2006 LAND ROVER FRELANDER 2 engine

4. W ARNING: Thi s s tep requi res t he aid ofanother technician.4.
Vehicles with petrol engine
Remove and dis card t he gas ket .5.
All vehicles
6. NOTE: Do not dis ass embl e further if t he component i s removedfor acces s onl y.
Remove t he rubber mount s .
6.
Installation
To i nst all , revers e t he removal procedure.1.

12-'V' cl amp and gas ket
13-Turbocharger (ref only)
OVERVIEW
The 2.2L DW 12 exhaus t s ys t em i s fabricated from s tainl ess st eel and i s s uppl ied as two s eparat e as sembl ies ; a fronts ect ion i ncorporati ng a catalyt ic converter and a rear sect ion i ncorporat ing a rear s il encer.
In s ome market s , the exhaus t s yst em incorporates a Dies el Parti cul ate Fi lt er (DPF) which all ows the vehicl e to exceedEuropean Stage 4 emis s ion s tandards .
The s ys t em i s att ached to t he unders ide of t he body wit h s ix mount ing rubbers (fi ve mount ing rubbers on vehicles wi thoutDPF) which are locat ed on mild st eel hanger bars t hat are wel ded to t he s yst em. The mounti ng rubbers locat e oncorres pondi ng hangers which are welded or bolt ed to the unders i de of the vehicle body.
FRONT SECTION
The front sect ion has a flared end which mat es wit h a corres ponding feature on t he turbocharger. The joint i s s ecuredt oget her us ing a 'V' band cl amp s ealed wi th a gasket .
The fl ange is formed on a fabricated out let elbow whi ch in turn is wel ded to the de-coupler. The elbow i ncorporat es at hreaded bos s whi ch provi des the locat ion for the HO2S. The decoupl er, which provi des a fl exi ble joint, i s welded t o t hebody of the catal yt ic convert er.
Vehicles without DPF
A s hort front connecti ng pipe s ecti on from t he catalyt ic converter mat es wit h t he rear connect ing pipe of t he s yst em and iss ecured wit h a 'Torca' joint. A mounti ng rubber is l ocat ed near t o t he cat alys t and att aches t o a body hanger bracketmounted on the body.
Vehicles with DPF
The cat alyt ic converter has a flange and gasket joi nt which mat es wit h a fl ange on the DPF. The DPF outl et has a s hortfront connect ing pi pe which mat es wi th t he rear connect ing pipe of t he s yst em and is s ecured wi th flange joint. Twomounti ng rubbers are l ocated near t o t he cat alys t and att ach to a body hanger bracket mount ed on the body.
REAR SECTION
The rear s ect ion has l ong connecti ng pipe s ect ion whi ch mat es wit h t he front connecting pi pe behi nd the cat alyst or DPFand is secured wi th a 'Torca' joi nt. The pipe secti on is routed al ong the unders i de of the vehicle and connect s int o t heRight Hand (RH) end of t he rear muffl er.
The rear muffl er i s a fabri cat ed uni t wit h a capacit y of 29.3 l it ers . The muffler cont ains perforat ed baffl es and t ubes whi chreduce nois e as t he exhaus t gases pas s t hrough the si lencer. The exhaus t gas s es enter t he muffler at t he Right Hand (RH)end and exit via a pipe on t he Left Hand (LH) end. The exit pi pe faces the rear of the vehicle and is curved downwards t odirect exhaus t gas ses away from t he rear of the vehicle.
CATALYTIC CONVERTER
The oxidizing cat al yti c convert er, which has a capacit y of 2 li ters, i s fit ted i n t he front secti on of the exhaust sys tem, aftert he HO2S. The cat al yti c convert er is common t o vehicles wi th or wit hout t he DPF.
The HO2S moni tors the exhaust gas s es leavi ng t he engi ne. The engine management s ys t em us es t hi s informat ion t oprovide accuratel y met ered quant it ies of fuel t o t he combus t ion chambers t o ens ure the mos t efficient us e of fuel and t omi ni mi ze the exhaus t emi s si ons .
