WSM Range Rover Sport 2014 - 2 - Chassis PDF

2:
Chassis
204: Suspension
204-00: Suspension System - General Information
Specification
Diagnosis and Testing
Suspension System
General Procedures
Four-Wheel Alignment (57.65.04)
204-01: Front Suspension
Specification
Description and Operation
Front Suspension
Front Suspension
Removal and Installation
Front Lower Arm
Front Stabilizer Bar (60.10.01)
Front Stabilizer Bar Link (60.10.02/60.10.04)
Front Wheel Bearing (60.25.14)
Rear Lower Arm
Shock Absorber and Spring Assembly (60.21.01) (60.30.25/99)
Upper Arm LH
Upper Arm RH
Wheel Knuckle (60.25.01)
Front Lower Arm Bushing
204-02: Rear Suspension
Specification
Rear Suspension
Rear Suspension
Lower Arm (64.35.54)
Rear Shock Absorber (64.30.02) - Vehicles Without: 7 Seats
Rear Shock Absorber (64.30.02) - Vehicles With: 7 Seats
Rear Stabilizer Bar (64.35.08)
Rear Stabilizer Bar Link (64.35.24)
Toe Link
Upper Arm (64.35.60)
Wheel Bearing and Wheel Hub
Wheel Knuckle (64.35.10)
204-04: Wheels and Tires
Specification
Tire Pressure Monitoring System (TPMS)
Tire Pressure Monitoring System (TPMS)
Tire Low Pressure Sensor (74.10.05)
Tire Pressure Monitoring System (TPMS) Front Initiator
Tire Pressure Monitoring System (TPMS) Rear Initiator
Tire Pressure Monitoring System (TPMS) Receiver (86.54.01)
Wheel and Tire (60.25.06) - TDV6 3.0L Diesel /TDV8 4.4L Diesel/V6 S/C 3.0L
Petrol /V8 S/C 5.0L Petrol
Wheel and Tire - SDV6 3.0L Diesel - Hybrid Electric Vehicle
204-05: Vehicle Dynamic Suspension
Specification
Vehicle Dynamic Suspension
Vehicle Dynamic Suspension
General Procedures
Air Suspension System Depressurize and Pressurize (60.50.38)
Ride Height Adjustments (60.90.03)
Air Line Connector
Air Suspension Manual Tight Tolerance Setting Mode
Air Suspension - Manual Control Procedure
Air Suspension Compressor
Air Suspension Compressor
Air Suspension Control Module
Air Suspension Front Solenoid Valve Block
Air Suspension Rear Solenoid Valve Block
Air Suspension Reservoir - TDV6 3.0L Diesel /V6 S/C 3.0L Petrol /V8 S/C 5.0L
Petrol
Front Air Spring
Front Suspension Height Sensor
Rear Air Spring
Rear Suspension Height Sensor (64.36.01)
Air Suspension Reservoir - SDV6 3.0L Diesel - Hybrid Electric Vehicle
Front Suspension Vertical Accelerometer
204-06: Ride and Handling Optimization
Specification
Ride and Handling Optimization
Ride and Handling Optimization
General Procedures
Active Stabilization System Bleeding
Active Stabilization System Fluid Level Check
Dynamic Response Module
Fluid Pump - TDV6 3.0L Diesel
Fluid Pump - TDV8 4.4L Diesel
Fluid Pump - V6 S/C 3.0L Petrol /V8 S/C 5.0L Petrol
Fluid Reservoir
Front Stabilizer Bar
Front Stabilizer Bar Bushing
Lower Accelerometer
Rear Stabilizer Bar
Rear Stabilizer Bar Bushing
Ride and Handling Optimization Switch (86.65.11)
Upper Accelerometer
Valve Block
Valve Block to Front Stabilizer Bar Actuator Pipe Assembly
Dynamic Response Hydraulic Pump Pressure Hose
Valve Block to Rear Stabilizer Bar Actuator Pipe Assembly
205: Driveline
205-00: Driveline System - General Information
Driveline System
205-01: Driveshaft
Specification
Driveshaft
Driveshaft
Front Driveshaft - TDV6 3.0L Diesel
Front Driveshaft - V6 S/C 3.0L Petrol /V8 S/C 5.0L Petrol
Front Driveshaft - TDV8 4.4L Diesel
Rear Driveshaft - TDV6 3.0L Diesel
Rear Driveshaft - V6 S/C 3.0L Petrol /V8 S/C 5.0L Petrol
Rear Driveshaft - SDV6 3.0L Diesel - Hybrid Electric Vehicle
Rear Driveshaft - TDV8 4.4L Diesel
205-02: Rear Drive Axle/Differential
Specification
Rear Drive Axle and Differential
Rear Drive Axle and Differential
General Procedures
Differential Draining and Filling (51.25.02)
Differential Case (51.15.01) - TDV6 3.0L Diesel /TDV8 4.4L Diesel/V6 S/C 3.0L
Differential Case (51.15.01) - SDV6 3.0L Diesel - Hybrid Electric Vehicle
Differential Front Bushing (51.15.43)
Differential Fluid Temperature Sensor
Differential Locking Module
Differential Locking Motor
Differential Rear Bushing (51.15.44)
Drive Pinion Seal (51.20.02) - TDV6 3.0L Diesel /TDV8 4.4L Diesel/V6 S/C 3.0L
Drive Pinion Seal (51.20.02) - SDV6 3.0L Diesel - Hybrid Electric Vehicle
205-03: Front Drive Axle/Differential
Specification
Front Drive Axle and Differential
Front Drive Axle
General Procedures
Differential Draining and Filling (54.15.02)
Differential Case
Drive Pinion Seal
Differential Support Bush
Differential Front Left Bush
205-04: Front Drive Halfshafts
Specification
Front Drive Halfshafts
Front Halfshaft LH (47.10.01)
Front Halfshaft RH (47.10.02)
Halfshaft Seal LH (54.10.18)
Halfshaft Seal RH (54.10.21)
205-05: Rear Drive Halfshafts
Specification
Rear Drive Halfshafts
Rear Halfshaft (47.11.01)
Outer Constant Velocity (CV) Joint Boot (47.11.03)
Inner Constant Velocity (CV) Joint Boot (47.11.16)
206: Brake System
206-00: Brake System - General Information
Specification
Brake System
General Procedures
Brake System Bleeding (70.25.02) - Vehicles With: High Performance Brakes
Brake System Bleeding (70.25.02) - Vehicles With: Standard Brakes
Brake System Pressure Bleeding
206-03: Front Disc Brake
Specification
Front Disc Brake
Brake Pads (70.40.02) - Vehicles With: High Performance Brakes
Brake Pads (70.40.02) - Vehicles With: Standard Brakes
Brake Caliper - Vehicles With: High Performance Brakes
Brake Caliper - Vehicles With: Standard Brakes
Brake Disc (70.12.10) - Vehicles With: High Performance Brakes
Brake Disc (70.12.10) - Vehicles With: Standard Brakes
206-04: Rear Disc Brake
Specification
Rear Disc Brake
Brake Caliper (70.55.25)
Brake Disc (70.12.13)
Brake Pads (70.40.03)
206-05: Parking Brake and Actuation
Specification
Parking Brake
General Procedures
Electronic Parking Brake (EPB) Service Mode Activation and Deactivation
Electronic Parking Brake (EPB) Release When the Vehicle Has No Electrical Power
Parking Brake Module
Parking Brake Switch
Parking Brake Release Actuator
206-06: Hydraulic Brake Actuation
Hydraulic Brake Actuation
Hydraulic Brake Actuation
Brake Fluid Reservoir
Brake Master Cylinder - LHD
Brake Master Cylinder - RHD
Brake Pedal and Bracket (70.35.01)
206-07: Power Brake Actuation
Specification
Brake Booster
Power Brake System
Brake Booster - LHD
Brake Booster - RHD
Brake Vacuum Pump - TDV6 3.0L Diesel
Brake Vacuum Pump - V6 S/C 3.0L Petrol /V8 S/C 5.0L Petrol
Electric Brake Vacuum Pump
206-09: Anti-Lock Control - Traction Control
Specification
Anti-Lock Brake System (ABS) Module - LHD
Anti-Lock Brake System (ABS) Module - RHD
Front Wheel Speed Sensor
Rear Wheel Speed Sensor
206-11: Brake Controls
Braking Control System
Braking Control System - SDV6 3.0L Diesel - Hybrid Electric Vehicle
Braking Control System
Braking Control System - SDV6 3.0L Diesel - Hybrid Electric Vehicle
211: Steering System
211-00: Steering System - General Information
Steering System
211-02: Power Steering
Specification
Power Steering
Power Steering
Steering Gear (57.10.01)
211-03: Steering Linkage
Specification
Steering Linkage
Steering Gear Boot (57.10.29)
Tie Rod End (57.55.07)
211-04: Steering Column
Specification
Steering Column
Steering Column
Steering Column (57.40.01) - Vehicles With: Electric Adjustment
Steering Column (57.40.01) - Vehicles With: Manual Adjustment
Steering Column Shaft
Steering Wheel (57.61.01)
211-05: Steering Column Switches
Steering Column Switches
Steering Column Control Switch
Steering Column Multifunction Switch (86.65.55)
Published: 02-May-2013
Suspension System - General Information -
Air Spring Suspension
Item Specification
Type - Front Independent double wishbone suspension with air springs, mono tube dampers, height
sensors and stabilizer bar. Driver selectable ride heights – Standard, off road and access.
Type - Rear Independent suspension with air springs, mono tube dampers, height sensors and either a
conventional or dynamic response stabilizer bar depending on vehicle specification. Driver
selectable ride heights – Standard, off road and access
* Nominal heights from hub
centre to underside of
wheel arch (not liner):
Front 471 mm (18.54 in)
Rear 468 mm (18.43 in)
* Measurement taken with vehicle at unladen weight
Wheel Alignment Specification - Front
NOTE: All figures are with vehicle at 'Showroom' ride height - full fluids, full tank of fuel, no occupants/luggage, tires
inflated to normal pressures
Item Left-hand Right-hand Total/Balance

Camber Nominal Tolerance Nominal Tolerance Nominal Tolerance
Decimal degrees -0.68° ± 0.75° -0.68° ± 0.75° 0° ± 0.75°
Degrees/minutes -41' ± 45' -41' ± 45' 0' ± 45'
Minimum Maximum Minimum Maximum Minimum Maximum
Decimal degrees -1.43° 0.07° -1.43° 0.07 -0.75° 0.75°
Degrees/minutes -1°26' 4' -1°26 4' -45' 45'
Castor Nominal Tolerance Nominal Tolerance Nominal Tolerance

Decimal degrees 4.12° ± 0.75° 4.12° ± 0.75° 0° ± 0.75°
Degrees/minutes 4.7' ± 45' 4°7' ± 45' 0' ± 45'
Decimal degrees 3.75° 4.87° 3.75° 4.87° -0.75° 0.75°
Degrees/minutes 3°22' 4°52' 3°22' 4°52' -45' 45'
Toe Nominal Tolerance Nominal Tolerance Nominal Tolerance

Decimal degrees 0.07° ± 0.10° 0.07° ± 0.10° 0.14° ±0.20°
Degrees/minutes 4' ± 6' 4' ± 6' 8' ±12'
Decimal degrees -0.03° 0.17° -0.03° 0.17 -0.06° 0.34°
Degrees/minutes -2' 10' -2' 10' -4' 20'
Wheel Alignment Specification - Rear
NOTE: All figures are with vehicle at 'Showroom' ride height - full fluids, full tank of fuel, no occupants/luggage, tires
inflated to normal pressures
Item Left-hand Right-hand Total/Balance Thrust Angle

Camber Nominal Tolerance Nominal Tolerance
Decimal degrees -1.42° ± 0.75° -1.42° ± 0.75°
Degrees/minutes -1°-25' ± 45' -1°-25' ± 45'
Minimum Maximum Minimum Maximum
Decimal degrees -2.17° -0.67° -2.17° -0.67°
Degrees/minutes -2°10' -40' -2°10' -40'
Toe Nominal Tolerance Nominal Tolerance Nominal Tolerance Nominal Tolerance

Decimal degrees 0.15° ±0.14° 0.15° ±0.14° 0.30° ±0.20° 0° ±0.14°
Degrees/minutes 9' ±8' 9' ±8' 18' ±12' 0' ±8'
Minimum Maximum Minimum Maximum Minimum Maximum Minimum Maximum
Decimal degrees 0.01° 0.29° 0.01° 0.29° 0.10° 0.50° -0.14° 0.14°
Degrees/minutes 1' 17' 1' 17' 6' 30' -8' 8'
Published: 01-Nov-2012
Suspension System - General Information - Suspension System
Principle of Operation
For a detailed description of the suspension system and operation, refer to the relevant description and operation section of
the workshop manual.REFER to:
Front Suspension (204-01 Front Suspension, Description and Operation),

Rear Suspension (204-02 Rear Suspension, Description and Operation).
Inspection and Verification
WARNING: Before carrying out a road test, make sure the vehicle is safe to do so. Failure to follow this instruction
may result in personal injury
CAUTION: Diagnosis by substitution from a donor vehicle is NOT acceptable. Substitution of control modules does not
guarantee confirmation of a fault and may also cause additional faults in the vehicle being checked and/or the donor vehicle
NOTE: Check and rectify basic faults before beginning diagnostic routines involving pinpoint tests
1. Gather as much information from the driver as possible and verify the customer concern by carrying out a road test,
as closely as possible reproducing the conditions under which the fault occurs
2. Visually inspect for obvious signs of mechanical damage

Visual Inspection
Mechanical
Tire pressures
Damaged wheels or tires
Wheel bearing(s)
Loose or damaged front or rear suspension components
Loose, damaged or missing suspension fastener(s)
Damaged or leaking air suspension components
Worn or damaged suspension bushing(s)
Loose, worn or damaged steering system components
Damaged axle components
Damaged chassis
3. If an obvious cause for an observed or reported condition is found, correct the cause (if possible) before proceeding
to the symptom chart
4. If the cause is not visually evident, verify the symptom and refer to the symptom chart, alternatively check for
diagnostic trouble codes (DTCs) and refer to the DTC index
Symptom Chart
Symptom Possible Causes Action

Crabbing Incorrect rear thrust angle Check the rear alignment
Front or rear suspension Check the front and rear suspension for signs of
components damage or wear
Drift/pull/wander Tire pressures Check and adjust the tire pressures (see visual
Uneven tire wear inspection)
Damaged steering components Check for uneven tire wear, investigate the cause
Wheel alignment and rectify as necessary
Brake drag Check the steering for wear/damage
Unevenly loaded or overloaded Check and adjust the wheel alignment as necessary
vehicle Check for binding brakes, rectify as necessary
Advise the driver of the load issues
Front bottoming or Damaged suspension Check the suspension components for damage
riding low components Check the dynamic suspension
Air spring fault
Uneven tire wear Incorrect tire pressure (rapid Check and adjust the tire pressures (see visual
center rib or inner and outer inspection)
edge wear) Check and adjust the wheel alignment as necessary
Incorrect front or rear toe Balance the wheels and tires as necessary
(rapid inner or outer edge
wear)
Incorrect camber (rapid inner
or outer edge wear)
Tires out of balance (tires
cupped or dished)
Harsh ride Damaged suspension Check the suspension components for damage
components Check the dynamic suspension
Air spring fault
Shimmy or wheel tramp Wheels/tires Check the wheels and tires for condition and
Loose wheel nut(s) balance
Loose front suspension Check and tighten the wheel nuts and suspension
fasteners fasteners to specification
Front wheel bearing(s) fault Check the front wheel bearings, suspension
Worn or damaged suspension bushings, ball joints and steering components for
component bushing wear or damage
Loose, worn or damaged ball Check and adjust the wheel alignment as necessary
joint(s)
Loose, worn or damaged
steering components
Front wheel alignment
Poor return ability of the Steering column Check the steering column universal joints, etc
steering (self-centering) Ball joints Check the ball joints and other steering components
Steering components
Sway or roll Loose front or rear stabilizer Check the stabilizer bar security and condition
bar Rectify as necessary
Worn lower suspension arm Check the function of the active stabilization system
stabilizer bar insulators (where installed)
Air spring fault Check the air springs
Vehicle leans to one Front or rear suspension Check the front and rear suspension
side components Check the air springs
Air spring fault
Evidence of fluid on rear Fluid on shock absorber from Shock absorber not faulty, do not renew
shock absorber an external source GO to Pinpoint Test A.
Fluid leaking from shock
absorber
Pinpoint Tests
PINPOINT TEST A : SHOCK ABSORBER FLUID LEAK DIAGNOSIS

TEST CONDITIONS DETAILS/RESULTS/ACTIONS
A1: ASSESS LEAK
NOTES:
Residual oil left over from the shock absorber assembly process may create oil staining on the shock absorber tube.
This will not affect the function of the shock absorber.
Slight seepage is considered normal.

1 Assess the extent of the oil leakage
Is the leakage serious enough to indicate that the shock absorber seal has failed?
Yes
GO to Pinpoint Test B.
No
Shock absorber not faulty, do not renew
PINPOINT TEST B : CONFIRM LEAK

B1: ROAD TEST
1 Clean all traces of oil from the shock absorber
2 Drive the vehicle over a speed bump or similar ten times
Is any fluid visible on the outside of the shock absorber?
Yes
Install a new shock absorber
No
Shock absorber not faulty, do not renew
DTC Index
For a list of diagnostic trouble codes (DTCs) that could be logged on this vehicle, please refer to Section 100-00. REFER to:
(100-00 General Information)
Diagnostic Trouble Code Index: Integrated Suspension Control Module (Description and Operation),
Diagnostic Trouble Code (DTC) Index - DTC: Central Junction Box (CJB) (Description and Operation),
Diagnostic Trouble Code (DTC) Index - DTC: Power Steering Control Module (Description and Operation),
Diagnostic Trouble Code (DTC) Index - DTC: Module Name: Steering Angle Sensor Module (Description and
Operation).
Published: 24-Oct-2012
Suspension System - General Information - Four-Wheel Alignment
General Procedures
Preliminary
NOTES:
The vehicle must be set to tight tolerance mode before taking any geometry readings or making any
geometry adjustments.
Only use calibrated equipment recommended by Land Rover.
A change in camber means a change in toe, therefore camber must always be adjusted first (only where adjustable).
1. Note the correct geometry values before carrying out this procedure.
For additional information, refer to: Specifications (204-04,
Specifications).
2. Check the tie rod ends, suspension joints, wheel bearings and wheels
and tires for damage, wear and free play. Check and adjust the tire
pressures.
3. Roll the vehicle backwards and forwards to settle the steering and
suspension.
4. Set the vehicle into tight tolerance mode.

For additional information, refer to: Air Suspension Manual Tight
Tolerance Setting Mode (204-05, General Procedures).
Rear Alignment
1. Adjust the rear wheel toe alignment. Note the readings from the
steering geometry test equipment and adjust the geometry as
required.
Loosen the tie-rod end lock nut.
Turn the eccentric bolt and adjust the toe to the specified
value.
Tighten the nut to 40 Nm + 60 degrees.
Repeat the procedure for the other side.
Front Alignment
NOTE: Make sure that the front camber is set within the correct tolerance before checking or adjusting the
front toe alignment.
1. NOTES:
To adjust the front camber the upper wishbone arms must be

replaced.
Changing the upper wishbone arm will generate a ±0.5º change

in front camber depending on the component installed.
If necessary adjust the front wheel camber. Note the readings from
the steering geometry test equipment and adjust the geometry as
required.
For additional information, refer to: Upper Arm LH (204-01, Removal
and Installation) /
Upper Arm RH (204-01, Removal and Installation).
2. Roll the vehicle backwards and forwards to settle the steering and
suspension.
3. Set the vehicle into tight tolerance mode.

For additional information, refer to: Air Suspension Manual Tight
Tolerance Setting Mode (204-05, General Procedures).
4. CAUTION: To prevent damage to the tie rods, use an additional

wrench when loosening or tightening the components.
Loosen the tie-rod end lock nut.

5. CAUTION: Do not allow the gaiter to twist.
NOTE: Both tie rods must be rotated by an equal amount.
Adjust the front toe alignment. Note the readings from the steering
geometry test equipment and adjust the geometry as required.
Align the steering to straight ahead.
Adjust the steering gear tie rod, rotate using the hexagon on
the tie rod.
Check, and if necessary, repeat the wheel alignment procedure
until the correct values are obtained.
Tighten the tie rod end lock nut to 77 Nm.
Front Suspension -
Torque Specifications
Description Nm lb-ft
Stabilizer bar clamp bolts 110 81
Stabilizer bar link nuts 185 136
Dynamic response actuator clamp nuts 110 81
Dynamic response actuator link nuts 185 136
Upper control arm to body nuts
Stage 1 24 18
Stage 2 Then a further 60 degrees Then a further 60 degrees
Upper ball joint knuckle nut 60 44
Air spring mounting nuts 30 22
Air spring to yoke bolt 95 70
Rear lower control arm to yoke bolt ++
Stage 1 100 74
Rear lower control arm to subframe bolt ++
Stage 1 100 74
Front lower control arm to subframe bolt ++
Stage 1 80 59
Rear lower control arm ball joint nut + 290 214
Front lower control arm ball joint nut + 290 214
Subframe to body front bolts +
Stage 1 100 74
Subframe to body centre bolts +
Stage 1 100 74
Subframe to body rear bolts +
Stage 1 70 52
+ New nut/bolts must be installed
++ New nut and bolt must be installed

Front Suspension - Front Suspension
DESCRIPTION
Air Spring and Shock absorber Module
Item Part Number Description

1 - Nut (Shock absorber to vehicle body)
2 - Nut (Shock absorber rod)
3 - Air connector
4 - Air spring and Shock absorber assembly
5 - Gaiter
6 - Shock absorber yoke
7 - Bolt (Shock absorber yoke to rear lower arm)
8 - Nut (Shock absorber yoke to rear lower arm)
Shock absorber
The Shock absorber assembly is a mono tube design with an air spring. The lower end of the Shock absorber is fitted with a
yoke which is attached to the rear lower arm. The Shock absorber yoke also includes a location hole for the stabilizer link.
The Shock absorber functions by restricting the flow of hydraulic fluid through internal galleries within the Shock absorber.
The Shock absorber rod moves axially within the Shock absorber, its movement limited by the flow of fluid through the
galleries, providing damping of undulations in the terrain. The Shock absorber rod is sealed at its exit point from the Shock
absorber body to maintain the fluid within the unit and to prevent the ingress of dirt and moisture. The seal also
incorporates a wiper to keep the rod clean.
Air Spring
The air spring comprises an aluminum restraining cylinder, top mount, spring aid, air sleeve, an inner support sleeve
aluminum piston and a lower isolator. Elastomeric gaiters are fitted top and bottom. The upper gaiter is a self-supporting
cover. The lower gaiter is of a convoluted design and fitted to the restraining cylinder by a metal clip and is attached to the
Shock absorber by a plastic ring clipped to the Shock absorber.
The air sleeve is made from a flexible rubber material which allows the sleeve to roll up and down the air spring piston as
the vehicle changes height. The air sleeve is attached to the air spring piston and top mount by crimp rings which provide
an air tight seal, surrounded by the restraining cylinder. The air spring piston mounts to a spring isolator which contains an
O-ring sealing the piston assembly to the Shock absorber body. The piston assembly is positively attached to the seat with
retaining spigots. The top of the air sleeve is crimped to the top mount which attaches to the body with four integral studs
and self-locking nuts.
A spring aid is fitted to the top mount concentric with the Shock absorber rod and prevents the top mount contacting the
bump cap fitted to the top of the Shock absorber during full suspension compression. The lower end of the air spring is
located over the Shock absorber body and seats on a fabricated seat on the Shock absorber body. The Shock absorber rod
is located through a central hole in the top mount. The rod is threaded at its outer end. A nut secures the air spring to the
Shock absorber rod.
The top mount is an integral part of the air spring and is fitted with a bush and a dynamic seal. The top mount is secured
to the Shock absorber rod with a nut. The top mount attaches to a suspension tower on the body with four integral studs
and self-locking nuts. The top mount also incorporates an air fitting which allows for the attachment of the air pipe.
NOTE: Air spring internal components are not serviceable.
Front stabilizer bar and Links

1 - Nut (stabilizer link to Shock absorber yoke)
2 - Stabilizer link (left and right)
3 - Bush (front stabilizer bar to subframe)
4 - Bracket (front stabilizer bar to subframe)
5 - Bolt (front stabilizer bar bracket to subframe)
6 - Front stabilizer bar
7 - Nut (stabilizer link to front stabilizer bar)
Vehicles with the Dynamic Response system use an active front stabilizer bar
For additional information, refer to: Ride and Handling Optimization (204-06 Ride and Handling Optimization, Description
and Operation).
The front stabilizer bar is fabricated from hardened steel tube. The front stabilizer bar operates, via a pair of links, from
their attachment to the Shock absorber yoke.
The front stabilizer bar is mounted on the subframe’s rear cross member and is attached with two, compression rubber
bushes which wind up torsionally in operation. Brackets, which are pressed onto the bushes, are attached to the cross
member with bolts. The front stabilizer bar has plastic moulded, 'anti-shuffle' collars positioned on the inside edges of the
bushes. The collars prevent sideways movement of the front stabilizer bar.
The links have a ball joint at each end, and fitted with hardened steel washers pressed onto the ballpins at both ends. The
top ball joint is attached to the link at 90 degrees to the link axis. The ball joint is located in a hole in the Shock absorber
yoke and secured with the hardened steel washer on one side of the interface and a self-locking nut on the other. The
bottom ball joint is attached to the link at 90 degrees to the link axis. The ball joint is located in a hole in the end of the
front stabilizer bar and secured with the hardened steel washer on one side of the interface and the self-locking nut on
other
Upper Arm


1 - Nut (front bush)
2 - Bush - front
3 - Bolt (front bush)
4 - Bolt (rear bush)
5 - Bush - rear
6 - Nut (rear bush)
7 - Ball joint (upper arm to wheel knuckle)
8 - Upper arm
The upper arm assembly comprises: the upper arm, two bushes and a ball joint. The upper arm is made from forged and
machined steel. Its outer end has a hole to accept the ball joint.
The inner end of the arm has two bush housings which are machined in the arm. A bush is pressed into each of the
housings. The bushes are located in the body structure and are secured with bolts and self-locking nuts through metal
inserts in the center of the bushes.
The ball joint is pressed into the upper arm and is secured with an interference fit. The top face of the ball joint has two
semi-circular cut-outs. One of these cut-outs must be aligned with the small indentation in the upper arm to ensure the
correct operation of the ball joint.
Lower Arms


1 - Bolt (front lower arm to subframe)
2 - Bush (front lower arm to subframe)
3 - Front lower arm
4 - Nut (front lower arm to subframe)
5 - Bolt (rear lower arm to subframe)
6 - Bush (rear lower arm to subframe)
7 - Nut (rear lower arm to subframe)
8 - Rear lower arm
9 - Bush (rear lower arm to Shock absorber yoke)
10 - Ball joint (rear lower arm to wheel knuckle)
11 - Nut (rear lower arm to wheel knuckle)
12 - Nut (front lower arm to wheel knuckle)
13 - Ball joint (front lower arm to wheel knuckle)
The lower assembly comprises: two independent arms, with each arm, consisting of a bush and ball joint.
Both arms are made from forged and machined steel. An aperture in the rear arm provides for the attachment of the Shock
absorber yoke bush.
Each lower arm is fitted with a bush which is secured with a bolt to the subframe, with bolts and self-locking nuts through
metal inserts in the center of the bushes. The outer-end of the arms are fitted with a tapered ball joint which attach to the
wheel knuckle.
Wheel Knuckle, Hub and Bearing Assembly


1 - Upper arm attachment location
2 - Brake caliper attachment location
3 - Bearing (wheel hub)
4 - Circlip (wheel hub bearing)
5 - Wheel stud
6 - Wheel hub
7 - Nut (wheel hub)
8 - Rear lower arm attachment location
9 - Front lower arm attachment location
10 - Track rod end attachment location
The wheel knuckle is a machined aluminum forging which is located between the ball joints of the upper and lower arms. A
cast boss on the front edge of the knuckle provides for the attachment of the steering gear, tie rod ball joint.
The wheel hub comprises: the wheel hub housing, taper roller bearing. Five studs are pressed into the wheel hub and
provide for the attachment of the road wheel.
The wheel hub housing is a machined forging which houses the taper roller bearing.
The wheel hub has a splined center bore which mates with corresponding splines on the half-shaft. Rotation of the half-
shaft is passed, via the splines, to the wheel hub which rotates on the taper roller bearing.
Published: 31-Jul-2012
Front Suspension - Front Suspension
For additional information.

REFER to: Suspension System (204-00 Suspension System - General Information, Diagnosis and Testing).
Published: 16-Aug-2013
Front Suspension - Front Lower Arm
General Equipment
Transmission jack
Removal
NOTES:
Removal steps in this procedure may contain installation details.
LH illustration shown, RH is similar.
1. WARNING: Make sure to support the vehicle with axle stands.
Raise and support the vehicle.
2. Refer to: Wheel and Tire - TDV6 3.0L Diesel /TDV8 4.4L Diesel/V6 S/C
3.0L Petrol /V8 S/C 5.0L Petrol (204-04 Wheels and Tires, Removal
and Installation).
3. NOTE: Discard the bolt.
4.
5.
Installation
1. CAUTION: Nuts and bolts must be tightened with

vehicle at normal ride height.
Torque: 290 Nm
2. CAUTIONS:
Nuts and bolts must be tightened with vehicle at

normal ride height.
Make sure that a new bolt is installed.
Torque:
Stage 1:100 Nm
Stage 2:360°
3. Using a suitable transmission jack, support the component while
tightening the nuts and bolts at normal ride height.
Refer to: Specifications (204-00 Suspension System - General

Information, Specifications).
General Equipment: Transmission jack
4. Remove the transmission jack.
and Installation).
6. Check, and if necessary, adjust the wheel alignment.

Front Suspension - Front Stabilizer Bar
Removal
NOTE: Removal steps in this procedure may contain installation details.
2. Refer to: Front Subframe - TDV6 3.0L Diesel (502-00 Uni-Body,

Subframe and Mounting System, Removal and Installation).
Refer to: Front Subframe - V6 S/C 3.0L Petrol (502-00 Uni-Body,
3. CAUTIONS:
Nuts must be tightened with vehicle at normal ride height.
Use a wrench on the hexagon provided to prevent the ball joint

rotating.
Torque: 185 Nm
4. CAUTION: Bolts must be tightened with vehicle at normal ride

height.
NOTE: Make sure that all the component mating faces are clean.
Torque:
Stage 1:110 Nm
Stage 2:110 Nm
5. NOTE: Only use clean water as a lubricant for the bushing, if
required.
Installation
1. To install, reverse the removal procedure.

Front Suspension - Front Stabilizer Bar Link
Removal
NOTES:
and Installation).
3. CAUTION: Use a wrench on the hexagon provided to

prevent the ball joint rotating.
Torque: 185 Nm
4. CAUTIONS:
Use a wrench on the hexagon provided to prevent

the ball joint rotating.
Nuts must be tightened with vehicle at normal ride

height.
Torque: 185 Nm
Installation

Published: 09-Sep-2013
Front Suspension - Front Wheel Bearing
Special Tool(s)
204-250
Wheel bearing install and removal tool
204-305
Remover, Wheel Bearing
204-726
Remover/Installer, Wheel Bearing
JLR-204-807
Installer, Front Wheel Bearing
JLR-204-808
JLR-204-811
Support, Hub
General Equipment
Copper Hammer
Hydraulic press
Punch
Vise
Removal

2. Refer to: Wheel Knuckle (204-01 Front Suspension, Removal and
Installation).
3. Special Tool(s): 204-726, JLR-204-811

General Equipment: Hydraulic press
4. General Equipment: Vise

General Equipment: Copper Hammer
General Equipment: Punch
5. Special Tool(s): 204-305

6. Clean all the mating faces and reusable parts thoroughly
and check for damage
7.
8. NOTE: Note the orientation of the component prior

to removal.
Special Tool(s): 204-250

Installation
1. CAUTION: Make sure that the area around the

component is clean and free of foreign material.
NOTE: Make sure that the component is installed to

the noted removal position.
Special Tool(s): JLR-204-808, JLR-204-807

2.
4. Refer to: Wheel Knuckle (204-01 Front Suspension, Removal and

Installation).
Front Suspension - Rear Lower Arm
General Equipment
Transmission jack
Removal
NOTES:
and Installation).
5.
Installation

Torque: 290 Nm
2. CAUTIONS:

normal ride height.
Torque:
Stage 1:100 Nm
Stage 2:240°
3. CAUTIONS:

normal ride height.
Torque:
Stage 1:100 Nm
Stage 2:360°


and Installation).

Front Suspension - Shock Absorber and Spring Assembly
Special Tool(s)
JLR-204-802
Splitter, Damper
JLR-204-803
Splitter, Upper Arm
Removal
NOTES:
Some variation in the illustrations may occur, but the essential information is always correct.
Component shown removed for clarity.
1. WARNING: Do not work on or under a vehicle supported only by

a jack. Always support the vehicle on safety stands.
and Installation).
3. CAUTION: This step must be carried out in order to maintain the

correct air suspension compressor/dryer performance.
Using the approved diagnostic equipment, depressurize the front

spring.
Refer to: Air Suspension System Depressurize and Pressurize (204-05

Vehicle Dynamic Suspension, General Procedures).
4.
5. WARNING: A small amount of air maybe released
when removing the air line connector.
CAUTION: Before disconnecting or removing

components, ensure the area around the joint faces and
connections are clean. Plug open connections to prevent
contamination.
NOTE: Discard the air line connector.
6.
7. NOTE: LH side only.

8.
9.
10.
11.
12. Special Tool(s): JLR-204-803
13. CAUTION: Discard the nut and bolt.

14.
16.
17.
18.
19. NOTE: Note the orientation of the component prior

to removal.
Installation
1. Torque: 30 Nm
2.
3.
4.
5. Torque: 95 Nm
6.
7. CAUTIONS:
Make sure that a new nut and bolt is installed.

normal ride height.
Torque:
Stage 1:100 Nm
Stage 2:240°
8.
9. Torque: 60 Nm
10.
11.
12. Torque: 185 Nm

Refer to: Air Line Connector (204-05 Vehicle Dynamic

Suspension, General Procedures).
Torque: 3.5 Nm
16.
17. Refer to: Air Suspension System Depressurize and Pressurize (204-05
and Installation).
Front Suspension - Upper Arm LH
Special Tool(s)
JLR-204-803
Splitter, Upper Arm
Removal
NOTE: Some variation in the illustrations may occur, but the essential information is always correct.
All vehicles
2. Refer to: Air Cleaner LH (303-12A Intake Air Distribution and Filtering
- TDV6 3.0L Diesel, Removal and Installation).
Refer to: Air Cleaner LH (303-12B Intake Air Distribution and Filtering
- V6 S/C 3.0L Petrol, Removal and Installation).
Refer to: Air Cleaner LH (303-12C Intake Air Distribution and Filtering
Refer to: Air Cleaner LH (303-12D Intake Air Distribution and Filtering
Vehicles with diesel engine

3. Refer to: Fuel Filter Element (310-01A Fuel Tank and Lines - TDV6
3.0L Diesel, Removal and Installation).
Refer to: Fuel Filter Element (310-01D Fuel Tank and Lines - TDV8
Vehicles with petrol engine

4.
All vehicles
and Installation).
6. Using the Land Rover approved diagnostic system, depressurize the air
suspension.
7.
8.
10.
11.
12. NOTE: RH illustration shown, LH is similar.
Installation
All vehicles

2. CAUTION: Nuts must be tightened with vehicle at
normal ride height.
Torque:
Stage 1:24 Nm
Stage 2:60°

normal ride height.
Torque:
Stage 1:24 Nm
Stage 2:60°
4.
5. Torque: 70 Nm
6.
and Installation).

