2006 LAND ROVER FRELANDER 2 fuel cap

Not s ens it ive to brake tes ti ng on a chas si s dynamomet er.
Generati on 4 Acti ve On-Demand Coupli ng - Vehicles from 2009MY
The generati on 4 coupl ing does not have the di fferenti al s peed dri ven pump used on the previ ous generat ion 3coupl ing, but i s fit ted wi th a bigger capacit y electrically operated axial pump and a hi gh pres s ure accumul ator.The proport ional throt t le valve and press ure s ens or on t he generat ion 3 coupli ng is replaced wit h a proport ionalpres s ure reducing val ve.The t orque li mit er pres sure reducing valve on the generat ion 3 coupli ng is replaced by an electroni c cont rol valveand cont rol ling software.
The generati on 4 acti ve on-demand coupli ng gives t he fol lowing improvements over t he previous generati on 3 coupl ing:
Reduced bas e t orque at high different ial s peedsTorque acti vat ion i s now i ndependent of different ial s peedAccurat e t orque l imi ter cont rolEnergy s tored in hi gh pres s ure accumul ator givi ng a low maximum current consumpt ion of t he electric pump andfas t er res pons e.
Control Module - G eneration 3 and 4 Couplings
The cont rol module, at tached to the cas ing of t he act ive on-demand coupling, forms a s ingle unit wit h t he cont rolvalve/axial s ol enoi d. By anal yzi ng informat ion from other vehi cl e modules and s ensors t he cont rol module regul ates t heaxial sol enoi d t o cont rol t he hydraul ic flui d pres s ure s uppl ied t o t he clut ch pl ates. Some of t he modul es and s ens ors thecont rol module communi cat es wit h are li s ted below:
Hardwi red:- Control valve / axi al s olenoid- Electric hydrauli c pump- Oi l press ure and temperat ure sens orHigh speed CAN (cont rol ler area net work):- Engine cont rol module- Anti -l ock brake s ys t em / t racti on cont rol module- Tracti on res ponse swit ch- Y aw rate sens or- Steering wheel rot at ion sens or
The axial sol enoi d cons t ant ly adjust s t he cont rol valve output us ing a Pul se W i dt h Modulat ion (PW M) s i gnal. The flui dpres s ure deli vered t o t he cl utch plat es determines t he amount of t orque t hat is delivered t o t he rear axl e.
The act ive on-demand coupli ng has int egrated oi l press ure and temperature s ens ors to enable the control modul e t oaccurat ely manage t he t orque t ransfer under all environment al and operat ing condit ions . Usi ng thes e s ignals the controlmodule will us e s t rategi es to protect the coupli ng from overheati ng; in extreme cas es to protect t he coupli ng from damaget he coupli ng wil l dis engage i f the t emperat ure of t he hydraul ic flui d exceeds 105°C. The coupl ing wi ll ret urn to normalfuncti onal it y when t he temperat ure fall s below 101°C.
The cont rol module has an int egrated di agnos ti cs sys tem, whi ch cons tant ly moni tors the act ive on-demand couplings ys t em as wel l as it s input and output s ignals . If t he control modul e detects a fault a Diagnost ic Troubl e Code (DTC) i ss tored. The DTC is acces s ed usi ng t he Land Rover approved di agnos t ic s yst em.
Electric Hydraulic Pump
W hen negoti ati ng very low frict ion s urfaces s uch as wet gras s , snow or i ce; i nit ial wheel -s pin can cut i nt o t he s urface andreduce gri p. W it h a re-act ive on-demand coupl ing, almos t 60 degrees of wheel rotat ion woul d occur before torque could bet ransmit ted t hrough t he coupl ing.
On Generat ion 3 coupli ngs , t o count eract thi s Land Rover devel oped a uni que high-pres s ure pre-charge faci li ty whi chenergizes t he hydraul ic circui t as s oon as the engi ne is s t art ed. Es s ent ial ly an el ect ri cal ly operat ed hydraul ic pump wasdesi gned to maintai n a pot ent ial of 500 Nm (369 l b ft ) of t orque pres s ure wi thi n the coupli ng. (This pre-charge t orquecapacit y has been increas ed to 1500Nm (1106 l b ft ) for t he Generat ion 4 coupli ng.)
