2002 LAND ROVER DISCOVERY heating

MAINTENANCE
10-10 PROCEDURES
Spark plugs - V8 engine
Replace
Take great care when fitting spark plugs not
to cross-thread plug, otherwise costly
damage to cylinder head will result. It is
essential that correct grade of spark plugs
are fitted. Incorrect grade of spark plugs
may lead to piston overheating and engine
failure. Use only approved spark plugs, use
of unapproved spark plugs may cause the
misfire detection system to malfunction.
1.Disconnect battery earth lead.
2.Noting their fitted position, disconnect ht leads
from spark plugs.
3.Remove 8 spark plugs.
4.Ensure that gap of new spark plugs is 1.0
±
0.05 mm (0.040
± 0.002 in).
Do not attempt to clean or adjust gaps. If a
spark plug problem exists, try substituting
defective spark plug(s) with new one(s).
CAUTION: Do not attempt to clean or adjust
spark plug gaps. If a spark plug problem
exists, try substituting the defective spark
plug with a new one.
5.Fit spark plugs and tighten to 20 Nm (15 lbf.ft).6.Connect ht leads to spark plugs.
7.Connect battery earth lead.

ENGINE - TD5
OVERHAUL 12-1-77
23.Remove 3 bolts and remove fuel connector
block from cylinder head.
24.Remove gasket, discard 'O' ring and fuel filter.
25. If fitted: Remove spacer block and gasket.
Inspect
1.Thoroughly clean cylinder head mating faces,
ensure that EUI drillings, oil and coolant
passages are clear and bolt holes are clean
and dry.
2.Using suitable solvent, remove all traces of
sealant and gasket material.
CAUTION: Do not use metal scrapers.
3.Remove all traces of oil from camshaft bearings
and journals.
4.Clean glow plug threads.
5.Check core plugs for signs of leakage and
corrosion, seal replacement plugs with Loctite
243.6.Check cylinder head for warping across centre
and from corner to corner:
l Maximum cylinder head warp = 0.1 mm
(0.004 in)
Cylinder heads must not be refaced.
Replace the head assembly if warping
exceeds the limit.
7.Check lash adjuster bores for scoring and signs
of wear or damage.
8.Check lash adjusters for signs of wear, scoring
and overheating, replace as necessary.
Ensure oil hole in each lash adjuster is clear.
Store lash adjusters upright and in their
fitted order.
9.Check finger followers for wear and that rollers
are free to rotate. Store finger followers in
their fitted order.
10.Check camshaft lobes and bearing journals for
signs of scoring and wear.
11.Check bearing surfaces in cylinder head and
camshaft carrier for signs of scoring and wear.
Cylinder head and camshaft carrier are
machined together as an assembly. If
bearing surfaces in either component are
damaged, both components must be
replaced as an assembly.
12.Check camshaft end-float using following
procedures.
13.Position camshaft in camshaft carrier.

ENGINE - V8
12-2-68 OVERHAUL
Inspect
1.Clean carbon from piston. Inspect piston for
distortion, cracks and burning.
2.Remove piston rings from piston.
3.Measure and record piston diameter at 90
° to
gudgeon pin axis and 10 mm (0.4 in) from
bottom of the skirt. The piston must be 0.02 to
0.045 mm (0.001 to 0.002 in) smaller than the
cylinder bore.
4.Check gudgeon pin bore in piston for signs of
wear and overheating.
5.Pistons fitted on production are graded 'A' or
'B', the grade letter is stamped on the piston
crown.
lPiston diameter: Grade 'A' = 93.970 to
93.985 mm (3.6996 to 3.7002 in).
lPiston diameter: Grade 'B' = 93.986 to 94.00
mm (3.7002 to 3.7007 in).
6.Worn cylinders fitted with grade 'A' pistons may
be honed to accept the grade 'B' piston
provided that specified cylinder bore and
ovality limits are maintained. Grade 'B'
pistons are supplied as service
replacements. Do not attempt to de-glaze
cylinder bores.
7.Check gudgeon pins for signs of wear and
overheating.
8.Check clearance of gudgeon pin in piston.
l Gudgeon pin to piston clearance = 0.006 to
0.015 mm (0.0002 to 0.0006 in).