8. Torque: 10 Nm

9. Refer to: Fuel Filter Element (310-01A Fuel Tank and Lines - TDV6
Refer to: Fuel Filter Element (310-01D Fuel Tank and Lines - TDV8
All vehicles
10. Refer to: Air Cleaner LH (303-12A Intake Air Distribution and Filtering
Refer to: Air Cleaner LH (303-12B Intake Air Distribution and Filtering
11. Using the Land Rover approved diagnostic system, pressurize the air
suspension.

12. Using the Land Rover approved diagnostic system, calibrate the
suspension ride height.
Refer to: Ride Height Adjustments (204-05 Vehicle Dynamic

Front Suspension - Upper Arm RH
Special Tool(s)
JLR-204-803
Splitter, Upper Arm
Removal
All vehicles
2. Refer to: Air Cleaner RH (303-12A Intake Air Distribution and Filtering
Refer to: Air Cleaner RH (303-12B Intake Air Distribution and Filtering
Refer to: Air Cleaner RH (303-12C Intake Air Distribution and Filtering
Refer to: Air Cleaner RH (303-12D Intake Air Distribution and Filtering
and Installation).
Vehicles with fuel fired booster heater

4. Refer to: Fuel Fired Booster Heater (412-02A Auxiliary Climate
Control, Removal and Installation).
All vehicles
5. Using the Land Rover approved diagnostic system, depressurize the air
suspension.

6.
7.
8. NOTE: LH illustration shown, RH is similar.
Special Tool(s): JLR-204-803
9.
10.
11.
Installation
All vehicles
1.

normal ride height.
Torque:
Stage 1:24 Nm
Stage 2:60°

normal ride height.
Torque:
Stage 1:24 Nm
Stage 2:60°
5. Torque: 70 Nm
6.
Vehicles with fuel fired booster heater

7. Refer to: Fuel Fired Booster Heater (412-02A Auxiliary Climate
Control, Removal and Installation).
All vehicles
and Installation).
Refer to: Air Cleaner RH (303-12B Intake Air Distribution and Filtering
10. Using the Land Rover approved diagnostic system, pressurize the air
suspension.


Published: 03-Feb-2014
Front Suspension - Wheel Knuckle
Special Tool(s)
204-506/1
Remover/Installer, Halfshaft
204-506/3
Remover/Installer, Halfshaft Screw Thread
204-506/5
Retainers, Halfshaft tools
JLR-204-793
Ball Joint Splitter
JLR-204-803
Splitter, Upper Arm
Removal
NOTES:
If a new knuckle is installed a new wheel bearing must be installed.
Right hand shown, Left hand similar.


and Installation).
4. NOTE: Right hand shown, Left hand similar.
5. CAUTION: Do not use air tools to remove the half

shaft nut.
NOTES:
Apply the brake pedal during the removal and

installation of the half shaft retaining nut.
6. NOTE: Left hand shown, Right hand similar.

8. CAUTIONS:
Make sure that the brake hose does not support the
full weight of the brake caliper assembly.
LH side: Do not allow the brake caliper to hang on
the brake pad wear warning sensor lead.
Make sure that new bolts are installed.
NOTE: Left hand shown, Right hand similar.
Tie aside.
9.
Loosen the tie rod end locking nut.

NOTE: Right hand shown, Left hand similar.


18. CAUTION: Do not use a hammer to detach the halfshaft from the
hub assembly, failure to follow this instruction may result in damage
to the halfshaft.
Using the special tools, release the halfshaft from the wheel hub.
Special Tool(s): 204-506/3, 204-506/5, 204-506/1

Installation
Torque: 290 Nm
2. CAUTION: The lower arm ball joint can be damaged by excessive

articulation. The wheel knuckle must be fully supported at all times.
Do not allow the wheel knuckle to hang on the lower arm. Failure to
follow this instruction will result in damage to vehicle.
NOTES:
Left hand shown, Right hand similar.
JLR-204-506/1. JLR-204-506-02. JLR-204-506/5.
Using the special tools, pull the halfshaft in to the wheel hub.
Torque: 60 Nm
5. CAUTION: Install a new nut.
Torque: 140 Nm
Torque: 10 Nm
7. Torque: 35 Nm
8. CAUTIONS:
Make sure that no load is placed on the brake hose.

Torque: 282 Nm

Torque: 9 Nm

12. NOTES:

Install a new halfshaft retaining nut.
Torque: 290 Nm

shaft nut.
NOTES:

Left hand shown, Right hand similar.
Remove and discard the halfshaft retaining nut.
14. NOTES:

Install a new halfshaft retaining nut.
Torque:
Stage 1:120 Nm
Stage 2:60°
and Installation).
Front Suspension - Front Lower Arm Bushing
General Equipment
Hydraulic press
Removal
CAUTION: Bushes must be installed in pairs.

2. Refer to: Front Lower Arm (204-01, Removal and Installation).
3. General Equipment: Hydraulic press
Installation
1. NOTE: Note the timing mark for the bush installation.

2. CAUTION: Make sure bush is positioned in the correct orientation.
Failure to follow this instruction may result in damage to the vehicle.
NOTES:
Illustration shows basic alignment.
Right-hand shown, left-hand similar.

3. CAUTION: Make sure the special tool is set in the
correct position. Failure to follow this instruction may
result in damage to the vehicle and the tool.
Position 1, left lower control arm.

Position 2, right lower control arm.
4. CAUTION: Make sure the special tools are in the correct

orientation. Failure to follow this instruction may result in damage to
the vehicle and tools.
5. CAUTION: Make sure the special tools are in the correct
orientation. Failure to follow this instruction may result in damage to
the vehicle and tools.

7. CAUTION: Make sure bush is positioned in the correct orientation.
8. Refer to: Front Lower Arm (204-01, Removal and Installation).

Rear Suspension -
Shock absorber to knuckle bolt ++
Stage 1 100 66
Shock absorber top nut 27 20
Shock absorber mounting nuts + 48 35
Upper control arm to subframe bolt
Stage 1 50 37
Upper control arm to knuckle bolt
Stage 1 50 37
Lower control arm to subframe front bolt ++
Stage 1 100 74
Lower control arm to subframe rear bolt ++
Stage 1 100 74
Lower control arm to knuckle bolt ++
Stage 1 70 52
stage 2 Then a further 240 degrees Then a further 240 degrees
Lower control arm to integral link bolt ++
Stage 1 50 37
Integral link to knuckle bolt ++
Stage 1 50 37
Toe link to subframe bolt
Stage 1 40 30
Toe link to knuckle bolt ++
Stage 1 70 52
Stabilizer bar clamp nuts / bolts 110 81
Stabilizer link nuts 185 136
Dynamic response actuator clamp nuts / bolts 110 81
Dynamic response actuator link nuts 185 136
Subframe to body rear bolts +
Stage 1 100 74
Subframe to body front bolts 170 125
Subframe support bracket to body bolts 60 44
+ A new nut or bolt must be installed
++ New nut and bolt must be installed

Rear Suspension - Rear Suspension
COMPONENT LOCATION
Rear Suspension Component Layout

1 - Rear stabilizer bar
2 - Shock absorber
3 - Air spring
4 - Upper control arm
5 - Rear left wheel knuckle
7 - Wheel hub
8 - Tie arm
9 - Integral link (Lower control arm to wheel knuckle)
10 - Lower control arm
11 - Stabilizer link
OVERVIEW
The independent rear suspension offers a reduction in unsprung weight.
Combined with an aluminum subframe the suspension offers: maximized dynamic performance for ride, handling and
steering refinement and minimized vibration.
Depending on vehicle specification, either:
a conventional stabilizer bar is fitted, or

a dynamic response stabilizer bar.
For additional information, refer to: Ride and Handling Optimization (204-06 Ride and Handling Optimization,
Description and Operation).
DESCRIPTION
Air Spring and Shock absorber

1 - Shock absorber
2 - Nut (Shock absorber to vehicle body)
3 - Nut (Shock absorber rod)
4 - Air connector
5 - Air spring
6 - Nut (Shock absorber to wheel knuckle)
7 - Bolt (Shock absorber to wheel knuckle)
Shock absorber
The Shock absorber assembly is a mono tube design, the lower end of the Shock absorber is fitted with a bush and is
attached to the wheel knuckle. The Shock absorber top mounting is located in a turret in the body and secured to the body
with three nuts
secured to the body with three nuts The Shock absorber functions by restricting the flow of hydraulic fluid through internal
galleries within the Shock absorber. The Shock absorber rod moves axially within the Shock absorber, its movement limited
by the flow of fluid through the galleries, providing damping of undulations in the terrain. The Shock absorber rod is sealed
at its exit point from the Shock absorber body to maintain the fluid within the unit and to prevent the ingress of dirt and
moisture. The seal also incorporates a wiper to keep the rod clean.
Air Spring
Each air spring comprises a top cap assembly, an air bag and a base piston. The air bag is attached to the top cap and the
piston with crimp rings. The air bag is made from a flexible rubber material which allows the sleeve to roll up and down the
air spring piston as the vehicle changes height. The top cap assembly comprises the plastic top cap with a spigot which
protrudes through a hole in the subframe. This spigot includes a timing feature to ensure the air spring is in the correct
orientation and is attached to the subframe with a spring clip. On the side of the top cap is a connector which allows for the
attachment of the air pipe from the valve block. The piston is made from plastic and is shaped to allow the air bag to roll
over its outer diameter. The base of the piston has a spigot with an integral clip to locate into the lower wishbone.
The air springs are located inboard of the Shock absorbers and are retained between the subframe and the lower wishbone.
Rear Stabilizer Bar and Links

1 - Nut (stabilizer link to Lower control arm)
2 - Stabilizer link - left and right
3 - Nut (stabilizer link to stabilizer bar)
4 - Bush (stabilizer bar to subframe)
5 - Bolt (subframe to stabilizer bar bracket)
6 - Bracket (stabilizer bar to subframe)
7 - Bolt (stabilizer bar bracket to subframe)
8 - Rear stabilizer bar
Vehicles without the Dynamic Response stabilizer bar system use a conventional stabilizer bar. The Dynamic Response
system is detailed in a separate section
and Operation).
The stabilizer bar is fabricated from hardened steel tube. The stabilizer bar operates, via a pair of links, from their
attachment to the Lower control arm.
The stabilizer bar is mounted on the subframe’s rear cross member and is attached with two, compression rubber bushes
which wind up torsionally in operation. Brackets, which are pressed onto the bushes, are attached to the cross member with
bolts. The stabilizer bar has plastic moulded, 'anti-shuffle' collars positioned on the inside edges of the bushes. The collars
prevent sideways movement of the stabilizer bar.
The links have a ball joint at each end, are fitted with hardened steel washers pressed onto the ballpins at both ends. The
bottom ball joint is attached to the link at 90 degrees to the link axis. The ball joint is located in a hole in the Lower control
arm and secured with the hardened steel washer on one side of the interface and a self-locking nut on the other. The top
ball joint is attached to the link at 90 degrees to the link axis. The ball joint is located in a hole in the end of the stabilizer
bar and secured with the hardened steel washer on one side of the interface and the self-locking nut on other.
Upper Control Arm

1 - Bolt (Upper control arm to subframe)
2 - Bush (Upper control arm to subframe)
3 - Flag-nut (Upper control arm to subframe)
4 - Upper control arm
5 - Bolt (Upper control arm to wheel knuckle)
6 - Bush (Upper control arm to wheel knuckle)
7 - Nut (Upper control arm to wheel knuckle)
The Upper control arm is made from forged steel with both ends of the arm having a bush housing machined in the arm; a
bush is pressed into each of the housings. The inner end locates in brackets on the upper section of the subframe. The
outer end of the bar locates in lugs at the top of the wheel knuckle.
Lower Control Arm and Tie Arm


1 - Bolt (lower control arm to subframe)
2 - Bush (lower control arm to subframe)
3 - Lower control arm
4 - Flag nut and washer (Lower control arm to subframe)
5 - Flag nut and washer (Lower control arm to subframe)
6 - Cross axis joint (Lower control arm to subframe)
7 - Bolt (Lower control arm to subframe)
8 - Bolt – (Lower control arm to wheel knuckle)
9 - Flag nut (Lower control arm to wheel knuckle)
10 - Bolt - link (Lower control arm to wheel knuckle)
11 - Integral link (Lower control arm to wheel knuckle)
12 - Bolt (tie arm to wheel knuckle)
13 - Nut (tie arm to wheel knuckle)
14 - Tie arm
15 - Bolt – toe adjustment (tie arm to subframe)
16 - Bush (arm to subframe)
17 - Washer – toe adjustment (tie arm to subframe)
18 - Nut – toe adjustment (tie arm to subframe)
19 - Nut - link (Lower control arm to wheel knuckle)
20 - Bush - link (Lower control arm to wheel knuckle)
21 - Retaining ring
22 - Screw flag nut to Lower control arm
Lower Control Arm
The Lower control arm is cast aluminum with a bush and cross axis joint pressed into the inner section of the arm which
provides for the attachment to the subframe. The bushes are located between brackets on the subframe and secured with
bolts and nuts. The Lower control arm has a platform which provides for the attachment of the air spring and a location
hole for the attachment of the stabilizer link.
The outer section of the arm has a second bush, that attaches to the forward end of the wheel knuckle by links which
provides castor control. Lugs at the rearward end of the Lower control arm attach to the wheel knuckle’s rear bush.
Tie Arm
The tie arm is pressed steel with one end having a bush pressed into a machined bore.
The inner bush locates between brackets on the subframe and is secured with a special eccentric bolt, washer and nut. This
allows for the adjustment of the rear wheel toe. Rotation of the bolt moves the eccentric head within a recessed slot in the
bracket, allowing the toe to be adjusted within the set limits.
Wheel Knuckle, Wheel Hub and Bearing Assembly

1 - Bush - link (wheel knuckle to Lower control arm)
2 - Wheel knuckle
3 - Retaining ring
4 - Cross axis joint (Lower control arm to wheel knuckle)
6 - Circlip (wheel hub bearing)
7 - Wheel hub
8 - Wheel stud
9 - Nut (wheel hub)
10 - Bush (tie arm to wheel knuckle)
The rear wheel knuckle is an aluminum casting which provides for the attachment of the rear upper and lower control arms
and the tie-rod. The rear wheel knuckle also provides the mounting locations for the wheel hub and bearing assembly.
The hub assembly comprises a wheel hub and a drive flange. A bearing is fitted in the wheel hub and is secured with a
circlip. It is first pressed into the knuckle with a circlip added to secure it, then the hub is pressed into the bearing. The
drive flange has wheel studs attached to it and locates on the splined drive shaft and is secured with a stake nut.
Rear Suspension - Rear Suspension

REFER to: Suspension System (204-00 Suspension System - General Information, Diagnosis and Testing).
Rear Suspension - Lower Arm
Removal
NOTES:

Using Land Rover approved diagnostic equipment depressurize the rear

spring.
For additional information, refer to: Air Suspension System
Depressurize and Pressurize (204-05 Vehicle Dynamic Suspension,
General Procedures).
3. For additional information, refer to: Wheel and Tire - TDV6 3.0L Diesel
/TDV8 4.4L Diesel/V6 S/C 3.0L Petrol /V8 S/C 5.0L Petrol (204-04
Wheels and Tires, Removal and Installation).
4. For additional information, refer to: Fuel Tank (310-01A Fuel Tank and
Lines - TDV6 3.0L Diesel, Removal and Installation) / Fuel Tank (310-
01B, Removal and Installation) / Fuel Tank (310-01C, Removal and
Installation) / Fuel Tank (310-01E Fuel Tank and Lines - SDV6 3.0L
Diesel - Hybrid Electric Vehicle, Removal and Installation).
5.

9.

Installation
1. CAUTIONS:
Nuts and bolts must be tightened with vehicle at normal ride

height.
TORQUE: 100 Nm + 240 degrees

2. CAUTIONS:

normal ride height.
3. TORQUE: 10 Nm
4. CAUTIONS:

normal ride height.
5. CAUTIONS:

normal ride height.
6. CAUTION: This step must be carried out to prevent damage to

the air spring.
For additional information, refer to: Air Suspension - Manual Control

Procedure (204-05 Vehicle Dynamic Suspension, General Procedures).
7. Using a suitable Transmission jack, support the component while
For additional information, refer to: Specifications (204-00 Suspension
System - General Information, Specifications).

TORQUE: 185 Nm
10.
11. For additional information, refer to: Fuel Tank (310-01A Fuel Tank and
Lines - TDV6 3.0L Diesel, Removal and Installation) / Fuel Tank (310-
01B, Removal and Installation) / Fuel Tank (310-01C, Removal and
Installation) / Fuel Tank (310-01E Fuel Tank and Lines - SDV6 3.0L
Diesel - Hybrid Electric Vehicle, Removal and Installation).
Using Land Rover approved diagnostic equipment pressurize the rear

spring.
For additional information, refer to: Air Suspension System
Rear Suspension - Rear Shock Absorber Vehicles Without: 7 Seats
Removal


spring.


Refer to: Wheel and Tire - TDV6 3.0L Diesel /TDV8 4.4L Diesel/V6 S/C
and Installation).
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14. NOTE: Vehicles with active damping.

15. CAUTION: Discard the nuts.
16. CAUTION: Discard the nuts and bolt.
NOTE: Note the orientation of the component prior to removal.

17. NOTES:
Discard the gasket.
Do not disassemble further if the component is

removed for access only.
18.
19.
20. NOTE: Discard the retaining clip.
Installation
1. NOTE: Install a new retaining clip.

2.
3. Torque: 27 Nm
4. NOTE: Install a new gasket.

5. Install the rear shock absorber to the vehicle.
6. NOTES:
Make sure that the component is installed to the

position noted on removal.
Install a new retaining nut and bolt.
Do not tighten at this stage.
7. CAUTION: Make sure that new nuts are installed.
Torque: 48 Nm

9. Torque:
Stage 1:100 Nm
Stage 2:240°
11.
12.
13. Torque: 25 Nm
14.
15.
16.
17. Torque: 50 Nm
18.
19.
20.
21.

the air spring.
Refer to: Air Suspension - Manual Control Procedure (204-05 Vehicle

Dynamic Suspension, General Procedures).
23. Install the wheel and tire.
and Installation).

spring.

Rear Suspension - Rear Shock Absorber Vehicles With: 7 Seats
Removal

correct compressor/dryer performance.

air spring.

2.
3.
and Installation).
NOTE: LH illustration shown, RH is similar.
5.
7. CAUTION: Discard the nuts.

8. CAUTION: Discard the nuts and bolt.
NOTE: Note the orientation of the component prior to removal.
9. NOTES:
Discard the gasket.
Do not disassemble further if the component is

removed for access only.
10.
11.
12. NOTE: Discard the retaining clip.

Installation
2.
3. Torque: 27 Nm
4. NOTE: Install a new gasket.
5. Install the rear shock absorber to the vehicle.
6. NOTES:

Install a new retaining nut and bolt.
7. CAUTION: Make sure that new nuts are installed.
Torque: 48 Nm
9. Torque:
Stage 1:100 Nm
Stage 2:240°

11.

the air spring.

13. Install the wheel and tire.
and Installation).

air spring.
15.
16.
Published: 18-Jun-2013
Rear Suspension - Rear Stabilizer Bar
Removal
All vehicles
2. For additional information, refer to: Rear Air Spring (204-05 Vehicle
Dynamic Suspension, Removal and Installation).

3. For additional information, refer to: Rear Muffler (309-00A Exhaust
System - TDV6 3.0L Diesel, Removal and Installation).
4. For additional information, refer to: Rear Muffler (309-00D Exhaust

System - TDV8 4.4L Diesel, Removal and Installation).

5.
TORQUE: 55 Nm
6. CAUTION: Make sure that the exhaust system is

supported with suitable retaining straps.
NOTE: The step must be carried out on both sides.

7. NOTE: Vehicles with V6 SC petrol engine only.
8.
All vehicles
9. CAUTIONS:

height.

NOTES:
The step must be carried out on both sides.
TORQUE: 185 Nm
10. TORQUE: 10 Nm
11. CAUTION: Nuts and bolts must be tightened with vehicle at
normal ride height.
Stage 1: 110 Nm
Stage 2: 110 Nm
Installation
Rear Suspension - Rear Stabilizer Bar Link
Removal
NOTES:

TORQUE: 185 Nm
4. CAUTIONS:


height.
TORQUE: 185 Nm
Installation
Rear Suspension - Toe Link
General Equipment
Transmission jack
Removal
NOTES:
2. Refer to: Fuel Tank (310-01A Fuel Tank and Lines - TDV6 3.0L Diesel,
Removal and Installation).
Refer to: Fuel Tank (310-01B Fuel Tank and Lines - V6 S/C 3.0L
Petrol, Removal and Installation).
Refer to: Fuel Tank (310-01C, Removal and Installation).
Refer to: Fuel Tank (310-01E Fuel Tank and Lines - SDV6 3.0L Diesel -
Hybrid Electric Vehicle, Removal and Installation).
4.
Installation
1. CAUTION: Nuts and bolts must be tightened with vehicle at

normal ride height.
Torque:
Stage 1:40 Nm
Stage 2:60°
2. CAUTIONS:

normal ride height.
Torque:
Stage 1:70 Nm
Stage 2:240°

5. Refer to: Fuel Tank (310-01A Fuel Tank and Lines - TDV6 3.0L Diesel,
Refer to: Fuel Tank (310-01B Fuel Tank and Lines - V6 S/C 3.0L
Refer to: Fuel Tank (310-01C, Removal and Installation).
Refer to: Fuel Tank (310-01E Fuel Tank and Lines - SDV6 3.0L Diesel -
Hybrid Electric Vehicle, Removal and Installation).
6. Refer to: Four-Wheel Alignment (204-00 Suspension System - General

Information, General Procedures).
Rear Suspension - Upper Arm
Removal
NOTES:
3.
4.
5. CAUTIONS:

normal ride height.
To prevent the wheel knuckle falling outwards and

disconnection of the halfshaft inner joint, support the
wheel knuckle.
Using a Transmission jack, support the wheel knuckle.
6.
Installation

2. CAUTIONS:

normal ride height.

wheel knuckle.
3. Tighten the nuts and bolts at normal ride height.

For additional information, refer to: Specifications (204-00 Suspension
System - General Information, Specifications).
4. Remove the Transmission jack.

5. TORQUE: 10 Nm
6. TORQUE: 10 Nm
Rear Suspension - Wheel Bearing and Wheel Hub
Special Tool(s)
204-250
Wheel bearing install and removal tool
204-305
Remover, Wheel Bearing
204-726
Remover/Installer, Wheel Bearing
JLR-204-807
JLR-204-808
General Equipment
Copper Hammer
Hydraulic press
Punch
Vise
Removal
2. Refer to: Wheel Knuckle (204-02 Rear Suspension, Removal and

Installation).

4. General Equipment: Vise
General Equipment: Copper Hammer
General Equipment: Punch

6. Clean all the mating faces and reusable parts thoroughly
and check for damage
7. NOTE: Note the orientation of the clip prior to

removal.
8. NOTE: Note the orientation (magnetic sensor ring) of

the component prior to removal.

Installation



2. NOTE: Make sure that the component is installed to

4. Refer to: Wheel Knuckle (204-02 Rear Suspension, Removal and

Installation).
Rear Suspension - Wheel Knuckle
Special Tool(s)
204-506/1
Remover/Installer, Halfshaft
204-506/2
Remover/Installer, Halfshaft Spacer
204-506/3
Remover/Installer, Halfshaft Screw Thread
204-506/5
Retainers, Halfshaft tools
General Equipment
Transmission jack
Removal
NOTES:
If a new knuckle is installed a new wheel bearing must be installed.


spring.


and Installation).
3. CAUTION: Do not use air tool to remove the

halfshaft nut.
NOTE: Retain the nut for the installation procedure.
Apply the footbrake to aid the halfshaft nut removal.
4.
5. NOTE: Discard the bolts.
6.
7.
8. NOTE: Discard the nut and bolt.
9. NOTE: Discard the bolt

11.

13. CAUTION: Do not use a hammer to detach the
halfshaft from the hub assembly, failure to follow this
instruction may result in damage to the halfshaft.
Using the special tools, release the halfshaft from the

wheel hub.
Special Tool(s): 204-506/1, 204-506/2, 204-506/3, 204-

506/5
Installation
1. Special Tool(s): 204-506/1, 204-506/2, 204-506/5

2. CAUTIONS:

wheel knuckle.

normal ride height.
Torque:
Stage 1:70 Nm
Stage 2:240°

Torque:
Stage 1:50 Nm
Stage 2:60°
4. CAUTIONS:

normal ride height.
Torque:
Stage 1:70 Nm
Stage 2:240°
5. CAUTIONS:

normal ride height.
Torque:
Stage 1:100 Nm
Stage 2:240°

the air spring.

7. Tighten the nuts and bolts at normal ride height.

9. Torque: 9 Nm
10. Torque: 35 Nm
11. CAUTION: Make sure that new bolts are installed.
Torque: 119 Nm
12. Torque: 9 Nm
13. CAUTION: Do not use air tools to install the nut.

Failure to follow this instruction may result in damage to
the component.
Apply the footbrake to aid the halfshaft nut installation.
Torque: 290 Nm
14. CAUTION: Do not use air tools to remove the

halfshaft nut.
NOTE: Discard the nut.

15. CAUTION: Do not use air tools to install the nut.
Failure to follow this instruction may result in damage to
the component.
NOTE: Install a new nut.
Torque:
Stage 1:120 Nm
Stage 2:60°
and Installation).

spring.

Published: 26-Apr-2013
Wheels and Tires -
Wheels
Wheel type Wheel size
Alloy wheel 7.5J x19 EH2+44.5
8.5J x20 EH2+47
9.5J x21 EH2+49
9.5J x22 CH49
Steel (temporary spare) wheel 6.0J x20 CH30

Tire Size
NOTES:
The tire size is displayed on the outer wall of each tire.
All Range Rover tyres are rated as XL (Extra Load) or ‘Reinforced’
Wheel size Tire size

19 inch - Alloy 235/65 R19 109V
20 inch - Alloy 255/55 R20 110W
21 inch - Alloy 275/45 R21 110V
22 inch - Alloy 275/40 R22 108Y
20 inch – Steel Spare 175/80 R20
Tire Pressures - RoW vehicles (Dual Load Conditions)
Loading condition bar kPa
Normal operating conditions**:
Front 2.3 230
Rear 2.5 250
Vehicle loaded to maximum gross vehicle weight:
Front - 19 inch wheels 2.6 260
Rear - 19 inch wheels 3.1 310
Front - other sizes 2.5 250
Rear - other sizes 3.0
** Normal operating conditions: Carrying up to 4 passengers and luggage
Tire Pressures – NAS/Gulf/Brazil vehicles (Dual Load Conditions)
Normal operating conditions**:
Front 2.3 230
Rear 2.5 250
Vehicle loaded to maximum gross vehicle weight:
Front 2.5 250
Rear 3.0 300
** Normal operating conditions: Carrying up to 4 passengers and luggage
Tire Pressures – Temporary Spare
All operating conditions: 4.2 420
Road wheel nuts 140 103
Tire low pressure sensor 8 6
Wheels and Tires - Tire Pressure Monitoring System (TPMS)
COMPONENT LOCATION

1 - Front right initiator
2 - Diagnostic connector
3 - Instrument Cluster (IC)
4 - RF receiver
5 - Rear right tire pressure sensor
6 - Rear right initiator
7 - Rear left initiator
8 - Rear left tire pressure sensor
9 - Front left initiator
10 - Front left tire pressure sensor
11 - Front right tire pressure sensor
Overview
The purpose of the TPMS (Tire Pressure Monitoring System) is to assist the driver in maintaining the vehicle’s tire pressures
at the optimum level in order to:
improve fuel consumption
maintain ride and handling characteristics
reduce the risk of rapid tire deflation – which may be caused by under inflated tires
comply with legislation in relevant markets.
The TPMS measures the pressure in each of the tires on the vehicle and issues warnings to the driver if any of the
pressures deviate from defined tolerances.
NOTES:
During a ‘blow out’ a very rapid reduction in pressure is experienced. The system is not intended to warn the driver of
a ‘blow out’, since it is not possible to give the driver sufficient warning that such an event is occurring, due to its short
duration. The design of the TPMS is to assist the driver in keeping the tires at the correct pressure, which will tend to
reduce the likelihood of a tire ‘blow out’ occurring.
TPMS is inhibited when the vehicle is in Delivery mode. For more details on Delivery mode refer to the PDI manual.
A single TPMS hardware configuration is used. TPMS status information is relayed to the driver with a message displayed in
the IC message center and a warning indicator.
Control diagram
NOTE: A = Hardwired, B = K bus, AN = High speed CAN (Controller Area Network) Powertrain bus, F = RF
Transmission, W = LF Transmission.


1 - Battery
4 - Front left initiator
5 - Front left tire pressure sensor
6 - Rear right initiator
7 - Rear right tire pressure sensor
10 - RF receiver
13 - Battery Junction Box (BJB)
14 - Central Junction Box (CJB)
15 - Battery Junction Box 2 (BJB2)
16 - Megafuse
SYSTEM OPERATION
Tire Location
Because of the requirement for different pressure targets and thresholds for the front and rear tires, the CJB (Central
Junction Box) can identify the location of the tires on the vehicle, and assign a received tire pressure sensor identification to
a specific position on the vehicle (i.e. FL (front left), FR (front right), RL (rear left) or RR (rear right)).
Tire location is performed automatically by the CJB using an auto-location function. This function requires no manual
intervention by the driver. The CJB can automatically learn the position of tires on the vehicle if the Tire pressure sensors
or their positions are changed on the vehicle.
The tire learn and location process is ready to commence when the vehicle has been stationary or is traveling at less than
12.5 mph (20 km/h) for 15 minutes. This is known as 'parking mode'. The learn/locate process requires the vehicle to be
driven at speeds of more than 12 mph (20 km/h) for 15 minutes. If the vehicle speed reduces to below 12 mph (20 km/h),
the learn process timer is suspended until the vehicle speed increases to more than 12 mph (20 km/h), after which time
the timer is resumed. If the vehicle speed remains below 12.5 mph (20 km/h) for more than 15 minutes, the timer is set to
zero and process starts again.
The CJB can automatically detect, under all operating conditions, the following:
one or more tire pressure sensors have been replaced
one or more tire pressure sensor identifications are missing
one or more ‘alien’ identifications are being received, i.e. the CJB can reject identifications from tire pressure sensors that
do not belong to the vehicle
the spare tire and one of the tires in use on the vehicle have exchanged position on the vehicle.
If the tire pressure sensors fitted to the running wheels (not the spare) are changed, the CJB can learn the new sensor
identifications automatically. The learn function requires no manual intervention by the driver.
If a new sensor is fitted to the spare tire it must have its identification code programmed into the CJB using a Land Rover
approved diagnostic system.
NOTE: The TPMS valve should be serviced using the suitable service kit, each time the tyre is dismounted, to ensure
an air tight seal. Attention should be made to the detail of fitting this kit.
Care must be taken when removing and refitting tires to ensure that the tire pressure sensor is not damaged.