Vehicles fit ted wi th Terrai n Res pons e als o add furt her benefi ts by varying t he level of pre-charge t o deli ver opti mumt racti on over a range of di fferent t errai n s urfaces . The level of pre-charge is varied dependi ng on t he part icul ar terrainres ponse mode, for exampl e:
Terrai n respons e in 'Speci al Programs Off' mode as common wit h vehi cl es wit hout terrain res pons e, the coupli ng isprogrammed t o transmit 500 Nm 369 lb ft of t orque on Generat ion 3 couplings and 1500 Nm (1106 l b ft) of t orqueon Generat ion 4 couplings t o t he rear axle when the vehicle moves from res t i n a s t raight l ine. Thi s s trategymi ni mi zes t ract ion l os s from a s t andi ng-s tart regardles s of t he terrain. W hen the vehicle accelerat es the pres surein the coupling is decreas ed to improve fuel economy.The abili ty to sens e t he s teeri ng angl e all ows t he coupli ng t o be programmed t o provide no torque trans fer t hrought he coupli ng. This prevent s t he coupli ng locking when t he vehicle i s maneuvring at low s peeds and acute s teeri ngangl es.In 'Grass / Gravel / Snow' mode t he coupl ing i s programmed to maint ai n i ts pre-charge s t at e unt il much highers peeds are obtained. The s ame applies even i f the vehicle is t raveli ng at low speeds and acut e s t eering angles , ast racti on takes precedence over coupli ng lock-up on l ow-fri ct ion s urfaces .
For addit ional informat ion, refer t o: Ride and Handli ng Opti mizat ion (204-06 Ride and Handli ng Opt imi zat ion, Descripti onand Operat ion).
Mechanical Hydraulic Pump - Generation 3 Couplings - Vehicles up to 2009MY
The dri ves haft i s att ached t o t he coupl ing's front clut ch pl ate as s embly (i nput ), with the rear cl ut ch plat e as sembl yconnected t o t he different ial pini on (out put ). A s was h-pl ate wit h 6 hydrauli c rol lers is al so att ached t o t he different ialpinion. W hen there is no s peed difference bet ween the coupling's input and out put, the rol lers do not funct ion.

However, when the front and rear axl es st art t o rotat e at different s peeds , t he s wash-pl ate rot at es rel ati ve to the roll erswhich generat es the hydrauli c pres s ure. Thi s pres s ure i s us ed to force the opposi ng clut ch pl ates t oget her, i ncreas ing thet ransmis s ion of t orque t o the rear axl e. As the di fference in axl e s peed i ncreases the hydrauli c pres sure pushes t he clut chplat es further together t o increas e t he t orque to the rear axl e.
A control val ve/axi al s olenoid cont rols the amount of pres s ure appli ed to the clut ch plat es , and hence the amount oft orque transmit ted t o t he rear wheels . Clos e manufact uring t olerances and except ional ly low component wear ens uret orque cont rol remai ns accurat e t hroughout t he vehi cl e's l ife.
Mechanical Hydraulic Pump - Generation 4 Couplings - Vehicles from 2009MY
The Generati on 4 coupl ing does not us e the swas h pl at e t o mechanical ly rais e hydrauli c pres s ure; ins tead, a new hydraul icpump i s used to generat e hydrauli c pres sure and force the cl utch plat es toget her. The removal of t he s was h plat e all ows alarger overal l cl ut ch plat e s urface area, whi ch in t urn reduces t he hydrauli c pres sure requi rement. The press ure required toachi eve 1500Nm (1106 l b ft ) has been reduced from 100 Bar for Generat ion 3 coupli ngs to 40 Bar for Generati on 4coupl ings.
The posi ti oni ng of the Generat ion 4 coupl ing's i nput and output remains t he s ame as t he Generati on 3 coupl ing, asdescribed above.
By-pass Valve
On very low fricti on s urfaces, driveli ne drag t orque can occur, for exampl e:
revers e t orque from engi ne braking, orforced movement of t he dri ves haft by t he front wheel s .
This can i nfluence rear wheel s peed, maki ng it i mpos si ble t o determine the t rue fricti on capabil it y of the rear wheel s, bydis t orti ng t he wheel s peed s ignal. To prevent thi s, t he acti ve on-demand coupli ng is des i gned t o open i mmediat el y inres ponse to a s tabil it y cont rol event . This i s achi eved by a by-pass val ve ins tant ly reducing sys tem pres s ure t o nomi nal .
