2002 LAND ROVER DISCOVERY coolant level

GENERAL INFORMATION
03-2
Safety Instructions
Whenever possible, use a lift or pit when working
beneath vehicle, in preference to jacking. Chock
wheels as well as applying parking brake.
Jacking
Always use the recommended jacking points.
Always ensure that any lifting apparatus has
sufficient load capacity for the weight to be lifted.
Ensure the vehicle is standing on level ground prior
to lifting or jacking.
Apply the handbrake and chock the wheels.
WARNING: Do not work on or under a vehicle
supported only by a jack. Always support the
vehicle on safety stands.
Do not leave tools, lifting equipment, spilt oil, etc.
around or on the work bench area. Always keep a
clean and tidy work area.
Brake shoes and pads
Always fit the correct grade and specification of
brake linings. When renewing brake pads and brake
shoes, always replace as complete axle sets.Brake hydraulics
Observe the following recommendations when
working on the brake system:
lAlways use two spanners when loosening or
tightening brake pipe or hose connections.
lEnsure that hoses run in a natural curve and are
not kinked or twisted.
lFit brake pipes securely in their retaining clips
and ensure that the pipe cannot contact a
potential chafing point.
lContainers used for brake fluid must be kept
absolutely clean.
lDo not store brake fluid in an unsealed
container, it will absorb water and in this
condition would be dangerous to use due to a
lowering of its boiling point.
lDo not allow brake fluid to be contaminated with
mineral oil, or put new brake fluid in a container
which has previously contained mineral oil.
lDo not re-use brake fluid removed from the
system.
lAlways use clean brake fluid or a recommended
alternative to clean hydraulic components.
lAfter disconnection of brake pipes and hoses,
immediately fit suitable blanking caps or plugs to
prevent the ingress of dirt.
lOnly use the correct brake fittings with
compatible threads.
lObserve absolute cleanliness when working
with hydraulic components.
Cooling system caps and plugs
Extreme care is necessary when removing
expansion tank caps and coolant drain or bleed
screws when the engine is hot, especially if it is
overheated. To avoid the possibility of scalding,
allow the engine to cool before attempting removal.

MAINTENANCE
PROCEDURES 10-9
Doors, bonnet and fuel filler flap
Check
1.Check operation of each door, door lock,
bonnet catch and fuel filler flap. Ensure doors
close securely.
Lubricate
1.Lubricate door locks, hinges, check straps,
bonnet catch and fuel filler flap.

+ CAPACITIES, FLUIDS AND
LUBRICANTS, Lubrication.
Air suspension intake filter
Check
1.Check condition of filter and that filter is clean,
replace if necessary.

+ REAR SUSPENSION, REPAIRS,
Filter - intake - SLS.
Anti-freeze
Replace
1.Replace anti-freeze.

+ COOLING SYSTEM - Td5,
ADJUSTMENTS, Drain and refill.

+ COOLING SYSTEM - V8,
ADJUSTMENTS, Drain and refill.
Cooling system
Check
1.Check cooling, intercooler and heating systems
for leaks; hoses and oil pipes for security and
condition.
2.Check accessible hose clips for tightness.
3.Check coolant level, top-up if necessary.
Top-up
1.With engine cold, remove expansion tank filler
cap.
2.Top-up with recommended mixture of coolant
until level reaches mark on expansion tank.

+ CAPACITIES, FLUIDS AND
LUBRICANTS, Anti-Freeze Concentration.
3.Fit expansion tank filler cap.