1 - Tire valve and pressure sensor
2 - Tire fitting/removal tool initial start position
3 - High tire and bead tension area
4 - Low tire and bead tension area
When removing the tire, the bead breaker must not be used within 90 degrees of the tire valve in each direction.
When using the tire removal machine, the fitting arm start position must be positioned as shown in the tire changing
illustration. The wheel can then be rotated through 180 degrees in a counterclockwise direction. This will relieve the high
tension from the tire bead allowing the remaining 180 degrees of the tire to be manually pulled from the rim.
When refitting the tire, position the fitting arm as shown. Rotate the tire and take care that the bead on the low tension
side of the tire does not damage the sensor.
Tread Act - NAS Only
Vehicles supplied to the North American markets must comply with the legislation of the Transport Recall Enhancement,
Accountability and Documentation (TREAD) act. Part of the requirement of the TREAD act is for the vehicle to display a
label, positioned on the driver's side B-pillar, which defines the recommended tire inflation pressure, load limits and
maximum load of passengers and luggage weight the vehicle can safely carry. This label will be specific to each individual
vehicle and will be installed on the production line.
This label must not be removed from the vehicle. The label information will only define the specification of the vehicle as it
came off the production line. It will not include dealer or owner fitted accessory wheels and tires of differing size from the
original fitment.
NOTE: If tires and wheels of a non-standard size are fitted to the vehicle, the car configuration file must be updated
using a Land Rover approved diagnostic system.
If the label is damaged or removed for body repair, it must be replaced with a new label specific to that vehicle. A new
label is requested from Land Rover parts and will be printed specifically for the supplied VIN of the vehicle.
Spare Tire Identification
Depending on the vehicle specification, the spare tire may or may not be fitted with a tire pressure sensor.
NOTE: Tire pressure sensors cannot be fitted to steel space saver spare wheels.
If the spare tire is fitted with a tire pressure sensor, the CJB monitors its pressure and issue warnings to the driver
accordingly. If the CJB expects the spare tire to be fitted with a tire pressure sensor and it does not, the CJB will not show
a fault to the driver.
If the spare tire is being monitored and the driver replaces a flat ‘running’ tire with the spare tire, the CJB will not
continually warn the driver that the original flat tire (now in the spare position) is flat. This prevents distraction of the driver
by constant pressure warnings being issued. The driver is reminded by a message displayed for 20 seconds at each ignition
on cycle that the spare tire is flat.
Each time the vehicle is driven, the CJB transmits a Low Frequency (LF) (125 KHz) signal to each initiator in turn. This is
received by the tire pressure sensor which transmits a Radio Frequency (RF) (315 or 433 MHz depending on market) signal
to the RF receiver. This signal contains coded data which corresponds to sensor identification, air pressure, air temperature
and acceleration data. This signal is communicated to the CJB via a K-bus line.
The system enters 'parking mode' after the vehicle speed has been less than 12.5 mph (20 km/h) for 12 minutes. In
parking mode the tire pressure sensors transmit a coded signal to the CJB once every 13 hours. If the tire pressure
decreases by more than 1 lbf/in2 (0.6 bar) the sensor will transmit more often if pressure is being lost.
The spare tire sensor transmits a signal every 13 hours in the same manner as the road wheels when in parking mode. If
the tire pressure decreases by more than 1 lbf/in2 (0.6 bar) the sensor will transmit more often if pressure is being lost.
As each wheel responds to the LF signal from the CJB, it is assigned a position on the vehicle and is monitored for the
remainder of that drive cycle in that position.
When the vehicle has been parked for more than 15 minutes and then driven at a speed of more than 12.5 mph (20 km/h),
the initiators fire in turn for 18 seconds in the following order:
Front left
6 second pause (for the to detect a response from the tire pressure sensor)
Front right
6 second pause
Rear right
6 second pause
Rear left
6 second pause.
Each tire pressure sensor responds in turn so the CJB can establish the sensor positions at the start of the drive cycle. This
process is repeated up to three times but less if the sensor positions are already known in the CJB. The process is known
as 'Auto Location' and takes 7 to 8 minutes to complete. During this period the tire sensors transmit at regular intervals,
once every 15 seconds. For the remainder of the drive cycle the tire sensors transmit once every 60 seconds or if a change
in tire pressure is sensed until the vehicle stops and the system returns to parking mode.
Once the wheel position is established, the initiators stop firing a signal and do not fire again until the vehicle has been
parked for more than 15 minutes. The signal transmissions from each wheel sensor continue at 1 minute intervals whilst
the vehicle is being driven. This transmission is to monitor the tire pressure.
At 25% deflation (20% for EU vehicles) the amber warning indicator in the instrument cluster is illuminated and an
appropriate message displayed in the message center.
COMPONENT DESCRIPTION
RF Receiver
The RF (Radio Frequency) receiver is mounted behind the overhead console and connects to the vehicle harness via a three
pin plug.
The RF receiver receives transmissions from each of the tire pressure sensors via an internal antenna. This information is
then communicated to the CJB via a dedicated K-bus.
Initiator
The initiators are located at the rear of the front wheel arches and at the rear of the rear wheel arches and are secured
with two scrivets. The TPMS has four initiators and each has a connector which connects with the body harness.
The initiator is a passive, LF (Low Frequency) transmitter. Each initiator provides an auto-location feature to identify tire
positions on the vehicle.
The CJB energizes each initiator in turn using LF drivers. The corresponding tire pressure sensor detects the resulting LF
transmission and responds by initiating an RF transmission of its data. This data is received by the RF receiver and
communicated to the CJB via a K-bus. The CJB can then determine which sensor is transmitting and its location on the
vehicle.
Tire Pressure Sensor
The TPMS system uses ‘active’ tire pressure sensors which are mounted on each wheel, inside the tire cavity. The sensor is
retained in position by the valve attachment to the wheel structure. The sensors transmit their RF signals at either 315 MHz
or 433 MHz dependent on market requirements.
The sensors periodically measure the pressure and temperature of the air inside the tire plus the centripetal acceleration
acting on the sensor. These measurements are transmitted periodically to the RF receiver located behind the overhead
console.
The tire pressure sensors are self-contained units which have no electrical connections into or out of the sensor.
The care points detailed in the 'Tires' section of this chapter must be followed to avoid damage to the sensor. If the sensor
is replaced, the nut, seal and washer must also be replaced and the sensor tightened to the correct torque value as given in
the Service Repair manual.
The RF transmission from the sensor contains a unique identification code in its transmission data, so that the CJB can
identify the tire on the vehicle. If the sensor is replaced on a 'running' wheel, the new sensor identification will be learnt
when the vehicle is first driven at a speed of more than 12.5 mph (20 km/h) for 15 minutes. If a new sensor is fitted to the
spare wheel, the identification for that sensor must be programmed into the CJB using a Land Rover approved diagnostic
system or that wheel will not be monitored. The code is provided on a label with the complete wheel and tire assembly
when new and is also printed on the casing of each sensor.
In order to conserve battery power, the tire sensor module uses different transmission rates when the wheel is stationary or
moving. The wheel speed required to change between the stationary and moving transmission rates is very low to allow for
the requirement for slow off-road driving. If the sensors are not sealing, a service kit should be used replacing the nut and
rubber seailing washer.
Instrument Cluster Indications
The warning indications to the driver are common on all vehicles fitted with TPMS. Warnings are conveyed by an amber
LED (Light Emitting Diode) warning indicator and a message displayed in the message center.
The warning indicator and message center are driven by high speed CAN Powertrain messages from the CJB. The warning
indicator is illuminated by the cluster software continuously when the tire pressure is low and will flash for 75 seconds in a
case pf a failure.
For additional information, refer to: Instrument Cluster (413-01 Instrument Cluster, Description and Operation).
Controller Area Network (CAN)
The CJB sends and receives a number of digital messages via the high speed CAN Powertrain, and medium speed CAN Body
bus. The received messages are used for the operation of the TPMS. The transmitted messages comprise of TPMS status
and requests to the instrument cluster to illuminate warnings indicators and/or display messages in the message center.
Transmitted Messages
The CJB transmits the messages shown in the following table.
Message Received By
TPMS diagnostic response A Land Rover approved diagnostic system.
TPMS amber warning indicator request at 25% tire deflation Instrument Cluster
TPMS message display request Instrument Cluster
Current Tyre Pressures Instrument Cluster
Recommended Tyre Pressure Data Instrument Cluster
Diagnostics
The CJB has a diagnostic connection via the high speed CAN Powertrain bus to enable system status and faults to be
retrieved using a Land Rover approved diagnostic system.
Additionally, an on-board diagnostic routine within the CJB constantly monitors the system and alerts the driver to system
faults by illuminating the amber warning indicator and/or displaying a message in the instrument cluster message center.
Fault Detection
If a sensor fails, the amber warning indicator in the instrument cluster will be illuminated. A message 'XX Tire Not
Monitored' will be displayed in the message center in addition to the amber warning indicator.
NOTE: 'XX' is the tire position on the vehicle, e.g. FL (front left), FR (front right), RL (rear left) or RR (rear right).
If more than one sensor fails or the CJB develops a fault, the amber warning indicator will be illuminated. A message 'Tire
Monitoring System Fault' will be displayed in the message center in addition to the amber warning indicator. This fault could
also be caused if RF interference near the vehicle affects the system signal reception. When the interference has ceased,
the fault will be automatically cancelled and the TPMS will operate normally.
If a tire pressure sensor battery voltage becomes low, the sensor transmits a message to the CJB. The CJB stores the low
battery condition in its memory with no other visual warnings displayed. If the battery fails, the sensor will stop
transmitting and the CJB will transmit a message to display 'FL Tire Not Monitored' for example in the message center. The
dealer should interrogate the CJB for the fault flag using a Land Rover approved diagnostic system to determine the cause
of the message. If the battery has failed, the sensor must be replaced and the stored fault flags removed using a Land
Rover approved diagnostic system. The CJB will learn the identification of the new sensor when the vehicle is driven. If the
replaced sensor is fitted to the spare wheel (if fitted), its identification must be manually programmed into the CJB using a
Land Rover approved diagnostic system.
Wheels and Tires - Tire Pressure Monitoring System (TPMS)
Principles of Operation
For a detailed description of the wheels and tires, refer to the relevant description and operation section in the workshop
manual.
REFER to: Tire Pressure Monitoring System (TPMS) (204-04 Wheels and Tires, Description and Operation).
guarantee confirmation of a fault, and may also cause additional faults in the vehicle being tested and/or the donor vehicle.
1. Verify the customer complaint. As much information as possible should be gathered from the driver to assist in
diagnosing the cause(s). Confirm which of the following two warning types (A or B) exist for the tire pressure
monitoring system when the ignition status is switched from 'OFF' to 'ON'
(A) Check Tire Pressure Warnings. A low tire pressure warning will continuously illuminate the low tire
pressure warning lamp. This warning may be accompanied by a text message such as CHECK TIRE
PRESSURE (refer to owner literature). The manufacturer approved diagnostic system does NOT need to be
used. Diagnostic trouble codes (DTCs) are not generated with this type of warning. To extinguish this
warning it is essential that, with the ignition 'ON', all vehicle tires (including the spare) are to be set to the
correct pressure as stated in the vehicle handbook or as indicated on the placard label in the passenger/driver
door aperture. It is not necessary to drive the vehicle to clear 'check tire pressure' warnings - just
changing the tire pressure causes the tire low pressure sensor to transmit new data.
NOTES:
The tire pressures should be set by:
Using a calibrated tire pressure gauge

With 'cold' tires (vehicle parked in the ambient temperature for at least one hour, not in a garage with
an artificial ambient temperature)
If the tire pressure warning does not clear within two minutes, it is likely that the gauge is not correctly
calibrated or the tires are 'warm'. Carry out the following steps until the warning has cleared:
Rotate wheels approximately 180 degrees

Increase the tire pressures by 3psi
Wait a further two minutes
When the tires are at ambient temperature and a calibrated gauge is available, reset the tire
pressures to the correct pressure
Tire pressure adjustments are part of routine owner maintenance. Tire pressure adjustments that are
required due to a lack of owner maintenance are not to be claimed under vehicle warranty
(B) System Fault Warnings. When a system fault is detected, the low tire pressure warning lamp will flash
for approximately 75 seconds prior to being continuously illuminated. Visually inspect wheel arch tire pressure
monitoring system antennas and check for system DTCs. External visual damage to the tire low pressure
sensors and air leaks will not cause system fault warnings (note: nut and seal system should be replaced at
each tyre change using the available service kit). Check for the presence of tire low pressure sensors on all
four wheels (note: a tire low pressure sensor has a metal valve stem rather than a rubber one).
2. Check for diagnostic trouble codes (DTCs) and refer to the DTC index
DTC Index
Diagnostic Trouble Code (DTC) Index - DTC: Central Junction Box (CJB) (100-00 General Information, Description and
Operation).
Pinpoint Tests
PINPOINT TEST A : U201F-11 TIRE PRESSURE MONITORING SYSTEM EXTERNAL RECEIVER DATA LINE
CIRCUIT SHORT TO GROUND
A1: U201F-11 VERIFY EXTERNAL RECEIVER DATA LINE CIRCUIT SHORT TO GROUND
1 Ignition OFF
2 Disconnect the tire pressure monitoring system receiver electrical connector, C2875
3 Measure the resistance between
C2875, harness side Battery

Pin 1 Negative terminal
Is the resistance less than 5 Ohms?
Yes
GO to A2.
No
GO to A3.
A2: U201F-11 CHECK THE EXTERNAL RECEIVER DATA LINE CIRCUIT FOR SHORT CIRCUIT TO GROUND
1 Disconnect the central junction box electrical connector, C0580

Pin 1 Negative terminal
Yes
REPAIR the short circuit in wiring harness
No
GO to A4.
A3: U201F-11 CHECK THE TIRE PRESSURE MONITORING SYSTEM EXTERNAL RECEIVER FOR SHORT CIRCUIT
TO GROUND
1 Reconnect the tire pressure monitoring system receiver electrical connector, C2875
2 Using manufacturer approved diagnostic system run on demand self-test (0x0202)
Is the DTC U201F-11 set?
Yes
Replace tire pressure monitoring receiver
No
Investigate possible cause of intermittent failure
A4: U201F-11 CHECK THE CENTRAL JUNCTION BOX FOR SHORT CIRCUIT TO GROUND
1 Reconnect the central junction box electrical connector, C0580
Yes
Replace central junction box
No
PINPOINT TEST B : U201F-12 TIRE PRESSURE MONITORING SYSTEM EXTERNAL RECEIVER DATA LINE
CIRCUIT SHORT TO POWER
B1: U201F-12 VERIFY EXTERNAL RECEIVER DATA LINE CIRCUIT SHORT TO POWER
1 Ignition OFF

Pin 1 Positive terminal
Yes
GO to B2.
No
GO to B3.
B2: U201F-12 CHECK THE EXTERNAL RECEIVER DATA LINE CIRCUIT FOR SHORT CIRCUIT TO POWER

Pin 1 Positive terminal
Yes
REPAIR the short circuit in wiring harness
No
GO to B4.
B3: U201F-12 CHECK THE TIRE PRESSURE MONITORING SYSTEM EXTERNAL RECEIVER FOR SHORT CIRCUIT
TO POWER
Yes
Replace tire pressure monitoring receiver
No
B4: U201F-12 CHECK THE CENTRAL JUNCTION BOX FOR SHORT CIRCUIT TO POWER
Yes
No
PINPOINT TEST C : U201F-87 TIRE PRESSURE MONITORING SYSTEM EXTERNAL RECEIVER DATA LINE
MISSING MESSAGE
C1: U201F-87 VERIFY EXTERNAL RECEIVER DATA LINE MISSING MESSAGE
Yes
GO to C2.
No
C2: U201F-87 CHECK EXTERNAL RECEIVER DATA LINE CIRCUIT
1 Ignition OFF
C2875, harness side C0580, harness side

Pin 1 Pin 25
Is the resistance less than 5 ohms?
Yes
GO to C3.
No
REPAIR the high resistance/open circuit in wiring harness
C3: U201F-87 CHECK EXTERNAL RECEIVER
Yes
Replace tire pressure monitoring receiverGO to C4.
No
C4: U201F-87 CHECK CENTRAL JUNCTION BOX.
Yes
No
Test is complete. No further action is required
PINPOINT TEST D : C1A56-93, C1A58-93, C1A60-93, C1A62-93 DEFECTIVE RUNNING TIRE LOW
PRESSURE SENSOR OR RECEIVER
TEST DETAILS/RESULTS/ACTIONS
CONDITIONS
D1: C1A56-93, C1A58-93, C1A60-93, C1A62-93 CHECK FOR ADDITIONAL DTCS
1 Using manufacturer approved diagnostic system check for additional DTCs C1A56-93, C1A58-93,
C1A60-93, C1A62-93, with identical time stamps
Have all four DTCs logged with identical time stamps in the central junction box?
Yes
Diagnose and fix DTCs related to the tire pressure monitoring receiver
No
Using manufacturer approved diagnostic system, perform diagnostic routine to verify reception of all
tire low pressure sensors, by carrying out 'TPMS wheel unit & receiver reception test' from set up and
configuration application and complete remedial actions
PINPOINT TEST E : C1D18-00 LOCALIZATION FAILURE

CONDITIONS
E1: C1D18-00 ESTABLISH THE LOCATIONS OF THE TIRE LOW PRESSURE SENSOR LOCALIZATION FAILURES
NOTE: To clear or reset information read in datalogger signal 'unsuccessful wheel position triggering
statistic' (0x4149) Use manufacturer approved diagnostic system and carry out 'Reset/ Clear Specified
Function' (0x040E) from special applications
1 Using manufacturer approved diagnostic system read datalogger signal 'unsuccessful wheel position
triggering statistic' (0x4149) to establish the locations of the tire low pressure sensor localization
failures
Have the locations of the tire low pressure sensor localization failures been identified?
Yes
GO to E2.
No
E2: C1D18-00 CHECK FOR ADDITIONAL LF INITIATOR CIRCUIT DTCS
C1A59-12, C1A59-14, C1A61-12, C1A61-14, C1A63-12, C1A63-14
Are any of the following DTCs logged C1A57-12, C1A57-14, C1A59-12, C1A59-14, C1A61-12, C1A61-14,
C1A63-12, C1A63-14?
Yes
Refer to the DTC index. Check for possible causes for each of the logged DTCs and carry out the repair
operations specified
No
GO to E3.
E3: C1D18-00 CHECK FOR ADDITIONAL TIRE LOW PRESSURE SENSOR DTCS
C1A60-93, C1A62-93, C1D21-05
Are any of the following DTCs logged C1A56-93, C1A58-93, C1A60-93, C1A62-93, C1D21-05?
Yes
Refer to the DTC index. Check for possible causes for each of the logged DTCs and carry out the repair
operations specified
No
GO to E4.
E4: C1D18-00 CHECK INITIATORS ARE CORRECTLY INSTALLED
1 Check for correct installation of initiators for the locations identified. REFER to: (204-04 Wheels and
Tires)
Tire Pressure Monitoring System (TPMS) Receiver (Removal and Installation),
Tire Pressure Monitoring System (TPMS) Front Initiator (Removal and Installation),
Tire Low Pressure Sensor (Removal and Installation),
Tire Pressure Monitoring System (TPMS) Rear Initiator (Removal and Installation).
Are the initiators correctly installed?
Yes
GO to E5.
No
Install initiators to the correct locations
E5: C1D18-00 CHECK FOR SHORT CIRCUIT IN INITIATOR HARNESS
1 Ignition OFF
2 Disconnect the central junction box electrical connector, C0584 (front LF initiators)
3 Disconnect the central junction box electrical connector, C0586 (rear LF initiators)
4 Measure the resistance of front right initiator

Pin 1 Pin 2
5 Measure the resistance of front left initiator

Pin 14 Pin 15
6 Measure the resistance of rear right initiator

Pin 30 Pin 31
7 Measure the resistance of rear left initiator

Pin 18 Pin 19
Are any of the initiator resistance measurements less than 1 Ohm?
Yes
REPAIR the short circuit as required
No
Install the correct tire low pressure sensor, of correct frequency, in accordance with that defined in the
manufacturer approved diagnostic system new tire low pressure sensor application, to the position(s)
identified. REFER to: Tire Low Pressure Sensor (204-04 Wheels and Tires, Removal and Installation).
PINPOINT TEST F : C1D21-05 MISSING, INCOMPATIBLE OR DEFECTIVE RUNNING TIRE LOW

PRESSURE SENSOR(S) OR RECEIVER
CONDITIONS
F1: C1D21-05 CHECK FOR CORRECT WHEEL AND TIRE ASSEMBLY AND TIRE LOW PRESSURE SENSORS
NOTE: As a visual check, a tire low pressure sensor has a metal valve stem rather than a rubber one
and cannot be installed to a mini or space saver spare wheel
1 Check that all full size running wheel and tire assemblies have tire low pressure sensors installed
Is a full size wheel and tire assembly with tire low pressure sensor installed to all running wheel positions?
Yes
Using manufacturer approved diagnostic system, perform diagnostic routine to verify reception of all
tire low pressure sensors, by carrying out 'TPMS wheel unit & receiver reception test' from set up and
configuration application and complete remedial actions
No
If agreed with the customer, install the correct wheel and tire assembly or tire low pressure sensor(s),
of correct frequency, in accordance with that defined in the manufacturer approved diagnostic system
new tire low pressure sensor application
(Note: If the datalogger signal 'Number Of Missing Tire Pressure Wheel Units' is 4 and the instrument cluster displays text message 'Tire
Pressure Monitoring Unavailable', the system has detected winter tire fitment, as detailed in the owner's manual. Confirm why the vehicle has
non-TPMS wheel & tire assemblies fitted before installing tire low pressure sensors, which are not to be claimed under vehicle warranty)
Wheels and Tires - Tire Low Pressure Sensor
Removal
WARNING: The valve seal and steel washer must be replaced each time a tire is changed to avoid seal failure. The
seal and washer must be replaced if the sensor is removed. Removal of the sensor retaining nut must be regarded as
sensor removal. The valve cap must always be in place except when inflating, releasing or checking pressure.
NOTE: If the sensor is replaced on a 'running' wheel, the new sensor identification will be learnt when the vehicle is
first driven. If a new sensor is installed to the spare wheel, the identification for that sensor must be programmed into the
tire pressure monitoring system (TPMS) module using Land Rover approved diagnostic equipment. The identification code is
provided on a label with the complete assembly and is also printed on the casing of each sensor.
3. CAUTION: To avoid damage to the tire low pressure

sensor, release the tire bead from the rim, 180 degrees
from the valve.
4. CAUTIONS:
Do not push on the valve.
If the tire low pressure sensor is to be re-installed, a

new washer, seal and nut must be installed.
5. If necessary, install a new seal and washer.

Remove and discard the sealing washer.
Install a new washer and seal, making sure the
valve remains pressed fully onto its seat.
Installation
1. CAUTIONS:
Do not use compressed air to clean the sensor. Do not clean the
sensor with solvents or cleaning agents of any type, use a clean dry
cloth.
Make sure that the mating faces are clean and free of foreign
material.
2. CAUTION: Do not apply any lubricant to the new

valve.
NOTE: If the sensor is replaced on a 'running' wheel,

the new sensor identification will be learnt when the
vehicle is first driven. If a new sensor is fitted to the
spare wheel the identification for that sensor must be
programmed into the Tire Pressure Monitoring System
(TPMS) module using T4. The identifcation code is
provided on a label with the complete assembly and is
also printed on the casing of each sensor.
TORQUE: 8 Nm
3. Install the tire and balance the wheel.
Wheels and Tires - Tire Pressure Monitoring System (TPMS) Front Initiator
Removal
NOTES:
and Installation).
3.
4.
Installation
2. If a new component has been installed, configure using Land Rover

approved diagnostic equipment.
Wheels and Tires - Tire Pressure Monitoring System (TPMS) Rear Initiator
Removal
NOTES:
and Installation).
3.
4.
Installation

Wheels and Tires - Tire Pressure Monitoring System (TPMS) Receiver
Removal
1. Refer to: Overhead Console (501-12 Instrument Panel and Console,

2. NOTE: Repeat the procedure for the other side.
Refer to: A-Pillar Trim Panel (501-05 Interior Trim and Ornamentation,
3. NOTE: Repeat the procedure for the other side.
Refer to: Sun Visor (501-05 Interior Trim and Ornamentation,

4. NOTE: Repeat the step for the other side.
Torque: 6 Nm
5. NOTE: Repeat the step for the other side.

6. CAUTIONS:
Lower the front section of the headliner to aid access.
Make sure damage is not caused to the headliner.
Release the headlining.

7. CAUTION: Detach the receiver from the headliner by
releasing the velcro.
NOTE: Make sure that this component is installed to

Installation

Wheels and Tires - Wheel and Tire TDV6 3.0L Diesel /TDV8 4.4L Diesel/V6
S/C 3.0L Petrol /V8 S/C 5.0L Petrol
Removal
2. WARNING: The wheel and tyre assembly will be

heavy.
NOTES:

Left-hand shown, right-hand similar.
Stage 1 : 4 Nm
Stage 2 : 70 Nm
Stage 3 : 140 Nm
Installation
1. CAUTION: Apply a small amount of grease to the hub spigot and

associated wheel spigot bore before installation. Make sure the grease
does not come into contact with the vehicles braking components,or
wheel studs threads. Failure to follow these may result in personal
injury.
To install, reverse the removal procedure.
2. NOTE: Make sure that the component is installed to the position

noted on removal.
3. Retighten wheel fixings using the tightening sequence and torque as

per the illustration.
Wheels and Tires - Wheel and Tire SDV6 3.0L Diesel - Hybrid Electric Vehicle
Removal
All vehicles
2. WARNING: The wheel and tyre assembly will be

heavy.
NOTES:

Note the position of the component before removal.
Torque:
Stage 1:4 Nm
Stage 2:70 Nm
Stage 3:140 Nm
Hybrid vehicles only
3. CAUTION: The aero wheels installed on hybrid

electric vehicles are sided. Please note the side labelled on
the inside the wheel.

Installation
1. CAUTION: Apply a small amount of grease to the hub and wheel

mating surfaces before installation. Make sure the grease does not
come into contact with the vehicles braking components and the wheel
stud threads. Failure to follow these instructions may result in
personal injury.

Vehicle Dynamic Suspension -
Air Suspension - General Specification
Item Specification
Ride height:
Off road 1 40 mm above standard.
Off road 2 75mm above standard.
Access - re- 50 mm below standard.
selectable whilst
vehicle is moving
High speed n/a
Trim height Configured using the Land Rover approved diagnostic system.
Height sensors:
Front location Mounted to the front suspension towers with mechanical linkages to the upper suspension arms.
Rear location Mounted to the rear suspension sub-frame with mechanical linkages to the lower suspension arms.
Height sensor
operating
voltages:
Supply voltage 5 volts - supplied by air suspension control module.
Output voltage Left-hand front and left-hand rear: Voltage increases with compression and decreases with
rebound. Right-hand front and right-hand rear: Voltage decreases with compression and increases
with rebound.
Spring/damper
module types:
Front Guided air spring surrounding mono-tube damper.
Rear Unguided air spring, separate mono-tube damper.
Pressures:
Normal - Front 800 to 1000 kPa (8.0 to 10.0 bar) (116.0 to 145.0 lbf/in²)
Normal - Rear 500 to 800 kPa (5.0 to 8.0 bar) (72.5 to 116.0 lbf/in²)
Air supply unit: Comprises a piston compressor, 12 volt electric motor, solenoid operated exhaust pilot valve,
combined slave exhaust valve and pressure relief valve, and air dryer unit and a temperature sensor.
Controlled by Air suspension control module.
Working pressure 1650 kPa (16.5 bar)
Maximum pressure 2200 kPa (22 bar)
Air reservoir:
Volume 11 liters
Nominal working 1525-1650 kPa)
pressure
Maximum operating 2200 kPa (22 bar) (319 lbf/in²)
pressure
Valve blocks:
Front 2 corner valves, 1 cross link valve - all mounted on RH inner wing panel, between the main bulkhead
and secondary bulkhead.
Rear Incorporates pressure sensor to monitor spring and air reservoir pressures, reservoir valve, 2 corner
valves, 1 cross link valve - all mounted on the upper rearward RH side of the spare wheel well,
beneath rear load space carpet.
Description Nm
Air suspension compressor mounting bolts 10
Airline connector to the front solenoid valve block 3.5
Airline connector to the rear solenoid valve block. 6mm pipe 3.5
Airline connector to the rear solenoid valve block. 8mm pipe 4.5
Airline connector to the air suspension reservoir 5
Airline connector to front air suspension spring. 3.5
Airline connector to rear air suspension spring. 3.5
Air suspension reservoir bolts: 24
Suspension front height sensor bolt. 7
Suspension front height sensor Torx screws. 4
Suspension rear height sensor bolts. 10
Suspension rear height sensor Torx screws. 4
Height sensor linkage suspension arm pin 6
Front stabilizer bar to sub frame. 110
Front stabilizer bar links. 185
Rear stabilizer bar to sub frame. 110
Rear stabilizer bar links. 185
ASU pipe and harness clip 1.5
Vehicle Dynamic Suspension - Vehicle Dynamic Suspension
ADAPTIVE DAMPING - COMPONENT LOCATION

1 - Air spring and damper - front right
2 - Damper - rear right
3 - Integrated suspension control module (ISCM)
4 - Accelerometer - rear
5 - Height sensor – rear right
6 - Damper – rear left
7 - Height sensor – rear left
8 - Air spring and damper – front left
9 - Height sensor – front left
10 - Accelerometer – front left
11 - Accelerometer – front right
12 - Height sensor – front right
OVERVIEW
Adaptive damping is an electronically controlled suspension system which continuously adjusts the damping characteristics
of the suspension dampers in reaction to the prevailing driving conditions.
The system is controlled by an ISCM (Integrated Suspension Control Module). The module receives signals from three
accelerometers, four suspension height sensors and other vehicle systems to determine vehicle state, body and wheel
motions and driver inputs. These signals are used by the control module to continuously control the damping characteristics
of each damper to the appropriate level resulting in optimum body control and vehicle ride.
DESCRIPTION
Dampers

A - Front damper and air spring assemblies.
B - Rear dampers (air springs shown for clarity).
The adaptive damping dampers are mono-tube, nitrogen gas and oil filled units. The dampers are continuously variable,
which allows the damping force to be electrically adjusted when the vehicle is being driven. The dampers provide the
optimum compromise between vehicle control and ride comfort. To maintain wheel travel, the rear dampers feature an
additional external accumulator. This is to provide adequate rebound travel by recovering the volume through the external
source. All the dampers have an electrical connector on the end of the piston rod, in the centre of the top mount.
In each damper, the damping adjustment is achieved by a solenoid operated variable orifice, which opens up an alternative
path for oil flow within the damper. When de-energized, the bypass is closed and all the oil flows through the main (firm)
valve. When energized, the solenoid moves an armature and control blade which works against a spring. The control blade
incorporates an orifice which slides inside a sintered housing to open up the bypass as required. In compression, oil flows
from the lower portion of the piston through a hollow piston rod, a separate soft (comfort) valve, the slider housing and
orifice and into the upper portion of the damper, thereby bypassing the main (firm) valve. In rebound, the oil flows in the
opposite direction.
The damper operates continuously between these two boundary conditions.
The solenoid in each damper is operated by a 526 Hz PWM (Pulse Width Modulation) signal from the ISCM. When fully
energized, the control module applies a 1.5A current to operate the damper in the soft setting. When de-energized (0.0A),
the damper transfers to the firm setting. The current varies continuously as required to increase and decrease the damping
individually in each of the dampers.


A - Firm setting
B - Soft setting
C - Main oil flow
D - Bypass oil flow
1 - Bypass valve (open)
2 - Main valve
3 - Tube
4 - Bypass valve (closed)
5 - Piston and rod assembly
Integrated Suspension Control Module
The ISCM is located in the right rear quarter panel.
Accelerometers
Three accelerometers are used in the adaptive damping system located:
Rear
Front right
Front left
Refer to component location graphic above.
The accelerometers measure acceleration in the vertical plane and output a corresponding analogue signal to the ISCM. The
algorithms in the ISCM calculate the heave, pitch and roll motions of the vehicle, which are used by the controller to control
road induced body modes.
Each accelerometer is connected to the ISCM via three wires, which supply ground, 5 V supply and signal return.
The sensing element comprises a single parallel plate capacitor, one plate of which moves relative to the other dependent
on the force (acceleration) applied. This causes the capacitance to change as a function of applied acceleration. This
capacitance is compared with a fixed reference capacitor in a bridge circuit and the signal is processed by means of a
dedicated integrated circuit to generate an output voltage that varies as a function of applied acceleration. The sensors
output a signal voltage of approximately 1 V/g ± 0.05 V/g.
Height Sensors
The four suspension height sensors that are used in the air suspension system also supply input to the adaptive damping
system, two for the front suspension and two for the rear suspension. On each suspension height sensor, the sensor arm
and sensor link convert linear movement of the suspension into rotary movement of the sensor shaft.
Front Height Sensor


1 - Drop link
2 - Lever arm
3 - Electrical connector
4 - Sensor body
Rear Height Sensor

1 - Drop link
2 - Lever arm
3 - Sensor body
The suspension height sensors measure suspension displacement at each corner of the vehicle and output a corresponding
analogue signal to the ISCM. The algorithms in the ISCM calculate the position, velocity and frequency content of the
signals and use the results for wheel control.
The following graph shows the vehicle height displacement from normal against output voltage for the front height sensors.
The centre line represents the "nominal" condition but depending on tolerances, the actual line may lie anywhere between
the upper and lower lines.
Front Height Sensor
The following graph shows the vehicle height displacement from normal against output voltage for the rear height sensors.
The centre line represents the "nominal" condition but depending on tolerances, the actual line may lie anywhere between
the upper and lower lines.
Rear Height Sensor

Height Sensor Calibration
A calibration routine is performed using the Land Rover approved diagnostic system to read the position of each corner of
the vehicle and record the settings in the control module memory. Once set, the calibration is not required to be performed
unless the ISCM is removed or replaced, a height sensor is removed or replaced or a suspension arm to which the sensor is
connected is removed or replaced. If the removed height sensor is subsequently refitted, the calibration procedure will have
to be performed to ensure the integrity of the system.
If a replacement drop link is fitted calibration is required.
The sensing element consists of an array of Hall-effect devices arranged to measure the direction of the magnetic field of a
small magnet attached to the end of the sensor shaft. As the sensor shaft rotates, so do the lines of magnetic flux from the
magnet. The signals from the Hall-effect elements are processed by means of a dedicated integrated circuit to generate an
output voltage that varies as the sensor shaft is rotated. The sensor has a measurement range of ± 40° around its nominal
position and the nominal sensitivity is 57 mV/° of shaft rotation. The graphic below describes the repetition of the output
signal as the sensor is rotated through and beyond 40°.
Height Sensor Voltage


A - Sensor voltage
B - Angle of rotation
1 - Outside measuring range
2 - Voltage output
3 - +- 40 degree measuring range
OPERATION
Control Diagram - Adaptive Damping
NOTE: A = Hardwired, AM = High speed CAN (Controller Area Network) Chassis bus.


1 - Battery
2 - Battery junction box 2 (BJB2)
3 - Battery junction box (BJB)
4 - Rear junction box (RJB)
5 - Damper solenoid – left front
6 - Damper solenoid – right front
7 - Damper solenoid – right rear
8 - Damper solenoid – left rear
9 - Accelerometer – rear
10 - Accelerometer – right front
11 - Accelerometer – left front
12 - High-speed CAN Chassis connection to other systems
13 - Height sensor - right rear
14 - Height sensor - left rear
16 - Height sensor – left front
18 - Height sensor - right front
AIR SUSPENSION - COMPONENT LOCATION


1 - Valve block front
2 - Air reservoir
3 - Air suspension control switch
4 - Height sensor rear right
5 - Air spring rear right
7 - Valve block rear
8 - Suspension air supply unit acoustic box upper part
9 - Suspension air supply unit
10 - Suspension air supply unit acoustic box lower part
11 - Air spring rear left
12 - Height sensor rear left
13 - Air spring and damper front left
14 - Height sensor front left
15 - Air spring and damper front right
16 - Height sensor front right
OVERVIEW
The air suspension system is a four corner system, electronically controlled by an ISCM. The ISCM reacts to inputs from
four height sensors and operates an air supply unit and valve blocks.
The air suspension system maintains the vehicle height under all operating conditions by controlling the mass of air in the
air springs. The ISCM uses signals from the four height sensors to maintain the correct suspension height, irrespective of
vehicle load. Additionally, the system allows the driver to request ride height changes to improve off-road performance or
ease of access or loading. This is achieved by the ISCM functioning pneumatic control valves to increase or decrease the
mass of air in the air springs.
The air suspension system has four driver selectable, pre-determined ride-height states. A driver interface indicates the
selected ride state and height change movement. Additional information is also relayed to the driver via the instrument
cluster message centre and by audible warnings also transmitted by the instrument cluster.
Most height changes can only be made when the engine is running and the driver's and passenger doors are closed.
The air suspension can be controlled manually by the driver using a switch on the floor console to select the required height
change.
The system will temporarily inhibit height adjustments when the vehicle is subject to cornering, heavy acceleration or
heavy braking. The inhibit function prevents unsettling of the vehicle.
Height changes are also restricted for safety reasons, for example when a door is opened and the vehicle is stationary.
The control module performs 'on-board diagnostic' functions to perform 'health checks' on the system. If faults are
detected, codes are stored in the control module and can be retrieved using a Land Rover approved diagnostic system.
DESCRIPTION
Front and Rear Valve Blocks
Front Valve Block
The front valve block controls the air supply and distribution to the front air springs. The front valve block contains three
solenoid operated valves; two corner valves and one cross-link valve.
The rear valve block controls the:
air supply and distribution to the rear air springs, and

controls air distribution to and from the air reservoir.
The rear valve block contains:
two corner valves

one cross-link valve
one reservoir valve
the system’s pressure sensor.
Each of the valve solenoids is individually controlled by the Integrated Suspension Control Module. The solenoids have the
following resistance values:
Valve Resistance at 25°C (±10%)

Front corner valves 6.8 Ohms
Front and rear cross link valves 3 Ohms
Rear corner valves and reservoir valve 3.6 Ohms
Suspension air supply unit

1 - Electric motor
2 - Air dryer
3 - Compressor
The suspension air supply unit comprises the following major components:
A two-stage piston compressor

A 12V electric motor
A solenoid operated exhaust pilot valve
A pneumatically operated exhaust slave valve
An air dryer unit
A compressor temperature sensor
The air supply unit is protected by an acoustic box which tilts to allow access to the vehicle battery.