To balance the 4 bar bas e press ure (s ee below for detai ls ), t he Generati on 3 coupling us es a large Bel levill e s pri ng to forcet he cl utch plat es clear of each ot her t o prevent torque transmis si on t hrough the coupli ng. Even at 0°C, t orque t rans mis s ionis reduced from 300 Nm to Zero wi thi n 10 ms . The Generat ion 4 coupling however, does not require a Bel lvil le s pri ng t os eparate t he plat es as t he coupli ng does not have a si gni fi cant bas e pres s ure pus hi ng t he plates together.
Accumulator
The further t he cl utch pl at es have to move in order to contact each other, t he longer it t akes to di spl ace the hydrauli c fl uidneces s ary t o buil d pres s ure and t rans mit torque. To count er thi s, t he Generati on 3 coupling incorporates an accumulat or.This retains a nominal 4 bar pres sure wi thin the hydraul ic circui t. Al though thi s is not enough pres sure t o caus e s i gni fi cantt orque transmis s ion t hrough the coupli ng, i t forces t he plat es very clos e t oget her so that very l it tl e fluid di s pl acement i srequired t o achi eve full engagement and maxi mum t orque t rans fer. Ful l torque t rans miss i on can be achieved i n 150 ms .
On Generat ion 4 coupli ngs , t he 150ms act ivat ion t ime is achieved through the us e of a Bel lvil le s pri ng t hat acts to pus ht he plates t ogether (wi thout caus i ng si gnifi cant t orque t rans mis s ion t hrough t he coupl ing). As t he pump i s notcont inuousl y us ed to create t his bas e pres s ure (as i t was wit h Generat ion 3 coupli ng), improvement s i n fuel economy havebeen achi eved.
Wet Clutch Pack
The clutch pack is made up of 7 pairs of plat es ; t he inner dis cs are produced from hardened st eel wit h t he out er dis csmanufactured from s t eel wi th a s int ered face. The clutch pl ates operat e in trans mi s si on fl uid.
Torque t rans mis s ion acros s t he clutch pack is li mit ed t o 1500 Nm (1106 lb ft ). This ens ures t he l ower gears ret ai n anelement of front-wheel -drive for t ract ion s t abi lit y. W i thin the hi gher gears the coupl ing i s t heoreti call y capabl e oft ransmit ti ng all t he dri ve to the rear axle; al though condit ions woul d have to be ext reme for t his t o occur.
PRINCIPLES OF OPERATION
Generation 3 Couplings - up to 2009MY
An i nt ernal electroni cal ly-controll ed pump provides hydrauli c pre-charge pres sure wit hin the coupling. The pre-chargepres s ure s upplies t he requi red operat ing pres s ure to the clut ch plates to el imi nat e i nit ial wheel -s pin as the vehicleaccelerates from s tandst il l.
In conjunct ion wi th the pre-charge pres s ure a mechanical hydraul ic pump operates wi thi n the cl utch plat es to s upply thecoupl ing's mai n hydraulic operat ing pres sure. The mechanical pump is funct ioned by the 'i nput ' and 'output' of t he coupli ng:
input - dri ves haft connect ion from the front axle,output - different ial connecti on to the rear axl e.
Any s peed di fference bet ween t he front and rear axl es wil l st art t he operat ion of t he mechanical hydraul ic pump. Theamount of hydrauli c pres s ure appli ed to the cl ut ch pack by the pump det ermines the gap bet ween t he cl utch plat es. Forexampl e, the great er the hydraul ic pres s ure, t he s maller t he gap between t he plat es and s ubs equent ly t he great er thet orque transmit ted t hrough t he coupli ng from the front axle t o t he rear axle.
This mai n hydrauli c pres sure is des i gned t o t rans mit the t orque for tract ion demands of off-road drivi ng, and t o provi delock-up as requi red.
Generation 4 Couplings - from 2009MY
The Generati on 4 coupl ing s t il l us es an el ect ri cal ly-controlled pump to provide hydrauli c pre-charge to el imi nat e wheel-s pinfrom st ands t il l; however, the s ame pump is al s o used to provi de t he coupli ng's mai n hydraul ic operat ing press ure.

6.
CAUTIONS: Be prepared t o collect es caping fuel.
Make s ure that t he area around the component i s
clean and free of foreign materi al. Al ways pl ug any open connect ions t o prevent
cont ami nat ion.
6. 7.
8.
Installation 1. CAUTION: Make s ure that the mati ng faces are cl ean and
free of foreign mat eri al.
