cover - high beam 'fill-in' lamp
8 - Vent (3 off)
10 - Cover - Side lamp and side marker lamp (if fitted)
11 - Bulb holder - turn signal indicator
12 - Cover - Halogen bulb
The mono-halogen low beam only headlamp uses an H7 Long Life (LL) 55W halogen bulb. The lamp uses a
projector lens, similar to the xenon headlamp. The projector module comprises an ellipsoidal lens and a
reflector. The projector reflector collects the light produced by the halogen bulb and projects the light into a
focal plane containing a shield. The contour of the shield is projected onto the road by the lens. The bulb is
retained with conventional wire retaining clips.
A complex surface reflector is used for the halogen high beam 'fill-in' lamp. This type of reflector is divided into
separate parabolic segments, with each segment having a different focal length. The high beam 'fill-in' lamp
uses a H7LL 55W halogen bulb. The bulb is retained in an extended holder which allows easy access to the
bulb. Once removed, the bulb can be removed from the holder by pulling it from its locating pegs.
Xenon Headlamps

4 - Side lamp
5 - Bi-xenon projector module
7 - Ignitor electrical connector
8 - Ignitor unit and bulb
9 - Mounting collar
11 - Vent (3 off)
12 - Xenon control module
Safety Precautions
WARNING: The Xenon system generates up to 28000 volts and contact with this voltage could lead to
fatality. Make sure that the headlamps are switched off before working on the system.
The following safety precautions must be followed when working on the xenon headlamp system:
DO NOT attempt any procedures on the xenon headlamps when the lights are switched on
Handling of the D1S xenon bulb must be performed using suitable protective equipment, e.g. gloves and
goggles. The glass part of the bulb must not be touched
Xenon bulbs must be disposed of as hazardous waste
Only operate the lamp in a mounted condition in the reflector.
The xenon headlamps use a complex surface reflector for the halogen high beam 'fill-in' lamp. This type of
lamp has the reflector divided into separate parabolic segments, with each segment having a different focal
length. A halogen H7LL 55W bulb is retained in an extended holder. The holder is secured in the rear of the
high beam 'fill-in' lamp lens by rotating clockwise.
The xenon headlamp is known as 'bi-xenon' because it operates as both a low and high beam unit. The xenon
bulb is located in a projector module which comprises an ellipsoidal lens with a solenoid controlled shutter to
change the beam output from low to high.
NOTE: If the lighting control switch is in the 0 (off) position, the xenon lamps do not operate when the high
beam 'flash' function is operated. If the lighting switch is in the headlamp position or the 'AUTO' position with
the low beam headlamp active, the xenon low beam will remain on when the high beam 'flash' function is
operated.
The xenon headlamp system is controlled by the LCM using a xenon control module and an igniter for each
headlamp. The xenon control modules and the igniters provide the regulated power supply required to
illuminate the xenon bulbs through their start-up phases of operation.
The xenon bulb is located in the rear of the projector module. The D1S xenon bulb incorporates an integral
igniter unit and both components must be replaced if the bulb fails. A plastic mounting ring is fitted to the bulb
and secures the bulb in the rear of the projector module. The mounting ring must be removed from the bulb
and fitted to the replacement bulb.
The mounting ring locates in mating cut-outs in the xenon bulb. Refer to the illustration that follows for correct
removal and replacement of the mounting ring.
Xenon Bulb Mounting Ring Replacement

A - Locking ring removal
B - Locking replacement
1 - Mounting ring
2 - Xenon bulb
3 - Igniter
Xenon/Halogen Headlamp Beam Comparison

A - Bi-Xenon
B - Halogen
The xenon low/high beam headlamps use ellipsoidal technology for the lens and reflector providing improved
night time visibility compared to conventional halogen headlamps. The xenon headlamps provide the following
benefits when compared to halogen headlamps:
Longer bulb life - Approximately 3 to 5 times longer than a halogen bulb
Increased light output - xenon headlamps output 3 to 4 times more light on the road surface than halogen
headlamps
Blue/White light which is closer to natural daylight - compared to a yellow light produced by a halogen
bulb
Improved night time driving visibility - xenon lamps produce a wider and brighter beam in front of the
vehicle than conventional halogen bulbs
Lower running temperatures
Lower power consumption.
The xenon headlamp is a self contained unit located within the headlamp assembly. The unit comprises a
reflector, an adaptor ring, the lens, a shutter controller and the xenon bulb, which as an assembly is known as
the projector module.
The reflector is curved and provides the mounting for the xenon bulb. The bulb locates in a keyway to ensure
correct alignment in the reflector and is secured by a plastic mounting ring. The bulb is an integral part of the
igniter and is electrically connected by a connector located in the igniter unit.
The shutter controller is a solenoid which operates the shutter mechanism via a lever. The shutter is used to
change the beam projection from low beam to high beam and visa versa.
The xenon bulbs illuminate when an arc of electrical current is established between two electrodes within the
bulb. The xenon gas sealed in the bulb reacts to the electrical excitation and the heat generated by the current
flow to produce the characteristic blue/white light.
To operate at full efficiency, the xenon bulb goes through three stages of operation before full output for
continuous operation is achieved. The three phases are; start-up phase, warm-up phase and continuous phase.
In the start-up phase, the bulb requires an initial high voltage starting pulse of up to 30000 volts to establish
the arc. This is produced by the igniter. The warm-up phase begins once the arc is established. The xenon
control module regulates the supply to the bulb to 2.6A which gives a lamp output of 75W. During this phase,
the xenon gas begins to illuminate brightly and the environment within the bulb stabilizes ensuring a continual
current flow between the electrodes. When the warm-up phase is complete, the xenon control module changes
to continuous phase. The supply voltage to the bulb is reduced and the operating power required for continual
operation is reduced to 35W. The process from start-up to continuous phase is completed in a very short time.
The xenon system is controlled by the LCM, the two xenon control modules and the two igniters. The xenon
control modules (one per headlamp) receive an operating voltage from the LCM when the headlamps are
switched on. The modules regulate the power supply required through the phases of start-up.
The igniters (one per headlamp) generate the initial high voltage required to establish the arc. The igniters
have integral coils which generate high voltage pulses required for start-up. Once the xenon bulbs are
operating, the igniters provide a closed circuit for regulated power supply from the control modules.
Adaptive Front Lighting System (AFS) Headlamps
The AFS headlamp is similar in its construction to the xenon headlamp described previously. The projector
module is constructed and operates as described for the xenon headlamp with the addition of the AFS system
which allows the projector module to be moved vertically and horizontally. The following description covers the
additional differences to the xenon headlamp with AFS.