1 - Suspension air supply unit's acoustic box upper part
2 - Suspension air supply unit
3 - Suspension air supply unit's acoustic box lower part with bracket
The acoustic box, which comprises of two parts; upper and lower, surrounds the suspension air supply unit. The acoustic
box is a plastic moulding which is lined with insulating foam which suppresses the operating noise of the suspension air
supply unit.
The suspension air supply unit supplies dry compressed-air into the air suspension system where it is directed into the air
springs or the reservoir by solenoid operated valves. Air can be exhausted from the system when required by the opening
of an air spring or reservoir valve in addition to the exhaust valve, which is part of the air supply unit.
The compressor operates to pressurize either the reservoir or to inflate one or more of the air springs. The compressor will
not operate without the engine running, with the following exceptions:
During remote operation to raise the vehicle to allow for the attachment of a trailer
When under control of a Land Rover approved diagnostic system.
There are a number of conditions that will inhibit operation of the suspension air supply unit. It is vitally important that
these system inhibits are not confused with a system malfunction. A full list of air supply unit inhibits are given in the
compressor of this document.
Electric Motor
The electric motor is a 12 volt DC (Direct Current) motor with a nominal operating voltage of 13.5 volt. The motor drives a
crank which has an eccentric pin to which the two-stage piston assembly is attached.
Compressor
The compressor comprises a motor driven two-stage piston assembly which operates in cylinders at opposite ends of the
compressor body. The motor rotates a crank which moves the pistons up and down in their cylinder bores. The low-
pressure cylinder delivers intermediate compressed air to the high-pressure cylinder on the down stroke. The high-pressure
piston delivers fully compressed air with the up stroke which is passed, via the delivery valve, through the air dryer and
into the air suspension system.
The cylinder head is fitted with a temperature sensor. The sensor is connected to the ISCM which monitors the cylinder
temperature and can suspend compressor operation if an overheat condition occurs.
The following table shows the control module operating parameters for the differing air supply unit functions and the
permitted compressor cylinder head operating temperatures.
Operating Condition Reservoir Filling Leveling

Switch off 125°C 130°C
Switch on 105°C 120°C
Air Dryer
Attached to the compressor is the air dryer which contains a desiccant for removing moisture from the compressed air.
Pressurized air is passed through the air dryer which removes any moisture in the compressed air before it is passed into
the suspension system.
When the air springs are deflated, the exhaust air passes back through the air dryer, removing the moisture from the unit
and regenerating the Desiccant.
The air dryer is an essential component in the system ensuring that only dry air is present in the system. If moist air is
present, freezing can occur resulting in poor system operation or component malfunction or failure.
To ensure the air-dryer continues to perform correctly, it is essential during servicing, that
• the affected air springs are deflated using the correct deflation procedure
• air is removed from the air reservoir using the correct procedure.
Pilot Exhaust Valve
The exhaust valve operates when the pilot exhaust valve is opened, allowing air to be exhausted quickly.
The slave exhaust valve also provides the system pressure relief function which protects the air suspension system from
over inflation. The valve is pneumatically operated, responding to air pressure applied to it to overcome force from its
internal spring. The valve is connected into the main pressure gallery.
The minimum pressure in the system is also controlled by the slave exhaust valve to ensure that, even when deflated, the
air springs contain a positive pressure with respect to atmosphere. This protects the air spring by ensuring it can still 'roll'
over the piston without creasing.
Air Supply Unit Specifications
Description Value
Working pressure 16.5 bar gage
Mechanical pressure relief range 22.0 to 27.0 bar gage
Operating voltage 10 to 16.5 Volts (13.5 Volts nominal)
Running current consumption 25-35 Amps RMS depending on load
Maximum start-up current 110 Amps
Pilot Exhaust Valve - Solenoid valve resistance at 25°C (77°F) 15.7 Ohms ± 10%
Resistance values will vary with coil temperature. Resistance of test leads must be measured before any readings are taken.
Resistance value of the test leads must be subtracted from final solenoid resistance value.
Air Reservoir
The reservoir is an air storage vessel which provides fast air suspension lift times by the immediate availability of
pressurized air into the system.
The ISCM assumes the reservoir has sufficient pressure, which is measured before a vehicle raise is started. The control
module then uses a software model to operate the compressor as required.
The rearward end of the reservoir has a 'Voss' air fitting which provides for the connection of the air hose between the
reservoir and the rear valve block.
The reservoir has a capacity of 11 litres. The nominal working pressure of the reservoir is 16.5 bar gage.
Air Springs

A - Front air spring and damper assembly
B - Rear air springs (dampers shown for clarity)
The air springs work on the same principle but the front and rear components differ in construction:
the front units are integral with damper

the rear units are separate from the damper.
The air springs are manufactured from a flexible rubber and each air spring forms an air tight cavity which provides the
required spring rate for each corner of the vehicle.
As the air spring is compressed, the rubber material rolls onto the air spring’s piston, compressing the air inside. An air
connection port is located on the top of each spring and allows air to be added or removed from each spring. The port is
connected via a Voss connector and a plastic tube to the front or rear valve block.
Replacement of an individual air spring does not require a full depressurization of the air suspension system. Only the
corner concerned need be depressurized. This is achieved using routines in the Land Rover approved diagnostic system.
When servicing of an air spring or a full system depressurization is required, the weight of the vehicle must be supported
before the system is depressurized. On reassembly, the pipes between air springs and the valve blocks must be must be
connected at both ends before the weight of the vehicle is applied to the air springs. Rear air springs must also be
pressurized before the weight of the vehicle is applied to them.
Integrated Suspension Control Module
The air suspension system is controlled by the ISCM. The control module monitors the height of each corner of the vehicle
via four height sensors, which are mounted in-board of each road wheel.
When a new ISCM is fitted, the air suspension system will not function until the air suspension software is loaded and the
system calibrated using a Land Rover approved diagnostic system.
Calibration
A calibration routine is performed using the diagnostic system to access the position of each corner of the vehicle and
record the settings in the control module memory. Once set, the calibration is not required to be performed unless the:
ISCM is replaced
height sensor or its bracket is removed, disconnected or replaced
suspension arm to which the height sensor is connected is removed or replaced
Periodic Wake-Up Mode
When the vehicle is parked, the ISCM 'wakes up' two hours after the ignition was last switched off and once every twenty
four hours thereafter. The vehicle height is checked and if the vehicle is not level within a pre-set tolerance, small
downwards height adjustments may be made automatically.
Ride Height Tolerance Control
The ISCM has two ride height tolerance bands: normal tolerance and tight tolerance.
The control module considers the vehicle to be at target height if the current height is within the appropriate tolerance
band. Height adjustments are not made until the vehicle height falls outside of the tolerance band for a pre-determined
time. The time period is different depending on whether the vehicle is moving or stationary. The tolerance bands are as
follows:
• Normal ± 9 mm
• Tight ± 3 mm.
The tight tolerance band is only used in the following conditions:
if set by the Land Rover approved diagnostic system for diagnostic purposes
when the vehicle has been stationary for more than 15 minutes
The tight tolerance band will also be activated by the following procedure:
1. Start the engine

2. Set the suspension to Normal height
3. Open the driver's door
4. Depress the brake pedal lightly three times in quick succession.
5. Close the driver's door within 10 seconds of the first brake pedal depress.
If the procedure has been successful the instrument pack will emit two soft chimes about 1 second after the driver's door is
closed. Thereafter the instrument pack will emit two soft chimes each time the driver's door is closed to confirm that tight
tolerance mode is still active.
This tight tolerance mode will be cancelled when the engine is turned off or the vehicle speed exceeds 8 km/h (5 mph).
The driver can manually select, using the air suspension switch, one of four ride states:
NORMAL - this height is the normal operating height of the vehicle

OFF-ROAD - this is higher than the on-road height and provides improved ground clearance, approach, departure
and break-over angles up to speeds of 80 km/h (50 mph).
ACCESS - this is lower than the on-road height and provides easier access, agrees and the vehicle loading.
Locked at access - this allows the vehicle to be driven at the access height at speeds up to 40 km/h (25 mph) to
provide increased roof clearance in low car parks, for example.
Vehicle height changes are restricted if the ISCM receives a 'Door Open' signal and the speed is less than 8 km/h (5 mph).
A complete vehicle delivery mode is available but is only selectable using the Land Rover approved diagnostic system. When
this mode is active most vehicle systems, in addition to the air suspension, are inhibited or restricted to a minimal
functionality. In this mode the air suspension is set to the transportation mode.
If the ISCM senses that the vehicle has grounded and lost traction, the control module can temporarily increase the volume
of air supplied to the air springs to maximize the available traction. This is known as extended mode and will be indicated
to the driver by the lamps on the air suspension switch flashing and an 'EXTENDED MODE' message being displayed in the
IC (Instrument Cluster).
If a fault is detected by the ISCM, the control module will reduce the system functionality dependent on the type and
severity of the fault. The control module will also store a fault code which can be retrieved using the Land Rover approved
diagnostic system. If a severe fault occurs, the control module will attempt to put the vehicle in a safe condition. A fault is
relayed to the driver by the instrument cluster message centre and an audible warning emitted from the instrument cluster.
All information messages will be displayed for four seconds.
Air Suspension Switch Pack


1 - Lower suspension height
2 - Raise suspension height
3 - Off-road height indicator
4 - Normal height indicator
5 - Access height indicator
6 - Suspension locked in access height - indicator
The air suspension control switch is located in the floor console, behind the transmission selector. The switch is a three
position, non-latching switch which allows selection of the following driver selectable states:
Off-road mode
Normal height
Access height
Locked at access height
The switch has six symbols which illuminate to show the current selected height state and the direction of movement. The
raise and lower symbols will flash and a warning tone will be emitted from the instrument cluster sounder when a
requested height change is not allowed, for example, when the vehicle speed is too fast.
A flashing height symbol indicates that the air suspension system is in a waiting state or that the system will override the
driver's selection because the speed is approaching an automatic height change threshold.
The driver can also ignore the system's warnings signals and allow the height to change automatically. For example,
increasing the vehicle speed to more than 40 km/h (25 mph) when locked to access height will cause the control module to
automatically change the ride height to on-road mode.
Normal Height
This is the normal ride height for the vehicle.
Off-Road Mode
Off-road height can be selected from normal height by pressing up on the raise/lower switch (1) at any speed up to 70
km/h (43 mph). The message centre will display OFF-ROAD HEIGHT SELECTED.
The Off-road height is dependent upon vehicle speed. The Off-road height selected will be confirmed with an Off-Road (1)
or (2) icon in the Touch screen display when in the 4x4 info menu.
Off-Road 1 height is 35 mm (1.4 in) above normal height up to 80 km/h (50 mph).
Off-Road 2 height is 65 mm (2.6 in) above normal height up to 50 km/h (31 mph).
The suspension height can change automatically between these heights.
Off-Road 2 can be selected when at Off-Road 1 height by pressing up on the raise/lower switch when travelling less than 40
km/h (25 mph). To select normal height, press down on the raise/lower switch (2) or increase the speed above 80 km/h
(50 mph).
Access Height
Access height provides easier entry, exit and loading of the vehicle.
Access height can be selected at any vehicle speed. When access height is selected, the response of the air suspension
system will depend on the vehicle speed:
If the vehicle speed is more than 20 km/h (12.5 mph), the ISCM will wait for up to one minute for the vehicle speed
to be reduced. The access mode indicator and the lowering indicator will flash while the ISCM waits for the vehicle
speed to be reduced; the Normal height indicator will remain illuminated. If the vehicle speed is not reduced
sufficiently, the access height request will be cancelled after 1 minute.
If the vehicle speed is less than 20 km/h (12.5 mph), the ISCM will lower the suspension to a part lowered height
and will remain at this height for up to one minute. The Normal height indicator will extinguish as the ISCM lowers
the suspension to the part lowered height. The access height indicator and the lowering indicator will illuminate.
When part lowered is reached, the lowering indicator will flash. If the vehicle speed is not reduced to less than 8
km/h (5 mph) in the one minute period, the access height request will be cancelled.
If the vehicle speed is less than 8 km/h (5 mph), the suspension will be lowered to access height immediately. The
access height indicator and the lowering indicator will illuminate. When the access height is reached, the lowering
indicator will be extinguished.
Access height may be selected up to 60 seconds after the ignition is turned off, provided that the driver's door has not been
opened within this time.
The suspension will automatically rise from access height when the vehicle speed exceeds 10 km/h (6.2 mph). If access
height was selected directly from off-road mode then the system will return to off-road mode when the vehicle speed
exceeds 10 km/h (6.2 mph). Otherwise the system will lift the suspension to Normal height.
Selecting Access Height Directly from Off-Road Mode
When the suspension is in off-road mode, pressing the 'Access' height change switch once, or pressing the lowering switch
twice before the lowering indicator is extinguished, the control module will lower the suspension to access height. The
control module will remember to return the suspension to off-road mode automatically if the vehicle speed increases above
10 km/h (6.2 mph).
Locked at Access Height
Locking the suspension at Access height allows the vehicle to be driven at low speeds with the suspension locked at the
access height. This allows the vehicle to be driven in low car parks etc. with increased roof clearance.
When the vehicle is at Access height and travelling less than 35 km/h (22 mph), press down on the raise/lower switch (2)
for longer than 1 second. The system lock indicator (5) will illuminate and SUSPENSION LOCKED AT ACCESS HEIGHT will be
displayed in the message centre.
To cancel this mode, press up on the raise/lower switch (1) for longer than 1 second or increase the speed to 40 km/h (24
mph).
Automatic Height Change Warnings
When the suspension is locked at access height, the ISCM will change the suspension height automatically when the vehicle
speed exceeds 40 km/h (24 mph). The control module issues a warning to advise the driver that the vehicle is approaching
the speed threshold when the speed reaches 35 km/h (22 mph). The IC sounder will emit a chime, a message will be
displayed in the message centre and the Normal height indicator and the raising indicator will flash.
The warning is removed when the vehicle speed is reduced.
SPECIAL MODES
Door Open Functionality
If one or more of the vehicle doors are opened during a height change when the vehicle is stationary, the ISCM will restrict
further height change.
The indicator on the air suspension display for the target height will remain illuminated and the raising or lowering indicator
will flash.
If all of the doors are closed within 90 seconds, the height change will resume. If the 90 second period is exceeded, the
message 'CONFIRM REQUIRED SUSPENSION HEIGHT' will be displayed in the instrument cluster.
Extended Modes
Raise Inhibit
Raise inhibit is a reactive mode invoked when the following conditions are satisfied, vehicle speed below 10 km/h (6 mph)
and vehicle raising very slowly. Raise inhibit is normally invoked when vehicle is lifting against an obstacle, it can also be
used when the vehicle is winching or is tethered down.
Jacking
Jacking is a reactive mode invoked when the following conditions are satisfied, vehicle stationary, system attempts to level
the vehicle down and rate of vehicle lowering is below a predefined threshold for a predefined time. Jacking mode is
normally invoked under the following conditions, vehicle jacking or vehicle grounded and stationary
Lower Inhibit
Lower inhibit is a reactive mode invoked when the when rate of vehicle lowering is below a predefined threshold for a
predefined time during a downward height change. Lower inhibit is normally invoked when the vehicle is lowered onto an
obstacle.
Belly-Out
Belly-Out is a pro-active mode invoked when the following conditions are satisfied, vehicle moving and speed is below 20
km/h (12.5 mph). Traction activity is induced on axle pairs for fixed period of time and wheel heights above a
predetermined threshold on coinciding axle pairs for the same fixed period of time. Belly-Out is normally invoked under the
following condition, vehicle is attempting to move and with low levels of traction and supported by an obstacle.
If the vehicle body is raised, for example by a jack, or grounded in severe off-road conditions, the system may
automatically enter Extended Mode. Indicators in the raise/lower switch will flash and the message centre will display
SUSPENSION IN EXTENDED MODE.
The suspension can rise automatically to assist in clearing the obstacle. Once extended mode height has been achieved, the
driver may request additional lifting if required. This is achieved by pressing up and holding the raise/lower switch for
longer than 3 seconds while pressing the brake pedal.
Extended mode is cancelled by pressing down on the raise/lower switch (2) or when the vehicle speed confirms that the
body is no longer lifted or grounded.
Extended mode cannot be selected manually.
Transportation Mode
When transportation mode is active, the air suspension switches are disabled. Periodic re-levelling is also disabled.
When the engine is started, the ISCM will cause the vehicle to rise allowing sufficient ground clearance for the vehicle to be
loaded. While the height is changing, all the indicators in the air suspension control switch will flash and a chime will be
emitted by the instrument cluster. When the sufficient height reached, all the indicators will illuminate continuously and the
chime will stop.
When the engine is switched off, the ISCM will cause the vehicle to lower allowing the vehicle to be strapped down. While
the height is changing, all the indicators in the air suspension control switch will flash. When the low height is reached, all
the indicators will illuminate continuously.
Calibration Mode
This mode is used when the ISCM has been replaced or a height sensor or suspension component has been dismantled or
replaced.
The following conditions apply when the vehicle is in calibration mode:
The ride height is set to tight tolerance

Fault reaction to VIN (vehicle identification number) mis-match with the Car Configuration File (CCF) is disabled
The raise, lower, access and hold switches are disabled
Message "Air suspension not in customer mode" is displayed in the instrument cluster.
Remote Operation
The buttons on the Smart Key may be used to operate the air suspension system, allowing the vehicle to be raised or
lowered remotely. This may be useful in attaching a trailer or loading the vehicle.
To change the suspension height using the Smart Key, the vehicle must be stationary, all the doors closed and the hazard
warning lamps switched on.
To raise the vehicle suspension, press buttons 1 and 2 simultaneously.
To lower the vehicle suspension, press buttons 1 and 3 simultaneously.
LEAK DETECTION
Leak detection can be carried out using a Land Rover approved leak detection spray.
If the vehicle appears to be leaking, perform a leak check on all aspects of the system, for example, air spring hose fittings
and the associated connections on the valve blocks, air springs and reservoir. Failure to correctly diagnose leakage will
result in unnecessary exchange of serviceable components and recurrence of the original problem.
OPERATION
Under normal operating conditions, the ISCM keeps the vehicle level at the 'current' ride height. The incoming height signals
from the sensors are passed through filters to remove irregular signals produced by road noise or other irregularities. When
the vehicle is stationary or a height change is in progress, the signals are passed through a 'fast' filter, which tracks the
true rate of change of height. When the vehicle is moving, the signals are passed through a 'slow' filter. The 'slow' filtered
signals remove almost all road noise from the signals and output a true long term average for each corner height. The
'slow' filtered signals cannot be used to respond quickly during height changes.
The ISCM monitors each corner height signal using the fast filtered signals if the vehicle is stationary or the slow filtered
signals if the vehicle is moving. If the height remains in a 'dead band' which is ±9 mm from the target height, the control
module does not implement any height adjustment changes. When the control module detects that a corner has moved
outside of the 'dead band', the control module operates the compressor and/or the valves to raise or lower the
corresponding corner(s) back into the target height.
System Inhibits
A number of conditions exist where a change in ride height is undesirable. To counter this, the ISCM is programmed with a
number of system inhibits. If any of the conditions detailed below exist, the ISCM will suspend height changes and height
corrections.
Air Supply Unit
System Pressure
The compressor will not start if the system pressure is greater than 4 bar.
Compressor Temperature
A temperature sensor is located within the compressor to prevent overheating. If the temperature of the compressor
cylinder head rises above pre-set limits, the ISCM will inhibit the compressor operation.
Cornering
If the ISCM registers a cornering force greater than 0.2g it will inhibit all height changes and corrections. The system will
remain inhibited until the cornering force falls to less than 0.15g. The ISCM receives a message from RCM (Restraints
Control Module) - incorporating the yaw rate lateral acceleration sensor - on the high speed CAN (Controller Area Network)
Chassis bus for the cornering force.
Rapid Acceleration
If the ISCM registers a rapid acceleration greater than 0.2g it will inhibit all height changes and corrections. The system will
remain inhibited until the rapid acceleration falls to less than 0.15g. Acceleration is calculated by the ISCM from a vehicle
speed signal received via the high speed CAN Chassis bus.
Rapid Deceleration
If the ISCM registers a rapid deceleration smaller than - 0.2g it will inhibit all height changes and corrections. The system
will remain inhibited until the rapid deceleration rises above - 0.15g. Deceleration is calculated by the control module from
a vehicle speed signal received via the high speed CAN Chassis bus.
Door Open
The ISCM will stop all height change requests while any of the doors are open. Vehicle levelling continues with a door open
by keeping the vehicle at the height when the door was opened if the vehicle load changes. Door open status is ignored
when the vehicle speed is above 8 km/h (5 mph).
DIAGNOSTICS
The ISCM can store fault codes which can be retrieved using a Land Rover approved diagnostic system. The diagnostics
information is obtained via the diagnostic socket which is located below the instrument panel, above the driver's foot
pedals.
The diagnostic socket allows the exchange of information between the various control modules on the bus systems and the
Land Rover approved diagnostic system. This allows the fast retrieval of diagnostic information and programming of certain
functions using the Land Rover approved diagnostic system.
Fault Messages
The air suspension has two methods which it can use to inform the driver of a fault in the air suspension system; the air
suspension control switch indicators and the instrument cluster message centre.
If the ISCM suffers a major failure and there is no air suspension control, all the control switch indicators will remain unlit.
If a fault occurs and the control module can determine the ride height and the vehicle is not above on-road height, the
driver will be notified via a message in the message centre. If the control module cannot determine the height of the
vehicle, or the vehicle is above Normal height and cannot be lowered, a message is displayed and accompanied with a
maximum speed message.
If a fault is detected within the DSC (Dynamic Stability Control) the message 'SUSPENSION LOWERED FOR SAFETY' and a
chime will be emitted. This is not a fault with the air suspension system. The fault should be investigated and rectified as
soon as possible.
CONTROL DIAGRAM - AIR SUSPENSION
NOTE: A = Hardwired, O = LIN (Local Interconnect Network) bus, AM = High speed CAN (Controller Area Network)
Chassis bus, AN = High speed CAN Powretrain bus.


1 - Battery
4 - Rear Junction Box (RJB)
5 - Suspension air supply unit motor connection
6 - Suspension air supply exhaust pilot valve connection
7 - Height sensor front left
8 - Height sensor front right
9 - Height sensor rear right
10 - Height sensor rear left
11 - Valve block - rear
12 - High speed CAN Chassis connection to other systems
14 - Valve block - front
15 - Integrated Suspension Control Module (ISCM)
16 - Air suspension control switch
18 - Gateway module (GWM)
Published: 09-Jan-2013
Vehicle Dynamic Suspension - Vehicle Dynamic Suspension
For additional information on the operation of the air suspension system, refer to the relevant section of the workshop
manual.
REFER to: Vehicle Dynamic Suspension (204-05 Vehicle Dynamic Suspension, Description and Operation).
1. Verify the customer concern
2. Visually inspect for obvious signs of mechanical or electrical damage

Visual Inspection
Mechanical Electrical
Air leakage Battery
Air springs Fuse(s)
Reservoir Wiring harness physical damage or water ingress
Suspension air supply unit Loose or corroded electrical connectors
Suspension air supply unit air filter Air suspension control switch
Pipework and unions CAN circuits
Sensor installation Sensors
Valve block(s) Valve block(s)
Integrated suspension control module
3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding
to the next step
4. Use the approved diagnostic system or a scan tool to retrieve any diagnostic trouble codes (DTCs) before moving
onto the symptom chart or DTC index
Make sure that all DTCs are cleared following rectification
Symptom Chart
Possible Possible
Symptom Message Causes Action
System detects extended mode - Crossed Check air harness, valves and air
unnecessarily when lowering gallery springs for blockages and/or leaks
and air Check operation of height sensors
spring Where possible, refer to the guided
pipes diagnostic routine on the approved
Incorrect diagnostic system REFER to: (204-05
valve Vehicle Dynamic Suspension)
block Air Suspension System
installed Depressurize and Pressurize
to front (General Procedures),
or rear Ride Height Adjustments
Damage (General Procedures).
or
blockage
in air
harness
Faulty
height
sensor
Vehicle leans/tilts after being left over- - Leaking Check air harness, valves and air
night or for some days air springs for blockages and/or leaks
spring(s) Check operation of height sensors
Leak Where possible, refer to the guided
from diagnostic routine on the approved
corner diagnostic system REFER to: (204-05
valve to Vehicle Dynamic Suspension)
gallery Air Suspension System
Exhaust Depressurize and Pressurize
valve (General Procedures),
stuck Ride Height Adjustments
open (General Procedures).
After vehicle left over-night or for some Suspension Leaking Check air harness, valves and air
days system regularly indicates vehicle air springs for blockages and/or leaks
"Suspension vehicle raising slowly" when raising spring(s) Check operation of height sensors
first driving off slowly Leaking Where possible, refer to the guided
reservoir diagnostic routine on the approved
diagnostic system REFER to: (204-05
Vehicle Dynamic Suspension)
Air Suspension System
Depressurize and Pressurize
(General Procedures),
Ride Height Adjustments
(General Procedures).
Changes between different ride-heights - Faulty Check air harness, valves and air
are not smooth height springs for blockages and/or leaks
sensor Check operation of height sensors
Where possible, refer to the guided
diagnostic routine on the approved
diagnostic system REFER to: (204-05
Vehicle Dynamic Suspension)
Air Suspension System
Depressurize and Pressurize
(General Procedures),
Ride Height Adjustments
(General Procedures).
DTC Index
Diagnostic Trouble Code Index: Integrated Suspension Control Module (100-00 General Information, Description and
Operation).
Vehicle Dynamic Suspension - Air Suspension System Depressurize and
Pressurize
General Procedures
Depressurize
WARNINGS:
A small amount of air pressure will be left in the air suspension system.
Eye protection must be worn.
Make sure the tailgate, hood and all doors are closed.
CAUTION: Make sure the vehicle is in a clear working area.
1. WARNING: The air suspension is pressurised. Make sure dirt or

grease does not enter the system. Always wear hand, eye and ear
safety standard protection when working on the system.
Using the approved diagnostic system, depressurize the air

suspension.
Follow the on screen prompts to depressurize only the
components affected by the repair being undertaken.
Pressurize
1. Using the approved diagnostic system, pressurize the air
suspension.
Follow the on screen prompts to pressurize the suspension
system.
Start and run the engine.
Vehicle Dynamic Suspension - Ride Height Adjustments
General Procedures
Special Tool(s)
Gauge, Ride height
204-557B
CAUTIONS:
Make sure the wheels and tires, tie rod ends, suspension joints and wheel bearings are free from damage, wear and
free play.
Make sure there are no heavy objects in the vehicle.
The ride height must be measured with the vehicle weight supported by the suspension.
With the engine running and all vehicle doors closed, make sure the air suspension is functioning and the vehicle
height can be raised and lowered using the air suspension switch.
Drive the vehicle on to a flat, level surface.
Make sure the steering wheel is in the straight ahead position.
NOTE: This procedure must be carried out after replacement of the air suspension control module, removal or
replacement of a height sensor, removal or replacement of the front or rear suspension arms, replacement of body panels
incorporating suspension fixing points.
1. CAUTION: Make sure the vehicle is not moved once it has been
positioned to take measurements.
Position the vehicle on a flat level surface.
2. Connect the diagnostic tool to the vehicle data link connector (DLC).
Connect the vehicle data link cable into the vehicle
communications module.
Connect the diagnostic tool USB Lead into the vehicle
communications module.
Connect the data link cable to the data link connector.
Connect the diagnostic tool USB lead to the diagnostic tool USB
port.
3. CAUTION: Make sure the ignition switch is turned off, the park
brake is on and the selector lever is in park.
NOTE: IDS already loaded with the latest issue of software.
Switch IDS on and navigate to the vehicle identification number (VIN)

input screen.
4. Enter the vehicle identification number (VIN) and navigate to the

vehicle configuration menu.
Select setup and configuration.
Select air suspension height calibration and read all warnings
and cautions.
Follow the on-screen prompts.
5. CAUTION: The diagnostic tool will cause the vehicle

height to change during some parts of the calibration
process.
NOTES:
Do not install the special tool over a locking wheel

nut.
Make sure the special tool is square to the wheel

face with the measuring rod in a vertical position.
Take the measurement from the top edge of the

slider on the special tool.
Make sure the fender splash shields are correctly

fitted.
Once in the suspension height measurement screen, use

the special tool to measure and record the height setting
from each wheel center to the wheel arch.
Follow the on-screen prompts.
6. After successful calibration of the air suspension switch off the

diagnostic tool and return to its original position.
Published: 15-Mar-2013
Vehicle Dynamic Suspension - Air Line Connector
General Procedures
Activation
CAUTIONS:
Make sure that the component is clean and free from foreign material and lubricant.
Make sure the correct size and type of air line connector is installed.
Do not reuse the air line connector. Always install a new air line connector every time it is released.
1. CAUTION: Using a suitable tool, remove the collet as

illustrated. Attempting to slide the collet from the air line
will result in damage.
Make sure not to damage the airline.
2.
3. Install and fully tighten the new air line connector

to the correct component's torque.
Refer to: Specifications (204-05 Vehicle Dynamic
Suspension, Specifications).
4.
CAUTION: Make sure that the component is clean and free from foreign material.
5.
Vehicle Dynamic Suspension - Air Suspension Manual Tight Tolerance Setting
Mode
General Procedures
Activation
NOTES:
If this procedure has been successful the instrument cluster will emit two soft chimes 1 second after the drivers door
is closed. The instrument cluster will then emit two soft chimes each time the drivers door is closed to confirm that air
suspension manual tight tolerance setting mode is still active.
Apply 3 light applications to the brake pedal during this procedure. Make sure that the pedal is returned to the fully off
position before the next application.
1. Make sure the transmission is in the P position.
2. Run the engine.
3. Set the suspension to the normal height.
4. Open the drivers door.
5. Press the brake pedal 3 times (making sure that the pedal is fully
returned to the rest position before applying the next application).
6. Close the drivers door within 10 seconds of the first brake pedal
application.
Deactivation
1. Turn the engine off or drive the vehicle over 5 mph (8 Km/h).
Vehicle Dynamic Suspension - Air Suspension - Manual Control Procedure
General Procedures
Activation
WARNING: Eye protection must be worn.
CAUTIONS:
Make sure the vehicle is in a clear working area.
Make sure that this procedure is followed prior to the vehicle being lowered on to the wheels.
NOTE: This procedure is required to maintain correct air suspension performance.
1. Using the approved diagnostic tool, navigate to the air suspension test
- Ride Level Control Module Diagnostic Interface:
NOTE: Using the relevant on screen sliders/buttons, follow the process below:
2. Open the exhaust valve.
3. Open the relevant corner valve.
4. Turn the air compressor ON.
5. Close the exhaust valve.
6. Monitor the pressure on the diagnostic tool until 300 Kpa is reached.
7. Turn the air compressor OFF.
8. Close the corner valve.
9. The vehicle can now be lowered on the wheels.

Vehicle Dynamic Suspension - Air Suspension Compressor
Removal
WARNING: A small amount of air maybe released when removing the air line connector.
CAUTIONS:
Make sure that the component is clean and free from foreign material.
Make sure that all openings are sealed.
1. Disconnect the battery ground cable
Refer to: Specifications (414-01, Specifications).
2.
3.
4.
5.
6.
7.
8.
9. NOTE: Discard the air line connector.
Refer to: Air Line Connector (204-05 Vehicle Dynamic Suspension,

Torque: 4.5 Nm
10.
11.
Installation
1. CAUTION: Make sure the component is correctly

located on its mounting bracket. Lift the component by 10
mm before lowering into position.
2. Refer to: Air Line Connector (204-05 Vehicle Dynamic Suspension,

Torque: 4.5 Nm
Vehicle Dynamic Suspension - Air Suspension Compressor
Removal
1. WARNING: A small amount of air pressure will be left in the air

suspension system.
CAUTIONS:
Make sure that the area around the component is clean and free
of foreign material.
2. Disconnect the battery ground cable.
Refer to: Specifications (414-00 Battery and Charging System -

General Information, Specifications).
3.
4. Refer to: Air Line Connector (204-05 Vehicle Dynamic

Torque: 4.5 Nm
5. Torque:
Nut 25 Nm
Bolt 10 Nm
Installation
1. CAUTION: Make sure that the component is correctly

located on its mounting bracket. Lift the component by
10mm before lowering into position.

Torque: 4.5 Nm
Vehicle Dynamic Suspension - Air Suspension Control Module
Removal
CAUTIONS:
Extreme cleanliness must be exercised when handling this component.
It is imperative that no damage is caused to the electrical connectors or the module.
Do not touch the electrical connectors.
If accidentally dropped or knocked install a new module.
2.
3.
Installation

2. Configure the air suspension control module using the diagnostic tool.
Vehicle Dynamic Suspension - Air Suspension Front Solenoid Valve Block
Removal
CAUTIONS:

correct compressor/dryer performance.
Depressurize the front air springs.

3. For left hand drive vehicles remove the engine bay junction box.
Refer to: Engine Junction Box (EJB) - TDV6 3.0L Diesel (418-00,
Refer to: Engine Junction Box (EJB) - TDV8 4.4L Diesel (418-00,
Refer to: Engine Junction Box (EJB) - V8 5.0L Petrol (418-00, Removal
and Installation).
Refer to: Engine Junction Box (EJB) - V8 S/C 5.0L Petrol (418-00,
4.
5. NOTES:
Note the orientation of the colour coded air lines

prior to removal.
Discard the air line connectors.

6.
Installation

Torque: 3.5 Nm
Vehicle Dynamic Suspension - Air Suspension Rear Solenoid Valve Block
Removal
CAUTIONS:

Using SDD depressurize the rear air springs and the air reservoir.

3.
4.
5. NOTES:
Note the orientation of the colour coded air lines

prior to removal
Discard the air line connectors.