Inst all t he power s t eering pump.
T orque: 24 Nm 1.
Connect t he fuel li nes .
2.
Connect t he high-press ure power s t eering l ine t o t he power st eeri ng
pump.
T orque: 20 Nm 3.
Connect t he power s t eering res ervoir t o power s t eering pump hos e.
4.
Inst all t he acces sory dri ve bel t.
5.

Di sconnect t he thrott le body elect rical connector.11.
Di sconnect t he fuel purge l ine.12.
Di sconnect t he purge cont rol valve (PCV) elect ricalconnector.13.
Di sconnect t he fuel rai l press ure (FRP) s ens or electrical connect or.14.
Remove t he dips ti ck.15.
16. CAUTION: Be prepared to col lect es capingfluids .
Di sconnect t he cool ant bl eed hos e.
16.

31. CAUTION: Be prepared to col lect es capingfuel .
Di sconnect t he fuel li ne.
31.
Release the RH ground cabl e.32.

s ecurel y bolt ed to the top of a machined cas t-iron cyl inder block. The cylinder head provides t he locati on for t he 16 valves(4 per combus ti on chamber), valve operat ing gear, cams haft s and ti ming gear, fuel inject ors and glow plugs. Dril li ngs andgalleries are formed wi thi n the cyli nder head t o provide lubri cat ing oi l and coolant fl ow.
The cyl inder head is formed wit h the cams haft l ower bearing cap cas t ings , and is enclos ed by a mat ing s t ructural cams haftcover wi th s eali ng gasket. The cams haft cover i s formed wi th the cams haft upper beari ng cap cas t ings , intake ai r fil li ngt racts , and port s for t he cyl inder head cover, crankcas e venti lat ion component s.
An 'L' s haped cyli nder head cover enclos es the s t ructural cams haft cover openings, and i ncorporates t he Posi ti ve Crankcas eVenti lati on Valve (PCV), s afet y val ve and crankcas e vent il ati on connecti ons .
An acous t ic engine cover i s i ns t alled above t he engi ne, and compris es a polypropylene foam layer adhered to theunders ide of a t hermo-plas ti c cover. The cover i s t uned t o abs orb and reduce engine produced nois e t o accept abl e NVHlevels . A hole formed in the rear Left-hand (LH) s ide of t he engine cover provi des the l ocat ion for the engine oi l fil ler cap.
The cyl inder block provides t he locat ion for t he cranks haft and beari ngs , oil cooling jet s, reci procat ing component s , and thecount er-bal ance s haft hous ing. Galleries and drill ings are formed in the cyli nder block for lubri cat ing oi l and coolant fl ow. Acount er-bal ance s haft hous ing i s bolt ed to the unders ide of t he cylinder block and is gear dri ven by the cranks haft . Thecount er-bal ance s haft as s embly reduces engine NVH to provi de a s moot h power out put .
An aluminum oi l pan hous ing and a pres sed st eel oi l pan are s ecured t o t he bot t om of t he cyl inder bl ock. The oil panhous i ng is s ealed and bol ted di rectl y to the cyli nder block. The oil pan is sealed wit h li qui d s ealant and att ached t o t he oilpan hous i ng to provide t he lubricat ion sys tem res ervoir. The lubricat ion sys tem oil pump i s l ocated ins ide t he oil pan andis bol ted t o t he unders ide of t he cyl inder bl ock. The oil pump is chain driven by t he cranks haft .
Engi ne cool ing i s achi eved wit h a pres s uri zed water-cool ant sys tem. An engi ne dri ven coolant pump dis t ri but es t he cool antt hrough gal leries in the cyli nder head and block.
Engi ne produced emis s ions comply wi th European Commis s ion Di recti ve (EUCD) St age 4 legis l at ive requirement s . Theli mit ing of res ul tant emi ss i on pol lut ant s i s acheived by us e of an exhaus t s yst em cat alyti c convert er, an opt ional Di eselPart iculate Filt er (DPF), advanced el ect ronic engine management cont rol , PCV, and Exhaus t Gas Recircul at ion (EGR)s ys t em.
