1999 LAND ROVER DISCOVERY water pump

GENERAL DATA
04-8
Fuel system - Td5
Fuel system - V8
Type Direct injection from pressure regulated supply with cooled return flow
and in-line pressure regulator
Pressure regulator setting 4 bar (58 lbf.in
2)
Pump Electric two stage submersible
Pump output:
⇒ Low pressure 30 l/h (6.6 gal/h) (7.93 US gal/h) at 0.5 bar (7.25 lbf.in
2)
⇒ High pressure 180 l/h (39.6 gal/h) (47.55 US gal/h) at 4 bar (58 lbf.in
2)
Maximum consumption 30 l/h (6.6 gal/h) (7.93 US gal/h)
Injectors Make/type Lucas EV1/Dual stage
Injector operating pressures:
Pre EU3 models
⇒ Initial opening pressure 270 bar (3915 lbf.in
2)
⇒ Fully opened pressure 440 bar (6380 lbf.in
2)
⇒ Maximum pressure 1560 bar (22620 lbf.in
2)
EU3 models:
⇒ Initial opening pressure 270 bar (3915 lbf.in
2)
⇒ Fully opened pressure 440 bar (6380 lbf.in
2)
⇒ Maximum pressure 1750 bar (25375 lbf.in
2)
Filter In-line canister filter/water separator with water detection
Air cleaner Mann and Hummell P0037
Type Multiport injection from pressure regulated, returnless supply
Pump Electric submersible
Regulated pump output pressure 3.5 bar (50.75 lbf.in
2)
Fuel pump delivery 120 litres/hr (211 pints/hr) (234 US pints/hr)
Filter In-line canister
Air filter Mann and Hummell P0036

GENERAL DATA
04-10
Cooling system - V8
Type Pressurised, spill return, thermostatically controlled water and
antifreeze mixture. Vertical flow radiator with remote header tank and
pump assisted
Cooling fans 9 blade axial flow on viscous coupling and 11 blade axial flow electric
Electric cooling fan switching points:
For A/C system:
⇒ On When vehicle speed is 50 mph (80 km/h) or less and ambient
temperature is 28 °C (82 °F) or more
⇒ Off When vehicle speed increases to (62.5 mph (100 km/h) or ambient
temperature decreases to 25 °C (77 °F)
For engine cooling during normal running:
⇒ On 100 °C (212 °F)
⇒ Off 94.5 °C (202 °F)
For engine cooling at ignition off (to counteract heat
soak):
⇒ On If, within 10 seconds of ignition off, intake air temperature is 60 °C (140
°F) or more and engine coolant temperature is 110 °C (230 °F) or more
⇒ Off After 10 minutes or if engine coolant temperature decreases to 100 °C
(212 °F)
Coolant pump Centrifugal impeller, belt driven from crankshaft
Coolant pump drive ratio 1.293 : 1
Coolant pump output at 1000 rev/min 10 litres/min (2.64 US galls/min) at 0.7 bar (10 lbf.in
2)
Thermostat Waxstat with pressure relief valve
Thermostat operating temperature:
⇒ Initial opening 82 °C (179 °F)
⇒ Fully open 96 °C (204 °F)
Expansion tank cap relief valve - system operating
pressure1.4 bar (20 lbf.in
2)