6.
Installation

Torque:
6 mm airline 3.5 Nm
8 mm airline 4.5 Nm
Vehicle Dynamic Suspension - Air Suspension Reservoir TDV6 3.0L Diesel /V6
S/C 3.0L Petrol /V8 S/C 5.0L Petrol
Removal
WARNING: A small amount of air pressure will be left in the air suspension system.
NOTES:


3.
4.
5. Torque: 25 Nm
Installation


Vehicle Dynamic Suspension - Front Air Spring
Removal
1. Refer to: Shock Absorber and Spring Assembly (204-01, Removal and
Installation).
Installation
1. Refer to: Shock Absorber and Spring Assembly (204-01, Removal and
Installation).
Vehicle Dynamic Suspension - Front Suspension Height Sensor
Removal

Refer to: Specifications (414-01 Battery, Mounting and Cables,

Specifications).
3. CAUTION: Do not use excessive force to disconnect

the height sensor link.
Torque: 7 Nm
4. Torque: 4 Nm
Installation

2. CAUTION: Calibration of the air suspension system must be
carried out if the suspension height sensor is loosened, removed or
replaced.
Using the Land Rover approved diagnostic system, calibrate the


Vehicle Dynamic Suspension - Rear Air Spring
Removal
CAUTIONS:


spring.


and Installation).
3. Refer to: Rear Fender Splash Shield (501-08 Exterior Trim and
Ornamentation, Removal and Installation).
4. NOTE: Discard the air line connector.
5.
6.
7.
Installation
1.
2.
3.
4.
5. CAUTION: Do not reuse the air line connector.
Always install a new air line connector every time it is
released.

Torque: 3.5 Nm
6. Refer to: Rear Fender Splash Shield (501-08 Exterior Trim and

the air spring.
Refer to: Air Suspension - Manual Control Procedure (204-05, General

Procedures).
and Installation).


spring.

Vehicle Dynamic Suspension - Rear Suspension Height Sensor
Removal

Specifications).

3.
4. CAUTION: Do not use excessive force to disconnect

the height sensor link.
Torque: 10 Nm
Installation
2. CAUTION: Calibration of the air suspension system must be

carried out if the suspension height sensor is loosened, removed or
replaced.
Using the Land Rover approved diagnostic system, calibrate the


Vehicle Dynamic Suspension - Air Suspension Reservoir SDV6 3.0L Diesel -
Hybrid Electric Vehicle
Removal
WARNING: A small amount of air pressure will be left in the air suspension system.


3. Refer to: Rear Rocker Panel Moulding (501-08 Exterior Trim and
4.
5. Torque: 10 Nm
6. Torque: 10 Nm
7. Torque: 10 Nm
8.
9.
10. Torque: 25 Nm
Installation


Vehicle Dynamic Suspension - Front Suspension Vertical Accelerometer
Removal
NOTES:
Some components shown removed for clarity.
and Installation).
3.
4.
5.
6.
7. Torque: 10 Nm
Installation

Ride and Handling Optimization -
Lubricants, Fluids, Sealers and Adhesives
Specifications
Dynamic Response Fluid Texaco Cold Climate Fluid 33270
Capacities
Liters
Capacity 2.7 Litres (4.75 pints) (2.85 US quarts)
General Specification

System pressure Variable between 3-180 bar dependant on lateral acceleration
Item Nm lb-ft lb-in
Dynamic Response actuator bleed screw 15 11 -
M10 48 35 -
M8 25 18 -
Dynamic Response Hydraulic Pump Pressure High Hose 10 7 -
* Front actuator pipes to valve block nuts 22 16 -
* Rear actuator pipes to valve block nuts 22 16 -
Valve block mounting bolts 9 -
Valve block mounting stud 16 12 -
Dynamic Response fluid pipe securing bracket nuts/bolts 10 7 -
Fluid lines to actuator banjo bolts 22 16 -
* Stabilizer bar link nut 185 136 -
Front stabilizer bar to body clamp bolts 110 81 -
Rear stabilizer bar to body clamp bolt 110 81 -
Dynamic Response module 10 75 -
Upper Accelerometer 7 -
Lower Accelerometer 7 -
Ride and Handling Optimization - Ride and Handling Optimization
COMPONENT LOCATION

1 - Hydraulic pipes forward of dynamic response valve block
2 - Dynamic Response Control Module (DRM)
3 - Steering Angle Sensor Module (SASM)
4 - Accelerometer - upper
5 - Stabilizer bar and dynamic response actuator - rear
6 - Hydraulic pipes reward of dynamic response valve block
7 - Accelerometer - lower
8 - Dynamic response valve block
9 - Dynamic response hydraulic pump
10 - Stabilizer bar and dynamic response actuator - front
11 - Dynamic response fluid reservoir
OVERVIEW
In operation the two-channel Dynamic Response System maintains the attitude of the vehicle body when cornering. The
system is both electrically and hydraulically operated and controlled by the DRM (Dynamic Response Control Module)
located on the driver's side 'A' post, behind the instrument panel.
The Dynamic Response System uses a two-channel operation to independently control the front and rear axles. This system
transforms vehicle handling and occupant comfort by dramatically reducing the amount of body lean during cornering.
The latest two channel technology has allowed the system to be tuned to deliver increased low-speed agility, along with
enhanced control and stability at speed.
A new comfort mode feature improves ride comfort by detecting and eliminating the body rock induced by uneven road
surfaces. If the system detects off-road conditions, the control module isolates the stabilizer bar and reduces the level of
roll compensation, to allow greater wheel articulation therefore increasing the contact with the terrain.
The system has two operating modes, such as Normal and Dynamic, which is controlled via the TR (Terrain Response)
switchpack. The Dynamic mode gives reduced roll, and a more agile response during cornering.
To improve comfort, the system’s level of roll-assistance is also reduced as a function of road roughness and vehicle speed.
The following illustrations demonstrate the difference in body angle between a vehicle fitted with conventional ‘passive’
stabilizer bars and a vehicle fitted with the Dynamic Response System.
Conventional 'Passive' Stabilizer Bar

A - Direction of travel - Right hand bend
B - Body roll
C - Axle roll
D - Tire squash
E - Dampers
F - Body roll angle
G - Drive line roll angle
H - Direction of stabilizer bar twist
Dynamic Response System


A - Direction of travel - Right hand bend
B - Body roll
C - Axle roll
D - Tire squash
E - Stabilizer bar
F - Direction of stabilizer bar twist
G - Dampers
H - Drive line roll angle
I - Reduced body roll with Dynamic Response System
With the same cornering forces applied a 'passive' system will have a greater roll-angle than a vehicle fitted with a Dynamic
Response System. The Dynamic Response System allows minimal roll up to 0.4g then progressive roll there after.
The Dynamic Response System is also able to modify the handling balance of the vehicle, that is the understeer/oversteer
characteristics, by applying a different pressure to both the front and rear stabilizer bar actuators. This provides a more
agile vehicle at lower speeds, while providing a more composed feel at high speed.
The system also acts to reduce roll accelerations due to uneven road surfaces. The Dynamic Response System can detect
when the vehicle is being driven off-road and if the vehicle is travelling at 25 mph (40 km/h) or less. In these
circumstances the DRM will reduce the roll compensation. In circumstances when driving on side-slopes of more than 11
degrees the Dynamic Response System will switch to a 'locked bars' condition at slow speed. The 'locked bars' condition will
allow the stabilizer bars to operate in a similar manner as conventional 'passive' stabilizer bars.
CAUTION: The Dynamic Response hydraulic system is extremely sensitive to the ingress of dirt and debris. The
smallest amount can cause the system to become unserviceable. It is imperative that the following precautions are
observed:
Dynamic Response components are thoroughly cleaned externally before work commences
All opened pipe and component ports are capped immediately
All fluid is stored in clean containers.
DESCRIPTION
Fluid Reservoir and Filter
The fluid reservoir and system filter is located in the front left hand side of the engine compartment. The reservoir is
attached to the suspension tower.
The reservoir is a molded plastic container with a breathable cap.
Dynamic response fluid reservoir


1 - Filler cap
2 - Rubber mounts
3 - Feed connection to hydraulic pump
4 - Return connection from valve block
5 - MAX and MIN level markings
Two connections on the bottom of the reservoir provide for connection of the feed pipe to the pump and the return pipe
from the valve block.
The reservoir contains the main filter for the system which acts on the fluid returning from the valve block; a coarse nylon-
mesh filter removes particulate matter from the fluid before it is drawn into the pump. The filter, and if required the
reservoir, must be changed at the intervals defined on the vehicle service schedule and if a system hydraulic component is
replaced.
Upper and lower fluid level marks are molded onto the reservoir body.
Dynamic Response Hydraulic Pump
The Dynamic Response Hydraulic Pump is located on the left hand side of the engine. The pump is attached to a mounting
bracket above the air conditioning compressor. The pump is driven by the auxiliary drive belt from the crankshaft.
The engine driven hydraulic pump supplies a constant hydraulic flow to the valve block.
Dynamic response hydraulic pump

Dynamic Response Hydraulic Pump Internals

1 - Inlet port
2 - Outlet port
3 - Silencer volume
4 - Shaft
5 - Shaft seal
6 - Pulley
7 - Discharge valve
8 - Piston spring
9 - Piston
10 - Cylinder housing
11 - Cam ring
12 - Counter balance
The hydraulic pump is driven at approximately 1.7 times crankshaft speed by the auxiliary drive belt. The pump is a radial
piston type which can deliver an almost constant flow rate of fluid across the engine speed-range.
It has eight pistons located in bores in a cylinder block. A balanced central shaft which has an eccentric cam operates the
pistons as the shaft rotates, the shaft driven by a balanced pulley.
The cam acts against each piston in turn, and pushes it outward, moving the fluid above the piston. The pressure created
by the fluid flow from the bore opens a spring loaded discharge valve. When the valve opens, the pressurized fluid flows,
via the silencer volume area of the pump housing, to the outlet port. The silencer volume assists with damping out
operating noise from the pump. When the piston reaches its full stroke, the flow reduces and the discharge valve closes
under spring pressure.
As the cam moves away from the piston, a spring pushes the piston down the bore, creating a vacuum above the piston. As
the piston moves down the bore, ports in the piston are exposed and connect with the fluid inlet port. The vacuum draws
fluid into the piston filling the piston and the chamber above it. As the piston is again pushed upwards, the ports in the
piston are closed off by the bore and the pressurized fluid opens the discharge valve and flows to the outlet port.
The above sequence is applied to each of the eight pistons for every revolution of the shaft and cam. When the engine is
running the sequence occurs rapidly creating a constant flow of fluid. The fluid flow varies with engine speed and the
rotational speed of the shaft up to its maximum value at 1000rpm. The pressure applied to the actuators, created by the
flow from the pump, is controlled by the valves in the valve block.
The pump has a displacement of 6cm3/rev and an operational pressure of 180 bar (2610 lbf/in2). The pump output flow
ranges from 6.5 l/min (1.7 US Gallons/min) at idle to 10 l/min (2.64 US Gallons/min) at 1000 rev/min and above.
Dynamic Response Valve Block
The valve block is located below the left hand sill of the body and is secured via a bracket with four bolts to the body.
Three rubber bushes isolate the valve block from the bracket to prevent hydraulic noise from transmitting through the body.

1 - Pressure control valve
2 - Proportional directional control valve
3 - Safety control valve
4 - Pressure sensor
5 - Hydraulic ports
6 - Isolator mounts
The valve block controls hydraulic pressure to each actuator through two solenoid-operated proportional directional control
valves. A solenoid-operated pressure control valve regulates the required pressure in the system. All three solenoid valves
are controlled by signals received from the DRM. Five pressure transducers monitor the pressure generated by the PCV
(Pressure Control Valve) and the pressure in the individual actuator lines.
The valve block also contains a Safety Control Valve which is closed when the vehicle is stationary and open when the
vehicle is moving.
The valve and solenoids within the valve block are not serviceable parts.
The Pressure Sensors screw into the valve block and are sealed by a cone seat. The Pressure Sensor measures the
hydraulic pressure and returns a signal to the DRM.
The valve block also contains a Pressure Relief Valve which protects the system in the event of a stuck PCV or PCV power
supply short to battery Voltage.
Six ports are located on the underside of the valve block. Each port is fitted with a seal pack which contains two 'o' rings
and backing rings. The pipes locate and seal in the seal packs and are secured to the valve block with a keeper plate,
collets, studs and nuts. These seal packs are serviceable.
Stabilizer Bars and Dynamic Response Actuators
Two stabilizer bars with integral hydraulic actuators are used for the Dynamic Response System. The actuators apply a
hydraulically generated force or rotational torque to the stabilizer bar to oppose lateral forces caused by the vehicle
cornering.
Dynamic Response Front Actuator


1 - Cast lever arms
2 - Dynamic response actuator
3 - Torsion bar
4 - Stabilizer link
5 - Bleed screws
6 - Bush
7 - Bracket
Dynamic Response Rear Actuator


1 - Cast lever arms
2 - Dynamic response actuator
3 - Torsion bar
4 - Stabilizer link
5 - Bleed screws
6 - Bush
7 - Bracket
Dynamic Response Actuator

1 - Stabilizer bar
2 - Air bleed-port screws
3 - Piston
4 - Ball screw
The front and rear actuator assemblies are similar in their construction. The actuators are not interchangeable parts with
L405.
Each actuator has a piston which is attached to the inner part of a rota-linear ball screw, which is splined to one half of the
stabilizer bar. The outer part of the ball-screw is welded into a housing which is attached to the other half of the stabilizer
bar. As pressure is applied to one side of the piston or the other, the ball screw converts the linear force applied to the
piston into a rotational torque between the two halves of the stabilizer bar.
Two hydraulic connections provide for the attachment of the hydraulic pipes from the valve block. The connections provide
hydraulic flow to each side of the actuator piston.
Each stabilizer bar is made from a cast steel arm attached to a 40mm (1.57in) diameter steel tube.
The actuator assembly and the stabilizer bars are not serviceable items. Only the stabilizer bar attachment bushes, brackets
and stabilizer links are serviceable components.
The front and rear stabilizer links are not handed and common to those used on passive cars. The front stabilizer bar and
actuator is attached the front subframe forward of the front wheels. Two serviceable, split rubber bushes are fitted to the
stabilizer bar and are located in clamp brackets. Each bracket is secured to the subframe with two bolts.
The rear stabilizer bar and actuator is attached to rear subframe, rearward of the rear wheels. Two rubber bushes are fitted
to each stabilizer bar and are located in clamp brackets. The front and rear bushes and brackets are not interchangeable.
On both the front and rear stabilizer bars, roll correction force is transmitted to the suspension arm via ball jointed
stabilizer bar links. The front links are attached to the front damper unit and the rear links are attached to the rear lower
arm.
System Pipes
Fluid is moved through the Dynamic Response System via a series of six pipes and hoses. The pipes are mounted on
brackets at strategic points to provide quiet operation of the system.
The pipes connecting the pump, reservoir and actuators are one-piece components. If the pipes require replacement during
service, the pipes are supplied as either a front and rear bundle. The flexible hose which supplies pressure from the pump
to the high pressure pipe is fitted with attenuators. The attenuators comprise of tuned lengths of PTFE pipe and restrictors
within the flexible hose. The attenuators damp pressure pulsations in the hydraulic fluid produced by the pump, reducing
noise and strain on components downstream. The attenuator is integral with the high pressure hose and cannot be serviced
separately.
A cooler is fitted in the primary circuit to maintain fluid temperature within an acceptable working range.
CAUTION: Under no circumstances during repairs should clamps be used on the high pressure hose or the front and
rear actuator feed pipes to prevent fluid loss. The use of clamps will damage the pipes and hoses leading to premature
failure.
Dynamic Response Control Module
The DRM is located on the driver's side 'A' post, below the instrument panel. The DRM is secured to a bracket with three
nuts. Three connectors are located on the lower face of the DRM and allow for the connection of the harness connectors.
The three connectors supply:
power
ground
signal and
sensor information,
to and from the DRM for control of the Dynamic Response System.
Accelerometers
Two accelerometers are used, an upper and a lower. Both accelerometers are identical in their construction. The lower
accelerometer is secured to the underside of the vehicle floor, on the left hand inner sill panel, below the front door. The
upper accelerometer is secured to a bracket on the body roof panel, in a central position at the top of the windscreen.
The lower accelerometer is the primary sensor used to measure lateral acceleration of the vehicle for roll control. The upper
accelerometer is used by the DRM for roll correction and fault detection in conjunction with the lower accelerometer.
Each accelerometer is a capacitive acceleration sensor and operates on a 5 volt supply from the DRM. The upper and lower
accelerometers can measure acceleration in the range of ±1.11 g and return an output to the DRM of between 0.5 and 4.5
volt. Failures of an accelerometer are recorded by the DRM and can be retrieved using Land Rover approved diagnostic
equipment.
OPERATION
The DRM receives a power supply from the main relay in the EJB (Engine Junction Box).
Vehicle lateral acceleration is sensed by two accelerometers. Signals from these together with the steering angle sensor and
vehicle speed are transmitted to the DRM.
An engine speed signal is transmitted to the DRM from the ECM (Engine Control Module) via the high-speed CAN (Controller
Area Network) Powertrain bus. The engine speed signal is used by the DRM to detect that the engine is running and
hydraulic pressure for the Dynamic Response System is available.
A road speed signal is transmitted to the Dynamic Response Control Module from the ABS (Anti-Lock Brake System control
module) on the high-speed CAN Powretrain. A steering-angle signal is transmitted on the high-speed CAN Chassis bus from
the SASM (Steering Angle Sensor Module) via the GWM (Gateway Module). The DRM uses the steering angle signal to
improve system response and uses steering angle and road speed signals to calculate lateral acceleration.
When reverse gear is selected and reverse wheel-rotation is transmitted on the high-speed CAN Powretrain bus, the
Dynamic Response System reverts to a 'locked bars' condition by closing the Safety Control Valve. This condition is
maintained until reverse gear is deselected and a forward wheel-rotation message is transmitted on the CAN bus.
The DRM receives an ignition on signal on the high-speed CAN Chassis bus. The ignition signal provides an input into the
DRM to inform the control module that the ignition is on. The control module initiates a 250 millisecond start time which is
used to prevent functions operating when the software routines are being initialized.
When the "ignition on" CAN signal is removed, the DRM senses that the ignition has been switched off. The control module
remains powered for a 60 second period to allow fault information and adaptive values to be stored in the memory.
The values and fault information are read by the control module when the ignition is next switched on. The module is
permanently powered by a direct feed from the fuse box and operation is controlled by a hardwired ignition signal. The
DRM is connected on the high speed CAN Powretrain and Chassis bus too. The diagnostic connector allows diagnostic
interrogation of the control module. The diagnostic connector allows for the connection of a Land Rover approved diagnostic
equipment to read any stored fault codes in the control module. The control module can also be updated with revised
software should a software update be required.
The DRM supplies a control current to the Pressure Control Valve and Proportional Direction Control Valves in the valve
block. The currents supplied are determined by a number of input signals, fpr example from the upper and lower
accelerometers, road speed, steering angle etc. The Proportional Directional Control Valves controls the hydraulic pressure
supplied to the actuators proportional to the current supplied by the control module, to a level determined by the
calibration in the control module.
The DRM supplies a current to the Safety Valve to hold it open during normal operation when the vehicle is moving.
The pressure transducer located in the valve block receives a 5 volt current from the control module. The transducer
measures the hydraulic pressures in the range of 0 to 200 bar (0 to 2900 lbf/in2) and returns a linear output voltage to the
control module dependent on the hydraulic pressure.
The DRM supplies a 5 volt current to each of the accelerometers. Each accelerometer is capable of measuring lateral
acceleration in the range of ± 1.11 g. An analogue input to the control module of between 0.5 and 4.5 volt relative to the
lateral acceleration sensed is returned by each accelerometer. The control module processes the two signals received,
together with the steering angle and vehicle speed signals, to produce a 'pure' lateral acceleration signal which is then used
as the main control signal for the Dynamic Response System.
When system faults are detected, the control module issues a message on the high speed CAN Powertrain bus which is
received by the instrument cluster. The instrument cluster then illuminates Dynamic Response warning indicator as follows:
Minor faults - warning indicator illuminated in an amber color with an applicable message in the message center.
Major faults - warning indicator illuminated in a flashing red color with an applicable message in the message center
and an audible warning.
The message will instruct the driver to stop the vehicle immediately or drive with caution. Two messages relating to
Dynamic Response are displayed in the instrument cluster message center:
- SUSPENSION FAULT, VEHICLE LEAN, WHEN CORNERING.
- SUSPENSION FAULT, STOP SAFELY, STOP ENGINE.
Failure Modes
In the event of a control module failure the system will 'fail-safe' to a 'locked bars' condition. Prolonged cornering forces
will allow a progressive increase in roll angle due to hydraulic leakage through the actuators and valve block. Failures of the
system are relayed to the driver by an audible warning chime and a message displayed in the instrument cluster message
center. Faults are recorded by the control module and can be retrieved using approved Land Rover diagnostic equipment.
When the ignition switch is switched on, the warning indicator is illuminated for two seconds to check functionality.
A Land Rover approved diagnostic system must also be used to perform a bleeding procedure after repair or maintenance
operations have been performed on the secondary circuit, and also to perform an hydraulic system response test to confirm
correct operation has been re-established. This is to ensure that the system is completely free from air. Trapped air in the
system can significantly reduce system performance and result in fault codes being set.
Failures where the vehicle can still be driven safely are indicated by the Dynamic Response warning indicator in the
instrument cluster illuminating continuously in an amber color. The amber indicator will remain illuminated until the ignition
is switched off. For all faults, the warning indicator will only illuminate again if the fault is still present. Additionally the
following message will be displayed: "SUSPENSION FAULT Vehicle Lean When Cornering".
Failures which require the driver to stop the vehicle immediately are indicated by the air suspension/Dynamic Response
warning indicator flashing in a red color and an audible warning. This will also be accompanied by an applicable message
displayed in the message center: "SUSPENSION FAULT Stop Safety and Quicqly Stop Engine".
All faults are recorded by the control module and can be retrieved using a Land Rover approved diagnostic system. The
diagnostic system provides a description of the fault, possible causes and corrective action to rectify the fault. The control
module can fail to one of two states; 'locked bars' or 'reduced operation'.
The 'locked bars' condition means that pump flow is directed through the valve block and returns to the reservoir. The
Safety Valve is close, trapping the fluid in the actuators. The fluid can flow from one actuator to the other via the valve
block. The stabilizer bars will perform similar to a conventional stabilizer bar, resisting roll but still allowing suspension
articulation.
The 'reduced operation' condition means that the system can still operate, but one of the input signals is not being received
and so the system performance is not optimum.
If the SASM develops a fault or is out of calibration, there is a possibility that the DRM will record a fault code. The IDS
(Integrated Diagnostic Software) should be used to check for fault codes and the adaptive data should be cleared by
resetting the fault codes in the control module after the SASM has been recalibrated.
HYDRAULICS


1 - Dynamic response hydraulic pump
2 - High-pressure attenuator
3 - Pressure control valve, pressure sensor
4 - Proportional Directional Control Valve – front
5 - Actuator feed pressure sensors
6 - Front actuator
7 - Rear actuator
8 - Safety valve
9 - Proportional Directional Control Valve – rear
10 - Valve block
11 - Pressure relief valve
12 - Pressure control valve
13 - Return filter
14 - Reservoir
15 - Suction filter
Vehicle Not Moving
When the engine is running and the vehicle is not moving, the Safety Valve is closed, locking fluid in each side of the
actuator piston. The hydraulic pump draws fluid from the reservoir and passes it at low pressure to the valve block.
Because the Safety Valve is closed, the fluid it is directed through the Pressure Control Valve to the reservoir.
The Pressure Control Valve is open fully to allow the full flow to pass to the reservoir without an increase in system
pressure. The Safety Valve will remain closed until the control module detects a requirement to operate.
Vehicle Moving and Turning Left
When the vehicle is turning left, the SASM detects steering angle and the accelerometers detect the cornering forces
applied. These signals are transmitted to the control module. The control module determines that an opposing force must
be applied to the stabilizer bars to counter the cornering forces. The control module supplies a current to the correct coil of
the front and rear Proportional Directional Control Valves. Simultaneously, a current is supplied from the control module to
the Pressure Control Valve which operates to restrict the flow of fluid returning to the reservoir.
The restriction causes the hydraulic pressure in the system to rise and the pressure is sensed by the pressure transducers
which send a signal to the control module. The control module determines from the inputs it receives what pressures are
required and adjusts the pressures accordingly.
The pressures in the system are applied to the piston of each actuator, applying a force to the stabilizer bar and minimizing
the cornering effect on the vehicle and maintaining the vehicle attitude. The fluid displaced from the other side of the piston
is returned to the reservoir via the valve block.
As the cornering force is removed when the vehicle straightens up, the control module modulates the Proportional
Directional Control Valves and opens the Pressure Control Valve to reduce the pressure in the system. The fluid bleeds from
the actuator back into the system as the cornering force is reduced, removing the force applied to the stabilizer bar.
Vehicle Moving and Turning Right
When the vehicle is turning right, the SASM detects steering angle and the accelerometers detect the cornering forces
applied. These signals are transmitted to the control module. The control module determines that an opposing force must
be applied to the stabilizer bars to counter the cornering forces. The control module supplies a current to the correct coil of
the front and rear Proportional Directional Control Valves. Simultaneously, a current is supplied from the control module to
the Pressure Control Valve which operates to restrict the flow of fluid returning to the reservoir.
The restriction causes the hydraulic pressure in the system to rise and the pressure is sensed by the pressure transducers
which send a signal to the control module. The control module determines from the inputs it receives what pressures are
required and adjusts the pressures accordingly.
The pressures in the system are applied to the piston of each actuator, applying a force to the stabilizer bar and minimizing
the cornering effect on the vehicle and maintaining the vehicle attitude. The fluid displaced from the other side of the piston
is returned to the reservoir via the valve block.
As the cornering force is removed when the vehicle straightens up, the control module modulates the Proportional
Directional Control Valves and opens the Pressure Control Valve to reduce the pressure in the system. The fluid bleeds from
the actuator back into the system as the cornering force is reduced, removing the force applied to the stabilizer bar.
Vehicle Moving in a Straight Line
The control module is constantly monitoring the signals received and operates the Proportional Directional Control Valves
and Pressure Control Valve to maintain the vehicle attitude when the vehicle is moving. When the vehicle comes to rest the
Safety Valve will remain open for 15 seconds to allow for any air suspension leveling operations to be performed prior to
closure.
Off-Road Driving
Off-road detection is achieved by the control module by monitoring the signals from the upper and lower accelerometers for
varying degrees of body movement. Off-road driving generates differing signals to the accelerometers which in turn produce
differing outputs due to their vertical separation and the location of the roll center of the vehicle.
The two signals are passed through a filter to remove any offset caused by the vehicle leaning or the terrain. The control
module then uses this signal to calculate the percentage of road roughness.
Below 25 mph (40 km/h) the percentage of road roughness calculated is used by the control module to limit the operation
of the Dynamic Response System. At speeds above 25 mph (40 km/h) the system disables the percentage road roughness
signal and full Dynamic Response System assistance is restored. The system is completely inoperative at speeds below 2
mph (3 km/h).
Side Slope Detection
The control module uses side slope detection when the upper and lower accelerometers detect an average acceleration of
more than ± 0.2 g or 11 degrees of side slope and a road speed of less than 25 mph (40 km/h).
When side slope is detected, the Safety Valve is closed to provide a 'locked bars' condition. This condition increases stability
and gives a constant vehicle response. As the road speed increases up to 25 mph (40 km/h), the level of average lateral
acceleration must also increase and be maintained for the system to recognize that the vehicle is on a side slope. If the
side slope angle is steep and the road speed is low, the control module will detect the side slope in a short time.
CONTROL DIAGRAM
NOTE: A = Hardwired, AM = High speed CAN (Controller Area Network) Chassis bus, AN = High speed CAN
Powretrain bus.


1 - Battery
4 - Auxiliary Junction Box (AJB)
5 - Engine Junction Box (EJB)
6 - Anti-Lock Brake System control module (ABS)
7 - Wheel speed sensor
11 - Engine Control Module (ECM)
12 - Transmission Control Module (TCM)
14 - Gateway Module (GWM)
16 - Dynamic response valve block
17 - Dynamic Response Control Module (DRM)
20 - Restraints Control Module (RCM) (incorporating the yaw rate lateral acceleration sensor)
21 - Accelerometer – lower
22 - Transfer Case Control Module (TCCM)
23 - Accelerometer – upper
Ride and Handling Optimization - Ride and Handling Optimization
Ride and handling optimization incorporates the terrain response system which links a number of modules around the
vehicle to give the best combination of settings in the different systems
For a detailed description of the ride and handling system and operation, refer to the relevant description and operation
section of the workshop manual.
REFER to: Ride and Handling Optimization (204-06 Ride and Handling Optimization, Description and Operation).

Visual Inspection
Tire condition, pressures, etc Fuses
Driveline components (correct installation, damage, etc) Harnesses/Connectors
Engine components (correct installation, damage, etc) Terrain response switchpack
Transmission components (correct installation, damage, etc) Integrated suspension control module
Suspension components (correct installation, damage, etc) Engine control module
Dynamic response system fluid level/condition, pipes, reservoir, etc Transmission control module
Dynamic response hydraulic pump Transfer case control module
Drive belt condition ABS control module
Hoses Rear differential control module
Dynamic response valve block Dynamic response control module
Accelerometers (correct fitment, etc) CAN circuits
Upper accelerometer
Lower accelerometer
Steering angle sensor module
Instrument cluster
to the next step
4. If the cause is not visually evident, verify the symptom and refer to the symptom chart, alternatively check for DTCs
and refer to the DTC index
Symptom Chart
Because the overall function of the system is dependent on sub-systems, it is possible to misinterpret displays in the
message centre as being terrain response faults when they are actually a result of a fault in one of the sub-systems
Refer to the table below for help in deciding when to investigate terrain response faults and when the fault is likely to be in
a sub-system
Symptom Description Possible Causes Action

Message centre display The message centre indicates to the Any sub- For details of the available
indicating a sub-system driver that a fault has occurred and in system fault messages, refer to the relevant
fault which sub-system supported by section of the workshop manual.
the message Carry out a complete vehicle DTC
centre read and follow the diagnostic
routine(s) indicated
Message centre display: This message will display when a sub- Any sub- For details of the available
System fault special system fault has occurred if the driver system fault messages, refer to the relevant
programs not attempts to change the special supported by section of the workshop manual.
available, terrain program, and at each ignition on cycle the message Carry out a complete vehicle DTC
response switch for 5 seconds until the fault is rectified centre read and follow the diagnostic
operation normal routine(s) indicated
Message centre display: CAN circuit errors CAN circuit: Carry out a complete vehicle DTC
System fault special short circuit to read and follow the diagnostic
programs not ground routine(s) indicated
available, ALL terrain CAN circuit:
response switch LEDs short circuit to
illuminated power
CAN circuit:
high resistance
Special program User error Engine not Refer to the relevant section of the
changes not available running workshop manual. Make sure that
Rock crawl the driver is familiar with the correct
selected with operation of the system
transfer box in
high range
Special
program
change
attempted with
ABS or
dynamic
stability control
active
Special
program
change
attempted with
an overheat
condition
present in the
centre or rear
differential
Symptom Chart

Poor on- System bleed Carry out the manual bleed procedure.
center required REFER to: Active Stabilization System Bleeding (204-06 Ride and Handling
response Roll bar Optimization, General Procedures).
bushes Check the roll bar bushes. Check and calibrate the steering angle sensor, clear the
Steering adaptive data after calibration. Run hydraulic self-test routine and check response
angle sensor
offset
Control
module
adaptive data
Asymmetrical Steering Check and calibrate the steering angle sensor, clear the adaptive data after calibration.
response angle sensor Calibrate the accelerometers using the approved diagnostic system. Carry out the
offset manual bleed procedure.
Accelerometer REFER to: Active Stabilization System Bleeding (204-06 Ride and Handling
calibration Optimization, General Procedures).
System bleed Run hydraulic self-test routine and check response
required
Excessive roll System bleed Carry out the manual bleed procedure.
required REFER to: Active Stabilization System Bleeding (204-06 Ride and Handling
Roll bar Optimization, General Procedures).
bushes Check the roll bar bushes and stabilization links. Run hydraulic self-test routine and
Stabilization check response
links
Powered roll- Harness faults Check for DTCs indicating any of the possible causes are present. Run hydraulic self-
rock Valve block test routine and check response
fault
Control
module
adaptive data
Accelerometer
fault
Oversteer or Stabilization Check the stabilization links and the system actuators. Run hydraulic self-test routine
understeer links and check response
System
actuators
DTC Index
For a list of diagnostic trouble codes (DTCs) that could be logged on this vehicle, please refer to section 100-00. REFER to:
(100-00 General Information)
Diagnostic Trouble Code (DTC) Index - DTC: Dynamic Response Control Module (DRM) (Description and Operation),
Diagnostic Trouble Code Index: Terrain Response Switchpack (Description and Operation).
Ride and Handling Optimization - Active Stabilization System Bleeding
General Procedures
Special Tool(s)
204-591-01
Dynamic Response Bleed Bottle
JLR-204-591-03
Adaptor, Dynamic Response Bleed Bottle
Check
CAUTION: Dynamic response system (DRS) components are manufactured to very precise tolerances. It is therefore
essential that absolute cleanliness is observed when working with these components. Always install blanking plugs to any
open orifices or lines. Failure to follow this instruction may result in foreign matter ingress to the DRS.
NOTES:
The first part of this procedure should be carried out if the following components have been removed: suction hose,
pump, high pressure hose, cooler, cooler return to reservoir. The full procedure is required if the following components
have been removed: front or rear valve block to actuator pipe assemblies, or the valve block. It is possible to bleed only
the front or rear of the system if only a stabilizer bar has been removed.
If the vehicle has had low fluid level and there is a possibility that the car has been driven in this condition, then air is
likely to have moved into the secondary circuit and a full system bleed is required.
Within the special application for DRS in SDD here are 2 routines for bleed.
1. Manual bleed is the primary function that should be used in conjunction with the bleed bottle. Its function is to
open the safety control valve (SCV) and proportional direction controls valves (PDCV) so that fluid can flow through
the valve block to the actuators.
2. Auto bleed can be used to displace air that is trapped within the valves/valve block that has not been displaced
by the manual bleed process, it will not remove air from the actuator or actuator pipes.
For front actuator removal or replacement use Steps 1-11, 14-19, 24-25 and 27-31.
For rear actuator removal or replacement use Steps 1-9, 14-15 and 20-31.
Primary circuit bleed:
1. Check and top-up the dynamic response system fluid

reservoir. Then squeeze the suction hose (feed hose to
pump from reservoir) several times to displace air that
may be trapped under the fine mesh of the reservoir
suction side filter.
Adjustment
1. Install the new adaptor to the Dynamic response bleed bottle.
2. NOTE: Install the special tool to the dynamic

response reservoir. Section 2 to 4 is only required if the
reservoir has been drained and or pump /suction hose has
been changed.
Completely fill the reservoir with fluid.