9.Check overall dimensions of gudgeon pin.
Gudgeon pins are only supplied as an
assembly with replacement pistons.
lGudgeon pin length = 60.00 to 60.50 mm
(2.362 to 2.382 in).
lGudgeon pin diameter = 23.995 to 24.00
mm (0.9446 to 0.9448 in)10.Measure cylinder bore wear and ovality in two
axis 40 to 50 mm (1.6 to 2 in) from top of bore.
The temperature of piston and cylinder
block must be the same to ensure accurate
measurement. Do not attempt to de-glaze
cylinder bores.
lGrade 'A' pistons: Cylinder bore = 94.00 to
94.015 mm (3.7007 to 3.7013 in).
lGrade 'B' pistons: Cylinder bore = 94.016 to
94.030 mm (3.7014 to 3.7019 in).
lMaximum ovality = 0.013 mm (0.0005 in).
11.Check alignment of connecting rods.
Reassembly
1.Pistons have a 5 mm (0.2 in) offset gudgeon pin
which can be identified by an arrow mark on
the piston crown. This arrow must always point
towards the front of the engine.
2.Assemble pistons to connecting rods with
arrow on piston pointing towards domed
shaped boss on connecting rod for RH bank of
cylinders and arrow pointing away from domed
shaped boss for LH bank of cylinders.

EMISSION CONTROL - V8
17-2-10 DESCRIPTION AND OPERATION
A spiral oil separator is located in the stub pipe to the ventilation hose on the right hand cylinder head rocker cover,
where oil is separated and returned to the cylinder head. The rubber ventilation hose from the right hand rocker cover
is routed to a port on the right hand side of the inlet manifold plenum chamber where the returned gases mix with the
fresh inlet air passing through the throttle butterfly valve. The stub pipe on the left hand rocker cover does not contain
an oil separator, and the ventilation hose is routed to the throttle body housing at the air inlet side of the butterfly valve.
The ventilation hoses are attached to the stub pipe by metal band clamps.
Exhaust emission control system
The fuel injection system provides accurately metered quantities of fuel to the combustion chambers to ensure the
most efficient air to fuel ratio under all operating conditions. A further improvement to combustion is made by
measuring the oxygen content of the exhaust gases to enable the quantity of fuel injected to be varied in accordance
with the prevailing engine operation and ambient conditions; any unsatisfactory composition of the exhaust gas is
then corrected by adjustments made to the fuelling by the ECM.
The main components of the exhaust emission system are two catalytic converters which are an integral part of the
front exhaust pipe assembly. The catalytic converters are included in the system to reduce the emission to
atmosphere of carbon monoxide (CO), oxides of nitrogen (NO
x) and hydrocarbons (HC). The active constituents of
the catalytic converters are platinum (Pt), palladium (PD) and rhodium (Rh). Catalytic converters for NAS low
emission vehicles (LEVs) from 2000MY have active constituents of palladium and rhodium only. The correct
functioning of the converters is dependent upon close control of the oxygen concentration in the exhaust gas entering
the catalyst.
The two catalytic converters are shaped differently to allow sufficient clearance between the body and transmission,
but they remain functionally identical since they have the same volume and use the same active constituents.
The basic control loop comprises the engine (controlled system), the heated oxygen sensors (measuring elements),
the engine management ECM (control) and the injectors and ignition (actuators). Other factors also influence the
calculations of the ECM, such as air flow, air intake temperature and throttle position. Additionally, special driving
conditions are compensated for, such as starting, acceleration, deceleration, overrun and full load.
The reliability of the ignition system is critical for efficient catalytic converter operation, since misfiring will lead to
irreparable damage of the catalytic converter due to the overheating that occurs when unburned combustion gases
are burnt inside it.
CAUTION: If the engine is misfiring, it should be shut down immediately and the cause rectified. Failure to do
so will result in irreparable damage to the catalytic converter.
CAUTION: Ensure the exhaust system is free from leaks. Exhaust gas leaks upstream of the catalytic
converter could cause internal damage to the catalytic converter.
CAUTION: Serious damage to the engine may occur if a lower octane number fuel than recommended is used.
Serious damage to the catalytic converter and oxygen sensors will occur if leaded fuel is used.