ENGINE - V8
12-2-6 DESCRIPTION AND OPERATION
Description
General
The V8 petrol engine is an eight cylinder, water cooled unit having two banks of four cylinders positioned at 90 degrees
to each other. The engine comprises five main castings - two cylinder heads, cylinder block, timing cover and the oil
sump, all of which are manufactured from aluminium alloy.
NAS market vehicles from 03 model year receive a 4.6 litre version of the V8 engine to replace the previous 4.0 litre
version.
Cylinder heads
The cylinder heads are fitted with replaceable valve guides and valve seat inserts with the combustion chambers
formed in the head. Each cylinder head is sealed to the cylinder block with a gasket. The exhaust manifolds are bolted
to the outside of each cylinder head whilst the inlet manifolds are located in the centre of the 'Vee' and are bolted to
the inside face of each head. Inlet and exhaust manifolds are sealed to the cylinder heads by means of gaskets.
Each cylinder has a single inlet and exhaust valve. The exhaust valves are of the 'carbon break' type, a recess on the
valve stem prevents a build-up of carbon in the valve guide by dislodging particles of carbon as the valve stem moves
up and down the guide. Inlet and exhaust valve stem oil seals are fitted at the top of each valve guide. Valve operation
is by means of rocker arms, push rods and hydraulic tappets. Each of the rocker arms is located on a rocker shaft
which is supported by means of pedestals bolted to the cylinder heads. A spring, positioned on either side of each
rocker arm, maintains the correct relative position of the arm to its valve stem. The rocker arms are operated directly
by the push rods which pass through drillings in the cylinder heads and cylinder block. The bottom end of each push
rod locates in a hydraulic tappet operated by the single, chain driven camshaft.
The rocker covers are bolted to the cylinder heads and are sealed to the heads by a rubber gasket. Stub pipes for
crankcase ventilation hose connections are fitted to each rocker cover, the pipe in the right hand cover incorporates
an oil separator. The engine oil filler cap is situated in the right hand cover.
Cylinder block and camshaft
The cylinder block is fitted with cast iron cylinder liners which are shrink fitted and locate on stops in the block. The
camshaft is positioned in the centre of the cylinder block and runs in one piece bearing shells which are line bored
after fitting. Camshaft end-float is controlled by a thrust plate bolted to the front of the cylinder block. A timing gear,
chain driven by the crankshaft timing gear is bolted to the front of the camshaft.
Crankshaft and main bearings
The crankshaft is carried in five main bearings. The upper main bearing shell locations are an integral part of the
cylinder block casting. The lower main bearing caps are bolted to the cylinder block on either side of the upper bearing
shell locations with an additional bolt being inserted into each cap from either side of the cylinder block. The rear
main bearing cap carries the crankshaft rear oil seal and is sealed to the cylinder block by means of cruciform shaped
seals in each side of the cap. Number four main bearing cap carries the stud fixing for the oil pick-up pipe. Lower
main bearing shells are plain whilst the upper shells have an oil feed hole and are grooved. Crankshaft end-float is
controlled by the thrust faces of the upper centre shell. The crankshaft timing gear is located on the front of the
crankshaft by means of a Woodruff key which is also used to drive the gear type oil pump. The flywheel/drive plate
carries the crankshaft position sensor reluctor ring and is dowel located and bolted to the flywheel.
Timing cover
The timing cover is bolted to the front of the cylinder block and is sealed to the block with a gasket. The disposable,
full flow oil filter canister is screwed on to the timing cover which also carries the oil pressure switch, oil pressure relief
valve and crankshaft front oil seal. The gear type oil pump is integral with the cover which also has an internal oilway
to direct oil from the oil cooler to the filter.
NOTE: Oil coolers are only fitted to vehicles up to VIN 756821.

EMISSION CONTROL - V8
DESCRIPTION AND OPERATION 17-2-13
Catalytic converters for NAS low emission vehicles (LEVs) from 2000MY have active constituents of
palladium and rhodium only. The active constituents are 14PD: 1Rh and the palladium coating is used to
oxidise the carbon monoxide and hydrocarbons in the exhaust gas.
The metallic coating of platinum and palladium oxidize the carbon monoxide and hydrocarbons and convert them into
water (H
2O) and carbon dioxide (CO2). The coating of rhodium removes the oxygen from nitrogen oxide (NOx) and
converts it into nitrogen (N
2).
CAUTION: Catalytic converters contain ceramic material, which is very fragile. Avoid heavy impacts on the
converter casing.
Downstream of the catalytic converters, the exhaust front pipes merge into a single pipe terminating at a flange joint
which connects to the exhaust intermediate pipe.
WARNING: To prevent personal injury from a hot exhaust system, do not attempt to disconnect any
components until the exhaust system has cooled down.
CAUTION: Serious damage to the catalytic converter will occur if leaded fuel is used. The fuel tank filler neck
is designed to accommodate only unleaded fuel pump nozzles.
CAUTION: Serious damage to the engine may occur if a lower octane number fuel than recommended is used.
Serious damage to the catalytic converter will occur if leaded fuel is used.
Heated Oxygen Sensor (HO2S)
1Connection cable
2Disc spring
3Ceramic support tube
4Protective sleeve
5Clamp connection for heating element
6Heating element
7Contact element8Sensor housing
9Active sensor ceramic
10Protective tube
11Post-catalytic converter sensor
NAS spec. only)
12Pre-catalytic converter sensor
The heated oxygen sensor is an integral part of the exhaust emission control system and is used in conjunction with
the catalytic converters and the engine management control unit to ensure that the air:fuel mixture ratio stays around
the stoichiometric point of λ = 1, where the catalytic converters are most effective. Combinations of four (NAS only)
or two heated lambda sensors are used in the exhaust system dependent on market legislation.