Make sure the pressure regulator on the special
tool is turned OFF.
Fill the special tool bottle approximately three-
quarters full with fluid.
Connect the special tool to a suitable workshop air
supply.
Using the special tool pressure regulator, carefully
increase the air pressure to approx. 5 - 10 PSI /
0.3 - 0.7 kPa.
Special Tool(s): 204-591-01, JLR-204-591-03
3. Start engine and run for 1 minute.
4. WARNING: The special tool is still pressurised when the source

air pressure is removed. Release air pressure within special tool slowly
before removing. Remove the special tool from the dynamic response
system reservoir.
5. Check that there is fluid circulating in the reservoir and stop engine.
Then squeeze the suction hose (feed hose to pump from reservoir)
several times to displace air that may be trapped under the fine mesh
of the reservoir suction side filter.
6. Run the engine, stopping and starting several times. Each time allow
the air bubbles to settle out of the fluid in the reservoir and then
squeeze the suction hose to release any trapped air. This is to
encourage any air trapped in the primary circuit to be expelled by the
reservoir. For suction hose, pump, high pressure hose, cooler, cooler
return to reservoir, the removal and installation process is now
complete. Make sure that the fluid level is set to maximum line and
move to step 33 Hydraulic self-test, otherwise move to step 7.
8. NOTE: Follow manual bleed procedure where the following

components have been removed: Valve block, front or rear valve block
to actuator pipe assemblies, or actuator.
For secondary circuit bleed steps 1 to 7 must have been completed

first, install / re-attach the special tool as per step 2 of adjustment.
9. Attached approved diagnostic tool and navigate to dynamic response

special application manual bleed.
10. Refer to: Engine Undershield (501-02 Front End Body Panels, Removal
and Installation).
11. Remove the front bleed screw covers.

12. Remove the rear bleed screw covers.
13. For valve block or pipe removal and replacement, open all four
actuator bleed screws by half a turn.
14. Start manual bleed in approved diagnostic tool, this will open the
safety control valve (SCV) and move the proportional direction control
valves (PDCV) to the correct position.
15. CAUTION: The dynamic response bleed tool fluid reservoir must
remain full with new, clean fluid, at all times during bleeding.
Bleed the dynamic response system until a flow of clean, air-free fluid,
is being pumped into all four bleed jars and close bleed screws.
16. NOTE: RH side only
Bleed front actuator:

17. NOTE: RH side only
Open right bleed screw and stroke right arm fully down.
Allow fluid to run for a further 5 seconds. Close bleed
screw.
18. Open left bleed screw and stroke right arm fully up. Allow
fluid to run for a further 5 seconds. Close bleed screw.
19. Torque: 185 Nm

20. NOTES:
The drop link fixing removal must be carried out on

both sides.
RH illustration shown, LH is similar.
Bleed rear actuator:
21. Open right bleed screw and right arm fully down and left arm up. Allow
22. Open left bleed screw and right arm fully up and left arm down. Allow
23. NOTES:

Torque: 185 Nm
system reservoir.
Stop the manual bleed in approved diagnostic tool and check the
bleed.
25.
Check front bleed:
Disconnect only one front stabilizer link. Stroke the arm up and
down free play travel should be less than ±10mm. If greater
than ±10mm travel observed and/or spongy feeling a system
re-bleed will be required.
26.
Check rear bleed:
Disconnect only one rear stabilizer link. Stroke the arm up and
down free play travel should be less than ±10mm. If greater
than ±10mm travel observed and/or spongy feeling a system
re-bleed will be required.
27. Repeat steps 14-23 if required.
28. Torque front and rear stabilizer links to the required torque. Tighten
the bleed screw to 15 Nm.
29. Install the bleed screw covers.
and Installation).
31. Make sure that the fluid level is set to maximum line.
32. If the valve block has been replaced run the auto bleed procedure from
within SDD to release air that may be trapped in the block. This
requires the engine to be running. Using SDD clear pressure sensor
adaptive data.
33. Using approved diagnostic tool carry out hydraulic system response
test to confirm correct system operation.
34. Drive the vehicle for approximately 15 minutes performing manoeuvres

which energise the system and include wheel inputs.
Ride and Handling Optimization - Active Stabilization System Fluid Level
Check
General Procedures
Check
NOTE: The fluid level should be set to the “MAX” line with the fluid at 20°C.
1.
With the fluid temperature at normal operating
temperature 50-70°C the level may be 10-15mm
above this mark. Topping up at normal operating
temperature should take account of this. Do not
remove fluid to achieve the “MAX” level when the
fluid is at normal operating temperature.
The fluid level should be checked with engine off
and engine on, any significant drop (more than
5mm) indicates trapped air in the system.
Ride and Handling Optimization - Dynamic Response Module
Removal
CAUTIONS:
Extreme cleanliness must be exercised when handling this component.
It is imperative that no damage is caused to the electrical connectors or the module.
Do not touch the electrical connectors.
If accidentally dropped or knocked install a new module.
NOTES:
Removal step in this procedure may contain installation details.

Specifications).
2.
3. Torque: 10 Nm
4. Torque: 10 Nm
Installation
2. Configure the dynamic response control module using the diagnostic

tool.
Ride and Handling Optimization - Fluid Pump TDV6 3.0L Diesel
Removal
CAUTION: Before disconnecting or removing components, ensure the area around the joint faces and connections are
clean. Plug open connections to prevent contamination.
NOTES:
Some components shown removed for clarity.
1.
2. NOTE: Be prepared to collect escaping fluids.
3. NOTES:
Be prepared to collect escaping fluids.
Remove and discard the O-ring seal.
Torque: 10 Nm
4. Torque: 25 Nm
5. Torque: 48 Nm
Installation
2. Refer to: Active Stabilization System Bleeding (204-06 Ride and

Handling Optimization, General Procedures).
Ride and Handling Optimization - Fluid Pump TDV8 4.4L Diesel
Removal
3. Refer to: Engine Cover - 4.4L V8 - TdV8 (501-05 Interior Trim and
4. Torque: 3.5 Nm
5.
6.
7.
8.
9. Torque: 10 Nm
10.
11. Torque: 10 Nm
12. Torque: 10 Nm
13.
14. CAUTION: Be prepared to collect escaping fluids.
Torque: 10 Nm
16. Torque:
M10 48 Nm
M8 25 Nm
Installation

Ride and Handling Optimization - Fluid Pump V6 S/C 3.0L Petrol /V8 S/C 5.0L
Petrol
Removal
3. Refer to: Thermostat Housing (303-03C Engine Cooling - V8 S/C 5.0L

4.
5.
6.
Torque: 10 Nm
9. Torque: 48 Nm
Installation

Ride and Handling Optimization - Fluid Reservoir
Special Tool(s)
204-591-01
JLR-204-591-03
Removal
1. Using a suitable suction device drain the fluid reservoir.
NOTE: Note the orientation of the component prior to

removal.
4.
Installation
1. NOTE: Install in the orientation noted in the removal

procedure.
2.
3. Torque: 5 Nm

reservoir.
Special Tool(s): JLR-204-591-03

response reservoir.
Special Tool(s): 204-591-01
7. Completely fill the reservoir with fluid.
8. Make sure the pressure regulator on the special tool is turned OFF.
9. Fill the special tool bottle approximately three-quarters full with fluid.
10. Connect the special tool to a suitable workshop air supply.
11. Using the special tool pressure regulator, carefully increase the air
pressure to approx. 5 - 10 PSI / 0.3 - 0.7 kPa
13. Check that there is fluid circulating in the reservoir.
system reservoir.
Remove the special tool and fill the reservoir to the maximum line.
Published: 13-Dec-2012
Ride and Handling Optimization - Front Stabilizer Bar
Removal
and Installation).

NOTES:
Torque: 185 Nm
4. CAUTION: Fixings must be started by hand to avoid

damaging the threads.
NOTE: Make sure that new bolts are installed.
Install all the bolts finger tight then tighten in the sequence below:
Torque:
M12 bolts 10 Nm
M14 bolts
Stage 1:130 Nm
Stage 2:120°
M12 bolts
Stage 1:90 Nm
Stage 2:90°
NOTE: New O-ring seal is be installed.
Torque: 22 Nm
6. Torque: 110 Nm
Installation
CAUTION: The bush must be installed without any additional lubricant. Failure to follow this instruction may cause
damage to the component.

Ride and Handling Optimization - Front Stabilizer Bar Bushing
Removal
2. Refer to: Engine Undershield (501-02, Removal and Installation).
NOTE: Support the dynamic response front actuator

to make sure the hydraulic hoses are not strained.
Torque:
M14
Stage 1:130 Nm
Stage 2:120°
M12
Stage 1:90 Nm
Stage 2:90°
4. CAUTIONS:
The bush must be installed without any additional

lubricant. Failure to follow this instruction may cause
damage to the component.

height.
NOTES:
Make sure the new bushes are installed in the correct

orientation.
Make sure that all the component mating faces are

clean.
Torque: 110 Nm
Installation
Ride and Handling Optimization - Lower Accelerometer
Removal
NOTE: Removal procedure may contain installation details.
2. Refer to: Rear Rocker Panel Moulding (501-08, Removal and

Installation).
3. Torque: 7 Nm
Installation

Accelerometers.
Ride and Handling Optimization - Rear Stabilizer Bar
Removal
1. NOTE: Removal steps in this procedure may contain installation

details.
3. Depressurize the rear air springs
Refer to: Air Suspension System Depressurize and Pressurize (204-05,

4. NOTES:

NOTES:
Torque: 185 Nm
6. CAUTION: Make sure that the exhaust system is supported with
suitable retaining straps.
7. Torque: 10 Nm
8. CAUTIONS:
A new O-ring seal is to be installed.
Torque:
Banjo bolt 22 Nm
Bolt 9 Nm
9. Torque: 110 Nm
Installation
1. CAUTION: The bush must be installed without any additional

lubricant. Failure to follow this instruction may cause damage to the
component.
2. Refer to: Active Stabilization System Bleeding (204-06, General

Procedures).
Ride and Handling Optimization - Rear Stabilizer Bar Bushing
Removal
2. CAUTIONS:
The bush must be installed without any additional lubricant.

Failure to follow this instruction may cause damage to the component.
Nuts and bolts must be tightened with vehicle at normal ride

height.
NOTES:
Support the dynamic response rear actuator to make sure the

hydraulic hoses are not strained.
Make sure the new bushes are installed in the correct orientation.
Make sure that all the component mating faces are clean.
Torque: 110 Nm
Installation

Ride and Handling Optimization - Ride and Handling Optimization Switch
Removal
NOTES:
1. For additional information, refer to: Floor Console Upper Section (501-
12 Instrument Panel and Console, Removal and Installation).
2.
Installation
1. NOTE: To install, reverse the removal sequence.

Ride and Handling Optimization - Upper Accelerometer
Removal
NOTE: Removal procedure may contain installation details.
2. Refer to: Overhead Console (501-12, Removal and Installation).
3. Torque: 7 Nm
Installation

Accelerometers.
Ride and Handling Optimization - Valve Block
Removal
CAUTIONS:
Dynamic Response system components are manufactured to very precise tolerances. It is therefore essential that
absolute cleanliness is observed when working with these components. Always install blanking plugs to any open orifices or
lines. Failure to follow this instruction may result in foreign matter ingress to the dynamic response system.
Make sure that all openings are sealed. Use new blanking caps.

3. Refer to: Rear Rocker Panel Moulding (501-08 Exterior Trim and
4.
Torque: 22 Nm
6.
7.
8. NOTE: Do not disassemble further if the component is removed
for access only.
9. NOTE: Note the orientation of the electrical connectors and wiring

harness.
10. Torque: 10 Nm
11. Torque: 10 Nm
12. NOTE: Install new O-ring seals.
A: Backing rings (white)

B: Outer clamping ring
C: O-ring seals
D: Outer backing ring (Black)
Installation

Ride and Handling Optimization - Valve Block to Front Stabilizer Bar Actuator
Pipe Assembly
Removal
WARNING: Be prepared to collect escaping fluid.
CAUTIONS:
1. Remove the battery ground cable.

3. Refer to: Front Subframe - V8 S/C 5.0L Petrol (502-00 Uni-Body,

Refer to: Front Subframe - TDV6 3.0L Diesel (502-00 Uni-Body,
4. Torque: 9 Nm
5.
6.
7. Torque: 9 Nm
Installation
1. CAUTION: Install new O-ring seals.
NOTE: Check the valve block O-rings and plastic

spacer washers are correctly installed.

C: O-ring seals
D: Outer backing ring (black)
2. To install reverse the removal procedure.

Ride and Handling Optimization - Dynamic Response Hydraulic Pump
Pressure Hose
Special Tool(s)
204-591-01
JLR-204-591-03
Removal
WARNING: Be prepared to collect escaping fluid.
CAUTIONS:
NOTES:
Some illustrations may show the engine removed for clarity.
RHD shown, LHD is similar.
All vehicles
2. Refer to: Fender Splash Shield (501-02 Front End Body Panels,
and Installation).
4. NOTE: Using a suitable tool, disconnect the high-pressure line.

5. NOTE: Using a suitable tool, disconnect the high-pressure line.
6.
7. CAUTION: Make the components are aligned as shown.
Vehicles with 5.0L engine

8. Refer to: Air Cleaner Outlet Pipe T-Connector (303-12C Intake Air
Distribution and Filtering - V8 S/C 5.0L Petrol, Removal and
Installation).
9.
10.
11.
Vehicles with 3.0L diesel engine
12.
13.
Installation
Vehicles with 5.0L engine

1.
2. Torque: 10 Nm
3. Torque: 10 Nm
4. Refer to: Air Cleaner Outlet Pipe T-Connector (303-12C Intake Air
Distribution and Filtering - V8 S/C 5.0L Petrol, Removal and
Installation).
Vehicles with 3.0L diesel engine

5. Torque: 10 Nm
6. Torque: 10 Nm
All vehicles
7. CAUTION: Make the components are aligned as shown.
Torque: 10 Nm
8.
9. NOTE: Pull on the two halves of the high-pressure line connector
to make sure the latch has fully engaged.
Support both sides of quick connection, when connecting high-pressure

line.
10. NOTE: Pull on the two halves of the high-pressure

line connector to make sure the latch has fully engaged.
and Installation).

reservoir.
Special Tool(s): 204-591-01

response reservoir.
Completely fill the reservoir with fluid.

Make sure the pressure regulator on the special
tool is turned OFF.
Fill the special tool bottle approximately three-
quarters full with fluid.
Connect the special tool to a suitable workshop air
supply.
Using the special tool pressure regulator, carefully
increase the air pressure to approx. 5 - 10PSI / 0.3
- 0.7kPa
Special Tool(s): 204-591-01, JLR-204-591-03
before removing.
Remove the special tool from the dynamic response system reservoir.
18. Check that there is fluid circulating in the reservoir and stop engine.
Then squeeze the suction hose (feed hose to pump from reservoir)
several times to displace air that may be trapped under the fine mesh
of the reservoir suction side filter.
19. Run the engine, stopping and starting several times. Each time allow
the air bubbles to settle out of the fluid in the reservoir and then
squeeze the suction hose to release any trapped air. This is to
encourage any air trapped in the primary circuit to be expelled by the
reservoir.
20. Check and top-up dynamic response fluid reservoir.

Ride and Handling Optimization - Valve Block to Rear Stabilizer Bar Actuator
Pipe Assembly
Removal
2. Refer to: Rear Subframe (502-00 Uni-Body, Subframe and Mounting

System, Removal and Installation).
3. CAUTIONS:
Make sure that all openings are sealed. Use new

blanking caps.
NOTE: Install new O-ring seals.
Torque:
M6 9 Nm
M8 Torx 22 Nm
4. CAUTIONS:

blanking caps.
NOTE: Install a new O-ring seal.
Torque: 22 Nm
5. Torque: 10 Nm
Installation
1. NOTE: Check the valve block O-rings and plastic

spacer washers are correctly installed.

C: O-ring seals
D: Outer backing ring (Black)


Driveline System - General Information - Driveline System
For a detailed description of the driveline system and operation, refer to the relevant description and operation section in
the workshop manual.
REFER to: Specifications (205-01 Driveshaft, Specifications) /
Rear Drive Axle and Differential (205-02 Rear Drive Axle/Differential, Description and Operation) /
Front Drive Axle and Differential (205-03 Front Drive Axle/Differential, Description and Operation) /
Specifications (205-04 Front Drive Halfshafts, Specifications) /
Specifications (205-05 Rear Drive Halfshafts, Specifications).
guarantee confirmation of a fault, and may also cause additional faults in the vehicle being tested and/or the donor vehicle

If a road test is necessary make sure the vehicle is safe to do so
2. Visually inspect for obvious signs of mechanical damage

Visual Inspection
Wheel rim and tire damage or runout Power supply
Check all the driveshafts and halfshafts for damage including Fuses/relays
dents, cracks and excessive runout Damaged, loose or corroded connector(s)
Check all the constant velocity joint gaiters for splits, damage and Damage to wiring loom/incorrect location,
security stretched or taught
Check all the driveshafts and halfshafts for correct alignment Rear differential control module
Check the driveshaft mounting bolts security Controller area network circuits
Check all the driveshaft and halfshaft joints for excessive Sensors
movement
Check the rear driveshaft centre support bearing for security,
damage and excessive wear
Check the front and rear differential mounting bolts and bushes
for wear, damage and security
Check the front and rear differentials for oil leaks
to the next step
Identify the Condition
Gear Howl and Whine
Howling or whining of the ring gear and pinion is due to an incorrect gear pattern, gear damage or incorrect bearing
preload
Bearing Whine
Bearing whine is a high-pitched sound similar to a whistle. It is usually caused by worn/damaged pinion bearings, which are
operating at driveshaft speed. Bearing noise occurs at all driving speeds. This distinguishes it from gear whine which is
speed dependent
As noted, pinion bearings make a high-pitched, whistling noise, usually at all speeds. If however there is only one pinion
bearing that is worn/damaged, the noise may vary in different driving phases
A wheel bearing noise can be mistaken for a pinion bearing noise
Chuckle
Chuckle that occurs on the coast driving phase is usually caused by excessive clearance between the differential gear hub
and the differential case bore
Damage to a gear tooth on the coast side can cause a noise identical to a chuckle. A very small tooth nick or ridge on the
edge of a tooth can cause the noise
Knock
Knock, which can occur on all driving phases, has several causes including damaged teeth or gearset
A gear tooth damaged on the drive side is a common cause of the knock
Clunk
Clunk is a metallic noise heard when the automatic transmission is engaged in REVERSE or DRIVE. The noise may also
occur when the throttle is applied or released. Clunk is caused by transmission calibration, backlash in the driveline or loose
suspension components and is felt or heard in the vicinity of the rear drive axle
Bearing Rumble
Bearing rumble sounds like marbles being tumbled. This condition is usually caused by a worn/damaged wheel bearing. The
lower pitch is because the wheel bearing turns at only about one-third of the driveshaft speed. Wheel bearing noise also
may be high-pitched, similar to gear noise, but will be evident in all four driving modes
Symptom Chart

Vibration through the Road wheel Road test the vehicle. If the vibration is only at a specified speed, balance
vehicle body at a imbalance the road wheels. Test for normal operation. Disconnect the rear
specified speed Driveshaft driveshaft. Check constant velocity and universal joints for smooth and
imbalance full movement. Disconnect the front driveshaft. Check constant velocity
joints for smooth and full movement. If any joints are faulty, replace the
driveshaft. Test for normal operation
Vibration through the Misalignment Road test the vehicle. Check the rear driveshaft for correct alignment
vehicle body at all of the rear through the centre support bearing. Rectify as necessary. Test for normal
speeds driveshaft operation. Check for a damaged or bent stub axle. Rectify as necessary
Bent or
misaligned
stub axle
Rumbling noise from Rear Using a suitable listening device (e.g. stethoscope) listen to the rear
the rear of the differential differential pinion bearings and output bearings, the rear wheel bearings
vehicle varying at bearings and the rear driveshaft centre bearing. Rectify as necessary. Test for
different vehicle worn normal operation
speed and load Rear wheel
bearings
worn
Rear
driveshaft
centre
support
bearing worn
Rumbling noise from Front Using a suitable listening device (e.g. stethoscope) listen to the front
the front of the differential differential pinion bearings and output bearings and the front wheel
vehicle varying at bearings bearings. Rectify as necessary. Test for normal operation
different vehicle worn
speed and load Front wheel
bearings
worn
Whining noise from Rear Check and top up the rear differential oil level if necessary. Using a
the rear of the differential suitable listening device (e.g. stethoscope) listen to the rear differential.
vehicle during gears worn Replace the rear differential unit if there is excessive gear noise
acceleration and or damaged
overrun conditions
Whining noise from Front Check and top up the front differential oil level if necessary. Using a
the front of the differential suitable listening device (e.g. stethoscope) listen to the front differential.
vehicle during gears worn Replace the front differential unit if there is excessive gear noise
acceleration and or damaged
overrun conditions
Knocking, clicking or Rear Disconnect the rear driveshaft. Check joint mounting bolt holes for
clunking noise from driveshaft elongation. Check the joints. Disconnect the rear halfshafts. Check the
rear of vehicle during joint fixings shaft splines for wear or damage. Check the constant velocity joints.
acceleration and insecure Rectify as necessary. With the rear driveshaft and halfshafts
overrun conditions Rear disconnected, check the rear differential for tight spots or excessive play.
driveshaft Rectify as necessary
joints worn
or damaged
Rear
halfshaft
joints or
splined shaft
worn or
damaged
Rear
differential
internal
components
worn or
damaged
Knocking, clicking or Front Disconnect the front driveshaft. Check joint mounting bolt holes for
clunking noise from driveshaft elongation. Check the joints. Disconnect the front halfshafts. Check the
front of vehicle constant shaft splines for wear or damage. Check the constant velocity joints.
during acceleration velocity Rectify as necessary. With the front driveshaft and halfshafts
and overrun joints worn disconnected check the front differential for tight spots or excessive play.
conditions or damaged Rectify as necessary
Front
halfshaft
joints or
splined shaft
worn or
damaged
Front
differential
internal
components
worn or
damaged
DTC Index
For a list of diagnostic trouble codes (DTCs) that could be logged on this vehicle, please refer to Section 100-00.
REFER to: Diagnostic Trouble Code (DTC) Index - DTC: Module Name: Rear Differential Control Module (100-00, Description
and Operation).
Driveshaft -
Front Drive (Propeller) Shaft
Item Specification
Type The front driveshaft is a one piece unit, connected to the transfer box and front differential unit via Constant
velocity (CV) joints.
Constant The front shaft assembly comprises of a DTF CV joint that is pushed into place on the front differential pinion
velocity shaft and secured by a retaining lock nut. The front shaft is attached to the transfer box by a CV joint with a 6
joints bolt fixing.
Rear Drive (Propeller) Shaft
Item Specification
Type The rear driveshaft comprises of front and rear shaft assemblies and a centrally mounted shaft bearing.
Constant The rear shaft comprises of an internal spline bore, which is attached to the input shaft of the front driveshaft
velocity assembly via the shaft bearing assembly and a DTF CV joint that is pushed into place on the rear differential
joints pinion shaft and secured by a retaining lock nut.
* Front driveshaft to front axle drive flange Torx bolts:
Stage 1 45 33
Stage 2 Further 90° Further 90°
* Rear driveshaft to transfer case drive flange Torx bolts 150 111
Rear driveshaft center bearing bolts 48 35
Fuel tank heat shield bolts 5 4
+ Front driveshaft to front differential DTF CV joint lock nut 150 111
++ Rear driveshaft to rear differential DTF CV joint lock nut 150 111
* New 'Patched' Torx bolts must be installed
+ Refer to the front driveshaft tightening procedure in the workshop manual.
++ Refer to the rear driveshaft tightening procedure in the workshop manual.

Driveshaft - Driveshaft
DRIVESHAFT - COMPONENT LOCATION

1 - Rear driveshaft
2 - Front driveshaft
INTRODUCTION
Driveshafts are used to transmit drive from the transfer case to the front and rear differentials.
The front driveshaft is a one piece unit, connected to the transfer case and front differential unit via CV (Constant Velocity)
joints.
The rear drive shaft is a two piece unit, supported on a central bearing due to its increased length. The rear driveshaft is
connected to the transfer case and the rear differential via CV and UJ (Universal Joint) joints. These joints allow for angular
deviations of the driveshaft due to acceleration and braking.
The front and rear driveshafts are not serviceable items and failure will require the replacement of the complete driveshaft
assembly.
FRONT DRIVESHAFT


1 - Direct Torque Flow connection (DTF)
2 - Driveshaft
3 - Constant Velocity (CV) Joint
The front driveshaft is fitted with a CV joint at each end. On one end, the CV joint uses a 6 bolt fixing which allows for
attachment to the output flange of the transfer box. On the other end, the CV joint is pushed into place on the front
differential pinion shaft and secured by retaining nut.
The CV joint that has a 6 bolt fixing, has 3 compression link washers that are fitted under each pair of bolts. The washers
are required to prevent compression of the CV joints attachment flange.
The CV joint that is pushed into place on the front differential pinion shaft, is known as a DTF (Direct Torque Flow) plunging
CV joint. This is designed to allow more torque and power to be transmitted to the front differential, improve driveshaft
imbalance and also reduces noise, vibration and harshness (NVH).
REAR DRIVESHAFT

1 - Universal Joint (UJ)
2 - Bolts (4 Off)
3 - Front Driveshaft
4 - Shaft Bearing Assembly
5 - Bolts (2 Off)
6 - Rear Driveshaft
7 - Direct Torque Flow connection (DTF)
The rear driveshaft comprises of a front and rear shaft assemblies and a centrally mounted shaft bearing.
FRONT DRIVESHAFT ASSEMBLY
The front shaft assembly incorporates a crash feature within the tube, which controls the collapse of the driveshaft during a
crash.
The front shaft assembly comprises a UJ or CV joint at the front, which is attached to the transfer case flange using a 4 bolt
fixing or a 6 bolt fixing for CV joint, and a splined shaft at the rear; that is attached to the internal spline bore of the rear
driveshaft assembly via the shaft bearing assembly.
REAR DRIVESHAFT ASSEMBLY
The rear shaft comprises of an internal spline bore, which is attached to the input shaft of the front driveshaft assembly via
the shaft bearing assembly and a DTF joint that is pushed into place on the rear differential pinion shaft and secured by a
retaining nut.
SHAFT CENTER BEARING ASSEMBLY
The shaft bearing assembly comprises an extruded aluminium housing, a rubber bush and a ball bearing. The rubber bush
is bonded into the housing. An internal metal ring, bonded to the bush, allows for the bearing to be press fitted into it. The
rubber bush allows for small deviations in alignment and also absorbs vibrational forces. The shaft bearing assembly is
secured by bolts, which are located into BIW bracket.
Driveshaft - Driveshaft

REFER to: Driveline System (205-00 Driveline System - General Information, Diagnosis and Testing).
Driveshaft - Front Driveshaft TDV6 3.0L Diesel
Special Tool(s)
303-1142
Viscous Coupling Wrench
JLR-205-993
Remover/Installer, Driveshaft Nut
Removal
2. Refer to: Transmission Support Crossmember - TDV6 3.0L Diesel (502-

02, Removal and Installation).
3. Torque: 10 Nm
4. CAUTION: To avoid damage to the joint or gaiter, do

not allow the driveshaft to hang.
Special Tool(s): JLR-205-993, 303-1142

5. CAUTIONS:
Mark the position of the driveshaft flange in relation

to the drive pinion flange.
To avoid damage to the joint or gaiter, do not allow

the driveshaft to hang.
Torque:
Stage 1:45 Nm
Stage 2:90°
6.
Installation
1. CAUTION: Make sure the torque wrench setting

procedure is followed correctly. Failure to follow this
instruction may result in damage to the vehicle.
Calculate the setting for the torque wrench:

Stage 1: Multiply the required torque by the effective
length of the torque wrench (1).
Stage 2: Add the effective length of the special tool
(2) to the effective length of the torque wrench.
Stage 3: Divide the total of stage 1 by the total of
stage 2.
Stage 4: Set the torque wrench to the figure arrived
at in stage 3.


Torque: 150 Nm

Driveshaft - Front Driveshaft V6 S/C 3.0L Petrol /V8 S/C 5.0L Petrol
Special Tool(s)
303-1142
JLR-205-993
Removal
2. Refer to: Transmission Support Crossmember - V6 S/C 3.0L Petrol

(502-02, Removal and Installation).
Refer to: Transmission Support Crossmember - V6 S/C 3.0L Petrol /V8
S/C 5.0L Petrol (502-02 Full Frame and Body Mounting, Removal and
Installation).
3. Torque: 10 Nm


5. CAUTIONS:


Torque:
Stage 1:45 Nm
Stage 2:90°
6.
Installation


stage 2.
at in stage 3.


Torque: 150 Nm

Driveshaft - Front Driveshaft TDV8 4.4L Diesel
Special Tool(s)
303-1142
JLR-205-993
Wrench, Driveshaft Nut
General Equipment
Transmission jack
Removal
2. Torque: 60 Nm
3. Torque: 24 Nm
4. General Equipment: Transmission jack
Torque: 175 Nm
5. Torque: 110 Nm
6.
7. Torque: 10 Nm
9. CAUTIONS:


Torque:
Stage 1:45 Nm
Stage 2:90°
10.
Installation


stage 2.
at in stage 3.


Torque: 150 Nm
Driveshaft - Rear Driveshaft TDV6 3.0L Diesel
Special Tool(s)
303-1142
JLR-205-993
Removal
2. Refer to: Exhaust System - Vehicles With: Diesel Particulate Filter

(DPF) (309-00A Exhaust System - TDV6 3.0L Diesel, Removal and
Installation).
Refer to: Exhaust System - Vehicles Without: Diesel Particulate Filter
Installation).
3. Torque: 5 Nm
4. Torque: 5 Nm
5. CAUTIONS:


Torque: 150 Nm

7. CAUTION: Note the fitted position of the component prior to

removal.
Installation
1. Torque: 48 Nm


stage 2.
at in stage 3.


Torque: 150 Nm

Driveshaft - Rear Driveshaft V6 S/C 3.0L Petrol /V8 S/C 5.0L Petrol
Special Tool(s)
303-1142
JLR-205-993
Removal
2. Refer to: Exhaust System (309-00B Exhaust System - V6 S/C 3.0L

Refer to: Exhaust System (309-00C Exhaust System - V8 S/C 5.0L
3. Torque: 5 Nm
4. Torque: 5 Nm
5. CAUTIONS:


Torque: 150 Nm


removal.
Installation
1. Torque: 48 Nm


stage 2.
at in stage 3.


Torque: 150 Nm

Driveshaft - Rear Driveshaft SDV6 3.0L Diesel - Hybrid Electric Vehicle
Special Tool(s)
205-932
Remover, Driveshaft
Removal
1.
2.
3.
4. NOTE: The ignition must be switched on.
5. Refer to: Specifications (414-00 Battery and Charging System -


(DPF) (309-00 Exhaust System - TDV6 3.0L Diesel, Removal and
Installation).
(DPF) (309-00A, Removal and Installation).
8.
9.
10. CAUTIONS:


Discard the bolts.

11. CAUTIONS:

Discard the bolts.
NOTE: Make sure that the special tool is correctly

installed to the recess on the driveshaft.

NOTE: Using a suitable hammer and drift, make sure

that you only hit the corner edges of the special tool to
remove the driveshaft.

13. NOTE: With assistance remove the component.
Installation
1. CAUTION: Only tighten the bolts finger-tight at this

stage.
NOTE: With assistance, install the component.

Torque: 73 Nm

Torque: 150 Nm
4. Torque: 48 Nm
5. Torque: 5 Nm
6. Torque: 5 Nm
(DPF) (309-00 Exhaust System - TDV6 3.0L Diesel, Removal and
Installation).
(DPF) (309-00A, Removal and Installation).
8. Refer to: Specifications (414-00 Battery and Charging System -

9.
10.
11.
12.
Driveshaft - Rear Driveshaft TDV8 4.4L Diesel
Special Tool(s)
303-1142
JLR-205-993
Removal

(DPF) (309-00B, Removal and Installation).
(DPF) (309-00B, Removal and Installation).
3. Torque: 5 Nm
4. Torque: 5 Nm
5. CAUTIONS:


Torque: 150 Nm


removal.
Installation
1. Torque: 48 Nm


stage 2.
at in stage 3.


Torque: 150 Nm

Rear Drive Axle/Differential -
Sealers
Item Land Rover Part No.
Input shaft splines STC 50554
Electronic torque managed (ETM) unit locking motor STC 50550
Lubricants
Item Specification
* Recommended lubricant:
Open unit-All variants except Hybrid Electric Vehicles (HEV) Castrol SAF-XO - 75W/90
Open unit-Hybrid Electric Vehicles (HEV) Castrol BOT 750b
ETM unit Castrol BOT 720
* Do not use any lubricant other than that specified
Capacities
Unit Service Fill Capacity
Open differential Wet: 0.82 liters (1.73 pints) (0.87 US quarts)
Dry: 0.85 liters (1.79 pints) (0.89 US quarts)
ETM differential Wet: 1.21 liters (2.56 pints) (1.28 US quarts)
Dry: 1.25 liters (2.64 pints) (US quarts 1.32)
Rear 'Open' Differential
Item Specification
Reduction ratio:
Vehicles with 4.4L diesel engine 2.73:1
Vehicles with 5.0L supercharged petrol engine 3.31:1
Vehicles with 3.0L diesel hybrid engine 3.21:1
Rear Electronic Torque Managed (ETM) Differential
Item Specification
ETM range Up to 2000 Nm (1475 lbf/ft)
ETM motor Operates the ball/ramp mechanism and wet clutch. Motor incorporates a temperature
sensor and is controlled by an ECU
Differential type 4 pin
Reduction ratio:
Vehicles with 5.0L supercharged 3.31:1
petrol engine
Vehicles with 3.0L diesel hybrid 3.21:1
engine
* Oil drain plug 30 22
* Oil filler plug 30 22
Oil temperature sensor 22 16
++ Differential locking motor 10 7
Differential front mounting bolts 110 81
Differential rear mounting bolt 170 125
Rear damper bolt 80 59
++ Apply sealant, Part No. STC 50550 to flange of locking motor
* A new plug must be installed

Rear Drive Axle/Differential - Rear Drive Axle and Differential
COMPONENT LOCATION
Open Differential

1 - Open differential
2 - Damper
Electric Differential


1 - Rear Differential Control Module (RDCM)
3 - Differential locking motor
4 - Electric differential
5 - Damper
6 - Oil temperature sensor
OVERVIEW
The differential has two functions:
to convert the 'angle of drive' through 90° and distribute drive, via the rear drive halfshafts, to the rear wheels.
to compensate for differences in the rotational speeds of the vehicle's rear wheels during cornering.
Depending on vehicle specification there are two types of differential installed:
open differential
electric differential.
Both types of differential are attached to the rear subframe at four mounting points. Each mounting point incorporates a
rubber bush to reduce NVH (noise, vibration and harshness). The bushes in the forward mounting points are installed in the
differential. The bushes in the rear mounting points are installed in the rear subframe. A damper weight attached to the
rear of the differential is used to control torsional vibrations.
DESCRIPTION
Open Differential
The open differential is a conventional design using a hypoid gear layout.