Air : fuel ratio
The theoretical ideal air:fuel ratio to ensure complete combustion and minimise emissions in a spark-ignition engine
is 14.7:1 and is referred to as the stoichiometric ratio.
The excess air factor is denoted by the Lambda symbol
λ, and is used to indicate how far the air:fuel mixture ratio
deviates from the theoretical optimum during any particular operating condition.
lWhen
λ = 1, the air to fuel ratio corresponds to the theoretical optimum of 14.7:1 and is the desired condition for
minimising emissions.
lWhen
λ > 1, (i.e. λ = 1.05 to λ = 1.3) there is excess air available (lean mixture) and lower fuel consumption can
be attained at the cost of reduced performance. For mixtures above
λ = 1.3, the mixture ceases to be ignitable.
lWhen
λ < 1, (i.e. λ = 0.85 to λ = 0.95) there is an air deficiency (rich mixture) and maximum output is available,
but fuel economy is impaired.
The engine management system used with V8 engines operates in a narrower control range about the stoichiometric
ideal between
λ = 0.97 to 1.03 using closed-loop control techniques. When the engine is warmed up and operating
under normal conditions, it is essential to maintain
λ close to the ideal (λ = 1) to ensure the effective treatment of
exhaust gases by the three-way catalytic converters installed in the downpipes from each exhaust manifold.

EMISSION CONTROL - V8
17-2-12 DESCRIPTION AND OPERATION
The catalytic converter's housings are fabricated from stainless steel and are fully welded at all joints. Each catalytic
converter contains two elements comprising of an extruded ceramic substrate which is formed into a honeycomb of
small cells with a density of 62 cells / cm
2. The ceramic element is coated with a special surface treatment called
'washcoat' which increases the surface area of the catalyst element by approximately 7000 times. A coating is applied
to the washcoat which contains the precious elements Platinum, Palladium and Rhodium in the following relative
concentrations: 1 Pt : 21.6 PD : 1 Rh
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
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

EMISSION CONTROL - V8
17-2-26 DESCRIPTION AND OPERATION
Secondary air injection system
The secondary air injection (SAI) system comprises the following components:
lSecondary air injection pump
lSAI vacuum solenoid valve
lSAI control valves (2 off, 1 for each bank of cylinders)
lSAI pump relay
lVacuum reservoir
lVacuum harness and pipes
The secondary air injection system is used to limit the emission of carbon monoxide (CO) and hydrocarbons (HCs)
that are prevalent in the exhaust during cold starting of a spark ignition engine. The concentration of hydrocarbons
experienced during cold starting at low temperatures are particularly high until the engine and catalytic converter
reach normal operating temperature. The lower the cold start temperature, the greater the prevalence of
hydrocarbons emitted from the engine.
There are several reasons for the increase of HC emissions at low cold start temperatures, including the tendency for
fuel to be deposited on the cylinder walls, which is then displaced during the piston cycle and expunged during the
exhaust stroke. As the engine warms up through operation, the cylinder walls no longer retain a film of fuel and most
of the hydrocarbons will be burnt off during the combustion process.
The SAI pump is used to provide a supply of air into the exhaust ports in the cylinder head, onto the back of the
exhaust valves, during the cold start period. The hot unburnt fuel particles leaving the combustion chamber mix with
the air injected into the exhaust ports and immediately combust. This subsequent combustion of the unburnt and
partially burnt CO and HC particles help to reduce the emission of these pollutants from the exhaust system. The
additional heat generated in the exhaust manifold also provides rapid heating of the exhaust system catalytic
converters. The additional oxygen which is delivered to the catalytic converters also generate an exothermic reaction
which causes the catalytic converters to 'light off' quickly.
The catalytic converters only start to provide effective treatment of emission pollutants when they reach an operating
temperature of approximately 250
°C (482°F) and need to be between temperatures of 400°C (752°F) and 800°C
(1472
°F) for optimum efficiency. Consequently, the heat produced by the secondary air injection “afterburning”,
reduces the time delay before the catalysts reach an efficient operating temperature.
The engine control module (ECM) checks the engine coolant temperature when the engine is started, and if it is below
60º C (131
°F), the SAI pump is started. Secondary air injection will remain operational for a period controlled by the
ECM (76 seconds for NAS vehicles, 64 seconds for EU-3 vehicles). The SAI pump operation can be cut short due to
excessive engine speed or load.