To furt her reduce t he carbon monoxi de and hydrocarbons content of t he exhaus t gas es , a catalyt ic converter i s int egratedint o t he front pi pe of the exhaust sys tem. In t he catalyt ic converter t he exhaus t gases are pass ed t hrough honeycombedceramic el ements coated wit h a s peci al surface t reatment call ed 'was hcoat '.
The was hcoat increas es the surface area of t he cerami c elements by a fact or of approximat ely 7000. On t op of thewas hcoat is a coat ing contai ni ng plat inum, which i s t he act ive const it uent for convert ing harmful emi ss i ons i nto inertby-products . The plat inum adds oxygen to t he carbon monoxide and t he hydrocarbons in t he exhaus t gases , t o convertt hem int o carbon dioxide and wat er res pect ively.
DIESEL PARTICULATE FILTER (if fitted)
The Dies el Parti cul ate Fi lt er (DPF) s ys t em reduces dies el parti cul at e emi s si ons to negl igible levels .
DPF Syst em Components

ItemPart NumberDescription
1-Temperat ure s ensor2-HO2S
3-Different ial pres s ure sens or
4-High pres sure s ens or pipe5-Low pres s ure sens or pi pe
6-Dies el part icul ate fi lt er
7-Temperat ure s ensorThe part iculate emis s ions are the bl ack fumes emi tt ed from the di es el engi ne under cert ain load condi ti ons . The emis s ionsare a complex mi xt ure of sol id and l iquid component s wi th the majori ty of t he part iculat es bei ng carbon mi crospheres onwhich hydrocarbons from t he engine's fuel and l ubricant condense.
The DPF s yst em compris es the foll owing component s:
Dies el parti cul ate fil terDPF cont rol s oft ware incorporated into the Engine Cont rol Module (ECM)Different ial pres s ure s ens or.
Diesel Particulate Filter
The DPF is locat ed i n t he exhaus t sys tem, downs tream of t he cat alyt ic converter. A major feature of the DPF i s i ts abil it yfor regenerat ion. Regenerat ion is t he burning of parti culat es t rapped by the fil ter t o prevent obst ructi on t o t he free fl ow ofexhaus t gass es . The regenerati on proces s t akes place at cal cul at ed i nt ervals and is not noti ceable by the driver of thevehi cl e.
Regenerat ion is mos t i mport ant , s ince an overfi ll ed fi lt er can damage t he engine t hrough exces si ve exhaus t back press ureand can it s el f be damaged or des t royed. The mat eri al t rapped i n t he fi lt er i s i n the most part carbon part icles wi th some

absorbed hydrocarbons .
ItemPart NumberDescription
A-Front face s howing alt ernat e clos ed cel lsB-Side view s howi ng exhaus t gas fl ow t hrough the fil ter and part iculat e buil d up
C-Rear face showi ng alt ernate cl os ed cell s
The DPF us es a filt er technol ogy bas ed on a fi lt er wit h a catal yt ic coati ng. The DPF is made from s il icon carbide hous ed ina s t eel container and has excell ent thermal s hock res is t ance and t hermal conducti vi ty propert ies . The DPF is des igned fort he engi ne's operati ng requirements t o mai ntain the opt imum back pres sure requirements .
The porous s urface of t he filt er cons is t s of thous ands of s mall paral lel channels pos it ioned in the longi tudi nal direct ion oft he exhaus t sys tem. Adjacent channels in t he filt er are al ternat ely pl ugged at t he end. Thi s des i gn forces t he exhaus tgass es t o flow t hrough t he porous filt er wall s, whi ch act as t he filt er medium. Particulat e mat ter which are t oo big t o pas st hrough the porous surface are col lect ed and s t ored in the channel s .
The col lected parti cul at e mat t er, if not removed, can create an obs t ructi on to exhaus t gas fl ow. The parti cl es are removedby a regenerat ion proces s whi ch inci nerates the part icl es .
The regenerat ion proces s uses NO2 to remove t he part icles from the DPF. The NO2 is generated by the cat al yti c convert erupst ream of the DPF. The catalyt ic converter produces temperat ures i n exces s of 250°C (482°F) at whi ch poi nt theregenerat ion proces s is s t art ed.