For additional information, refer to: Specifications (205-02 Rear Drive Axle/Differential, Specifications).
.
The aluminum casing comprises two parts; a cover and a carrier. The carrier provides locations for all the internal
components. The cover is sealed to the carrier with Loctite RTV sealant and secured with bolts. The cover and carrier have
cast fins, which assist rigidity and cooling. A breather cap is fitted to the top of the carrier.
The open differential contains a quantity of oil for splash lubrication of the internal components. A magnetic drain plug is
installed in the bottom of the carrier and a filler/level plug is installed in the cover.
The pinion shaft has an externally splined end which offers a direct connection to the driveshaft via the DTF (Direct Torque
Flow) connection. In comparison to the conventional flange connection the DTF connection provides:
Reduced weight due to fewer components.

Smaller outer diameter.
Improved driveshaft imbalance.
Reduced assembly time.
The pinion shaft has a hypoid gear at its inner end, which mates with the crown wheel drive gear.
The crown wheel drive gear is located on the differential carrier and secured with bolts. The differential carrier is mounted
on taper roller bearings located in machined bores in the carrier and the cover. Shims are installed behind the bearing cups
to apply the correct bearing preload and hypoid backlash.
The differential carrier has a through hole, which provides location for a cross shaft. The planet gears are installed on the
cross shaft, with thrust washers between the planet gears and the differential carrier. A roll pin locks the cross shaft to the
differential carrier.
The sun gears are located in pockets in the differential carrier and mesh with the planet gears. Belville washers are fitted
between the sun gears and the differential carrier and set the correct mesh contact between the planet gears and the sun
gears. Each sun gear has a machined bore with internal splines and a machined groove. The splines transfer drive to the
rear drive halfshafts. The groove provides positive location for the snap ring fitted to the inboard end of the rear drive
halfshafts.
Oil seals are installed in the carrier and the cover to seal the rear drive halfshafts.
The electric differential has the same functionality as the open differential, but it also incorporates a locking and torque
biasing function to give improved traction performance and vehicle dynamic stability. Operation of the electric differential is
controlled by the RDCM (Rear Differential Control Module).
The basic construction of the electric differential is similar to the open differential. However, the electric differential also has
the following:
Two additional planet gears in the differential carrier, to cater for the higher torque through the differential during
locking events.
A multi-plate clutch and actuator assembly installed on the left-hand sun gear.
A motor and reduction gearbox, attached to the cover.
An oil temperature sensor installed in the cover.
The RDCM operates the motor of the electric differential under the control of the (ISCM) Integrated Suspension Control
Module.
The multi-plate clutch is contained in a clutch basket attached to the differential carrier with the crown wheel securing
bolts. Alternate plates of the clutch pack are keyed to the clutch basket and the left-hand sun gear. A pressure disc is
installed on the outer end of the clutch pack and keyed to the clutch basket. A thrust race on the end of the clutch basket
incorporates lugs which extend through the clutch basket onto the pressure disc.
The actuator assembly is mounted on bearings on the outboard end of the clutch basket, against the thrust race. The
actuator assembly consists of input and output actuators separated by five ball bearings. A locking pin in the cover engages
with a slot in the output actuator to prevent it turning, but allow it to move axially. The input actuator engages with the
reduction gearbox and is free to rotate relative to the cover. Ball bearings locate in curved grooves in the mating faces of
the input and output actuators. The bottom surface of each groove incorporates a ramp. Rotation of the input actuator
forces the ball bearings up the ramps in the grooves and induces an axial movement in the output actuator. The thrust race
and pressure disc transfer the axial movement from the output actuator to the clutch pack.


1 - Actuator
2 - Multi-plate clutch
3 - Differential
The motor is a 12 V DC motor that adjusts the frictional loading of the multi-plate clutch, via the reduction gearbox and the
actuator assembly, under the control of the RDCM. Adjusting the frictional loading of the multi-plate clutch adjusts the
locking torque between the crown wheel drive gear and the sun wheel.
Four bolts attach the motor to the reduction gearbox, which is located in position on the cover with two dowels, and
secured with four bolts. An O-ring seals the joint between the motor and the reduction gearbox.
The motor is driven by a 12 V DC feed direct from the RDCM. The motor also incorporates the following connections with
the RDCM:
A motor temperature sensor, to prevent excessive use from damaging the motor.
Two Hall effect motor position sensors, to enable closed loop control of the motor.
The temperature sensor provides a differential oil temperature signal to the RDCM, to prevent excessive use from damaging
the multi-plate clutch.
Rear Differential Control Module
The RDCM controls operation of the electric differential. The RDCM is attached to a bracket located on the right-hand side
of the luggage compartment.
The RDCM receives three battery feeds from the RJB (Rear Junction Box) and an ignition feed from the CJB (Central
Junction Box). A connection with the high-speed CAN (Controller Area Network) Powertrain bus allows the RDCM to
communicate with other systems on the vehicle.
A certain amount of differential slip is required to allow the vehicle to turn corners and to remain stable under control of
the ABS (Anti-Lock Brake System control module) . The ISCM monitors the driver's demands through primary vehicle
controls and automatically sets the slip torque in the differential. The system is completely automatic and does not require
any special driver input.
The differential strategy in the ISCM includes:
A pre-loading function, increasing locking torque with increased driving torque.

A slip controller to decrease locking torque for optimum comfort, for example when parking.
The ISCM memorizes the position of the motor when the ignition is switched off.
CAN bus messages used by the ISCM include wheel speed, steering angle, automatic transmission speed, temperature
information, car configuration, axle ratios and mode inputs.
The ISCM also sends messages via the high speed CAN Powertrain and Chassis bus to tell other control modules on the
network the status of the electric differential. The clutch torque and default mode status are some of the main signals sent
out by the ISCM.
If the RDCM or ISCM are replaced, a Land Rover approved diagnostic system must be connected to the vehicle and the
differential self-calibration procedure must be performed. This procedure must also be performed if the motor or electric
differential is replaced.
If a fault occurs with the electric differential, the ISCM, the RDCM, or one of the required input signals, the ISCM records an
error code and displays a warning in the message center.
The following messages can be displayed:
Message Description Chime

E-DIFF NOT Differential temperature has reached the overheat threshold. System deactivated until Single
AVAILABLE temperature returns within limits.
E-DIFF FAULT Fault has occurred with electronic differential. System deactivated until fault rectified. Single
OPERATION
Open Differential
Rotational input from the drive shaft is passed via the input flange to the pinion shaft and pinion gear. The angles of the
pinion gear to the crown wheel drive gear moves the rotational direction through 90°.
The transferred rotational motion is now passed to the crown wheel drive gear, which in turn rotates the differential casing.
The cross-shaft, which is secured to the casing, also rotates at the same speed as the casing. The planet gears, which are
mounted on the shaft, also rotate with the casing. In turn, the planet gears transfer their rotational motion to the left and
right hand sun gears, rotating the drive halfshafts.
When the vehicle is moving in a forward direction, the torque applied through the differential to each sun gear is equal. In
this condition both drive halfshafts rotate at the same speed and the planet gears do not rotate.
If the vehicle is turning, the outer wheel will be forced to rotate faster than the inner wheel by having a greater distance to
travel. The differential senses the torque difference between the sun gears. The planet gears rotate on their axes to allow
the outer wheel to rotate faster than the inner one.
The multi-plate clutch prevents excessive differential slip and therefore maximizes the traction performance of the vehicle.
This is fundamentally different from 'braked' traction control systems, which can only counteract differential slip when it
occurs.
A certain amount of differential slip is required to allow the vehicle to turn corners and to remain stable under control of
the ABS. The system is completely automatic and does not require any special driver input.
The multi-plate clutch actively controls the torque flow through the differential and optimizes the torque distribution in the
driveline. The clutch biases the torque from the differential to the wheel with the higher grip and prevents the wheel with
the lower grip from spinning.
Control Diagram
NOTE: A = Hardwired, AN = High speed CAN (Controller Area Network) Powertrain bus.


1 - Battery
2 - Megafuse
5 - Rear Junction Box (RJB)
7 - Rear Differential Control Module (RDCM)
9 - Anti-Lock Brake System control module (ABS)
12 - Oil Temperature sensor
13 - Differential Locking motor
Rear Drive Axle/Differential - Rear Drive Axle and Differential
For additional information, refer to the relevant description and operation section of the workshop manual.
REFER to: Rear Drive Axle and Differential (205-02 Rear Drive Axle/Differential, Description and Operation).

Visual Inspection
Differential oil leakage Power supply
Sensor installation Fuse(s)
Wiring harness physical damage or water ingress
Loose or corroded electrical connectors
CAN circuits
Sensors
Rear differential control module
to the next step
Symptom Chart
Possible
Symptom Message Possible Causes Action
Running at reduced N/A Water ingress Check for stored DTCs and refer to the DTC index. Visually
capability with fault to wiring inspect the wiring harness and connectors for water ingress
present harness or
connectors
Reduced
differential
capability
Differential
increased
tolerances
Internal fault
Rear
differential
control module
fault
Rear differential Rear Oil level Check for stored DTCs and refer to the DTC index. Check for
overheat Axle incorrect correct oil quantity and specifications. Refer to the relevant
Overheat Oil level section of the workshop manual
incorrect
specification
Sensor fault
Internal fault
Excessive steering Rear Sticking or Check for stored fault codes and refer to DTC index
effort Axle stuck actuator
Fault
DTC Index
For a list of Diagnostic Trouble Codes (DTCs) that could be logged on this vehicle, please refer to Section 100-00. REFER
to: Diagnostic Trouble Code (DTC) Index - DTC: Module Name: Rear Differential Control Module (100-00, Description and
Operation).
Rear Drive Axle/Differential - Differential Draining and Filling
General Procedures
NOTES:
Electric rear differential shown. Open rear differential similar.

2. NOTE: Discard the sealing plug.
Clean the area around the fluid filler plug.

Position a container to collect spillage.
Drain the differential fluid.

Clean the area around the fluid drain plug.
4. NOTE: Install a new sealing plug.
TORQUE: 30 Nm
5. Fill the rear differential, until a thin thread of fluid runs from the filler
hole.
For additional information, refer to: Specifications (205-02 Rear Drive
Axle/Differential, Specifications).
TORQUE: 30 Nm
Rear Drive Axle/Differential - Differential Case TDV6 3.0L Diesel /TDV8 4.4L
Diesel/V6 S/C 3.0L Petrol /V8 S/C 5.0L Petrol
Removal
NOTES:


3. Refer to: Rear Driveshaft - TDV6 3.0L Diesel (205-01 Driveshaft,

Refer to: Rear Driveshaft - SDV6 3.0L Diesel - Hybrid Electric Vehicle
(205-01 Driveshaft, Removal and Installation).
Refer to: Rear Driveshaft - TDV8 4.4L Diesel (205-01 Driveshaft,
Refer to: Rear Driveshaft - V6 S/C 3.0L Petrol /V8 S/C 5.0L Petrol
4. Refer to: Differential Draining and Filling (205-02 Rear Drive

Axle/Differential, General Procedures).
5. Remove the left halfshaft.
Refer to: Rear Halfshaft (205-05 Rear Drive Halfshafts, Removal and
Installation).
6. Remove the right halfshaft.
Installation).
7.
8.
9. NOTE: If equipped.
10. NOTES:
11. CAUTION: Make sure that the component is not suspended by the
fluid hoses.
NOTE: If equipped.
Tie aside.
13.
14.
15.
16.
17.
19.
Installation
1.
3.
4.
5. NOTE: Do not tighten at this stage.

7. Torque: 170 Nm
8. Torque: 110 Nm
9.
Torque: 110 Nm
Torque: 110 Nm
12. NOTES:
Torque: 185 Nm

14.
15. Torque: 5 Nm
16. Install the right halfshaft.
Installation).
17. Install the left halfshaft.

Installation).
20. Connect the battery ground cable.

Rear Drive Axle/Differential - Differential Case SDV6 3.0L Diesel - Hybrid
Electric Vehicle
Removal
NOTES:




5. Remove the left halfshaft.
Installation).
6. Remove the right halfshaft.
Installation).
7.
8.
10. NOTES:
11. CAUTION: Make sure that the component is not suspended by the
fluid hoses.
NOTE: If equipped.
Tie aside.
13.
14.
15.
16.
17.
19.
Installation
1.
3.
4.

7. Torque: 170 Nm
8. Torque: 110 Nm
9.
Torque: 110 Nm
Torque: 110 Nm
12. NOTES:
Torque: 185 Nm

14.
15. Torque: 5 Nm
16. Install the right halfshaft.
Installation).
17. Install the left halfshaft.

Installation).

Rear Drive Axle/Differential - Differential Front Bushing
Special Tool(s)
JLR-502-013
Remover, Bush
Removal
1. Refer to: Differential Case - TDV6 3.0L Diesel /TDV8 4.4L Diesel/V6
S/C 3.0L Petrol /V8 S/C 5.0L Petrol (205-02 Rear Drive
Axle/Differential, Removal and Installation).
2. CAUTION: Note the orientation of the bushing before

removal.
Using a suitable tool, remove the bush.
Installation
1. NOTE: Make sure the new bushes are installed in the correct
orientation.
2. CAUTION: Make sure that the special tool is correctly
located.
NOTE: Make sure the bushing is correctly orientated.
3. Refer to: Differential Case - TDV6 3.0L Diesel /TDV8 4.4L Diesel/V6
Rear Drive Axle/Differential - Differential Fluid Temperature Sensor
Removal

2. Drain the differential lubricant.
Refer to: Differential Draining and Filling (205-02 Rear Drive

3.
4.
Installation
1. Clean the component mating faces.
2. Torque: 22 Nm
3.
4. Fill the differential with the correct amount of lubricant.
Refer to: Differential Draining and Filling (205-02 Rear Drive

Rear Drive Axle/Differential - Differential Locking Module
Removal
NOTES:

2. Remove the right luggage compartment upper trim.
Refer to: Luggage Compartment Upper Trim Panel (501-05 Interior

Trim and Ornamentation, Removal and Installation).
3. Refer to: Loadspace Trim Panel RH (501-05 Interior Trim and

4.
5.
6. Torque: 7 Nm
7. Torque: 7 Nm
8.
9.
10.
11. Torque: 7 Nm
Installation

3. Using the approved diagnostic tool, calibrate the module.

Rear Drive Axle/Differential - Differential Locking Motor
Removal

2. Remove the rear differential.
Refer to: Differential Case - TDV6 3.0L Diesel /TDV8 4.4L Diesel/V6
3.
4.
5.
6.
Installation
1. Clean the component mating faces.
2. Torque: 12 Nm
3. Clean the component mating faces and apply a
continuous 3mm bead of sealant to the motor mating
face on the differential.
4. Torque: 10 Nm
5. Install the rear differential.
6. Using the Land Rover approved diagnostic system, calibrate the new
differential locking motor.
Rear Drive Axle/Differential - Differential Rear Bushing
Special Tool(s)
JLR-502-013
Remover, Bush
JLR-502-014
Remover/Installer Support, Bush
JLR-502-015
Installer, Bush
Removal

2. CAUTIONS:
Make sure that the special tool is correctly located.
Note the orientation of the bushing before removal.
Installation
1. NOTE: Make sure the new bushes are installed in the

correct orientation.
2. CAUTIONS:
Make sure the correct special tool is used to install

the bushings to the correct depth.
Make sure that the special tool is correctly located.

Rear Drive Axle/Differential - Drive Pinion Seal TDV6 3.0L Diesel /TDV8 4.4L
Diesel/V6 S/C 3.0L Petrol /V8 S/C 5.0L Petrol
Removal
1. Prior to installation of the differential for drive pinion seal leakage,

make sure that the oil leak diagnosis is followed to reduce incorrect
component installation.
Refer to: Rear Drive Axle and Differential (205-02 Rear Drive
Axle/Differential, Diagnosis and Testing).
2. The drive pinion seal cannot be removed from the differential case. If
a new seal is required, a new differential must be installed.
Installation

Rear Drive Axle/Differential - Drive Pinion Seal SDV6 3.0L Diesel - Hybrid
Electric Vehicle
Special Tool(s)
204-264
Pinion Seal Replacer
204-265
Remover/Installer, Drive Pinion Seal
204-266
Adapter for 204-265
204-267
Adapter for 204-265
204-269
Flange remover forcing screw
205-053
Retainer, Drive Flange
205-053-03
Adapter, Drive Pinion Flange
Removal
2. Refer to: Differential Draining and Filling (205-02, General

Procedures).
3. Refer to: Rear Driveshaft - TDV6 3.0L Diesel - Hybrid Electric Vehicle
4.
Measure the depth of the pinion nut on the pinion
shaft.
5.
Accurately scribe a line to mark the drive pinion
shaft to the drive pinion nut and pinion flange.
Loosen the nut 180 degrees, then tighten back to
the mark and note the torque value.
6. Special Tool(s): 205-053, 205-053-03
7. Special Tool(s): 204-266, 204-265, 204-269

8. WARNING: Be prepared to collect escaping fluid.
Installation
2.
3. Special Tool(s): 204-267, 204-266, 204-265

4. CAUTION: Make sure the drive pinion flange has no
end float and is free to rotate.
Special Tool(s): 205-053, 205-053-03
5. Refer to: Rear Driveshaft - TDV6 3.0L Diesel - Hybrid Electric Vehicle
6. Refer to: Differential Draining and Filling (205-02, General

Procedures).
Front Drive Axle/Differential -
Lubricants
Item Specification
* Recommended lubricant Castrol SAF-XO - 75W/90
Capacity Wet: 0.51 liters (1.07 pints) (0.53 US quarts)
Dry: 0.54 liters (1.14 pints) (0.57 US quarts)
* Do not use any lubricant other than that specified
Reduction Ratio
Model Specification
* Oil drain plug 30 22
* Oil filler plug 30 22
++ Rear mounting lower bolts 125 92
++ Rear mounting upper bolt 60 44
*Rear mounting L shape bracket 77 57
Front mounting bolt 110 81
Extension housing to differential case bolts 45 33
Extension housing to subframe bolt 60 44
Differential case brace bolts 50 37
Mass damper bolt 45 33
++ New bolts must be installed
* A new plug must be installed

Front Drive Axle/Differential - Front Drive Axle and Differential
TDV6 3.0L DIESEL

1 - Front right halfshaft
2 - Constant Velocity (CV) joint
3 - Engine oil pan
5 - Front left halfshaft
6 - Differential-front
TDV8 4.4L DIESEL


3 - Engine oil pan
PETROL Engines
NOTE: V6 3.0 S/C PETROL shown, V8 S/C 5.0L PETROL is similar.


3 - Engine oil pan
OVERVIEW
The front differential converts the 'angle of drive' through 90 degrees and distributes drive, via the halfshafts, to the front
wheels.
The front differential is mounted upon the front subframe on 3 mounts. The differential has a pinion nose bracket situated
at the rear left, which incorporates a bush with a limiter washer. The differential is bolted through this bush into the
subframe. The front left hand mount has the bush situated in the subframe. The differential has a tube on the right side of
the differential carrier, this tube limits the torque steer.
The casing comprises two halves with machined mating faces. When assembled, the iron casing halves are sealed with a
thin film of Loctite 5999 sealant and secured together with 12 bolts. The left casing is the carrier for all the rotating parts
and the right casing is a cover to close the unit and a support for the right carrier bearing. A breather tube is fitted to the
casings. This allows a plastic tube to be fitted and routed to a high point in the engine compartment, preventing the ingress
of water when the vehicle is wading.
The differential is a conventional design using a hypoid gear layout. This employs a hypoid bevel pinion gear and crown
wheel, with the pinion offset above the center line of the crown wheel. This design allows for a larger pinion gear to be
used, which has the advantages of increased gear strength and reduced operating noise.
The output ratio of the front differential varies depending on the engine variant.
For additional information, refer to: Specifications (205-03 Front Drive Axle/Differential, Specifications).
The ratio is changed by changing the amount of teeth between the crown wheel drive gear and pinion gear. For example,
with a ratio of 3.21:1, the crown wheel drive gear will have 3.21 times more teeth than the pinion gear.
The differential comprises a pinion shaft and hypoid bevel gear, a crown wheel drive gear with an integral cage, which
houses two planet gears. Two sun wheels are also located in the cage and pass the rotational drive to the drive halfshaft
shafts.
The spacer is used to hold the bearings in alignment and collapses at a predetermined rate due the torque applied to the
pinion nut. The remaining load is carried as preload in the bearings and is set with the pinion nut to give the desired
assembly torque-to-turn. This can only be performed during first assembly when new bearings are coated with friction
modifier.
An oil seal is pressed into the left casing and seals the input flange to the differential unit. The pinion shaft has a hypoid
bevel gear at its inner end, which mates with the crown wheel drive gear.
The crown wheel drive gear is located on the carrier and secured with 10 screws. The carrier is mounted on taper roller
bearings located in each casing half. The bearings are press fitted into the casing and a spacer is located on the outside face
to apply preload to the bearing.
The carrier is fitted with a shaft onto which the two planet gears are mounted. The shaft is secured in the carrier with a roll
pin. The sun wheels are located in pockets within the carrier and mesh with the planet gears. Curved plates are located
between the carrier and the sun wheels and hold the sun wheels in mesh with the planet gears. Each sun wheel has a
machined, splined, bore to accept the drive halfshaft. A groove is machined in the bore to locate the circlip fitted to the
drive halfshaft, providing positive drive halfshaft location.
The operating principles of the front and rear differential are the same.
For additional information, refer to: Rear Drive Axle and Differential (205-02 Rear Drive Axle/Differential, Description and
Operation).
Front Drive Axle/Differential - Front Drive Axle

Front Drive Axle/Differential - Differential Draining and Filling
General Procedures
1. Raise and support the vehicle.
2. For additional information, refer to: Engine Undershield (501-02 Front

End Body Panels, Removal and Installation).
Clean the area around the fluid filler plug.

Position a container to collect spillage.
Drain the differential fluid.

Clean the area around the fluid drain plug.
TORQUE: 30 Nm
7. Fill the rear differential, until a thin thread of fluid runs from the filler
hole.
For additional information, refer to: Specifications (205-03 Front Drive
Axle/Differential, Specifications).
TORQUE: 30 Nm
TORQUE: 50 Nm
10. Install the engine undershield.

For additional information, refer to: Engine Undershield (501-02 Front
End Body Panels, Removal and Installation).
Front Drive Axle/Differential - Differential Case
Removal
NOTES:

Installation).
Installation).
Refer to: Exhaust System (309-00B Exhaust System - V6 S/C 3.0L
Refer to: Exhaust System - Vehicles With: Diesel Particulate Filter
(DPF) (309-00D Exhaust System - TDV8 4.4L Diesel, Removal and
Installation).
Installation).
2. Refer to: Front Driveshaft - TDV6 3.0L Diesel (205-01 Driveshaft,

Refer to: Front Driveshaft - V6 S/C 3.0L Petrol /V8 S/C 5.0L Petrol
Refer to: Front Driveshaft - TDV8 4.4L Diesel (205-01 Driveshaft,
3. Refer to: Front Halfshaft LH (205-04 Front Drive Halfshafts, Removal

and Installation).
4. Refer to: Front Halfshaft RH (205-04 Front Drive Halfshafts, Removal

and Installation).
5.
8.
9.
10. Using a transmission jack, support the differential.
11. CAUTION: Discard the bolt.
NOTE: Left hand drive only.
Align the steering wheel to straight ahead.
12.

15. CAUTION: Discard the bolts.
16.
17. NOTE: With assistance remove the component.
Installation
1. NOTE: With assistance, install the component.
2.
3. CAUTIONS:
Only tighten the bolts finger-tight at this stage.
4. CAUTIONS:
Install the bolt finger tight.
5. CAUTIONS:

Install the bolt finger tight.
6. CAUTION: Install the bolt finger tight.
7. Torque: 125 Nm
8. Torque: 60 Nm
9. Torque: 77 Nm
10. NOTE: Make sure that the component is installed

with the correct orientation, as shown.
Torque: 110 Nm
11. CAUTION: Make sure that a new bolt is installed.
NOTE: Left hand drive only.
Using a suitable tool, clean out the threads.
Torque: 30 Nm
13. CAUTION: Make sure all mating faces are clean and
dry before applying sealant.
NOTE: Apply silicone gasket sealant or equivalent

meeting Land Rover specification.
14. Torque: 45 Nm
15. Torque: 60 Nm
Torque: 50 Nm
18. Torque: 45 Nm
19. Refer to: Front Halfshaft RH (205-04 Front Drive Halfshafts, Removal
and Installation).
20. Refer to: Front Halfshaft LH (205-04 Front Drive Halfshafts, Removal
and Installation).
21. Refer to: Front Driveshaft - TDV6 3.0L Diesel (205-01 Driveshaft,
Refer to: Front Driveshaft - V6 S/C 3.0L Petrol /V8 S/C 5.0L Petrol
Refer to: Front Driveshaft - TDV8 4.4L Diesel (205-01 Driveshaft,
Installation).
Installation).
Refer to: Exhaust System (309-00B Exhaust System - V6 S/C 3.0L
Refer to: Exhaust System - Vehicles With: Diesel Particulate Filter
Installation).
Installation).
23. If a new differential is installed, fill with the recommended lubricant.
Refer to: Differential Draining and Filling (205-03 Front Drive

Front Drive Axle/Differential - Drive Pinion Seal
Removal
1. Prior to installation of the differential for drive pinion seal leakage,

make sure that the oil leak diagnosis is followed to reduce incorrect
component installation.
Refer to: Front Drive Axle (205-03 Front Drive Axle/Differential,

Diagnosis and Testing).
2. The drive pinion seal cannot be removed from the differential case. If
a new seal is required, a new differential must be installed.
Refer to: Axle Assembly (205-03 Front Drive Axle/Differential, Removal

and Installation).
Installation

Front Drive Axle/Differential - Differential Support Bush
Removal
1.
2.
3.
4. CAUTION: Note the orientation of the bushing before
removal.
Using a suitable tool, remove the bush.
Installation


located.
3. CAUTION: Only tighten the bolts finger-tight at this

stage.
4. CAUTION: Install the bolt finger tight.

5. Torque: 90 Nm
6. Torque: 60 Nm
7. Torque: 45 Nm
Front Drive Axle/Differential - Differential Front Left Bush
Removal
1. Refer to: Differential Case (205-03 Front Drive Axle/Differential,

2. CAUTION: LH illustration shown, RH is similar.
Repeat procedure for the other side.
3.
Reposition the steering gear.
4.
Installation


located.

3.
4. CAUTIONS:
Torque:
Stage 1:100 Nm
Stage 2:240°
5. Refer to: Differential Case (205-03 Front Drive Axle/Differential,
Front Drive Halfshafts -
Lubricant
Item Specification
Outboard joint Use grease supplied with replacement boot kit
Inboard joint Use grease supplied with replacement boot kit
Item Specification
Type Fixed outer CV, plunging inboard joint, solid interconnecting shafts, with inner and outer constant velocity joints
* Stabilizer bar link nut 185 136
* Tie-rod end ball joint nut 140 103
+ Halfshaft retaining nut - -
Wheel nuts 140 103
* New nut must be installed.
+ For additional information, refer to: Front Halfshaft LH (205-04 Front Drive Halfshafts, Removal and Installation) / Front
Halfshaft RH (205-04 Front Drive Halfshafts, Removal and Installation).
Front Drive Halfshafts - Front Drive Halfshafts

Front Drive Halfshafts - Front Halfshaft LH
Special Tool(s)
Ball joint separator
JLR-204-793
Halfshaft remover/replacer
JLR-204-506/1
JLR-204-506/2
JLR-204-506/3
Halfshaft installer adapter
JLR-204-506-01
Retainers - halfshaft remover/replacer
JLR-204-506/5
Axle oil seal remover
JLR-308-005
Impulse extractor
JLR-100-012
Installer/Guide halfshaft oil seal
JLR-308-626/2
Installer halfshaft oil seal
JLR-308-626/1
Splitter, Upper Arm
JLR-204-803
Removal
3. For additional information, refer to: Differential Draining and Filling

(205-03 Front Drive Axle/Differential, General Procedures).
4.
5.
6.
7. NOTE: Loosen but do not fully remove.
8.
CAUTION: Do not keep turning the bolt to release the

joint.
1. TORQUE: 60 Nm
CAUTIONS:
Strike the outside of the contact pin with a suitable

hammer to shock the joint.
Discard the nut.
2.
9.
10.
12.
13. CAUTIONS:
The lower arm ball joint can be damaged by excessive

articulation. The wheel knuckle must be fully supported at all times.
Do not allow the wheel knuckle to hang on the lower arm. Failure to
follow this instruction will result in damage to vehicle.
Do not use a hammer to detach the halfshaft from the hub

assembly, failure to follow this instruction may result in damage to the
halfshaft.
Make sure halfshaft gaitors are not damaged as shaft is removed

from vehicle.
14. CAUTION: Make sure halfshaft gaitors are not damaged as shaft
is removed from vehicle.
15.
Installation
1. CAUTION: The seal protector must be left in place

until the halfshaft has been installed.
Using the special tools, install a new halfshaft seal.

Clean the component mating faces.
2. CAUTION: Pull on the halfshaft inboard joint to make sure the clip
has fully engaged and retains the halfshaft inboard joint within the
differential case.
Lubricate the oil seal.
3. Using the special tools, pull the halfshaft in to the wheel hub.
4.
5. TORQUE: 60 Nm
6.

normal ride height.
TORQUE: 185 Nm
8. CAUTION: Install new nut.
TORQUE: 140 Nm
9. TORQUE: 10 Nm
10.
NOTE: Apply the brake pedal during the removal and

TORQUE: 290 Nm

shaft nut.


TORQUE: 120 Nm + 60° degrees
Front Drive Halfshafts - Front Halfshaft RH
Special Tool(s)
Ball joint separator
JLR-204-793
JLR-204-506/1
JLR-204-506/2
JLR-204-506/3
JLR-204-506-01
JLR-204-506/5
JLR-308-005
Impulse extractor
JLR-100-012
JLR-308-626/2
JLR-308-626/1
Splitter, Upper Arm
JLR-204-803
Removal

(205-03 Front Drive Axle/Differential, General Procedures).
4.
5.
6.
7. NOTE: Loosen but do not fully remove.
CAUTION: Do not keep turning the bolt to release the

joint.
1. TORQUE: 60 Nm
CAUTIONS:
Strike the outside of the contact pin with a suitable

hammer to shock the joint.
Discard the nut
2.
9.
10.
12.
13. CAUTIONS:
The lower arm ball joint can be damaged by

excessive articulation. The wheel knuckle must be fully
supported at all times. Do not allow the wheel knuckle to
hang on the lower arm. Failure to follow this instruction
will result in damage to vehicle.
Do not use a hammer to detach the halfshaft from

the hub assembly, failure to follow this instruction may
result in damage to the halfshaft.
Make sure halfshaft gaitors are not damaged as shaft

14. CAUTION: Make sure halfshaft gaitors are not damaged as shaft
15.
Installation

Using the special tools, install a new halfshaft seal.

2. CAUTION: Pull on the halfshaft inboard joint to make sure the clip
has fully engaged and retains the halfshaft inboard joint within the
differential case.
Install the halfshaft.

Lubricate the oil seal.
3. Using the special tools, pull the halfshaft in to the wheel
hub.

5. CAUTION: Make sure that a new nut and bolt is
installed.
TORQUE: 60 Nm
6.

normal ride height.
TORQUE: 185 Nm
8. CAUTION: Install new nut.
TORQUE: 140 Nm
9. TORQUE: 10 Nm
10.

TORQUE: 290 Nm
12. CAUTIONS:
Do not use air tools to remove the half shaft nut.


TORQUE: 120 Nm + 60° degrees
Front Drive Halfshafts - Halfshaft Seal LH
Special Tool(s)
308-005(LRT-37-004/2)
Impulse extractor
100-012(LRT-99-004)
308-626/2
308-626/1
Removal
CAUTIONS:
Do not store or install halfshafts with joints at maximum articulation or damage may occur to the joint.
Angularly Adjusted Roller (AAR) joints, used at the inboard end of some halfshafts have no internal retaining
mechanism and can separate.
2. For additional information, refer to: Front Halfshaft LH (205-04 Front

Drive Halfshafts, Removal and Installation).
3.
Installation

Using the special tools, install a new halfshaft oil seal.


Front Drive Halfshafts - Halfshaft Seal RH
Special Tool(s)
308-005(LRT-37-004/2)
Impulse extractor
100-012(LRT-99-004)
308-626/2
308-626/1
Removal
CAUTIONS:
Do not store or install halfshafts with joints at maximum articulation or damage may occur to the joint.
Angularly Adjusted Roller (AAR) joints, used at the inboard end of some halfshafts have no internal retaining
mechanism and can separate.
2. For additional information, refer to: Front Halfshaft RH (205-04 Front

Drive Halfshafts, Removal and Installation).
3.
Installation

Using the special tools, install a new halfshaft oil seal.


Rear Drive Halfshafts -
Recommended Lubricant
Item Specification
Outboard joint Use grease supplied with replacement boot kit
Inboard joint Use grease supplied with replacement boot kit
Item Specification
Type Fixed outer CV, plunging inboard joint, solid interconnecting shafts, with inner and outer constant velocity joints
Item Nm lb-ft lb-in
* Lower arm to wheel knuckle bolt 70 + 240° 52 + 240° -
Upper arm to wheel knuckle nut and bolt 50 + 60° 37 + 60° -
** Toe link to lower arm nut and bolt 50 + 180° 37 + 180° -
** Toe link to wheel knuckle nut and bolt 70 + 240° 52 + 240° -
** Shock absorber to wheel knuckle nut and bolt 100 + 240° 74 + 240° -
Rear wheel speed sensor bolt 9 - 80
Brake disc shield to wheel knuckle bolt 9 - 80
+ Halfshaft retaining nut - - -
* New bolt must be installed.
** New nut and bolt must be installed.
+ For additional information, refer to: Rear Halfshaft (205-05 Rear Drive Halfshafts, Removal and Installation).
Rear Drive Halfshafts - Rear Drive Halfshafts

Rear Drive Halfshafts - Rear Halfshaft
Special Tool(s)
204-506/1(LRT-60-030/1)
204-506/2(LRT-60-030/2)
204-506/3(LRT-60-030/3)
204-506/5(LRT-60-030/5)
308-005(LRT-37-004/2)
308-626/2
308-626/1

204-506-01(LRT-60-030/4)
Impulse extractor
100-012(LRT-99-004)
Removal
2. For additional information, refer to: Air Suspension System

3. For additional information, refer to: Brake Disc (206-04 Rear Disc
Brake, Removal and Installation).

(205-02 Rear Drive Axle/Differential, General Procedures).
5. CAUTION: Do not use air tool to remove the hafshaft

nut.
6. CAUTION: Do not use a hammer to detach the

halfshaft from the hub assembly, failure to follow this
instruction may result in damage to the halfshaft.
Using the special tools, release the halfshaft from the

wheel hub.
7.
8.
9.

13. WARNING: Use a jack to support the hub and lower
arm.
CAUTION: To prevent the wheel knuckle falling

outwards and disconnection of the halfshaft inner joint,
support the wheel knuckle.
14. CAUTION: Make sure no damage occurs to the

halfshaft CV joint and boot.
NOTE: Discard the bolt.
15. CAUTION: Make sure no damage occurs to the axle

or the halfshafts.
NOTE: Ensure halfshaft gaitors are not damaged

during the halfshaft removal.
16.
17. NOTE: Discard the o-ring seal.