EMISSION CONTROL - V8
17-2-38 DESCRIPTION AND OPERATION
Evaporative emission control operation
Fuel vapour is stored in the activated charcoal (EVAP) canister for retention when the vehicle is not operating. When
the vehicle is operating, fuel vapour is drawn from the canister into the engine via a purge control valve. The vapour
is then delivered to the intake plenum chamber to be supplied to the engine cylinders where it is burned in the
combustion process.
During fuel filling the fuel vapour displaced from the fuel tank is allowed to escape to atmosphere, valves within the
fuel filler prevent any vapour escaping through to the EVAP canister as this can adversely affect the fuel cut-off height.
Only fuel vapour generated whilst driving is prevented from escaping to atmosphere by absorption into the charcoal
canister. The fuel filler shuts off to leave the tank approximately 10% empty to ensure the ROVs are always above
the fuel level and so vapour can escape to the EVAP canister and the tank can breathe. The back pressures normally
generated during fuel filling are too low to open the pressure relief valve, but vapour pressures accumulated during
driving are higher and can open the pressure relief valve. Should the vehicle be overturned, the ROVs shut off to
prevent any fuel spillage.
Fuel vapour generated from within the fuel tank as the fuel heats up is stored in the tank until the pressure exceeds
the operating pressure of the two-way valve. When the two-way valve opens, the fuel vapour passes along the vent
line from the fuel tank (via the fuel tank vapour separator) to the evaporation inlet port of the EVAP canister. The fuel
tank vents between 5.17 and 6.9 kPa.
Fuel vapour evaporating from the fuel tank is routed to the EVAP canister through the fuel vapour separator and vent
line. Liquid fuel must not be allowed to contaminate the charcoal in the EVAP canister. To prevent this, the fuel vapour
separator fitted to the fuel neck allows fuel to drain back into the tank. As the fuel vapour cools, it condenses and is
allowed to flow back into the fuel tank from the vent line by way of the two-way valve.
The EVAP canister contains charcoal which absorbs and stores fuel vapour from the fuel tank while the engine is not
running. When the canister is not being purged, the fuel vapour remains in the canister and clean air exits the canister
via the air inlet port.
The engine management ECM controls the electrical output signal to the purge valve. The system will not work
properly if there is leakage or clogging within the system or if the purge valve cannot be controlled.

+ ENGINE MANAGEMENT SYSTEM - V8, DESCRIPTION AND OPERATION, Description - engine
management.
When the engine is running, the ECM decides when conditions are correct for vapour to be purged from the EVAP
canister and opens the canister purge valve. This connects a manifold vacuum line to the canister and fuel vapour
containing the hydrocarbons is drawn from the canister's charcoal element to be burned in the engine. Clean air is
drawn into the canister through the atmosphere vent port to fill the displaced volume of vapour.
The purge valve remains closed below preset coolant and engine speed values to protect the engine tune and
catalytic converter performance. If the EVAP canister was purged during cold running or at idling speed, the additional
enrichment in the fuel mixture would delay the catalytic converter light off time and cause erratic idle. When the purge
valve is opened, fuel vapour from the EVAP canister is drawn into the plenum chamber downside of the throttle
housing, to be delivered to the combustion chambers for burning.
The purge valve is opened and closed in accordance with a pulse width modulated (PWM) signal supplied from the
engine management ECM. The system will not work properly if the purge valve cannot be controlled. Possible failure
modes associated with the purge valve are listed below:
lValve drive open circuit.
lShort circuit to vehicle supply or ground.
lPurge valve or pipework blocked or restricted.
lPurge valve stuck open.
lPipework joints leaking or disconnected.

ENGINE MANAGEMENT SYSTEM - TD5
DESCRIPTION AND OPERATION 18-1-5
1Mass air flow sensor
2Ambient air pressure sensor
3Manifold absolute pressure/ inlet air
temperature sensor
4Engine coolant temperature sensor
5Crankshaft speed and position sensor
6Throttle position sensor
7Fuel temperature sensor
8Brake pedal switch
9Clutch switch
10High/ Low ratio switch
11Main relay
12Malfunction indicator lamp
13Fuel pump relay
14Glow plug warning lamp
15Glow plugs16Electronic unit injectors
17Turbocharger wastegate modulator
18EGR modulator
19Diagnostic connector
20Engine control module
21Cruise control master switch
22Cruise control SET+ switch
23Cruise control RES switch
24Air conditioning clutch relay
25Air conditioning cooling fan relay
26Electronic automatic transmission ECU
27Self levelling and anti-lock brakes ECU
28Instrument cluster
29Body control unit