4 - Side lamp
5 - Static bending lamp
6 - Bi-xenon AFS projector module
8 - Ignitor electrical connector
9 - Ignitor unit and bulb
10 - Mounting collar
12 - Vent (3 off)
13 - Xenon control module
14 - AFS power module
The AFS is a system to improve driver visibility under differing driving conditions. AFS provides a larger visible
area which is illuminated when cornering by adjusting the position of the beam distribution on the road.
Horizontal adjustment is made automatically to the most suitable orientation for the driving conditions using
steering angle and information from other vehicle sensors.
AFS is only available with xenon headlamps and also includes the dynamic headlamp leveling system described
in the 'Headlamp Leveling' section of this document. The bi-xenon module within the headlamp is controlled by
actuator motors which rotate the projector module on its vertical and horizontal axes to adjust the beam
output to suit the cornering conditions and vehicle inclination. Only the bi-xenon lamp projector module
swivels, the halogen high beam lamp unit remains static.
The AFS is controlled by an AFS control module which is located at the bottom of the left hand 'A' pillar. The
module is connected to and controls an AFS power module located on the base of each headlamp. Signals from
the AFS control module are processed by the AFS power module which powers stepper motors to adjust the
vertical and horizontal alignment of the projector module. The AFS power module also controls and regulates
the operation of the static bending lamp (if fitted) which is requested by the AFS control module but controlled
by the LCM.
AFS Concept

