2006 LAND ROVER FRELANDER 2 engine

At engi ne s peeds up to 2100 rpm, opti mum fil li ng is achieved by how t he exhaus t gases l eave the cyli nders. W hen theexhaus t gases l eave the cyli nders, a empty chamber is creat ed behi nd t he exhaus t gases , whereupon a low pres sure iscreated in t he cyl inders .
By als o maki ng adjus tment s when t he int ake val ves open/clos e, pos i ti ve pres sure differences are obt ained between thecyl inder and int ake mani fol d. The i ntake air i s drawn into the cyli nders res ult ing in opt imum cyl inder fil li ng.
Engine Speed Up To Ap proximately 3700rpm
• NOTE: Both throt t les are cl osed.
The puls ati ons , which i ncreas e at s peeds over 2100 rpm, are forced t he long way round. W hen the puls at ion s peed iscons t ant and t he engine s peed is relat ively l ow, the puls at ions have a long t ime t o reach t he cyl inders at t he correct t ime.
However, certai n los s es occur when a proporti on of the puls at ions dis appear t he back way to t he air fil ter (and add to theengi ne's s ound pat t ern).
Engine Speed From 3700 To 4700rpm
• NOTE: The lower t hrot tl e is open whi ls t t he upper one is cl osed.
The puls ati ons must have acces s t o a s hort er rout e to make it t o t he cylinders in t ime. The s hort er rout e is obt ained byall owing t he lower t hrott le to be open, which means t hat the pul sat ions reach t he cyl inders in t ime.
Cert ain l oss es occur, however, when a proport ion of t he puls ati ons t ake t he long way round and a proport ion t ake t he backway round t o t he air fil ter.
Engine Speed Over 4700 rpm
• NOTE: Both the upper thrott le and t he l ower t hrot tl e are open.

In thi s posi ti on, t he puls ati ons are onl y det ermined by t he s hort int ake pi pe's geometry.
The t ot al vol ume for al l cyli nders now acces s ibl e is necess ary to have s uffici ent acces s t o air.
Torque Development
ItemPart NumberDescription1-Bot h t hrot tl es cl osed
2-Only t he lower t hrott le open
3-Bot h t he t hrott les open4-Official t orque curve
By combining the t hrot tl e's posi ti on, in principle, t hree different t orque curves are produced, which combined, give a flatt orque curve for a nat urall y as pirat ed engine.
Throttle Units (Actuators)
ItemPart NumberDescription
1-Upper t hrott le uni t
2-Lower t hrott le uni tThe t hrott le uni ts cons is t of throt t le, Direct Current (DC) motor, worm gear and i nternal electroni cs .
The Engi ne Control Module (ECM) controls t he posi ti on of the throt tl e by modulat ing t he relevant t hrot tl e unit 's controls ignal. If the s i gnal s hift s from low (approximat ely 1 vol t) t o hi gh (approximat ely 10 vol ts ) t he int ernal el ect roni csint erpret i t as t he throt t le mus t clos e. If t he s ignal shi ft s from hi gh t o low, t he t hrott le mus t open.For addit ional informat ion, refer t o: Electroni c Engi ne Controls (303-14A Electroni c Engine Controls - I6 3.2L Pet rol ,Des cript ion and Operat ion).
If an act uat or fai ls and t he flap i s in the open pos it ion, it i s not pos s ible to remove t he act uator and flap as sembl y fromt he inlet mani fold. A smal l indentat ion on t he body of the actuat or al lows for a 3 mm Al len key t o be pus hed through t he

DT C
Description Possible Causes Action
P011300 Intake air t emperat ure
s ensor 1 ci rcuit high Intake ai r temperat ure (IAT)
s ens or 1 ci rcuit : s hort circuit
t o power Intake ai r temperat ure (IAT)
s ens or 1 ci rcuit : open ci rcuit Intake ai r temperat ure (IAT)
s ens or fail ure Check t he IAT s ens or and circuit s (the IAT s ens or
is i ncorporated i nto the MAF sens or). Refer to the
electrical gui des . Ins t all a new s ens or as
required.
REFER to: Mas s Air Flow (MAF) Sens or (303-14A
Electroni c Engi ne Control s - I6 3.2L Pet rol ,
Removal and Inst all at ion).