ENGINE MANAGEMENT SYSTEM - TD5
18-1-6 DESCRIPTION AND OPERATION
Description
General
An engine control module (ECM) controls the five-cylinder direct injection diesel engine, and works on the drive by
wire principle. This means there is no throttle cable, the ECM controls the drivers needs via a signal from the Throttle
Position (TP) sensor on the throttle pedal.
The ECM is a full authoritative diesel specific microprocessor that also incorporates features for cruise control and air
conditioning control. In addition, the ECM supplies output control for the exhaust gas recirculation and turbocharger
boost pressure. The ECM has a self-diagnostic function, which is able to provide backup strategies for most sensor
failures.
The ECM processes information from the following input sources:
lMass air flow sensor.
lAmbient air pressure sensor.
lManifold absolute pressure/inlet air temperature sensor.
lEngine coolant temperature sensor.
lCrankshaft speed and position sensor.
lThrottle position sensor.
lFuel temperature sensor.
lAir conditioning request.
lAir conditioning fan request.
lBrake pedal switch.
lClutch switch.
lCruise control master switch.
lCruise control SET+ switch.
lCruise control RES switch.
lHigh/low ratio switch.
The input from the sensors constantly updates the ECM with the current operating condition of the engine. Once the
ECM has compared current information with stored information within its memory, it can make any adjustment it
requires to the operation of the engine via the following:
lAir conditioning clutch relay.
lAir conditioning cooling fan relay.
lElectronic vacuum regulator solenoid.
lMalfunction indicator lamp.
lFuel pump relay.
lGlow plug warning lamp.
lGlow plugs.
lFuel injectors.
lMain relay.
lTurbocharger wastegate modulator.
lTemperature gauge.
The ECM interfaces with the following:
lElectronic Automatic Transmission (EAT).
lSelf Levelling and Anti-lock Brakes System (SLABS).
lSerial communication link.
lInstrument cluster.
lBody Control Unit (BCU).

ENGINE MANAGEMENT SYSTEM - V8
18-2-6 DESCRIPTION AND OPERATION
Description - engine management
General
The V8 engine is equipped with the Bosch Motronic M5.2.1 engine management system. This system is a sequential
multiport fuel injection system controlled by an Engine Control Module (ECM).
A single ECM is used for the control of the existing 4.0 litre engine and the new 4.6 litre engine introduced with 03
model year vehicles for the NAS market only. The ECM contains the tunes for both engines variants. When the ECM
is replaced, TestBook/T4 must be used to select the correct tune to match the engine fitment.
The ECM has On Board Diagnostic (OBD) strategies as required by various market legislative bodies. To meet these
requirements the system monitors and reports on any faults that cause excessive exhaust emissions.
In markets that mandate OBD, the ECM monitors performance of the engine for misfires, catalyst efficiency, exhaust
leaks and evaporative control loss. If a fault occurs, the ECM stores the relevant fault code and warns the driver of
component failure by illuminating the Malfunction Indicator Light in the instrument pack.
In markets where OBD is not mandatory, the ECM will still monitor performance of the engine and store the fault code,
but will not illuminate the Malfunction Indicator Light.
The ECM uses input and output information from its sensors and actuators to control the following engine conditions:
lFuel quantity.
lClosed loop fuelling.
lOpen loop fuelling.
lIgnition timing.
lKnock control.
lIdle speed control.
lEmission control.
lOn-Board Diagnostic (OBD) where applicable.
lVehicle immobilisation.
lMisfire detection (where applicable).
lVehicle speed signal.
lRough road signal (where applicable).
lLow fuel level signal (where applicable).
lCoolant temperature gauge signal.
The ECM processes sensor information from the following input sources:
lIgnition switch (position II).
lCrankshaft speed and position sensor.
lCamshaft position sensor.
lEngine coolant temperature sensor.
lMass air flow sensor.
lIntake air temperature sensor.
lKnock sensor.
lThrottle position sensor.
lHeated oxygen sensors.
lHigh/ Low ratio switch.
lFuel tank pressure sensor (where fitted)
lThermostat monitoring sensor (where fitted)