ENGINE MANAGEMENT SYSTEM - V8
18-2-36 DESCRIPTION AND OPERATION
Idle Air Control Valve (IACV) (C0641)
The IACV is located on the side of the air inlet pipe on top of the engine. The IACV is used to maintain good quality
idle speed under all operating conditions.
When an engine is running at idle it is subject to a combination of internal and external loads that can affect idle speed.
These loads include engine friction, water pump, alternator operation, and air conditioning.
The IACV acts as an air bypass valve. The ECM uses the IACV to enable the closed loop idle speed calculation to be
made by the ECM. This calculation regulates the amount of air flow into the engine at idle, therefore compensating
for any internal or external loads that may affect idle speed.
The IACV utilises two coils that use opposing PWM signals to control the position of opening/closing of a rotary valve.
If one of the circuits that supply the PWM signal fails, the ECM closes down the remaining signal preventing the IACV
from working at its maximum/ minimum setting. If this should occur, the IACV automatically resumes a default idle
position. In this condition, the engine idle speed is raised and maintained at 1200 rev/min with no load placed on the
engine.
The idle speed in cold start condition is held at 1200 rev/min in neutral for 20 seconds and ignition timing is retarded
as a catalyst heating strategy. The cold start idle speed and the default idle position give the same engine speed 1200
rev/min, and although they are the same figure they must not be confused with each other as they are set separately
by the ECM.
Note that the rotary valve must not be forced to move by mechanical means. The actuator can not be
serviced; if defective, the entire IACV must be replaced.
Input/Output
The input to the IACV is a 12 volt signal from fuse 2 located in the engine compartment fuse box. The output earth
signal to open and close the actuator is controlled by the ECM as follows:
lIACV (open signal) - via pin 42 of connector C0636 of the ECM
lIACV (closed signal) - via pin 43 of connector C0636 of the ECM
The IACV can fail the following ways or supply incorrect signal:
lActuator faulty.
lRotary valve seized.
lWiring loom fault.
lConnector fault.
lIntake system air leak.
lBlocked actuator port or hoses.
lRestricted or crimped actuator port or hoses.
In the event of an IACV signal failure any of the following symptoms may be observed:
lEither low or high idle speed.
lEngine stalls.
lDifficult starting.
lIdle speed in default condition.