P011400 Intake air t emperat ure
s ensor 1 ci rcuit
i nt ermit tent/errati c Intake ai r temperat ure (IAT)
s ens or 1 ci rcuit : high
res is tance Intake ai r temperat ure (IAT)
s ens or fail ure Check t he IAT s ens or and circuit s (the IAT s ens or
is i ncorporated i nto the MAF sens or). Refer to the
electrical gui des . Ins t all a new s ens or as
required.
REFER to: Mas s Air Flow (MAF) Sens or (303-14A
Electroni c Engi ne Control s - I6 3.2L Pet rol ,
Removal and Inst all at ion).
P017100 Sys tem too l ean (bank 1) Intake ai r leak
- Bet ween MAF s ensor and
cyli nder head Fuel s ys t em rest ri ct ion
MAF sens or fault
- Low int ake flow Exhaust l eak, before catalyt ic
converter Check for intake ai r leaks . Check for low fuel
pres sure and MAF s ens or DTCs . Rect ify as
neces sary. Check for exhaus t l eaks before t he
cat alyti c convert er
P017200 Sys tem too rich (bank 1) Res t rict ed air filt er O il cont aminat ed wit h fuel
- Too many col d s tarts wit h
vehicle subs equent ly not
get ti ng hot enough for l ong
enough Leaking fuel i njectors
MAF sens or fault
- High i nt ake fl ow Leaking evaporati ve emis s ion
s ys tem purge valve Check t he condi ti on of the ai r cl eaner element :
REFER to: Air Cl eaner (303-12A Int ake Air
Dis t ribut ion and Fil tering - I6 3.2L Pet rol ,
Removal and Inst all at ion).
Check engine t he oil condi ti on. Check for l eaki ng
inject ors . Check for MAF s ens or, i njector and
evaporat ive emi s si on s ys t em DTCs .
P017400 Sys tem too l ean (bank 2) Intake ai r leak
- Bet ween MAF s ensor and
cyli nder head Fuel s ys t em rest ri ct ion
MAF sens or fault
- Low int ake flow Exhaust l eak, before catalyt ic
converter Check for intake ai r leaks . Check for low fuel
pres sure and MAF s ens or DTCs . Rect ify as
neces sary. Check for exhaus t l eaks before t he
cat alyti c convert er
P017500 Sys tem too rich (bank 2) Res t rict ed air filt er O il cont aminat ed wit h fuel
- Too many col d s tarts wit h
vehicle subs equent ly not
get ti ng hot enough for l ong
enough Leaking fuel i njectors
MAF sens or fault
- High i nt ake fl ow Leaking evaporati ve emis s ion
s ys tem purge valve Check t he condi ti on of the ai r cl eaner element :
REFER to: Air Cl eaner (303-12A Int ake Air
Dis t ribut ion and Fil tering - I6 3.2L Pet rol ,
Removal and Inst all at ion).
Check engine t he oil condi ti on. Check for l eaki ng
inject ors . Check for MAF s ens or, i njector and
evaporat ive emi s si on s ys t em DTCs .
P050600 Idle ai r cont rol s ys t em
RPM lower than expect ed Intake ai r res tricti on Res t rict ed/Contami nat ed
i njector/fuel s ys tem Access ory drive overl oad
(defecti ve/s ei zed component) Variable intake s ys tem (VIS)
fault Throt t le body faul t Check t he int ake air s yst em, air cleaner, et c.
Check t he fuel s yst em for
res trict ion/contami nat ion. Check the acces s ory
dri ve driven component s for exces s ive res is tance
to turni ng/s eizure. Rect ify as neces s ary. Check
for DTCs i ndi cat ing a VIS or t hrot tl e body fault .
P050700 Idle ai r cont rol s ys t em
RPM hi gher t han
expect ed Intake ai r leakage Variable intake s ys tem (VIS)
fault Throt t le body faul t Check t he int ake air s yst em for leakage. Recti fy
as neces s ary. Check for DTCs i ndicat ing a VIS or
thrott le body faul t.