A - Conventional headlamp beam distribution
B - AFS headlamp beam distribution
The AFS xenon headlamp construction is similar to the non-AFS xenon headlamp assembly. The AFS headlamp
has a xenon control module located on the underside of the lamp assembly. An additional AFS power module is
located in front of the xenon control module. The AFS power modules supply the correct voltage to stepper
motors which control the positioning and movement of the AFS projector module.
The AFS assembly contains an additional carrier frame which provides the location for the AFS actuators. The
remaining lamps are as described previously. The AFS headlamp also incorporates a static bending lamp.
The carrier frame is attached to the AFS vertical actuator. The projector module has a central pivot point which
allows the module to move horizontally in response to operation of the AFS horizontal actuator.
The AFS actuators are bi-polar (2 phase) dc stepper motors which are driven by a power output from the AFS
power module. Each stepper motor receives its position information from the AFS control module via the
applicable AFS power module. When the actuators are powered to their requested positions, a holding current
is applied to maintain the actuator position.
The actuators do not supply a positional feedback signal to the AFS control module. Each stepper motor
requires referencing each time the AFS system becomes active. When the AFS system is active, each vertical
actuator is driven in the low beam position and each horizontal actuator is driven to an inboard position until a
mechanical stop in the actuator is reached. Once the stop is reached a step counter in the AFS control module
is set to zero and the actuator is then powered to the operating position as determined by the AFS control
module software.
The AFS control module receives front and rear suspension height data to provide dynamic headlamp leveling
adjustment via the vertical actuator motor. The AFS control module also receives vehicle speed signals from
the ABS module to adjust the projector module vertically to increase the beam range as the vehicle speed
increases.
AFS Control Module
The AFS control module is located at the bottom of the left hand 'A' pillar, behind the trim panel.
The AFS control module is a dual functionality unit which also incorporates software to control the dynamic
headlamp leveling. The AFS control module is connected to the high speed CAN bus and receives inputs from
other vehicle systems on the status of the following parameters:
Steering angle
Vehicle speed
Headlamp status
Engine running
Reverse gear selected
Automatic lighting on.
The AFS will only operate when the AFS control module receives an engine running signal on the CAN bus.
When the engine running signal is received the AFS control module performs an initialization routine.
The AFS will also function when the lighting control switch is in the AUTO position and the AFS control module
receives a lights on signal from the rain/light sensor and an engine running signal.
The AFS control module then monitors the inputs from the other vehicle systems to control the AFS
functionality according to cornering angles and vehicle speed.
The AFS control module is connected to each AFS power module on a private LIN bus. The power modules read
operating values supplied from the AFS control module and control the output drivers for the stepper motor
actuators inside the headlamp assembly.
AFS Operation
The AFS controls the swiveling angle of each projector module using speed and steering angle signals. The
angles of each projector module differ to give the correct spread of light, e.g. when turning left, the left hand
projector module will have a greater swiveling angle than the right hand projector module.
Initialization Procedure
When the AFS control module receives an ignition on signal, the control module performs the initialization
procedure which ensures that the headlamps are correctly aligned on both their vertical and horizontal axes.
The headlamp leveling initialization takes less than 3 seconds to complete. The headlamp leveling motors are
powered from their current position, which can be either the upper or lower limit or somewhere in between, to
their lower position and then back to the 0 degrees position.
The AFS swivel initialization starts less than 1 second after the headlamp leveling initialization is activated to
ensure that the headlamps are at or below the 0 degree position in the vertical axis, thus preventing glare to
oncoming vehicles. The AFS swivel initialization is completed in less than 2.5 seconds. The LH and RH AFS
actuator motors are powered from the 0 degree position to their fully inboard position, then to their fully
outboard position and then back to the 0 degree position.
Failure Mode
In the event of a failure of the AFS system, a warning indicator in the instrument cluster is illuminated to warn
the driver. The AFS warning indicator illuminates when the ignition switch is in position (II) and will flash
continuously until the fault is rectified. The AFS warning indicator will also be illuminated if a failure of the
steering angle sensor or the vehicle speed signal is detected.
Illumination of the AFS warning indicator does not necessarily mean that there is a fault with the AFS system.
The fault may be caused by a failure of another system preventing the AFS system operating correctly.
The AFS control module performs a diagnostic routine every time AFS is requested. If any fault is found, the
AFS control module will suspend the operation of the AFS function.
If the AFS leveling system has failed with the xenon projector module in a position other than the correct
straight ahead position, the AFS control module will attempt to drive the projector module to a position a small
amount lower than the standard position. If the swivel function has failed, the AFS control module will lower
the projector module using the leveling actuator motors to a position much lower than standard to prevent
excess glare to oncoming vehicles.
The AFS control module software can detect an internal failure of the control module control circuits. The
control module will power the projector modules to the zero position and prevent further operation.
Faults can be investigated by interrogating the AFS control module using the Land Rover recommended
diagnostic tool to check for fault codes.
Static Bending Lamps
NOTE: The static bending lamps are not fitted to NAS vehicles
The static bending lamps, which are a standard feature on AFS headlamps, are designed to illuminate the
direction of travel when cornering at low speeds. The static bending lamp functionality, which controlled by the
LCM, is unique to vehicles with AFS headlamps and operates using inputs from the steering angle sensor.
The static bending lamp is incorporated into the outer part of the headlamp assembly and shares the same
housing and reflector as the side lamp. The design of the lens projects a spread of light from the vehicle at
approximately 45 degrees to the vehicle axis.
The static bending lamp uses a 35W Halogen H8 bulb which locates in a holder which is connected via wires to
the main connector on the headlamp housing. The holder is located in an aperture in the headlamp housing
and rotated to lock. The bulb is accessible via a removable cover at the rear of the headlamp housing.
AFS Control
The static bending lamps operate with a steering angle sensor CAN signal which is received by the AFS control
module and the LCM. The AFS control module sends a static bending lamp on request to the LCM which
activates the static bending lamp bulb.
When the operation parameters of the lamp are reached, the LCM illuminates the static bending lamp bulb on
using a full power PWM voltage. When the lamp is switched off, the LCM fades the bulb off by decreasing the
PWM voltage in a linear manner depending on steering angle and vehicle speed.
Dynamic Headlamp Leveling - AFS Headlamps Only
Dynamic headlamp leveling is only available on vehicles with AFS headlamps.
The dynamic headlamp leveling adjusts the vertical alignment of the headlamps as a rapid response to changes
in vehicle attitude due to acceleration or braking.
The dynamic system is fully automatic, therefore the lighting control switch does not have a manual leveling
rotary control.
NOTE: The AFS system also operates in conjunction with the static vehicle leveling system as described
previously.
The dynamic system comprises the following components:
Two headlamp leveling motors
AFS control module
Engine running signal from engine control module
Vehicle speed information from ABS module
Vehicle height information from air suspension control module.
When the ignition switch is in position (II), power is supplied to the lighting control switch via the ignition relay
in the Battery Junction Box (BJB) and to the AFS control module. When the lighting control switch is moved to
the side lamp or headlamp position, the supply from the ignition relay is passed to the AFS control module.
NOTE: When the AFS control module receives an ignition on signal, the control module performs an
initialization procedure for both the AFS and headlamp leveling motors.
The system operates by the AFS control module receiving inputs on the CAN from the air suspension control
module for front and rear vehicle height, from the engine control module for engine running signal and from
the ABS module for stop lamp switch active (brakes applied) and vehicle speed. The AFS control module
processes these signals and provides an output to the headlamp leveling motors to adjust the headlamp
vertical aim according to vehicle speed and attitude.
NOTE: In markets with Daytime Running Lamps (DRL), the dynamic headlamp leveling system will not
operate when the DRL are active.
AUTOMATIC HEADLAMPS
The automatic headlamp function is a driver assistance system. The driver can override the system operation
by selection of side lamps or headlamps on if the ambient light conditions require front and rear lighting to be
active.
The automatic headlamp system uses a rain/light sensor and the LCM, which are connected via the K bus and I
bus to control the headlamp functionality. The light sensor is incorporated in the rain/light sensor located on
the inside of the windshield, below the rear view mirror. The wiper system also uses the rain/light sensor for
automatic wiper operation. Refer to the Wipers and Washers section for details of the rain/light sensor and
automatic wiper operation.
For additional information, refer to: Wipers and Washers (501-16 Wipers and Washers, Description and
Operation).
The light sensor measures the ambient light around the vehicle in a vertical direction and also the angular light
level from the front of the vehicle. The rain/light sensor uses vehicle speed signals, wiper switch position and
the park position of the front wipers to control the system.
The rain/light sensor can detect if the vehicle has entered a tunnel or similar environment and will activate the
headlamps on entry to the tunnel when the ambient and forward light levels have fallen quickly. When the
tunnel is exited, the rain/light sensor detects the sudden increase in light levels and requests the lights to be
switched off.
Certain light and weather conditions are not detected accurately by the rain/light sensor. The driver should
override the automatic headlamps function if in any doubt about weather conditions and the requirement for
exterior lights to be active.
The automatic headlamp operation uses ambient light levels which are monitored by a photodiode incorporated
in the rain/light sensor. The rain/light sensor sends a lights on/off request to the LCM on the K bus, which
responds by switching on the low beam headlamps, front side lamps and rear tail lamps. The automatic
headlamps are activated under the following conditions:
Twilight
Darkness
Rain
Snow
Tunnels
Underground or multi-level car parks.
Operation of the automatic headlamps requires the ignition switch to be in position II, the lighting control
switch to be in the 'AUTO' position and a lights on request signal from the light sensor.
NOTE: The front fog lamps will not operate if the automatic control lamps are switched on.
If the automatic headlamp function has been selected and the ambient light falls below a pre-defined level then
the front and rear fog lamps can be manually activated. If the ambient light rises above that level then the fog
lamps will be deactivated along with the rest of the lamps. If the ambient light then falls below this level again
the lamps will be activated, but the fog lamps which were previously selected will not.
HEADLAMP DELAY
The LCM controls a headlamp delay function which illuminates the driveway after leaving the vehicle. The
headlamp delay will operate on low beam headlamps only regardless of the position of the left hand steering
column multifunction switch.
The delay is operated when the ignition is switched off and the key removed with the headlamps switched on
(not in the AUTO position). The message center displays a 'HEADLIGHTS ON' message accompanied by a chime
from the sounder. When the lighting control switch is moved to the 'off' position, the message center displays a
'HEADLIGHT DELAY' message and the low beam headlamps are activated for a period of approximately 45
seconds. After the delay period, the LCM automatically switches off the delay function, extinguishing the
headlamps.
If the lighting control switch is in the 'AUTO' position and the ignition is switched off and the key is removed,
the headlamp delay will not operate. The left hand steering column multifunction switch must be operated in
the headlamp 'flash' position to activate the headlamp delay. The headlamps will extinguish after the delay
period has expired.
INSTRUMENT CLUSTER WARNING LAMP ILLUMINATION
The warning lamps in the instrument cluster for left and right turn signal indicator, front and rear fog lamps
and headlamp low and high beam and side lamps are activated by the LCM via messages to the instrument
cluster on the I Bus. The synchronisation of the turn signal indicator warning indicator lamps with the external
turn signal indicator lamp frequency is controlled by a cyclic transmission of the light status on the I Bus.
The AFS warning lamp is controlled by a signal from the AFS control module.
FRONT FOG LAMPS