COOLING SYSTEM - V8
26-2-6 DESCRIPTION AND OPERATION
Description
General
The cooling system used on the V8 engine is a pressure relief by-pass type system which allows coolant to circulate
around the cylinder block and the heater circuit when the thermostat is closed. With coolant not passing through the
radiator, this promotes faster heater warm-up which in turn improves passenger comfort.
A coolant pump is located in a housing at the front of the engine and is driven by a drive belt. The pump is connected
into the coolant passages cast in the cylinder block and pumps coolant from the radiator through the cylinder block.
A viscous fan is attached by means of a nut to the coolant pump pulley drive spindle. The fan draws air through the
radiator to assist in cooling when the vehicle is stationary. The fan rotational speed is controlled relative to the running
temperature of the engine by a thermostatic valve regulated by a bi-metallic coil.
The cooling system uses a 50/50 mix of anti-freeze and water.
Thermostat housing
A plastic thermostat housing is located behind the radiator. The housing has three connections which locate the
radiator bottom hose, top hose and coolant pump feed hose. The housing contains a wax element and a spring loaded
by-pass flow valve.
Thermostat - Main valve
The thermostat is used to maintain the coolant at the optimum temperature for efficient combustion and to aid engine
warm-up. The thermostat is closed at temperatures below approximately 82°C (179°F). When the coolant
temperature reaches approximately 82°C the thermostat starts to open and is fully open at approximately 96°C
(204°F). In this condition the full flow of coolant is directed through the radiator.
The thermostat is exposed to 90% hot coolant from the engine on one side and 10% cold coolant returning from the
radiator bottom hose on the other side.
Hot coolant from the engine passes from the by-pass pipe through four sensing holes in the flow valve into a tube
surrounding 90% of the thermostat sensitive area. Cold coolant returning from the engine, cooled by the radiator,
conducts through 10% of the sensitive area.
In cold ambient temperatures, the engine temperature is raised by approximately 10°C (50°F) to compensate for the
heat loss of 10% exposure to the cold coolant returning from the bottom hose.
By-pass flow valve
The by-pass flow valve is held closed by a light spring. It operates to further aid heater warm-up. When the main valve
is closed and the engine speed is at idle, the coolant pump does not produce sufficient flow and pressure to open the
valve. In this condition the valve prevents coolant circulating through the by-pass circuit and forces the coolant through
the heater matrix only. This provides a higher flow of coolant through the heater matrix to improve passenger comfort
in cold conditions.
When the engine speed increases above idle the coolant pump produces a greater flow and pressure than the heater
circuit can take. The pressure acts on the flow valve and overcomes the valve spring pressure, opening the valve and
limiting the pressure in the heater circuit. The valve modulates to provide maximum coolant flow through the heater
matrix and yet allowing excess coolant to flow into the by-pass circuit to provide the engine's cooling needs at higher
engine rev/min.

COOLING SYSTEM - V8
26-2-8 DESCRIPTION AND OPERATION
Coolant pump
1Pulley flange
2Body
3Impeller4Gallery
5Inlet connection
The coolant pump is attached to the front of the cylinder block with nine bolts and sealed between the pump housing
and the cylinder block with a gasket. The pump comprises a shaft which passes through an alloy housing. The outer
end of the shaft has a flange which allows for the attachment of the pump drive pulley which is secured with three
bolts. The drive pulley is driven by the grooved auxiliary drive belt and rotates at the same speed as the crankshaft.
The inner end of the shaft is fitted with an impeller which draws coolant from the thermostat housing and circulates it
through the galleries in the cylinder block and through the heater matrix.
The shaft is supported on bearings in the housing which are packed with grease and sealed for life. A seal is
positioned in the housing to further protect the bearings from the ingress of coolant. The seal is manufactured from a
synthetic material which will allow for expansion of the casing when hot coolant is present.
The cast alloy housing has a hose connection which provides the attachment for the coolant pump feed hose. The
cast housing connects with galleries in the cylinder block and distributes coolant from the pump impeller into the
galleries and water jackets.

COOLING SYSTEM - V8
ADJUSTMENTS 26-2-13
ADJUST ME NTS
Drain and refill
$% 26.10.01
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.
Drain
1.Visually check engine and cooling system for
signs of coolant leaks.
2.Examine hoses for signs of cracking, distortion
and security of connections.
3.Position drain tray to collect coolant.
4.Remove expansion tank filler cap.
LH side
RH side
5.Remove drain plugs from LH and RH sides of
cylinder block and allow cooling system to
drain.6.Disconnect bottom hose from radiator and
allow cooling system to drain.
7.Disconnect top hose from thermostat and
position open end of hose below level of
coolant pump inlet, to allow coolant to drain
from the system.
Refill
1.Flush system with water under low pressure.
Do not use water under high pressure as it
could damage the radiator.
2.Apply Loctite 577 to cylinder block drain
plugs.Fit drain plugs to cylinder block and
tighten to 30 Nm (22 lbf.ft).
3.Connect bottom hose to radiator and top hose
to thermostat housing. Secure with hose clips.
4.Prepare coolant to required concentration.

+ CAPACITIES, FLUIDS,
LUBRICANTS AND SEALANTS, Anti-Freeze
Concentration.