Air from the SAI pump is supplied to the SAI control valves via pipework and an intermediate T-piece which splits the
air flow evenly to each bank.
At the same time the secondary air pump is started, the ECM operates a SAI vacuum solenoid valve, which opens to
allow vacuum from the reservoir to be applied to the vacuum operated SAI control valves on each side of the engine.
When the vacuum is applied to the SAI control valves, they open simultaneously to allow the air from the SAI pump
through to the exhaust ports. Secondary air is injected into the inner most exhaust ports on each bank.
When the ECM breaks the ground circuit to de-energise the SAI vacuum solenoid valve, the vacuum supply to the
SAI control valves is cut off and the valves close to prevent further air being injected into the exhaust manifold. At the
same time as the SAI vacuum solenoid valve is closed, the ECM opens the ground circuit to the SAI pump relay, to
stop the SAI pump.
A vacuum reservoir is included in the vacuum line between the intake manifold and the SAI vacuum solenoid valve.
This prevents changes in vacuum pressure from the intake manifold being passed on to cause fluctuations of the
secondary air injection solenoid valve. The vacuum reservoir contains a one way valve and ensures a constant
vacuum is available for the SAI vacuum solenoid valve operation. This is particularly important when the vehicle is at
high altitude.

EMISSION CONTROL - V8
17-2-34 DESCRIPTION AND OPERATION
Exhaust emission control operation
The oxygen content of the exhaust gas is monitored by heated oxygen sensors using either a four sensor (NAS only)
or two sensor setup, dependent on market destination and legislative requirements. Signals from the heated oxygen
sensors are input to the engine management ECM which correspond to the level of oxygen detected in the exhaust
gas. From ECM analysis of the data, necessary changes to the air:fuel mixture and ignition timing can be made to
bring the emission levels back within acceptable limits under all operating conditions.
Changes to the air:fuel ratio are needed when the engine is operating under particular conditions such as cold starting,
idle, cruise, full throttle or altitude. In order to maintain an optimum air:fuel ratio for differing conditions, the engine
management control system uses sensors to determine data which enable it to select the ideal ratio by increasing or
decreasing the air to fuel ratio. Improved fuel economy can be arranged by increasing the quantity of air to fuel to
create a lean mixture during part-throttle conditions, however lean running conditions are not employed on closed loop
systems where the maximum is
λ = 1. Improved performance can be established by supplying a higher proportion of
fuel to create a rich mixture during idle and full-throttle operation. Rich running at wide open throttle (WOT) for
performance and at high load conditions helps to keep the exhaust temperature down to protect the catalyst and
exhaust valves.
The voltage of the heated oxygen sensors at
λ = 1 is between 450 and 500 mV. The voltage decreases to 100 to 500
mV if there is an increase in oxygen content (
λ > 1) indicating a lean mixture. The voltage increases to 500 to 1000
mV if there is a decrease in oxygen content (
λ < 1), signifying a rich mixture.
The heated oxygen sensor needs to operate at high temperatures in order to function correctly (
≥ 350° C). To achieve
this the sensors are fitted with heater elements which are controlled by a pulse width modulated (PWM) signal from
the engine management ECM. The heater element warms the sensor's ceramic layer from the inside so that the
sensor is hot enough for operation. The heater elements are supplied with current immediately following engine start
and are ready for closed loop control within about 20 to 30 seconds (longer at cold ambient temperatures less than
0
°C (32°F)). Heating is also necessary during low load conditions when the temperature of the exhaust gases is
insufficient to maintain the required sensor temperatures. The maximum tip temperature is 930
° C.
A non-functioning heater element will delay the sensor's readiness for closed loop control and influences emissions.
A diagnostic routine is utilised to measure both sensor heater current and the heater supply voltage so its resistance
can be calculated. The function is active once per drive cycle, as long as the heater has been switched on for a pre-
defined period and the current has stabilised. The PWM duty cycle is carefully controlled to prevent thermal shock to
cold sensors.