1 - Lamp assembly
2 - Halogen bulb
3 - Bulb holder
The front fog lamps are located in the front bumper. Each lamp is secured to three lugs in the bumper and
retained with self tapping screws and fasteners. Each lamp has two adjusting screws which provide for the
vertical and horizontal alignment of the beam.
The 55W halogen bulb is located in a holder. The holders are secured in the lamp housing by rotating through
approximately 10. The holder has a connector to allow for connection to the electrical harness.
TAIL LAMP ASSEMBLY

1 - Tail lamp holder
2 - Turn signal indicator bulb
3 - Turn signal indicator reflector
4 - Stop lamp LED assembly
5 - Tail lamp lens
6 - Side marker lamp bulb (NAS only)
7 - Side marker lamp bulb holder (NAS only)
8 - Bulb - tail lamp twin filament
9 - Bulb - tail/rear fog lamp
The rear tail and turn signal indicator lamp assemblies are located on the outer corner of each rear wing panel.
The lamp assembly is retained by two integral plastic clips which locate in corresponding clips secured to the
body panel. The assembly is further retained by two self tapping screws which are accessed from inside the
taildoor aperture. To remove the assembly, after removing the screws, the assembly must be prized at two
indentations to release the clips. A non-metallic tool must be used with care to avoid damage to the paint
finish.
The direction indicator, fog lamp and side lamp bulbs are located in a holder. The holder is secured in the lamp
housing by two plastic clips. The holder has a connector to allow for connection to the electrical harness.
The upper lamp aperture is for the stop lamp and the turn signal indicator. The stop lamp comprises a plastic
holder with contains 19 LED's. This illuminates through a circular prism lens in the center of the lamp to display
the stop lamp in a red color. The turn signal indicator lamp is located behind the stop lamp LED unit. The bulb
is located in a reflector unit which emits the turn signal indicator light around the outer diameter of the stop
lamp LED assembly.
On 3.0 Td6 and 4.4L V8 models, the turn signal indicator uses a PY21W orange bulb. On 4.2L V8 supercharged
models a PW21W Osram Diadem bulb is used. The Diadem bulb emits an orange light when illuminated but is
not orange colored when inactive.
The lower lamp aperture is divided into two parts and provides for the tail lamp and the rear fog lamp.
The rear fog lamp uses different bulbs depending on model. On 4.4L V8 models the rear fog lamp uses a P21W
bayonet fitting bulb. On 4.2L V8 supercharged models the rear fog lamp uses a PR21W. This is also used for
the tail lamp, operated by a PWM output from the LCM to produce a lower wattage output than the fog lamp.
The upper half of the tail lamp aperture is used solely for the tail lamp and uses a P21W/5W bulb on 4.4L V8
models and a PR21/5W bulb on 4.2L V8 supercharged models. Only the 5W filament is used for the tail lamp,
with the 21W filament not used by any function.
On NAS vehicles, an additional lamp holder is used to accommodate the side marker lamp. The lamp assembly
lens has a vertical section which is used as the side marker illumination required for the NAS market. The side
marker lamp bulb is a 5W bayonet fitting.
All bulbs in the tail lamp assembly are monitored by the LCM and, if a failure is detected, alerts the driver via
the instrument cluster message center.
SIDE REPEATER LAMPS

1 - Lens
2 - Lamp body
3 - Bulb
4 - Bulb holder
The side repeater lamps are located in the front fenders, forward of the louvered air vents. The side repeater
lamps are clipped into the fender aperture and can be removed by pushing forwards and pulling outwards from
the fender.
The side repeater lamps use a capless 5W bulb which is pressed into contacts in a holder. The holder is located
in the lamp assembly. These lamps are not monitored by the LCM and if a failure occurs the driver will not
receive a message.
REVERSING LAMPS
The reversing lamps are located in the lower tail door and positioned at either side of the license plate. The
lamps are secured in the tail door with a clip at the bottom and positively secured with a screw at the top.
Each reversing lamp uses a 6W bayonet type bulb. The LCM monitors the bulbs and, if a failure is detected,
alerts the driver via the instrument cluster message center.
LICENSE PLATE LAMPS
Two license plate lamps are located in the trim above the license plate in the lower tail door. The lamps are
press fitted in their apertures and secured by an integral plastic clip.
Each lamp uses a 5W festoon type bulb. The LCM monitors the bulbs and, if a failure is detected, alerts the
driver via the instrument cluster message center.
HAZARD WARNING LAMPS
The hazard warning lamps use the front and rear turn signal indicator lamps as previously described. These are
controlled by the LCM in response to a hazard warning lamp request from the instrument panel switch.
Crash Signal Activation
In the event of an accident of a severity to activate and deploy the airbags, the restraint control module
requests various electrical operations to assist with the crash situation. The restraints control module requests
via the bus systems to the LCM to activate the hazard warning lamps. These will continue to operate until
deselected using the hazard warning lamp switch in the instrument panel. The lamps flash at a frequency
which is the same as the frequency used to flash the headlamp high beam in the same situation.
DAYTIME RUNNING LAMPS (DRL)
DRL operation is detailed in a separate section.