P050B00 Cold st art i gnit ion t imi ng
performance Bl ocked i nt ake s ys t em St icking/s l ow t hrott le
Poor engi ne condi ti on Check t he int ake air s yst em, including the ai r
cl eaner element . Carry out a compl ete vehicl e
read for relat ed DTCs. Recti fy as neces sary.
P061A00 Internal cont rol module
t orque performance Ai r leakage in t he i nt ake
s ys tem aft er the MAF sens or
and t hrot tl e body Throt t le body faul t
Mas s ai r fl ow (MAF) s ens or
fault Engine coolant t emperature
(ECT) sens or fault Fl ywheel s ens or fault Retrieve t he fl ight recorder dat a and cus tomer
s tat ement for ret urn t o engineeri ng for analysi s .
Check t he int ake s ys t em for leakage. Check for
DTCs indicati ng a t hrot tl e body, s ensor or VVT
fault . Rect ify as neces s ary. Refer t o t he warrant y
pol icy and procedures manual if a modul e is
s us pect .

DT C
Description Possible Causes Action
Mani fold air pres s ure (MAP)
s ens or fault Cams haft res et valve fault
Variable val e ti mi ng (VVT)
fault ECM fault
P061A62
Internal cont rol module
t orque performance -
s ignal compare fai lure Ai r leakage in t he i nt ake
s ys tem aft er the MAF sens or
and t hrot tl e body Throt t le body faul t
Mas s ai r fl ow (MAF) s ens or
fault Engine coolant t emperature
(ECT) sens or fault Fl ywheel s ens or fault
Mani fold air pres s ure (MAP)
s ens or fault Cams haft res et valve fault
Variable val e ti mi ng (VVT)
fault ECM fault Retrieve t he fl ight recorder dat a and cus tomer
s tat ement for ret urn t o engineeri ng for analysi s .
Check t he int ake s ys t em for leakage. Check for
DTCs indicati ng a t hrot tl e body, s ensor or VVT
fault . Rect ify as neces s ary. Refer t o t he warrant y
pol icy and procedures manual if a modul e is
s us pect .
P061B64 Internal cont rol module
t orque performance -
s ignal plausi bil it y fai lure Ai r leakage in t he i nt ake
s ys tem aft er the MAF sens or
and t hrot tl e body Throt t le body faul t
Mas s ai r fl ow (MAF) s ens or
fault Engine coolant t emperature
(ECT) sens or fault Fl ywheel s ens or fault
Mani fold air pres s ure (MAP)
s ens or fault Cams haft res et valve fault
Variable val ve ti ming (VVT)
fault ECM fault Retrieve t he fl ight recorder dat a and cus tomer
s tat ement for ret urn t o engineeri ng for analysi s .
Check t he int ake s ys t em for leakage. Check for
DTCs indicati ng a t hrot tl e body, s ensor or VVT
fault . Rect ify as neces s ary. Refer t o t he warrant y
pol icy and procedures manual if a modul e is
s us pect .
P222700 Baromet ri c pres s ure
circui t -
range/performance BARO s ens or fai lure
- the BARO sens or is
i nternal t o t he ECM Refer to the warrant y policy and procedures
manual i f a module is s us pect.
P222721 Baromet ri c pres s ure
circui t range/performance
- s ignal ampli tude l es s
t han mini mum BARO s ens or fai lure
- the BARO sens or is
i nternal t o t he ECM Refer to the warrant y policy and procedures
manual i f a module is s us pect.
P222722 Baromet ri c pres s ure
circui t range/performance
- s ignal ampli tude
great er than maximum BARO s ens or fai lure
- the BARO sens or is
i nternal t o t he ECM Refer to the warrant y policy and procedures
manual i f a module is s us pect.
P222800 Baromet ri c pres s ure
circui t low BARO s ens or fai lure
- the BARO sens or is
i nternal t o t he ECM Refer to the warrant y policy and procedures
manual i f a module is s us pect.
P222900 Baromet ri c pres s ure
circui t high BARO s ens or fai lure
- the BARO sens or is
i nternal t o t he ECM Refer to the warrant y policy and procedures
manual i f a module is s us pect.