The heated oxygen sensors age with mileage, causing an increase in the response time to switch from rich to lean
and lean to rich. This increase in response time influences the closed loop control and leads to progressively
increased emissions. The response time of the pre-catalytic converter sensors are monitored by measuring the period
of rich to lean and lean to rich switching. The ECM monitors the switching time, and if the threshold period is exceeded
(200 milliseconds), the fault will be detected and stored in the ECM as a fault code (the MIL light will be illuminated
on NAS vehicles). NAS vehicle engine calibration uses downstream sensors to compensate for aged upstream
sensors, thereby maintaining low emissions.
Diagnosis of electrical faults is continuously monitored for both the pre-catalytic converter sensors and the post-
catalytic converter sensors (NAS only). This is achieved by checking the signal against maximum and minimum
threshold for open and short circuit conditions. For NAS vehicles, should the pre- and post-catalytic converters be
inadvertently transposed, the lambda signals will go to maximum but opposite extremes and the system will
automatically revert to open loop fuelling. The additional sensors for NAS vehicles provide mandatory monitoring of
the catalyst conversion efficiency and long term fuelling adaptations.
Note that some markets do not legislate for closed loop fuelling control and in this instance no heated oxygen
sensors will be fitted to the exhaust system.

EMISSION CONTROL - V8
17-2-42 DESCRIPTION AND OPERATION
Secondary air injection system
When the engine is started, the engine control module checks the engine coolant temperature and if it is below 55°
C, the ECM grounds the electrical connection to the coil of the secondary air injection (SAI) pump relay.
A 12V battery supply is fed to the inertia switch via fuse 13 in the engine compartment fusebox. When the inertia
switch contacts are closed, the feed passes through the switch and is connected to the coil of the Main relay. An earth
connection from the Main relay coil is connected to the ECM. When the ECM completes the earth path, the coil
energises and closes the contacts of the Main relay.
The Main and Secondary Air Injection (SAI) pump relays are located in the engine compartment fusebox. When the
contacts of the Main relay are closed, a 12V battery supply is fed to the coil of the SAI pump relay. An earth connection
from the coil of the SAI pump relay is connected to the ECM. When the ECM completes the earth path, the coil
energises and closes the contacts of the SAI pump relay to supply 12V to the SAI pump via fusible link 2 in the engine
compartment fusebox. The SAI pump starts to operate, and will continue to do so until the ECM switches off the earth
connection to the coil of the SAI pump relay.
The SAI pump remains operational for a period determined by the ECM and depends on the starting temperature of
the engine, or for a maximum operation period determined by the ECM if the target engine coolant temperature has
not been reached in the usual time.
When the contacts of the main relay are closed, a 12V battery supply is fed to the SAI solenoid valve via Fuse 2 in
the engine compartment fusebox.
The ECM grounds the electrical connection to the SAI vacuum solenoid valve at the same time as it switches on the
SAI pump motor. When the SAI vacuum solenoid valve is energised, a vacuum is provided to the operation control
ports on both of the vacuum operated SAI control valves at the exhaust manifolds. The control vacuum is sourced
from the intake manifold depression and routed to the SAI control valves via a vacuum reservoir and the SAI vacuum
solenoid valve.
The vacuum reservoir is included in the vacuum supply circuit to prevent vacuum fluctuations caused by changes in
the intake manifold depression affecting the operation of the SAI control valves.
When a vacuum is applied to the control ports of the SAI control valves, the valves open to allow pressurised air from
the SAI pump to pass through to the exhaust ports in the cylinder heads for combustion.
When the ECM has determined that the SAI pump has operated for the desired duration, it switches off the earth paths
to the SAI pump relay and the SAI vacuum solenoid valve. With the SAI vacuum solenoid valve de-energised, the
valve closes, cutting off the vacuum supply to the SAI control valves. The SAI control valves close immediately and
completely to prevent any further pressurised air from the SAI pump entering the exhaust manifolds.
The engine coolant temperature sensor incurs a time lag in respect of detecting a change in temperature and the SAI
pump automatically enters a 'soak period' between operations to prevent the SAI pump overheating. The ECM also
compares the switch off and start up temperatures, to determine whether it is necessary to operate the SAI pump.
This prevents the pump running repeatedly and overheating on repeat starts.
Other factors which may prevent or stop SAI pump operation include the prevailing engine speed / load conditions.