DPF regenerat ion i s cont rol led by t he t emperature of the exhaust gas s es and the DPF. The DPF includes a was h coat to thefi lt er surface which compris es plati num and ot her acti ve components and is s i mil ar to t he catalyt ic converter. At certai nexhaus t gas and DPF temperatures the was h coat promot es combus ti on and incinerat ion of t he part icles i n addit ion t ooxidizing carbon monoxide and hydrocarbon emi s si ons .
The exhaus t gas and DPF temperatures are control led by the DPF s oft ware located i n the ECM. The DPF software monit orst he load s tat us of the DPF bas ed on driving s t yle, dis tance t raveled and s ignals from t he different ial pres sure s ensor andt emperature s ens ors . W hen the part iculat e l oading of t he DPF reaches predetermined level s, t he DPF i s act ivelyregenerat ed by adjus ti ng, i n conjunct ion wi th the ECM, vari ous engi ne cont rol functions such as :
fuel inject ionint ake air t hrott leexhaus t gas recircul at iont urbocharger boost press ure cont rol.
The regenerat ion proces s is pos s ible because of the flexibil it y of t he common-rai l fuel inject ion engine whi ch provi desprecis e control of fuel flow, fuel pres s ure and injecti on t imi ng which are ess enti al requirement s t o promot e t he efficientregenerat ion proces s.
Two proces ses are us ed to regenerate the DPF; pas si ve and act ive.
Passive Regeneration
Pass i ve regenerati on requires no s pecial engine management int ervent ion and occurs duri ng normal engine operat ion. Thepass i ve regenerati on involves a s low convers ion of t he part iculat e mat ter depos i ted i n t he DPF int o carbon dioxide. Thisprocess is acti ve when t he DPF temperat ure reaches 250°C (482°F) and is a cont inuous proces s when t he vehicle i s beingdri ven at hi gher engine l oads and speeds.
Duri ng pass ive regenerati on, only a port ion of t he part icul ate matt er is converted into carbon dioxide. Thi s is due to thechemical react ion proces s which i s only effecti ve wit hin t he normal operat ing t emperat ure range of 250°C t o 500°C (482°Ft o 932°F).
Above this temperat ure range t he convers ion effi ci ency of t he part iculates into carbon dioxide i ncreas es as t he DPFt emperature is rais ed. Thes e t emperat ures can onl y be achieved usi ng t he act ive regenerat ion proces s .
Active Regeneration

Acti ve regenerati on s tart s when t he part iculat e loading of t he DPF reaches a t hres hol d as moni tored or det ermi ned by theDPF cont rol s oft ware. The t hres hol d calcul ati on is bas ed on driving s t yl e, dis tance t ravel ed and back pres sure s ignals fromt he different ial pres sure s ens or.
Acti ve regenerati on general ly occurs every 450 mil es (725 km) al though thi s is dependant on how the vehicle is driven. Forexampl e, if t he vehi cl e i s dri ven at l ow l oads i n urban t raffi c regularly, act ive regenerat ion wil l occur more often. This i sdue t o the rapid bui ld-up of parti cul at es in the DPF than i f the vehicle is driven at high s peeds when pas s ive regenerat ionwil l have occurred.
The DPF s oft ware i ncorporates a mil eage trigger which is us ed as back-up for act ive regenerat ion. If act ive regenerat ionhas not been i nit iat ed by a back pres sure s ignal from t he different ial pres s ure s ensor, regenerati on is reques t ed based ondis t ance t raveled.
Acti ve regenerati on of the DPF i s commenced when the t emperat ure of t he DPF is increas ed to the combus ti on temperat ureof the parti cl es. The DPF t emperat ure i s rai s ed by increas ing t he exhaus t gas temperat ure. This is achieved by int roduci ngpost -injecti on of fuel aft er the pi lot and main fuel inject ions have occurred.
This i s determined by t he DPF s oft ware moni toring t he s ignals from t he two DPF temperature s ens ors to es t abl is h t het emperature of the DPF. Dependi ng on t he DPF temperat ure, t he DPF s oft ware reques t s the ECM t o perform ei ther one ort wo post -injecti ons of fuel:
The fi rs t pos t-inject ion of fuel ret ards combus ti on ins ide t he cylinder which i ncreas es t he temperature of theexhaus t gas.The s econd pos t-inject ion of fuel i s inject ed lat e in the power s troke cycle. The fuel part ly combus ts in t he cylinder,but some unburnt fuel als o pass es i nto t he exhaus t where it creat es an exot hermi c event wi thi n the cat alyti cconvert er, furt her i ncreas i ng the temperat ure of t he DPF.