3-Mas s Air Flow (MAF) s ensor
4-Air fil ter housi ng
5-Dirty air int ake duct6-Electroni c t hrott le and int ake mani fol d ass embl y
7-Manifol d Abs olute Pres sure (MAP) sens or
8-Hos e - t urbocharger t o charge air cooler9-Charge air cooler
10-Hos e - charge air cooler to elect roni c thrott le (3 pi ece)
11-Int ake Air Temperat ure (IAT) s ens or12-Turbocharger and exhaus t mani fold
OVERVIEW
The TD4 engine i nt ake air s yst em provides fi lt ered and pres s uri zed ai r to the engine cyli nders , to promote compl etecombus t ion of t he inject ed fuel under al l engine condit ions .
A di rt y air i nt ake duct i s located behind the Left -Hand (LH) front fender and is connect ed to the ai r fi lt er hous ing. Air isdrawn into the i ntake air duct and direct ed through an oil impregnat ed repl aceable fil ter element , locat ed wi thi n the ai rfi lt er hous ing. The filt ered i ntake air i s t hen direct ed through t he clean ai r duct t o the compress or s ide of t he turbocharger.
The clean air duct is manufact ured t o i ncorporat e 4-quarter wave t ubes and a connection to the crankcas e venti lat ions ys t em. The quarter wave t ubes reduce the Noi se, Vi brati on and Hars hnes s (NVH) levels creat ed by t he air t raveli ngt hrough the duct. The connect ion t o t he crankcas e vent il ati on s ys t em al lows environment al ly harmful gas es and vapors tobe drawn from t he engine crankcas e, and int o t he cl ean air duct . The gases and vapors are mi xed wit h t he fi lt ered i ntakeair and burned i n t he cyl inders .
The t urbocharger compres ses and di rects the press uri zed hot i ntake air t hrough a large bore connecti ng hos e to t he chargeair cooler. The ai r pas s es through the charge ai r cooler and i s s ubs equent ly cooled t o i ncreas e t he i nt ake air densi ty. Theoutput s ide of t he charge air cool er direct s the cool dens e ai r through a large bore connecti ng hose to the el ect ronict hrott le and intake mani fold, where the ai r is then dis t ri but ed via the i ntake manifold ports t o t he i ndi vi dual enginecyl inders .
Exhaus t gas via t he Exhaus t Gas Reci rculat ion (EGR) sys t em i s als o direct ed i nt o t he int ake air s yst em t o reduce Oxi des OfNit rogen (NOX) emis s ions . A pipe connect s t he EGR valve l ocat ed at the Ri ght -Hand (RH) s ide of t he engine, to the i ntakemanifold l ocat ed at the Left-Hand (LH) s ide of t he engine. The exchange of exhaust gas i nto t he i nt ake manifold i scont rol led by t he Engine Control Modul e (ECM) during cert ain engine operat ing conditions.For addit ional informat ion, refer t o: Engi ne Emis s ion Cont rol (303-08B Engi ne Emis s ion Cont rol - TD4 2.2L Di esel ,Des cript ion and Operat ion).
Electroni c s ens ors are s t rat egi cal ly l ocat ed around t he int ake ai r s ys t em and const antl y provide i nformat ion of IAT, MAFand MAP t o t he ECM. Thi s i nformat ion i s proces sed and us ed by t he ECM for adjust ing engi ne performance to meet thecurrent operat ing condi ti ons , and driver demands .For addit ional informat ion, refer t o: Electroni c Engi ne Controls - 2.2L Dies el (303-14 El ect ronic Engine Cont rols - 2.2LDies el, Des cript ion and Operat ion).
INTAKE MANIFOLD

ItemPart NumberDescription
1-Intake air fil li ng tract
2-Intake mani fold3-Cyli nder head s wirl port
4-Cyli nder head fill ing port
The TD4 cylinder head and int ake mani fol d are des igned t o opti mize level s of s wirl acros s t he engines s peed range, andprovide a high volume of ai r int o the cyli nders . The intake mani fold is des igned wi th a lower row of 4 heli cal s wirl ports ,and an upper row of 4 fil li ng port s wit h port -deacti vat ion device. The 8 port s are seal ed to the cyli nder head and s truct uralcamshaft cover mati ng port s wi th a s haped s ealing ri ng. The heli cal s wirl port is configured t o creat e opti mum s wi rl forefficient combus t ion; whil e t he fi ll ing port i s provided t o s upply high vol umes of ai r wit hout di s turbi ng in-cyl inder s wi rl . Theint ake manifol d port de-act ivati on devi ce is controlled by the ECM.For addit ional informat ion, refer t o: Electroni c Engi ne Controls - 2.2L Dies el (303-14 El ect ronic Engine Cont rols - 2.2LDies el, Des cript ion and Operat ion).