For additional information, refer to: Daytime Running Lamps (DRL) (417-04 Daytime Running Lamps (DRL),
LEFT HAND STEERING COLUMN MULTIFUNCTION SWITCH

1 - RH turn signal indicator
2 - Headlamp flash
3 - LH turn signal indicator
4 - Headlamp high beam
The left hand steering column multifunction switch is located on the left hand side of the steering column and
controls the following functions:
Headlamp low/high beam
Headlamp high beam flash
Left/right turn signal indicators
Trip computer functions.

For additional information, refer to: Information and Message Center (413-08 Information and
Message Center, Description and Operation).
The high beam on and flash functions are connected on a single wire to the LCM. The switch assembly contains
resistors and the ground for each selection is passed through a different resistor for each selection. The same
also applies to the turn signal indicators. The LCM senses the resistance on the ground wire and determines
which function has been selected.
The turn signal indicators incorporate a lane change function. To activate the lane change function old the lever
partially up or down against spring pressure to indicate a lane change. The directional indicator will flash three
times. The lane change function can be enabled or disabled by a Land Rover Dealer.
TRAILER MODULE
The trailer module is fitted to all vehicles and is located in the RH side of the luggage compartment, behind the
removable trim panel, adjacent to the rear auxiliary fusebox. The module is required to separate the load
circuits of the trailer from the load circuits of the towing vehicle. This allows separate monitoring of the vehicle
lamps and the trailer circuits.
The trailer module comprises a double transistor for reversing lamp and rear fog lamp operation and overload
proof MOSFET circuit breakers for the following lamps:
Left turn signal indicator
Right turn signal indicator
Stop lamps
Left tail lamp
Right tail lamp
Permanent trailer battery supply circuits.
The above lamps are connected to the trailer module via direct connections to the applicable lamps. The rear
fog lamps and reversing lamps are not directly connected to the lamp units because these lamps must be
disabled when the trailer socket is connected.
The LCM communicates with the trailer module via a bi-directional, dedicated serial link. The rear fog lamps
and reversing lamps are controlled on this link. The trailer module also uses this link to transmit error
messages for the trailer lamps to the LCM.
The trailer module has two modes of operation; sleep mode and normal mode. Sleep mode is initiated by the
LCM after a predetermined time. In this mode the trailer module processor clock speed is reduced to a
minimum and all loads are switched off to keep current consumption to a minimum. The module operates in
normal mode on receipt of an applicable message from the LCM. The required loads and the current supply for
bulb failure detection are activated.
The LCM communicates with the trailer module every 2 seconds with a normal mode telegram. If the trailer
module no longer responds, the data link to the module is switched low for 1 second after ten unsuccessful
attempts to establish the communication. When the LCM switches the data link low, the trailer module is
'reset'. If communication is not established after thirty attempts in succession, the LCM assumes the module is
defective and records an applicable error message in the error memory.
If a replacement trailer module is fitted, the LCM instantly recognizes it via the data link. Connection of the
Land Rover recommended diagnostic tool is not required to establish communications between the LCM and the
trailer module.
CONTROL DIAGRAM - SHEET 1 of 2
NOTE: A = Hardwired connection; B = K bus; D = HS CAN; K = I-Bus; O = LIN Bus.

1 - LH xenon control module
2 - RH xenon control module
3 - Battery
4 - Fuse 4P (50A)
5 - Fuse 3P (50A)
6 - RH Static bending lamp
7 - LH static bending lamp
8 - LH AFS power module
9 - RH AFS power module
10 - Fuse 32P (5A)
11 - AFS control module
12 - ABS module
14 - Rain/light sensor
15 - Fuse 41P (5A)
16 - Fuse 4P (5A)
17 - Fuse 9P (5A)
18 - Battery
20 - RH side lamp
21 - RH halogen 'fill-in' lamp
22 - RH halogen/xenon headlamp
23 - RH turn signal indicator
24 - LH side lamp
25 - LH 'fill-in' lamp
26 - LH halogen/xenon headlamp
27 - LH turn signal indicator
28 - Light Check Module
29 - LH front fog lamp
30 - RH front fog lamp
31 - LH steering column multifunction switch
CONTROL DIAGRAM - SHEET 2 of 2

1 - Brake pedal switch
2 - LH tail lamp
3 - LH rear turn signal indicator lamp
4 - RH rear turn signal indicator lamp
5 - RH tail lamp
6 - Lighting control switch
7 - LH rear fog lamp
8 - RH rear fog lamp
9 - LH brake lamp
10 - High mounted stop lamp
11 - RH brake lamp
12 - Navigation computer
13 - LH side repeater lamp
14 - RH side repeater lamp
15 - License plate lamps
16 - Rear wiper motor and control module assembly
17 - RH reverse lamp
18 - LH reverse lamp
19 - Trailer module
20 - Light check module
21 - RH side marker lamp (NAS only)
22 - LH side marker lamp (NAS only)
23 - Electrochromic interior rear view mirror
Exterior Lighting - Headlamps

For a detailed description of the exterior lighting system, refer to the Description and Operation section 417-00
- Exterior Lighting of the workshop manual.
Overview
Three types of Headlamp are available: Halogen, Bi-Xenon or Adaptive Front Lighting System (AFS).
Given the potential for personal injury, the following safety information should be followed at all times:
Safety Information
WARNINGS:
The Xenon Headlamp system generates up to 28,000 volts. Make sure that the headlamps are switched
off before working on the system. Failure to follow this instruction may lead to fatality.
The following safety precautions must be followed when working on the Xenon Headlamp system:
DO NOT attempt any procedures on the Xenon Headlamps or circuits when the system is energized.
Handling of the xenon bulb must be performed using suitable protective equipment, e.g. gloves and
goggles. The glass part of the bulb must not be touched.
Only operate the lamp in a mounted condition in the reflector.
All safety procedures and precautions must be followed to prevent personal injury.
CAUTION: Xenon bulbs must be disposed of as hazardous waste.
There are instructions on the correct procedures for Xenon Headlamp system repairs in the manual, refer to
section 100-00 - General Information, Standard Workshop Practices of the workshop manual.
Inspection And Verification
Note that intermittent fault reports may be due to the cycling operation of the field effect
transistors (FETs)
Visual Inspection Chart