ENGINE MANAGEMENT SYSTEM - V8
DESCRIPTION AND OPERATION 18-2-37
The ignition is calibrated to run on 95 RON premium fuel, but the system will run satisfactorily on 91 RON regular fuel.
If the vehicle is refuelled with a lower grade fuel, some audible detonation will initially be heard. This is non-damaging
and ceases when the system adaption is completed.
Input/Output
Because of the nature of its operation, the knock sensors do not require any electrical input source. The KS output
for LH bank (cylinders 1, 3, 5, 7) is measured via pin 49 of connector C0636 of the ECM. The KS output for RH bank
(cylinders 2, 4, 6, 8) is measured via pin 36 of connector C0636 of the ECM. Both knock sensors have a screened
earth to protect the integrity of the sensor signals. The KS earth for LH bank (cylinders 1, 3, 5, 7) is via pin 48 of
connector C0636 of the ECM. The KS earth for RH bank (cylinders 2, 4, 6, 8) is via pin 35 of connector C0636 of the
ECM.
The connector and sensor terminals are gold plated for corrosion and temperature resistance, care must be exercised
while probing the connector and sensor terminals.
The KS can fail the following ways or supply incorrect signal:
lSensor open circuit.
lShort circuit to vehicle battery supply.
lShort circuit to vehicle earth.
lFaulty component.
lIncorrectly tightened sensor.
In the event of a KS signal failure any of the following symptoms may be observed:
lKS disabled, the ECM refers to a 'safe ignition map'.
lRough running.
lEngine performance concern.
The ECM performs the following diagnostic checks to confirm correct knock sensor operation:
lKS signal level is less than the minimum threshold (dependent on engine speed) – the engine must be running,
coolant temperature above 60
°C (140°F), number of camshaft revolutions since start greater than 50 and the KS
signal profile must be less than the threshold value at a given engine speed for a fault condition to be flagged
lKS signal is greater than the maximum threshold (dependent on engine speed) – the engine must be running,
coolant temperature above 60
°C (140°F), number of camshaft revolutions since start greater than 50 and the KS
signal profile must be greater than the threshold value at a given engine speed for a fault condition to be flagged
lError counter for verification of knock internal circuitry exceeded – the engine must be running, coolant
temperature above 60
°C (140°F), number of camshaft revolutions since start greater than 50 and the error
counter greater than the threshold value at a given engine speed for a fault condition to be flagged
Should a malfunction of the component occur the following fault codes may be evident and can be retrieved by
TestBook:
P Code J2012 Description Land Rover Description
P0327 Knock sensor 1 circuit low input (bank 1 or single
sensor)LH bank signal less than threshold determined from
ECM model above 2200 rev/min
P0328 Knock sensor 1 circuit high input (bank 1 or
single sensor)LH bank signal greater than threshold determined from
ECM model above 2200 rev/min
P0332 Knock sensor 2 circuit low input (bank 2) RH bank signal less than threshold determined from
ECM model above 2200 rev/min
P0333 Knock sensor 2 circuit high input (bank 2) RH bank signal greater than threshold determined from
ECM model above 2200 rev/min

ENGINE MANAGEMENT SYSTEM - V8
18-2-52 DESCRIPTION AND OPERATION
Function
The illumination of the low fuel level warning lamp in the instrument cluster triggers the low fuel level signal to be sent
to the ECM. This signal is processed via pin 8 of connector C0637 of the ECM.
Should a misfire occur while the fuel level is low, the following fault code may be evident and can be retrieved by
TestBook.
Coolant temperature gauge signal
The ECM controls the temperature gauge in the instrument cluster. The ECM sends a coolant temperature signal to
the temperature gauge in the instrument cluster in the form of a PWM square wave signal.
The frequency of the signal determines the level of the temperature gauge.
Conditions
The ECM operates the PWM signal under the following parameters:
l-40
°C (-40 °F) = a pulse width of 768 µs.
l140
°C (284 °F) = a pulse width of 4848 µs.
Function
The coolant temperature signal is an output from the ECM to the instrument cluster. The coolant temperature signal
is generated via pin 44 of connector C0636 of the ECM.
The coolant temperature signal can fail in the following ways:
lWiring short circuit to vehicle supply.
lWiring short circuit to vehicle earth.
lWiring open circuit.
In the event of a coolant temperature signal failure any of the following symptoms may be observed:
lCoolant temperature gauge will read cold at all times.
lCoolant temperature warning lamp remains on at all times.
Controller Area Network (CAN) system
The controller area network (CAN) system is a high speed serial interface between the ECM and the Electronic
Automatic Transmission (EAT) ECU. The CAN system uses a 'data bus' to transmit information messages between
the ECM and the EAT ECU. Because there are only two components in this CAN system, one will transmit information
messages and the other will receive information messages, and vice-versa.
Conditions
The CAN system is used by the EAT ECU and the ECM for transmission of the following information:
lGearshift torque control information.
lEAT OBD information.
lMIL request.
lVehicle speed signal.
lEngine temperature.
lEngine torque and speed.
lGear selected.
lGear change information.
lAltitude adaptation factor
lAir intake temperature
lThrottle angle / pedal position
P Code J2012 Description Land Rover Description
P1319 Misfire detected at low fuel level Misfire detected with low fuel level