Each cyli nder i s s uppl ied ai r through t he heli cal s wirl port, and when act ivated, through the fil ling port. The heli cal s wi rlport i s always open and direct s air from the intake mani fold lower port at a t angent i nt o t he combust ion chamber. Thefi ll ing port is normal ly cl os ed, and is onl y opened during cert ain engine operat ing condit ions by t he ECM. W hen opened t hefi ll ing port di rects ai r from t he i nt ake manifold upper port, and t hrough t he curved int ake tract s int o t he combus t ionchamber. The int ake t ract s are cas t wit h t he s truct ural cams haft cover, and join t he i nt ake manifold upper fi lli ng port s t ot he cyl inder head machined fil ling ports .
At low engi ne loads gas fl ow i s s o low that t he fi ll ing port is clos ed off. This has t he effect of rai s ing gas velocit y throught he hel ical port and increas ing i n-cylinder s wirl to t he opti mum rat e. To avoid the ris k of t he high gas flow creati ngexces s ive s wirl, t he ECM opens the fi lli ng port under hi gh gas-fl ow condi ti ons to maint ai n consi st ent opt imum s wi rl acros st he engi nes operat ing range.
Intake Manifold Port De-Activation

ItemPart NumberDescription
1-Sol enoid-operated valve
2-Intake mani fold hel ical swirl port3-Vacuum-operat ed act uator
4-Intake mani fold fi ll ing port
5-But terfl y val ve (4 off)Port de-act ivati on is operat ed by 4-but terfl y val ves connect ed on a common shaft within t he i nt ake manifold. Eachbutt erfly valve i s housed wit hi n a corres ponding i ntake mani fold upper fi ll ing port . The common s haft i s connected t o avacuum-operated actuat or, and is operat ed by a sol enoi d val ve under t he cont rol of the ECM. The vacuum requi red for portde-acti vat ion i s s uppl ied from t he engi ne mounted vacuum pump.
For addit ional informat ion, refer t o:
Engi ne (303-01B Engine - TD4 2.2L Di esel , Des cri pti on and Operati on),Elect roni c Engi ne Cont rol s - 2.2L Dies el (303-14 Electronic Engine Controls - 2.2L Dies el, Des cript ion and Operat ion).
Port de-act ivati on (opening of t he fi ll ing port s ) onl y occurs when the coolant t emperature is greater t han 10°C, and undert he foll owing condit ions:
Engi ne s peed is great er than 1,800 rpm.Engi ne load i s great er than 15%.

5-Evaporati ve emis s ion canis ter - North Ameri can Specifi cat ion (NAS) deri vat ive
6-Fuel tank l eakage monit ori ng pump
7-Fuel tank l eakage monit ori ng pump filt er8-Fuel del ivery pi pe to engi ne
9-Evaporati ve emis s ion canis ter purge val ve
OVERVIEW
The evaporat ive emis si on (EVAP) control s ys tem reduces the l evel of hydrocarbons releas ed int o the at mos phere by fuelvapor venti ng from t he fuel t ank. The s yst em compris es a charcoal canis ter, purge valve and i nt erconnect ing vent pipesand hoses .
Fuel vapor is generated by the fuel in t he t ank and the amount of vapor produced increas es as the fuel heat s up. Fuelvapor can flow freely to the charcoal canis t er vi a the tank venti ng sys t em. The venting s yst em cons is ts of roll over val vesand a l iquid vapor s eparat or mounted i nternal ly i n t he tank and t hen ext ernall y via a breather l ine. The breather li neall ows the fuel vapor to fl ow t o t he charcoal cani st er.
On NAS vehicl es the vapor generat ed in the fuel tank duri ng refuel ing flows wit hout res t ri ct ion to t he charcoal canis ter.