Fuses
Relays
Wiring harness
Loose or corroded connector(s)
Battery junction box (BJB)
Headlamp(s) condition and installation Central junction box (CJB)
Bulb(s) and installation Adaptive Front Lighting System (AFS)

module
Bulb holder(s) and installation
Headlamp Power modules
Lighting control switch and installation
Instrument Cluster (IPC)
Left-hand Steering Column Multifunction Switch and
installation Steering Angle Sensor Module (SASM)
Engine Control Module (ECM)
Air Suspension Control Module
Communication BUS circuits

Because the DTCs are stored in more than one module, a complete vehicle read is recommended
Symptom Chart
Symptom Possible Causes Action

Low beam lamp(s) Bulb failure
inoperative
Fuse(s) blown
Circuit fault Check the bulb and fuse condition (see visual inspection). Check
the headlamp circuits. Check the lighting control switch function.
Check the left-hand steering column multifunction switch
High beam lamp(s) Lighting control
operation. Refer to the electrical guides. Check for DTCs
inoperative switch fault
indicating a headlamp or related circuit fault.
Left-hand steering
column
multifunction
switch fault
Low beam lamp(s) Incorrect bulb rating
dim
Tourist lever set in
the wrong
position
Check the bulb condition and rating. Check the tourist lever is
Circuit fault
set correctly. Check the headlamp circuits. Check the lighting
High beam lamp(s) control switch function. Check the left-hand steering column
dim Lighting control multifunction switch function. Refer to the electrical guides.
switch fault
Left-hand steering
column
multifunction
switch fault
Low beam lamp(s) Circuit fault
stuck on
Lighting control
switch fault
Check the headlamp circuits. Check the lighting control switch
function. Check the left-hand steering column multifunction
Left-hand steering switch operation. Check the headlamp timer function. Refer to
High beam lamp(s) column the electrical guides. Check for DTCs indicating a headlamp
stuck on multifunction circuit fault
switch fault
Headlamp timer
function fault
Circuit fault
Left-hand steering
Headlamp low/high Check the headlamp circuits. Check the left-hand steering
column
beam switching column multifunction switch operation. Check the xenon lamp
multifunction
function shutter mechanism operation. Refer to the electrical guides.
switch fault
inoperative Check for DTCs indicating a headlamp circuit fault
Xenon lamp shutter

mechanism fault
Fuse(s) blown
Check the fuse(s) (see visual inspection). Check the lighting

Lighting control
control switch function. Check the left-hand steering column
Warning lamp(s) switch fault
multifunction switch function. Check the warning lamp circuits.
inoperative
Refer to the electrical guides. Check for DTCs indicating an
Left-hand steering instrument cluster or CAN system fault.
column
multifunction
Symptom Possible Causes Action
switch
inoperative
Circuit fault
Instrument cluster
fault
Condensation Check for outstanding Technical Service Bulletins (TSBs) relating
Headlamp Wet - to 'Headlamp Internal Condensation'. Carry out the instructions
Internal in the service bulletin to determine if the fault is related to
Water Ingress condensation or water ingress.
DTC Index
Adaptive Front Lighting System (AFS) Control Module
NOTE: Prior to installation/replacement of the Headlamp Assembly carry out all relevant internal visual and
mechanical checks for correct cable location and termination including: checks for corroded, bent or backed out
pins or terminals, incorrectly inserted connectors and harness damage due to chaffing or incorrect routing.
NOTE: If the control module has been removed and reinstalled, carry out a DTC code clear, cycle the ignition
state to off, then on. This will erase any DTCs that have been logged during the module installation procedure

Using the manufacturer approved diagnostic system
perform an on demand self test (On Demand Self
General Electrical
Test), look for any errors in movement (compare
Failure
with other headlamp) and visually inspect the lamp
Left Headlamp for internal damage or dislocation (ball joints out).
B1A57- Leveling Motor - Internal Headlamp Refer to the electrical circuit diagrams and check for
01 General Electrical Motor Fault circuit fault between the Adaptive Front Lighting
Failure System (AFS) Control Module and the Headlamp
Leveling Motor. If no mechanical or circuit faults are
Internal Headlamp
evident, suspect headlamp internal fault, replace as
Circuit Fault
required. Refer to the new module/component
installation note at the top of the DTC Index
perform an On Demand Self Test, look for any errors
General Electrical
in movement (compare with other headlamp) and
Failure
visually inspect the lamp for internal damage or
Right Headlamp dislocation (ball joints out). Refer to the electrical
B1A58- Leveling Motor - Internal Headlamp circuit diagrams and check for circuit fault between
01 General Electrical Motor Fault the Adaptive Front Lighting System (AFS) Control
Failure Module and the Headlamp Leveling motor. If no
mechanical or circuit faults are evident, suspect
Internal Headlamp
headlamp internal fault, replace as required. Refer
Circuit Fault
to the new module/component installation note at
the top of the DTC Index
Static Bending Lamp NOTE: The power module is a service item
Bulb Failure
Left Hand Corner Refer to the electrical circuit diagrams and check the
Internal Headlamp Static Bending Lamp Circuit for fault. If no
B1C98- Lamp circuit defect -
Circuit Fault mechanical or circuit faults are evident, suspect the
01 General Electrical
Failure Headlamp Power Module has an internal fault,
Headlamp Power replace as required. Refer to the new
Module Internal module/component installation note at the top of
Fault the DTC Index
Static Bending Lamp NOTE: The power module is a service item
Bulb Failure
Right Hand Corner Refer to the electrical circuit diagrams and check the
Internal Headlamp Static Bending Lamp Circuit for fault. If no
B1C99- Lamp circuit defect -
Circuit Fault mechanical or circuit faults are evident, suspect the
01 General Electrical
Failure Headlamp Power Module has an internal fault,
Headlamp Power replace as required. Refer to the new
Module Internal module/component installation note at the top of
Fault the DTC Index
NOTE: The power module is a service item
This DTC is logged if the Headlamp Power Module