The act ive regenerati on proces s t akes approxi matel y 20 mi nut es t o compl ete. The first phas e increas es the DPFt emperature to 500°C (932°F). The second phas e furt her increases t he DPF t emperat ure t o 600°C (1112°F) whi ch is t heopti mum t emperat ure for parti cle combust ion. This t emperat ure i s t hen maint ai ned for 15-20 minutes to ens ure compl et eincinerat ion of t he part icles wi thi n t he DPF. The i nci nerati on process convert s the carbon parti cl es to carbon dioxide andwater.
The act ive regenerati on temperat ure of t he DPF i s clos el y monit ored by the DPF s oftware to maint ain a target t emperat ureof 600°C (1112°F) at the DPF inlet . The temperat ure cont rol ensures that t he temperat ures do not exceed the operat ionalli mit s of t he turbocharger and t he cat alyti c convert er. The t urbocharger i nlet t emperature mus t not exceed 830°C (1526°F)and t he cat alyti c convert er bri ck t emperat ure mus t not exceed 800°C (1472°F) and t he exit t emperat ure mus t remainbelow 750°C (1382°F).
Duri ng the act ive regenerat ion proces s t he fol lowing ECM cont roll ed event s occur:
The t urbocharger is maint ai ned in the full y open pos it ion. This minimizes heat t ransmi ss i on from t he exhaus t gast o the turbocharger and reduces t he rate of exhaus t gas flow al lowing opt imum heati ng of the DPF. If the driverdemands an increas e in engi ne torque, t he t urbocharger wi ll res pond by clos ing t he vanes as necess ary.The t hrott le is clos ed as t his as s is ts in i ncreas i ng the exhaust gas t emperat ure and reduces t he rat e of exhaus tgas fl ow whi ch has t he effect of reduci ng the t ime for t he DPF t o reach t he opti mum temperat ure.The Exhaus t Gas Reci rculat ion (EGR) val ve is clos ed. The use of EGR decreas es t he exhaus t gas temperat ure andt herefore prevent s t he opti mum DPF t emperat ure being achieved.
If, due t o vehi cl e us age and/or drivi ng s tyle, t he act ive regenerat ion proces s cannot t ake place or is unable to regenerat et he DPF, t he dealer can force regenerat e t he DPF. Thi s is achieved by ei ther dri vi ng the vehicl e unti l t he engine i s at it snormal operat ing t emperature and t hen drivi ng for a furt her 20 minut es at speeds of not l ess than 30 mph (48 km/h) or byconnecti ng a Land Rover approved diagnost ic s ys tem to the vehicle which wi ll guide the t echnician t hrough a regenerat ionprocedure t o clean t he DPF.
Diesel Particulate Filter Control
The DPF requires cons t ant moni toring t o ens ure t hat it i s operati ng at it s opti mum effi ci ency and does not becomeblocked. The ECM contai ns DPF s oftware whi ch controls t he moni tori ng and operati on of the DPF sys t em and als o moni torsother vehi cle dat a to det ermine regenerat ion periods and s ervice i nt ervals .
The DPF s oft ware can be di vi ded int o t hree s eparate cont rol s oftware modules ; a DPF s upervis or module, a DPF fuelmanagement modul e and a DPF ai r management module.
Thes e three modul es are controll ed by a fourth s oftware module known as the DPF co-ordinator module. The co-ordi natormodule manages t he operati on of the ot her modul es when an acti ve regenerati on is reques t ed. The DPF s upervis or moduleis a s ub-s ys t em of t he DPF co-ordi nat or module.
DPF Fuel Management Module
The DPF fuel management modul e cont rol s t he foll owing funct ions :
Timi ng and quant it y of t he four s plit i njecti ons per s t roke (pi lot , main and two post inject ions ).Inject ion press ure and the trans i ti on bet ween t he three different cali brati on levels of i nject ion.
The above funct ions are dependant on the condit ion of t he cat alyt ic converter and t he DPF.