On al l vehicles except NAS, t he vapor i s res t ri ct ed in it s path to t he charcoal canis ter but can fl ow freely during t herefuel ing operat ion t o at mos phere, vi a t he fi ller opening.
The vapor pas ses i nto the charcoal canis t er where it i s abs orbed and s tored by the charcoal. Becaus e t here i s a l imi t t o theamount of vapor the canis t er can contain, t he fuel vapor i s purged from the canis t er when t he engine i s running andburned i n the engi ne.
PRINCIPLES OF OPERATION
Charcoal Canister
The charcoal cani s ter cont ains a bed of acti vat ed charcoal or carbon. The charcoal is produced us ing s peci al manufact uri ngt echniques to treat the charcoal wit h oxygen. The oxygen t reatment opens up mi ll ions of pores between t he carbon at omsres ult ing i n a hi ghl y porous charcoal wi th a very l arge effecti ve surface area which is capable of abs orbing l arge quanti ti esof fuel vapor. Once treat ed t he charcoal is known as 'act ivated' carbon or charcoal. The charcoal canis t er on NAS vehi cl esus es a higher grade charcoal t o meet t he requirement s of t he emis s ion regul ati ons .
On-board Refueling Vapor Recovery
To meet On-board Refueli ng Vapor Recovery (O RVR) requi rement s, t he fuel t ank and associated component s are desi gnedt o mi ni mize fuel vapor los s duri ng refuel ing. This i s achi eved by prevent ing fuel vapor from t he fuel t ank venti ng direct ly tot he atmos phere. Ins t ead fuel vapor is di rected into the Evaporati ve Emis s ion (EVAP) canis t er where i t is s t ored beforebeing purged at i ntervals int o the engi ne’s int ake mani fol d.
Duri ng vehi cl e refueling the narrow fuel-fi ller-t ube below t he fuel -di spens er nozzle regi on, provi des a l iquid s eal agai ns tt he escape of vapor. A check valve al so locat ed i n the fi ller-t ube opens t o i ncomi ng fuel t o prevent spl as h back.
As t he fuel t ank fil ls , fuel vapor i s rout ed to the EVAP canis t er's charcoal fi lt er, where i t is abs orbed by t he charcoal 'sact ivat ed granules . The hydrocarbons from the fuel vapor are retai ned wit hin t he cani s ter, al lowing onl y puri fied ai r to berel eas ed t o at mosphere through the canis ter's vent pipe. The hydrocarbons s t ored in the canis t er are purged at i nt ervalsint o t he engi ne for combust ion.
The EVAP cani st er purge valve i s located i n t he engi ne compart ment . The Engine Control Modul e (ECM) operat es the val vet o purge fuel vapor from t he EVAP cani st er int o t he engi ne for combust ion. Purge rates (the ext ent that the purge valveopens ) are det ermined by t he engi ne operati ng condi ti ons . The purge rates are adjus ted t o mai ntai n vehi cl e dri vingcharact eri st ics and exhaus t emi ss i ons at opt imum levels . Engi ne operati ng condi ti ons that affect t he purge rate are:
s peed and load,engi ne cool ant temperat ure,t ime from engine s t art-up,clos ed loop fuel ing
Owi ng to the l imi ted st orage-volume of the EVAP canis ter:
NAS deri vat ive - 2.5 l it erROW derivat ive - 0.7 li ter
t he charcoal fi lt er is conti nuall y regenerat ed.
Regenerat ion is achieved when the engine is runni ng, by drawing ai r through t he EVAP cani s ter, vi a t he vent pipe, i nt o t heengi ne for combus ti on.
Fuel Tank Leakage Monitoring
Fuel t ank leakage monit oring i s a l egis lat ive requirement for NAS vehicles . The monit ori ng sys t em peri odi cal ly checks t heEVAP s ys t em and fuel t ank for l eaks when t he i gni ti on is off.
The monit ori ng s ys t em compri ses the previ ous ly des cri bed components of t he EVAP s ystem wit h the foll owing addit ionalcomponents :
air pump, anddust fil ter
The pump i s connected t o t he vent pi pe of the EVAP canis t er and i ncorporates :
a Pos it ive Temperat ure Coefficient (PTC) heat ing element ,