supply voltage is above 16 volts / below 9.5 volts or
Headlamp Power the module suffers an internal failure. Record then
Left Headlamp Power Module Internal clear the stored DTC, cycle the ignition state and
B1D66- Fault check headlamp operation, if the DTC returns refer
Module - No Sub-Type
00 to the electrical circuit diagrams and check the
Information
power, ground and signal circuit of the Power
Power Supply Fault
Module for circuit fault. If no circuit faults are
evident suspect the Headlamp Power Module has an
internal fault, replace as required. Refer to the new
module/component installation note at the top of
the DTC Index
This DTC is logged if the Headlamp Power Module

supply voltage is above 16 volts / below 9.5 volts or
Headlamp Power the module suffers an internal failure. Record then
Right Headlamp Module Internal clear the stored DTC, cycle the ignition state and
B1D67- Fault check headlamp operation, if the DTC returns refer
Power Module - No
00 to the electrical circuit diagrams and check the
Sub-Type Information
power, ground and signal circuit of the Power
Power Supply Fault
Module for circuit fault. If no circuit faults are
evident suspect the Headlamp Power Module has an
the DTC Index
Headlamp Power
Module Internal
Fault
Clear the DTC. Turn the Headlamp Switch on, cycle

B1D66- Left Headlamp Power The parameter set of
the ignition state to start the engine, check for
91 Module - Parametric the Power Module
stored DTCs, if DTC returns suspect the Headlamp
does not match
Power Module has an internal fault, replace as
the Adaptive Front
Lighting System
(AFS) Module
parameter set
Headlamp Power
Module Internal
Fault
Right Headlamp Clear the DTC. Turn the Headlamp Switch on, cycle
B1D67- the ignition state to start the engine, check for
Power Module - The parameter set of
91 stored DTCs, if DTC returns suspect the Headlamp
Parametric the Power Module
Power Module has an internal fault, replace as
does not match
the Adaptive Front
Lighting System
(AFS) Module
parameter set
Suspect Battery or Charging fault. Check the battery
The power supply to condition and state of charge. Check the vehicle
the Module has charging system. Refer to the relevant workshop
Control Module -
U3000- been below 9 manual section. Clear the DTC, cycle ignition state
Circuit voltage below
16 Volts for more to off then on, if DTC returns refer to the electrical
threshold
than 1000 circuit diagrams and check power and ground circuit
milliseconds to the Adaptive Front Lighting System (AFS) Control
Module
The power supply to
the Module has Suspect Charging fault. Check the battery condition
Control Module -
U3000- been above 16 and state of charge. Check the vehicle charging
Circuit voltage above
17 Volts for more system. Refer to the relevant workshop manual
threshold
than 1000 section
milliseconds
Internal Headlamp visually inspect the lamp for internal damage or
Left Headlamp
Sensor Fault dislocation (ball joints out). If no faults are evident
Swiveling Feedback
B1D68- refer to the electrical circuit diagrams and check for
Sensor Circuit -
01 circuit fault between the Headlamp Power Module
General Electrical Internal Headlamp and the swiveling feedback sensor. If no mechanical
Failure Circuit Fault or circuit faults are evident, suspect headlamp
the DTC Index
Right Headlamp
Sensor Fault dislocation (ball joints out). If no faults are evident
Swiveling Feedback
B1D69- refer to the electrical circuit diagrams and check for
Sensor Circuit -
01 circuit fault between the Headlamp Power Module
General Electrical Internal Headlamp and the swiveling feedback sensor. If no mechanical
Failure Circuit Fault or circuit faults are evident, suspect headlamp
the DTC Index
Left Headlamp Motor Fault dislocation (ball joints out). If no faults are evident
B1D64- Swiveling Motor refer to the electrical circuit diagrams and check for
00 Circuit - No Sub-Type circuit fault between the Headlamp Power Module
Information Internal Headlamp and the swiveling motor circuit. If no mechanical or
Circuit Fault circuit faults are evident, suspect headlamp internal
fault, replace as required. Refer to the new
the DTC Index
Right Headlamp Motor Fault dislocation (ball joints out). If no faults are evident
B1D65- Swiveling Motor refer to the electrical circuit diagrams and check for
00 Circuit - No Sub-Type circuit fault between the Headlamp Power Module
Information Internal Headlamp and the swiveling motor circuit. If no mechanical or
Circuit Fault circuit faults are evident, suspect headlamp internal
fault, replace as required. Refer to the new
the DTC Index
Internal Headlamp Using the manufacturer approved diagnostic system
Actuator Fault perform an On Demand Self Test, look for any errors
B10A3- Left Swivel Actuator -
71 Actuator Stuck
visually inspect the lamp for internal damage or
Internal Headlamp dislocation (ball joints out). If no faults are evident
Circuit Fault refer to the electrical circuit diagrams and check for
circuit fault between the Headlamp Power Module
and the swivel actuator. If no mechanical or circuit
faults are evident, suspect headlamp internal fault,
replace as required. Refer to the new
the DTC Index
Actuator Fault dislocation (ball joints out). If no faults are evident
B10A4- Right Swivel Actuator refer to the electrical circuit diagrams and check for
71 - Actuator Stuck circuit fault between the Headlamp Power Module
Internal Headlamp and the swivel actuator. If no mechanical or circuit
Circuit Fault faults are evident, suspect headlamp internal fault,
replace as required. Refer to the new
the DTC Index
Missing message from Check the Air Suspension Control Module for stored
the Air DTCs. Using the manufacturer approved diagnostic
Lost Communication
Suspension system, complete the CAN Network Integrity test.
U0132- With Ride Level
Control Module Refer to the electrical circuit diagrams and check the
87 Control Module -
CAN Network between the Adaptive Front Lighting
Missing Message
System (AFS) Control Module and the Air
CAN Network fault Suspension Control Module
Check the Steering Angle Sensor Module for stored
Missing message from DTCs. Using the manufacturer approved diagnostic
Lost Communication the Steering Angle system, complete the CAN Network Integrity test.
U0126- With Steering Angle Sensor Module Refer to the electrical circuit diagrams and check the
87 Sensor Module -
Missing Message
CAN Network fault System (AFS) Control Module and the Steering
Angle Sensor Module
Check the Steering Angle Sensor Module for stored
Invalid signal from the DTCs. Using the manufacturer approved diagnostic
Lost Communication Steering Angle system, complete the CAN Network Integrity test.
U0126- With Steering Angle Sensor Module Refer to the electrical circuit diagrams and check the
86 Sensor Module -
Invalid Signal
CAN Network fault System (AFS) Control Module and the Steering
Angle Sensor
Check the Instrument Cluster for stored DTCs. Using
Lost Communication Missing message from the manufacturer approved diagnostic system,
With Instrument the Instrument complete the CAN Network Integrity test. Refer to
U0155- Cluster
Panel Cluster (IPC) the electrical circuit diagrams and check the CAN
87
Control Module - Network between the Adaptive Front Lighting
Missing Message CAN Network fault System (AFS) Control Module and the Instrument
Cluster
Check the Transfer Box Control Module for stored
Missing message from DTCs. Using the manufacturer approved diagnostic
Lost Communication the Transfer Box system, complete the CAN Network Integrity test.
U0102- with Transfer Case Control Module Refer to the electrical circuit diagrams and check the
87 Control Module -
Missing Message
CAN Network fault System (AFS) Control Module and the Transfer Box
Control Module
Check the Dynamic Response Module for stored
Lost Communication Missing message from DTCs. Using the manufacturer approved diagnostic
With Vehicle the Dynamic system, complete the CAN Network Integrity test.
U0122- Response Module Refer to the electrical circuit diagrams and check the
Dynamics Control
87
Module - Missing CAN Network between the Adaptive Front Lighting
Message CAN Network fault System (AFS) Control Module and the Dynamic
Response Module
Check the Dynamic Response Module for stored
Lost Communication Invalid signal from the DTCs. Using the manufacturer approved diagnostic
With Vehicle Dynamic system, complete the CAN Network Integrity test.
U0122- Response Module Refer to the electrical circuit diagrams and check the
Dynamics Control
86
Module - Invalid CAN Network between the Adaptive Front Lighting
Signal CAN Network fault System (AFS) Control Module and the Dynamic
Response Module
NOTE: This circuit uses shielded cable
Refer to the electrical circuit diagrams, and check