The cont rol led i nject ion det ermi nes the required injecti on level in addit ion to measuring t he act ivi ty of t he cat alyt icconvert er and the DPF. The fuel management cal culat es t he quant it y and ti mi ng for t he four s plit i njecti ons , for each oft he three cal ibrat ion l evel s for i njecti on pres sure, and al s o manages the t rans it ion bet ween the l evel s.
The t wo post i njecti ons are requi red t o s eparate the funct ionali ty of i ncreas i ng in-cyli nder gas t emperat ures and t heproduct ion of hydrocarbons. The firs t pos t i nject ion is us ed t o generate the hi gher in-cyl inder gas temperat ure whi les imul taneous l y ret aining t he s ame engine t orque out put produced duri ng normal (non-regenerati on) engine operat ion. Thes econd pos t inject ion i s used to generat e hydrocarbons by al lowi ng unburnt fuel into the cat al yti c convert er wit houtproduci ng increas ed engine t orque.

DPF Air Management Module
The DPF air management modul e control s t he fol lowing funct ions :
EGR controlTurbocharger boos t pres sure cont rolInt ake air t emperature and pres s ure control.
Duri ng act ive regenerat ion, t he EGR operat ion i s dis abl ed and t he cl osed-loop acti vat ion of t he t urbocharger boostcont rol ler is calculat ed. The ai r management module cont rols the ai r in t he int ake manifol d t o a predet ermi ned level ofpres s ure and t emperat ure. Thi s cont rol i s required t o achi eve the correct i n-cylinder condi ti ons for s table and robustcombus t ion of t he post i njected fuel.
The module controls t he i nt ake air t emperature by actuati ng t he EGR t hrott le and by adjus tment of t he turbocharger boos tpres s ure control.
DPF Co-ordinator Module
The DPF co-ordi nat or module react s t o a regenerat ion reques t from the s upervis or module by i nit iat ing and co-ordi nat ingt he foll owing DPF regenerat ion reques t s :
EGR cut-offTurbocharger boos t pres sure cont rolEngi ne load i ncreaseControl of air press ure and temperat ure in t he i nt ake manifoldFuel i njecti on cont rol.
W hen t he s upervis or modul e i ss ues a regenerat ion reques t , the co-ordinator module reques t s EGR cut-off and aregenerat ion s peci fi c turbocharger boos t pres s ure control. It then wai ts for a feedback s ignal from t he EGR s ys t emconfirming that the EGR val ve is cl osed.
W hen t he EGR valve i s clos ed, t he co-ordi nator module i nit iat es reques t s t o increas e engine l oad by cont roll ing t he i nt akeair t emperature and pres s ure.
Once confirmati on is recei ved that int ake condit ions are cont rol led or a cali brati on t ime has expired, the co-ordinatormodule t hen changes t o a s t ate awai ti ng an accelerator pedal release manoeuver from t he dri ver. If t his occurs or acal ibrat ion ti me has expired, t he co-ordi nat or modul e generates a request t o control fuel injecti ons to increas e exhaus tgas temperature.
Differential Pressure Sensor
ItemPart NumberDescription
1-High press ure connect ion2-Low pres s ure connect ion
3-Electrical connect or
The different ial pres s ure s ensor i s located i n t he engi ne compart ment , on t he lower RH si de of the bul khead. The sens or islocated on two st uds and s ecured wit h nuts .
The different ial pres s ure s ensor i s us ed by the DPF software t o monit or the condit ion of t he DPF. Two pi pe connecti ons ont he sens or are connect ed by pipes t o t he inlet and out let ends of t he DPF. The pipes all ow t he s ens or to measure t he inletand outl et press ures of t he DPF.
As t he amount of parti culat es t rapped by the DPF increases , t he pres sure at t he inlet s i de of the DPF i ncreas es i ncomparis on t o t he DPF outl et . The DPF s oft ware us es t his compari son, in conduct ion wit h other data, t o calculate theaccumulat ed amount of trapped part iculat es.
By meas uri ng the press ure difference between t he DPF i nl et and out let and t he DPF t emperature, the DPF s oftware candetermine i f the DPF is becoming bl ocked and requires regenerat ion.
Differential Particulate Filter Temperature Sensors
Two t emperature s ensors are us ed i n t he DPF s ys t em. One is locat ed i n t he turbocharger out let el bow, adjacent to theHO2S and t he s econd s ensor i s located i n t he DPF inl et .