ENGINE STRUCTURE

Fuel i njectors cent rall y posi ti oned to the combus ti on chamberRoll er finger rockers wi th hydraul ic l as h adjus t ersGarrett Rot ary Elect ronic Actuat ed (REA) vari abl e geometry t urbochargerPierburg electronic cont rol led EGR val ve wit h Vis t eon EGR cool erBosch generat ion 3 fuel sys t em wi th common fuel rai l i njecti on technol ogy7-hole piezo-electric t ype inject ors (capable of 5 inject ions per st roke)Advanced Bosch EDC 16 engi ne management s ys temInt ake manifold i ncorporati ng variable swi rl and port de-act ivati on t echnologyElectroni c int ake thrott le for cont roll ed engine s hut-downCount er-balance shaft as s emblyAlumi num all oy cyl inder head, and doubl e wall cas t-iron cyl inder bl ockCylinder head des i gn for opti mum ai r s wirl acros s t he engine s peed rangeExhaus t emis s ion t reat ment wit h a di esel s peci fi c cat alyti c convert er and an opti onal DPFSteel crankshaft wit h doubl e damping flywheel and tors i onal vibrat ion damperEmis s ions compli ant wit h EUCD St age 4 legis l at ion.
Technical Details
Technical det ail s for t he TD4 engine are s hown bel ow:
• NOTE: The TD4 engine cyli nders are numbered from t he rear of t he engi ne (t rans mi ssi on end). Therefore, No. 1 cyli nderis locat ed at t he rear of the engine.
ItemDetailEngine t ypeDW 12BTED4
Confi gurati on4 cylinder in-li ne
Cyli nder numberi ngNo. 1 cyl inder at rear of engi ne (t rans mi ss ion end)Engine i ns t allat ionTrans verse mounted, ti lt ed 12 degrees t oward rear
Bore / s troke85 mm / 96 mm
Cubic capaci ty2179 cm3
Compres s ion rati o16.6:1
Emi ss i ons compli anceEUCD St age 4Maximum power out put (kW EU)118 kW @ 4000 rpm
Maximum t orque400 Nm @ 2000 rpm
Engine i dl e s peed:Manual t rans mis s ion 750 rpmAutomat ic t rans mis s ion 795 rpm
Engine maximum s peed5000 rpm
Firing order1-3-4-2Oi l capaci ty5.4 lit ers (5.7 US quart s)
Cylinder Numbering
The cyl inders are numbered as s hown below, wi th cyl inder 4 at the front of t he engi ne.
Engine Identification

The lubricat ion sys tem is a wet s ump, pres sure fed type. The oil lubri cat es t he engine s lidi ng s urfaces , di s si pat es heat,absorbs fuel combus t ion resi due and seal s off t he gap between t he cyl inder and pis ton.
The engi ne is lubri cat ed by a force-fed oil circul at ion sys tem compri si ng a full-fl ow oi l fil ter and cooler ass embly. The oilfi lt er and cooler form an int egral ass embly mount ed on t he LH s i de of the cyli nder block, in clos e proxi mit y t o t he oilpump. Engi ne oil is cooled by the engine cooli ng s ys t em, and eliminates t he requi rement for an addit ional remot elymounted engine oi l cooler.
Oil i s drawn out of t he oil pan and pres s uri zed by the cranks haft dri ven oi l pump. The out put from t he oil pump i s fi lt eredand cool ed before bei ng dis t ribut ed to the cyli nder bl ock mai n oil gall ery. Dri ll ings and galleries connect ed to the mai n oilgallery deli ver pres s uri zed oi l to the cyli nder block and cyl inder head reciprocal component bearings. A dri lli ng above No. 3main bearing cap direct s pres s uri zed oi l to a port at t he rear RH si de of the cyli nder block. The port provides pres s uri zedoil t hrough a banjo connect ion and pi pe to the t urbocharger bearings.
All t he engi ne moving parts are l ubricated by press ure or spl as h oi l. Pres s uri zed oil is al so provided for operat ion of t hehydraulic las h adjus ters and ti ming chain tens ioner.
Oil i s ret urned t o t he oil pan under gravi ty. Large drain holes cas t in the cyli nder head and cyl inder bl ock al low a quickret urn of t he oil .
The lubricat ion sys tem is replenis hed t hrough the oi l fi ll er cap, locat ed on t he engine acous t ic cover. An oil l evel gage islocated on the LH si de of the oi l pan. Two marks at t he end of the gage i ndi cat e t he mini mum and maxi mum oi l levels .The difference between the minimum and maximum marks is approximat ely 1.5 l it ers (1.58 US quarts ) of oil .
Oil Pump