Missing message from the power/ground supply and Communication circuit
the Headlamp to the Headlamp Power Module. Using the
Lost communication
Power Module manufacturer approved diagnostic system, clear
U1A38- to LH Power Light
stored DTCs in the Adaptive Front Lighting System
87 Module - Missing
(AFS) Control Module. Cycle the ignition state to off,
Message Power or Ground then return to on and check for stored DTCs. If
supply circuit fault DTCs U1A38-87 and U1A39-87 return suspect
Adaptive Front Lighting System (AFS) Control
Module internal fault, If only DTC U1A38-87 returns
suspect Headlamp Power Module internal fault.
Replace as required. Refer to the new
the DTC Index
NOTE: This circuit uses shielded cable
Refer to the electrical circuit diagrams, and check

Missing message from the power/ground supply and Communication circuit
the Headlamp to the Headlamp Power Module. Using the
Lost communication
Power Module manufacturer approved diagnostic system, clear
U1A39- to RH Power Light
stored DTCs in the Adaptive Front Lighting System
87 Module - Missing
(AFS) Control Module. Cycle the ignition state to off,
Message

Range Rover Workshop Manual 2007-2010 PDF

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CONTENTS

415: Information and Entertainment Systems

Fuel Fired Burning Heater Diagnostic's

Important Safety Instructions

Warnings, Cautions and Notes in This Manual

Trustmark Authoring Standards (TAS) Removal and Installation Procedures

NOTE: Removal steps in this procedure may contain installation details.

Colors used in the graphic are as follows:

There may be multiple steps assigned to one illustration.

Special Tools and Torque Figure(s)

Copyright. Land Rover Ltd., 2005

How to use This Manual

Workshop Manual Organization

Section 1 - General Information.

General Information - Standard Workshop Practices

When working on a vehicle in the workshop always make sure that:

Jump Starting a Vehicle

Towing the Vehicle

Blank off openings exposed by component removal.

WARNING: Suitable eye protection must be worn.

General inspection of components

All components should be inspected for wear or damage before reassembling.

Do not allow sealant to enter tapped holes or oil ways.

Always install new roll pins of the correct size.

Woodruff keys may be re-used provided there is no indication of wear or distortion.

Remove any burrs from edges of keyways using a fine file.

Check that threads are undamaged.

Bolt and Nut Identification

Self-locking bolts and screws

Trilobular bolts should not be used as a substitute for patched bolts.

Ball and Roller Bearings

Brake Pads and Linings

WARNING: Do not mix brake fluid of different specifications.

Pipes and Hoses

WARNING: Suitable eye protection must be worn.

Fuel system hoses

Cooling system hoses

Hose orientation and connection

High voltage circuits

Vehicles installed with Navigation

Vehicles with Bi-Xenon headlamp bulbs installed

Safety goggles and gloves must be worn.

Connectors and harnesses

Having confirmed that a component is faulty, carry out the following:

Switch off the ignition and disconnect the battery.

Fuel Handling Precautions

Make sure that suitable warning signs are exhibited.

Fuel tank and system draining

Fuel tank repairs

Never use a seal which has been improperly stored or handled.

Supplemental Restraint System (SRS) Precautions

Driver air bag, clockspring.

Remove the ignition key.

Make sure SRS components are not contaminated by oil or grease.

SRS component testing precautions

Handling and storage

Always observe the following precautions when handling SRS components:

SRS harness and connectors

Never attempt to modify, splice or repair SRS wiring.

Impact sensors - inspection

Air bag and pre-tensioner deployment

Only use deployment equipment approved for the intended purpose.

SRS Component Replacement Policy