The s ens ors measure t he temperat ure of exhaust gas exit ing the t urbocharger and before i t pas s es t hrough the DPF andprovides t he informat ion needed to cal cul at e t he DPF t emperature.
The informat ion i s us ed, i n conjunct ion wi th other dat a, to est imat e t he amount of accumulat ed parti cul ates and t o control

t he DPF temperat ure.
Instrument Cluster Indications
For drivers who make regular s hort journeys at low s peeds , i t may not be poss i bl e t o efficient ly regenerat e t he DPF. In t hiscas e, t he DPF s oft ware wi ll detect a bl ockage of the DPF from s ignals from t he different ial pres sure s ens or and wi ll alertt he driver as fol lows .
ItemPart NumberDescription
1-'DPF FULL' mess age2-'DPF FULL VISIT DEALER' mess age
The dri ver wi ll be al erted to this condit ion by a mes sage 'DPF FULL' accompanied by a handbook symbol . As det ail ed in theOwners Handbook, t he dri ver s hould drive t he vehi cl e unti l the engine is at i ts normal operat ing temperat ure and thendri ve for a furt her 20 minut es at speeds of not les s than 30 mph (48 km/h). Success ful regenerat ion of t he DPF i s indicatedt o the driver by t he 'DPF FULL' mes s age no longer bei ng dis played. If t he DPF s oft ware det ect s t hat t he DPF i s s ti llblocked, t he mes sage will change to 'DPF FULL VISIT DEALER', the driver should take t he vehi cl e t o an authorized deal er tohave the DPF force regenerat ed.
Diesel Particulate Filter Side Effects
The fol lowing secti on detai ls s ome s i de effect s caus ed by t he act ive regenerati on proces s .
Engine Oil Dilution
Engi ne oil dil uti on can occur due to smal l amount s of fuel entering t he engine crankcas e duri ng t he pos t -i njecti on phas es .This has made i t neces s ary t o i nt roduce a calculat ion bas ed on dri vi ng s tyle to reduce oil s ervice i nt ervals if neces s ary.The dri ver i s alerted t o t he oil s ervice by a mes sage i n t he ins trument cl ust er.
The DPF s oft ware moni tors t he drivi ng s tyle and the frequency of t he acti ve regenerati on and durati on. Us i ng thi sinformat ion a cal culat ion can be made on the engi ne oil dil ut ion. W hen t he DPF s oft ware cal cul at es t he engi ne oil dil uti onhas reached a predetermined t hres hold (fuel being 7% of engi ne oil volume) a s ervi ce mes sage i s dis played in theins t rument clus ter.
Dependi ng on dri vi ng s tyle, s ome vehicles may require an oil s ervi ce before t he des ignated i nterval. If an s ervice mess ageis di s pl ayed, t he vehi cl e wi ll be requi red have a full s ervice and t he s ervice i nt erval count er will be res et .
Fuel consumption
Duri ng the act ive regenerat ion proces s of the DPF, t here wi ll be an i ncrease in fuel cons umpt ion. However, becaus e acti veregenerat ion occurs infrequent ly and for li mit ed peri ods of t ime, the overall effect on fuel cons umpt ion i s approxi mat el y2%. The addit ional fuel us ed during t he act ive regenerat ion proces s i s accounted for in t he i ns t ant aneous and average fuelcons umpt ion dis plays i n t he ins trument cl ust er.

8. CAUTION: Before dis connecti ng or removing
component s, ens ure t he area around the joint faces
and connecti ons are clean. Plug open connecti ons to
prevent cont aminati on.
Speci al Tool (s ): 310-121 8.
9.
Installation Apply ant i-sei ze compound t o t he s ens or and pipe union t hread.
Refer t o: Specificati ons (303-08B Engine Emis si on Control - TD4 2.2L
Di es el, Specifi cat ions ).
1.
Inst all t he temperat ure sens or.
T orque: 35 Nm 2.
Inst all t he HO2S.
Speci al Tool (s ): 310-121 T orque:
45 Nm 3.
4. CAUTIONS: Make s ure that t he mat ing faces are clean and free of foreign
mat eri al .
4.