Installation
1. Using the special tools, install a new halfshaft seal.
2. NOTE: Make sure that new circlip is to be installed.

NOTE: Ensure halfshaft gaitors are not damaged

during installation.
4. CAUTION: Pull on the halfshaft inboard joint to make

sure the clip has fully engaged and retains the halfshaft
inboard joint within the differential case.
5. CAUTIONS:

wheel knuckle.
normal ride height.
Torque: 70 Nm + 240°

7.
8. CAUTIONS:
Make sure that new nut and bolt are installed.

normal ride height.
TORQUE: 50 Nm + 180°
9. CAUTIONS:

normal ride height.
10. CAUTIONS:

normal ride height.
Torque: 100 Nm + 240°
11. Torque: 9 Nm
12. Torque: 9 Nm
13. For additional information, refer to: Brake Disc (206-04 Rear Disc
Brake, Removal and Installation).
14. NOTE: Install new nut.

1. Torque: 290 Nm
15. CAUTION: Do not use air tools to remove the

hafshaft nut.
16. NOTE: Install new nut.

1. Torque: 120 Nm + 60°
17. The Air Suspension Manual Control Procedure must be carried out.
For additional information, refer to: Air Suspension - Manual Control
Procedure (204-05 Vehicle Dynamic Suspension, General Procedures).
18. CAUTION: Apply a small amount of grease to the

hub spigot and associated wheel spigot bore before
installation. Make sure the grease does not come into
contact with the vehicles braking components,or wheel
studs threads. Failure to follow these may result in
personal injury.
1. Stage 1 : 4 Nm
2. Stage 2 : 70 Nm
3. Stage 3 : 140 Nm
(205-02 Rear Drive Axle/Differential, General Procedures).
20. For additional information, refer to: Air Suspension System
Rear Drive Halfshafts - Outer Constant Velocity (CV) Joint Boot
Removal
NOTES:
1. For additional information, refer to: Rear Halfshaft (205-05 Rear Drive
Halfshafts, Removal and Installation).
2. NOTE: Discard the retaining clips.
3. NOTE: Using suitable cloth, clean the grease from the

halfshaft.
Mark the halfshaft as shown.
4. CAUTION: Make sure that the CV joint is positioned

as illustrated.
5. Install the halfshaft nut onto the CV joint as illustrated to
protect the thread.
6. Using a suitable soft faced hammer, strike the CV joint in

the direction shown.
7. Using a suitable drift against the inner part of the CV

joint, remove the CV joint from the halfshaft.
8.
9.
Installation
1. NOTE: Make sure a new retaining ring is to be

installed.
Clean and inspect the components for deterioration.

2. NOTE: Make sure a new retaining clip is to be
installed.
Install new clip and boot.
3. NOTE: Make sure a new retaining clip is to be

installed.
Install new outer clip and the CV joint.

1. Pack the outer CV joint with the grease supplied.
4. NOTE: Make sure that component is installed to the

noted removal position.
Using a suitable soft faced hammer, strike the CV joint in

5. NOTE: Remove and discard the nut.
6. NOTES:
Make sure that the outer CV joint boot is correctly

installed.
Make sure that the retaining clips are correctly

installed.
Rear Drive Halfshafts - Inner Constant Velocity (CV) Joint Boot
Removal
3. Remove and discard the retaining clip.
4. NOTE: Using suitable cloth, clean the grease from the

halfshaft.
Mark the halfshaft as shown.
5. CAUTION: Make sure that the CV joint is positioned

as illustrated.
6. Using a suitable drift against the inner part of the CV
joint, remove the CV joint from the halfshaft.
7.
8. Remove and discard the inner CV joint boot and the

retaining clip.
Installation
1. NOTE: Make sure a new retaining ring is to be

installed.
Clean and inspect the components for deterioration.
2. NOTE: Make sure that new retaining clip and joint

boot are to be installed.
3. Install the inner CV joint.

1. Pack the inner CV joint with the grease supplied.
4. NOTE: Make sure that component is installed to the
noted removal position.
Using a suitable soft faced hammer, strike the CV joint in

5. CAUTION: Make sure the CV joint is not separated

from the halfshaft.
NOTE: Make sure that new retaining clip is to be

installed.
6. Install a new retaining ring.

Brake System - General Information -
Brake Hydraulic Fluid
Item Specification
* Recommended hydraulic fluid Land Rover approved fluid
Fluid quantity 890 cm³
CAUTION: * If the above fluid is not available, use a low viscosity DOT 4 brake fluid meeting ISO 4925 Class 6 and
Land Rover LRES22BF03 requirements.
General Specification: Vehicles with High Performance Brakes
Item Specification
Footbrake type: Hydraulic, servo assisted, self-adjusting with front/rear split hydraulic system, opposed six
piston calipers to the front and single piston sliding calipers to the rear
Disc type and diameter
Front - ventilated 380 mm (14.9 in)
Rear - ventilated 365 mm (14.4 in)
Front disc thickness:
New 34.0 mm (1.33 in)
Service limit marked on the disc
Rear disc thickness:
New 25.0 mm (0.98 in)
Maximum disc run out:
Front 0.050 mm with wheel fitted
Rear 0.070 mm with wheel fitted
Minimum pad material 3 mm (0.11 in)
thickness - Front and rear:
Pad material Asbestos free
Front Caliper
Type Six piston
Piston diameter - 1 and 2 36 mm (1.41 in)
Rear caliper
Piston diameter 43 mm (1.69 in)
General Specification: Vehicles with Standard Brakes
Item Specification
Footbrake type: Hydraulic, servo assisted, self-adjusting with front/rear split hydraulic system, twin piston
sliding calipers to the front and single piston sliding calipers to the rear
Disc type and diameter
Front - ventilated 360 mm (14.2 in)
Rear - ventilated 350 mm (13.8 in)
Front disc thickness:
New 30.0 mm (1.18 in)
Rear disc thickness:
New 25 mm (0.98 in)
Maximum disc run out:
Front 0.050 mm (0.002 in) with wheel fitted
Rear 0.070 mm (0.003 in) with wheel fitted
Minimum pad material 3 mm (0.11 in)
thickness - Front and rear:
Pad material Asbestos free
Front Caliper
Type Twin piston
Rear caliper
Item Nm lb-ft lb-in
Primary circuit brake pipe bleed screw 18 13 -
Secondary circuit brake pipe bleed screw 18 13 -
Rear brake caliper bleed screw 11 8 -
Front brake caliper bleed screw 8 - 71
Brake System - General Information - Brake System
For a detailed description of the brake system, refer to the relevant description and operation sections in the workshop
manual.
Visually examine the front and rear wheel and tire assemblies for damage such as uneven wear patterns, tread worn out or
sidewall damage. Verify the tires are the same size, type and, where possible, same manufacturer. Replace the damaged
wheel or excessively worn tire
Wheels and tires must be cleared of any foreign matter and tire pressures adjusted to the correct specification
If the tires exhibit uneven wear or feathering, the cause must be corrected. Check the steering and suspension components
for damage or wear and, if necessary, check and adjust front wheel alignment
Visual Inspection
Brake master cylinder Electric park brake actuator
Brake caliper piston(s) Electric park brake control module
Brake discs Electric park brake switch
Wheel bearings Damaged or corroded wiring harness
Brake pads Brake master cylinder fluid level switch
Power brake booster
Brake pedal linkage
Brake booster vacuum hose
Tires
Debris
Road Test
Carry out a road test to compare actual vehicle braking performance with the performance standards expected by the
driver. The ability of the test driver to make valid comparisons and detect performance deficiencies will depend on
experience
The driver should have a thorough knowledge of brake system operation and accepted general performance guidelines to
make good comparisons and detect performance concerns
An experienced brake technician will always establish a route that will be used for all brake diagnosis road tests. The roads
selected will be reasonably smooth and level. Gravel or bumpy roads are not suitable because the surface does not allow
the tires to grip the road equally. Crowned roads should be avoided because of the large amount of weight shifted to the
low set of wheels on this type of road. Once the route is established and consistently used, the road surface variable can be
eliminated from the test results
Before a road test, obtain a complete description of the customer concerns or suspected condition. From the description,
the technician's experience will allow the technician to match possible causes with symptoms. Certain components will be
tagged as possible suspects while others will be eliminated by the evidence. More importantly, the customer description can
reveal unsafe conditions which should be checked or corrected before the road test. The description will also help form the
basic approach to the road test by narrowing the concern to specific components, vehicle speed or conditions
Begin the road test with a general brake performance check. Keeping the description of the concern in mind, test the brakes
at different vehicle speeds using both light and heavy pedal pressure. To determine if the concern is in the front or rear
braking system, use the brake pedal and then use the park brake control. If the condition (pull, vibration, pulsation) occurs
only with the park brake, the concern is in the rear brake system
If the concern becomes evident during this check, verify it fits the description given before the road test. If the concern is
not evident, attempt to duplicate the condition using the information from the description
If a concern exists, use the symptom chart in order to isolate it to a specific sub-system and condition description. From
this description, a list of possible sources can be used to further narrow the cause to a specific component or condition
Symptom Chart
Symptom Possible Cause Action

Brakes noisy Brake pads GO to Pinpoint Test A.
Brake discs
Vibration when Wheels/tires out of balance GO to Pinpoint Test B.

brakes are Wheel hub nuts loose
applied Brake caliper mounting
bolts loose
Brake pads
Foreign
material/scratches/corrosion
on brake disc contact
surfaces
Excessive brake disc
thickness variation
Excessive brake disc runout
Wheel bearing wear or
failure
Suspension bushing wear or
failure
Steering bushing wear or
failure
The brakes pull Tire pressures/wear GO to Pinpoint Test C.

or drift Brake calipers
Brake pads
Brake discs
Wheel alignment
adjustment
Wheel bearing
Suspension bushings and
ball joints
The pedal feels Air in brake hydraulic GO to Pinpoint Test D.

spongy system
Leak in hydraulic system
Brake booster/master
cylinder
Brake pads
The pedal goes Air in brake hydraulic GO to Pinpoint Test E.

down fast system
Leak in hydraulic system
cylinder
Brake pads
The pedal goes Air in brake hydraulic GO to Pinpoint Test F.

down slowly system
cylinder
Excessive brake Brake pads GO to Pinpoint Test G.

pedal effort Brake booster
required
Brake lockup Brake pads GO to Pinpoint Test H.
during light Brake calipers
brake pedal
force
Brakes drag Park brake GO to Pinpoint Test I.
applied/malfunction
Seized park brake cables
Seized brake caliper slide
pins
Seized brake caliper
Brake booster
Pedal gear
Excessive/Erratic Hydraulic system GO to Pinpoint Test J.

brake pedal Brake pads
travel Brake discs
Hub and bearing assembly
The red brake Fluid level Fill the system to specification. Check for leaks. Install a new brake
warning Brake master cylinder fluid master cylinder fluid reservoir as required. Refer to the relevant
indicator is level sensor section in the workshop manual for electric park brake control module
always on Park brake control and circuit tests
Electrical circuit
Slow or Brake pedal binding GO to Pinpoint Test K.

incomplete Brake booster/master
brake pedal cylinder
return
Pinpoint Tests
PINPOINT TEST A : BRAKES NOISY

CONDITIONS
A1: INSPECT BRAKE PADS
1
Inspect the condition of the front and rear brake pads. Check for damage to any anti-squeal
shims
Are the brake pads OK?
Yes
GO to A2.
No
Clean/install new front and rear brake pads as required. Retest vehicle for brake noise
A2: INSPECT BRAKE DISCS
1 Inspect the brake discs for excessive corrosion, wear or disc thickness variation
Does excessive corrosion, wear or disc thickness variation exist?
Yes
Install new front and rear brake discs and brake pads as required. Retest vehicle for brake noise
No
No action required, vehicle is OK
PINPOINT TEST B : VIBRATION WHEN BRAKES ARE APPLIED

CONDITIONS
B1: ROAD TEST VEHICLE
1 Road test the vehicle between 40-80 km/h (25-50 mph) without applying brakes
Is the vibration present?
Yes
Refer to the relevant section in the workshop manual for noise vibration and harshness tests
No
GO to B2.
B2: CHECK FOR BRAKE VIBRATION
1 Road test the vehicle between 40-80 km/h (25-50 mph) with light and medium application on the brake
pedal
Is a vibration present?
Yes
Check the brake caliper mounting bolts and wheel hub nuts and tighten to specification as required.
Check the balance of all road wheels and tires and repair as required. Check the brake discs for
excessive wear, runout, thickness variation or cracks. Install new brake discs and brake pads as
required GO to B3.
No
B3: IS VIBRATION STILL PRESENT UNDER BRAKE APPLICATION?
1 Road test the vehicle between 40-80 km/h (25-50 mph) with light and medium application on the brake
pedal
Is a vibration present?
Yes
Check for wear or failure of steering gear bushings. Check for wear or failure of steering gear ball
joints. Check for wear or failure of front wheel bearings, suspension bushings and ball joints. Check for
wear or failure of rear wheel bearings, suspension bushings and ball joints. Refer to relevant section in
workshop manual and install new components as required
No
PINPOINT TEST C : THE BRAKES PULL OR DRIFT

CONDITIONS
C1: ROAD TEST VEHICLE
1 Road test the vehicle and apply the brake pedal
Does the vehicle pull or drift?
Yes
GO to C2.
No
C2: INSPECT TIRE CONDITION/PRESSURE
1 Check for excessive tire wear or incorrect pressures
Are the tires at the correct pressure and in good condition?
Yes
GO to C3.
No
Adjust the tire pressures or install new tires if excessively worn. Retest the system for normal operation
C3: CHECK CALIPERS
1 Check the disc brake caliper pistons and pins for binding, leaking or sticking
Do the disc brake caliper pistons and pins bind, leak or stick?
Yes
Rectify sticking pins and install new brake calipers as required. Retest the system for normal operation
No
GO to C4.
C4: INSPECT BRAKE DISCS
1 Check the brake discs for excessive damage, thickness variation or runout
Does excessive damage or runout exist?
Yes
Install new brake discs and brake pads as required. Retest the system for normal operation
No
GO to C5.
C5: INSPECT THE FRONT HUB AND WHEEL BEARING ASSEMBLY
1 Check the front hub and wheel bearing assembly
Are the wheel bearings OK?
Yes
GO to C6.
No
Install new wheel bearings as required. Retest the system for normal operation
C6: CHECK SUSPENSION BUSHINGS AND BALL JOINTS.
1 Check all suspension bushings and ball joints
Are the suspension bushings and ball joints OK?
Yes
GO to C7.
No
Install new front suspension bushings and ball joints as required. Install new rear suspension bushings
and ball joints as required. Refer to the relevant section in the workshop manual
C7: CHECK VEHICLE ALIGNMENT
1 Check the vehicle alignment
Is the alignment within specification?
Yes
No action is required, vehicle is OK
No
Adjust the alignment as required
PINPOINT TEST D : THE PEDAL FEELS SPONGY

CONDITIONS
D1: CHECK FOR SPONGY PEDAL (ENGINE OFF)
1 Check for a firm brake pedal
Is the brake pedal effort and brake pedal travel normal?
Yes
No action is required, vehicle is OK
No
GO to D2.
D2: CHECK BRAKE PEDAL RESERVE (ENGINE OFF)
1 Pump the brake pedal 10 times and hold on the final application
Does the brake pedal feel firm on final application?
Yes
GO to D3.
No
Bleed the brake system
D3: CHECK BRAKE PEDAL RESERVE (ENGINE ON)
1 With engine running at idle speed
2 Apply the brake pedal lightly three or four times
3 Wait 15 seconds for the vacuum to recover
4 Push down on the brake pedal until it stops moving downward or an increased resistance to the brake
pedal travel occurs
5 Hold the brake pedal in the applied position while increasing the engine speed to 2000 revs/min
6 Release the accelerator pedal
Does the brake pedal move downward as the engine speed returns to idle?
Yes
GO to D4.
No
Check the vacuum to brake booster
D4: CHECK BRAKE FLUID LEVEL
1 Check the brake master cylinder reservoir fluid level
Is the fluid level OK?
Yes
Bleed the brake system. Retest the system for normal operation
No
Check for leaking brake system and rectify as required. Add fluid and bleed the brake system. Retest
the system for normal operation
PINPOINT TEST E : THE PEDAL GOES DOWN FAST

CONDITIONS
E1: ROAD TEST VEHICLE
1 Road test the vehicle and apply the brake pedal
Yes
No
GO to E2.
E2: CHECK BRAKE PEDAL TRAVEL-PRESSURIZE SYSTEM
1 Pump the brake pedal rapidly (five times)
Does the brake pedal travel build up and then hold?
Yes
Bleed the brake system. Retest the system for normal operation
No
GO to E3.
E3: CHECK FOR BRAKE SYSTEM LEAKS
1 Check for external brake system leaks. For additional information, refer to brake master cylinder
component test in this section
Is there a leak present?
Yes
Repair as necessary, add fluid and bleed brake system. Retest the system for normal operation
No
No action required, system is OK
PINPOINT TEST F : THE PEDAL GOES DOWN SLOWLY

CONDITIONS
F1: ROAD TEST VEHICLE - CHECK BRAKE PEDAL OPERATION
1 Check if the condition occurs during actual stopping application by applying the brake pedal while the
vehicle is moving
Does the condition occur when the vehicle is moving?
Yes
GO to F2.
No
GO to F3.
F2: CHECK FOR BRAKE SYSTEM LEAKS
1 Check for external brake system leaks. For additional information, refer to brake master cylinder
component test in this section
Are there any external brake system leaks?
Yes
Rectify as necessary. Add fluid and bleed the brake system. Retest the system for normal operation
No
GO to F3.
F3: CARRY OUT A BRAKE MASTER CYLINDER BYPASS TEST
1 Test for brake master cylinder bypass condition. Refer to Brake master cylinder component test in
this section
Has a concern been identified?
Yes
Install a new brake master cylinder, add fluid and bleed the brake system. Retest the system for
normal operation
No
No action required, system is OK
PINPOINT TEST G : EXCESSIVE BRAKE PEDAL EFFORT

CONDITIONS
G1: CHECK BRAKE PADS
1 Check the brake pads for wear, contamination, correct installation, damage and type
Yes
Correctly install or install new brake pads as required. Retest the system for normal operation
No
GO to G2.
G2: CHECK VACUUM
1 Disconnect the vacuum hose from the brake booster
2 Connect a vacuum/pressure tester to the vacuum hose
3 Run the engine at normal operating temperature
4 Record the vacuum reading
Is the reading 40.5 kPa (12 in-Hg) or greater?
Yes
GO to G3.
No
Locate and rectify the source of low vacuum. Retest the system for normal operation
G3: INSPECT SYSTEM
1 Switch the engine off
2 Reconnect the vacuum hose
3 Inspect the brake booster, rubber grommet, and all vacuum plumbing for cracks, holes, damaged
connections, or missing clamps
4 Pump the brake pedal several times to exhaust the vacuum. Push down on the brake pedal and hold
Does the brake pedal move down when the engine is started?
Yes
Vacuum system is OK
No
GO to G4.
G4: CHECK POWER BRAKE BOOSTER VALVE
1 Check the brake booster valve. For additional information, refer to Brake Booster component test in this
section
Is the power brake booster valve OK?
Yes
Check the brake booster. For additional information, refer to Brake Booster component test in this
section. Install a new brake booster as required. Retest the system for normal operation
No
Install a new brake booster valve. Retest the system for normal operation
PINPOINT TEST H : BRAKE LOCKUP DURING LIGHT BRAKE PEDAL FORCE

H1: TEST BRAKE LOCKUP
1 Road test the vehicle and apply the brake pedal lightly
Do the brakes lockup?
Yes
GO to H2.
No
H2: INSPECT BRAKE PADS
1 Inspect brake pads for contamination, correct installation, damage and type
Yes
Correctly install or install new brake pads as required. Retest the system for normal operation
No
GO to H3.
H3: INSPECT BRAKE CALIPERS
1 Inspect brake calipers for binding, leaking or sticking
Yes
Correctly install or install new brake calipers as required. Retest the system for normal operation
No
PINPOINT TEST I : BRAKES DRAG

CONDITIONS
I1: ROAD TEST VEHICLE
1 Road test the vehicle and apply the brakes
Are the brakes functioning correctly?
Yes
No
GO to I2.
I2: CHECK BRAKE CALIPERS
1 Check the front and rear calipers pistons and pins for binding, leaking or sticking
Do the disc brake caliper pistons and pins bind, leak or stick?
Yes
Inspect the brake calipers and park brake cables. Install new components as required. Retest the
system for normal operation
No
GO to I3.
I3: CHECK BRAKE BOOSTER
1 Check the brake booster connecting rod alignment and travel
Is the connecting rod OK?
Yes
Vehicle is OK
No
Install a new brake booster as required. Retest the system for normal operation
PINPOINT TEST J : EXCESSIVE/ERRATIC BRAKE PEDAL TRAVEL

CONDITIONS
J1: TEST ON ROUGH ROAD
1 Road test the vehicle on rough road conditions
2 Apply the brakes slowly
Yes
No
GO to J2.
J2: CHECK BRAKE FLUID LEVEL
1 Check the brake master cylinder reservoir fluid level
Is the fluid level OK?
Yes
GO to J3.
No
Check brake master cylinder reservoir sealing points. For additional information, refer to Brake master
cylinder component test in this section. Add brake fluid and bleed the brake system. Retest the system
for normal operation
J3: CHECK BRAKE PEDAL RESERVE
1 Run engine at idle speed
2 Apply the brake pedal lightly three or four times
3 Wait 15 seconds for the vacuum to replenish
4 Push down on the brake pedal until it stops moving downward or an increased resistance to the brake
pedal travel occurs
5 Hold the brake pedal in the applied position while increasing the engine speed to 2000 revs/min
6 Release the accelerator pedal
Does the brake pedal move downward as the engine speed returns to idle?
Yes
GO to J4.
No
Check the vacuum to the brake booster
J4: CHECK THE FRONT WHEEL BEARING ASSEMBLY
1 Check the front wheel bearing assembly
Are the front wheel bearings loose/damaged?
Yes
Tighten to specification or install a new front wheel bearing as required. Retest the system for normal
operation
No
Check the front brake discs for thickness variances
PINPOINT TEST K : SLOW OR INCOMPLETE BRAKE PEDAL RETURN

CONDITIONS
K1: CHECK FOR BRAKE PEDAL RETURN
1 Run the engine at idle while making several brake applications
2 Pull the brake pedal rearward with approximately 44.5 N (10lb) force
3 Release the brake pedal and measure the distance to the toe board
4 Make a hard brake application
5 Release the brake pedal and measure the brake pedal to toe board distance. The brake pedal should
return to its original position
Does the brake pedal return to its original position?
Yes
No
GO to K2.
K2: CHECK FOR BRAKE PEDAL BINDING
1 Disconnect the brake booster from the brake pedal. Check the brake pedal to ensure free operation
Is the brake pedal operating freely?
Yes
Install a new brake booster as required. Retest the system for normal operation
No
Repair or install new brake pedal. Retest the system for normal operation
Component Tests
Brake Booster
1. Check all hoses and connections. All unused vacuum connectors should be capped. Hoses and their connections
should be correctly secured and in good condition with no holes and no collapsed areas. Inspect the valve on the
brake booster for damage
2. Check the hydraulic brake system for leaks or low fluid
3. With the automatic transmission in PARK, stop the engine and apply the park brake. Pump the brake pedal several
times to exhaust all vacuum in the system. With the engine switched off and all vacuum in the system exhausted,
apply the brake pedal and hold it down. Start the engine. If the vacuum system is operating, the brake pedal will
tend to move downward under constant foot pressure. If no motion is felt, the vacuum booster system is not
functioning
4. Remove the vacuum hose from the brake booster. Manifold vacuum should be available at the brake booster end of
the hose with the engine at idle speed and the automatic transmission in PARK. Make sure that all unused vacuum
outlets are correctly capped, hose connectors are correctly secured and vacuum hoses are in good condition. When it
is established that manifold vacuum is available to the brake booster, connect the vacuum hose to the brake booster
and repeat Step 3. If no downward movement of the brake pedal is felt, install a new brake booster
5. Operate the engine for a minimum of 10 seconds at a fast idle. Stop the engine and allow the vehicle to stand for 10
minutes. Then, apply the brake pedal with approximately 89 N (20lb) of force. The pedal feel (brake application)
should be the same as that noted with the engine running. If the brake pedal feels hard (no power assist), install a
new valve and then repeat the test. If the brake pedal still feels hard, install a new brake booster. If the brake pedal
movement feels spongy, bleed the brake system.
Brake Master Cylinder
Usually, the first and strongest indicator of anything wrong in the brake system is a feeling through the brake pedal. In
diagnosing the condition of the brake master cylinder, check pedal feel as evidence of a brake concern. Check for brake
warning lamp illumination and the brake fluid level in the brake master cylinder reservoir
Normal Conditions
The following conditions are considered normal and are not indications that the brake master cylinder is in need of repair
Modern brake systems are designed to produce a pedal effort that is not as hard as in the past. Complaints of light
pedal efforts should be compared to the pedal efforts of another vehicle of the same model and year
The fluid level will fall with brake pad wear
Abnormal Conditions
Changes in the brake pedal feel or brake pedal travel are indicators that something could be wrong in the brake system.
The diagnostic procedure and techniques use brake pedal feel, warning indicator illumination and low brake fluid level as
indicators to diagnosing brake system concerns. The following conditions are considered abnormal and indicate that the
brake master cylinder is in need of repair:
NOTE: Prior to carrying out any diagnosis, make sure the brake system warning indicator is functional
Brake pedal goes down fast. This could be caused by an external or internal leak
Brake pedal goes down slowly. This could be caused by an internal or external leak
Brake pedal is low or feels spongy. This condition may be caused by no fluid in the brake master cylinder, reservoir
cap vent holes clogged or air in the hydraulic system
Brake pedal effort is excessive. This may be caused by a bind or obstruction in the pedal/linkage, a faulty non-return
valve, booster or insufficient booster vacuum
Rear brakes lock up during light pedal force. This may be caused by damaged brake pads, a partially applied park
brake, a damaged ABS sensor or bearing failure
Brake pedal effort erratic. This condition could be caused by the brake booster or incorrectly installed brake pads
Brake warning indicator is on. This may be caused by low fluid level or float assembly damaged
Non Pressure Leaks
Any reduced fluid volume in the brake master cylinder reservoir may be caused by two types of none pressure external
leaks
Type 1: An external leak may occur at the brake master cylinder reservoir cap because of incorrect positioning of the
gasket and cap. Reposition cap and gasket
Type 2: An external leak may occur at the brake master cylinder reservoir mounting seals. Repair such a leak by installing
new seals and make sure that the brake master cylinder reservoir retaining bolt is correctly installed
DTC Index
(100-00)
Diagnostic Trouble Code Index: ABS Control Module - DTC: Module Name: Anti-Lock Brake System Control Module
(Description and Operation),
Diagnostic Trouble Code (DTC) Index - DTC: Module Name: Electric Park Brake Control Module (Description and
Operation).
Brake System - General Information - Brake System Bleeding Vehicles With:
High Performance Brakes
General Procedures
Check
WARNING: If any components upstream of the Hydraulic Control Unit (HCU), including the HCU itself are replaced, the
brake system must be bled using Land Rover approved diagnostic equipment. This will ensure that all air is expelled from
the new component(s).
CAUTION: Brake fluid will damage paint finished surfaces. If spilled, immediately remove the fluid and clean the area
with water.
NOTE: Bleeding of the complete brake system must be carried out using Land Rover approved diagnostic equipment.
Where only the primary or secondary brake circuits have been disturbed in isolation, it should only be necessary to bleed
that circuit. Partial bleeding of the hydraulic system is only permissible if a brake tube or hose has been disconnected with
only minimal loss of fluid.
2. NOTE: LHD illustration shown, RHD is similar.
3. Check that the brake fluid lines are secure and that there are no signs
of a brake fluid leak. If a brake fluid leak is detected, investigate and
rectify the cause of the leak before bleeding the brakes.
4. WARNING: Do not allow dirt or foreign liquids to

enter the reservoir. Use only new brake fluid of the
correct specification from airtight containers. Do not mix
brands of brake fluid as they may not be compatible.
CAUTION: The brake fluid reservoir must remain full

with new, clean brake fluid at all times during bleeding.
NOTE: LHD illustration shown, RHD is similar.
Fill the brake fluid reservoir to the MAX mark.

5. Pump the brake pedal until the brake vacuum assistance is exhausted.
Adjustment
1. Connect the diagnostic tool to the vehicle, select diagnostic and
proceed as directed for bleeding the brake system.
2. NOTES:
This step must be carried out only if the Anti-Lock

Brake System (ABS) module or the Master cylinder have
been removed from the vehicle.
LHD illustration shown, RHD is similar.
Install the bleed tube to the bleed screw and

immerse the free end of the bleed tube in a bleed
jar containing a small quantity of approved brake
fluid.
With assistance, depress the brake pedal steadily
through its full stroke and allow it to return to the
rest position. Repeat the procedure until brake
fluid, clean and air-free flows into the bleed jar.
When brake fluid, clean and air-free flows into the
bleed jar, depress and hold the brake pedal down.
Tighten the bleed screw.
Torque: 18 Nm
3. Fill the brake fluid reservoir to the MAX mark.
4. NOTE: Left-hand drive vehicles.
Starting at the brake caliper furthest away from the brake

master cylinder, loosen the bleed screw by one-half to
three-quarters of a turn.
5. NOTE: Right-hand drive vehicles.
6. Install the bleed tube to the brake caliper bleed screw and immerse
the free end of the bleed tube in a bleed jar containing a small
quantity of approved brake fluid.
7. With assistance, depress the brake pedal steadily through its full
stroke and allow it to return to the rest position. Repeat the procedure
until brake fluid, clean and air-free flows into the bleed jar.
8. When brake fluid, clean and air-free flows into the bleed jar, depress
and hold the brake pedal down.
9. CAUTION: Make sure the bleed screw cap is installed

after bleeding. This will prevent corrosion to the bleed
screw.
With the brake pedal fully depressed, tighten the bleed

screw.
Torque: 11 Nm
10. WARNING: High performance front brake calipers
have two bleed points. The inner bleed point must be bled
before the outer bleed point. Braking efficiency may be
seriously impaired if an incorrect bleed sequence is used.
CAUTION: Make sure the bleed screw cap is installed

screw.

screw.
Torque: 8 Nm
12. WARNING: Braking efficiency may be seriously impaired if an

incorrect bleed sequence is used.
Repeat the brake bleeding procedure for each brake caliper, following
the above sequence.
13. Apply the brakes and check for leaks.

Brake System - General Information - Brake System Bleeding Vehicles With:
Standard Brakes
General Procedures
Check
CAUTION: The brake fluid reservoir must remain full with new, clean brake fluid at all times during bleeding.

CAUTIONS:
Brake fluid will damage paint finished surfaces. If

spilled, immediately remove the fluid and clean the area
with water.
The brake fluid reservoir must remain full with new,

clean brake fluid at all times during bleeding.

5. Pump the brake pedal until the brake vacuum assistance is exhausted.
Adjustment
1. Connect the diagnostic tool to the vehicle, select diagnostic and
proceed as directed for bleeding the brake system.
2. NOTES:


fluid.
Torque: 18 Nm
4. NOTE: Left-hand drive vehicles.
Starting at the brake caliper furthest away from the brake

5. NOTE: Right-hand drive vehicles.

7. With assistance, depress the brake pedal steadily through its full
stroke and allow it to return to the rest position. Repeat the procedure
until brake fluid, clean and air-free flows into the bleed jar.
8. When brake fluid, clean and air-free flows into the bleed jar, depress
and hold the brake pedal down.

screw.

screw.
Torque: 11 Nm

screw.

screw.
Torque: 8 Nm

the above sequence.

Brake System - General Information - Brake System Pressure Bleeding
General Procedures
Check
CAUTIONS:
Brake fluid will damage paint finished surfaces. If spilled, immediately remove the fluid and clean the area with water.
The brake fluid reservoir must remain full with new, clean brake fluid at all times during bleeding.


5. Conduct the bleed procedure with the engine running.
Adjustment
1. NOTES:


fluid.
Torque: 18 Nm
Left-hand drive vehicles

3. Starting at the brake caliper furthest away from the brake
Right-hand drive vehicles
4.
All vehicles
6. With assistance, depress the brake pedal steadily through to 2/3 of its
full stroke.
7. With the brake pedal held down, close bleed screw and then return the
brake pedal to 1/3 of its full stroke and hold.
8. Repeat steps 3 to 5, 28 times for the rear brake and 10 times for the
front brake.
9. At the end of the bleed process, depress and hold the brake pedal
down.

screw.

screw.
Torque: 11 Nm
Vehicles with standard brakes

screw.

screw.
Torque: 8 Nm
Vehicles with high performance brakes
12. WARNING: High performance front brake calipers

have two bleed points. The inner bleed point must be bled
before the outer bleed point. Braking efficiency may be
seriously impaired if an incorrect bleed sequence is used.
CAUTION: Make sure the bleed screw cap is installed

screw.

screw.
Torque: 8 Nm
All vehicles

the above sequence.

Front Disc Brake -
Item Specification
Disc type Ventilated
Disc diameter:
Vehicles with Standard brakes 360 mm (14.2 in)
Vehicles with High performance brakes 380 mm (14.9 in)
Disc thickness:
Vehicles with Standard brakes:
New 30.0 mm (1.18 in)
Maximum disc run out 0.050 mm (0.002 in) with wheel fitted
Vehicles with High performance brakes:
New 34.0 mm (1.33 in)
Maximum disc run out 0.050 mm (0.002 in) with wheel fitted
Vehicles with Standard brakes:
Caliper type Twin piston
Pad minimum thickness 3.0 mm (1.12 in)
Vehicles with High performance brakes:
Caliper type Six piston
Brake pad wear sensor lead:
Location Front left hand brake pad
Activates at 75% of pad life utilised
Torque Specifications Vehicles with Standard brakes
Brake caliper bleed screw 8 6
Brake disc retaining bolt 16 12
Brake caliper anchor plate to hub bolts 282 202
Brake caliper housing to anchor plate bolts 35 26
Brake hose union 32 24
Torque Specifications Vehicles with High performance brakes
Brake caliper retaining bolts: 282 208
Brake pad centre bolt 30 22
Front Disc Brake - Front Disc Brake

REFER to: Brake System (206-00 Brake System - General Information, Diagnosis and Testing).
Front Disc Brake - Brake Pads Vehicles With: High Performance Brakes
Removal
WARNING: Brake pads must be renewed in axle sets only. Failure to follow this instruction may result in braking
efficiency being impaired.
NOTES:
The brake pad wear warning indicator sensor must be replaced each time the brake pads are serviced.
2. Remove the front wheels and tires.
and Installation).

6. NOTES:
Note the orientation of the brake pads.
Note the orientation of the anti-rattle spring prior to

removal.
7. Repeat the above step for the other side.
Installation
1. WARNING: Do not use compressed air to clean brake

components. Dust from friction materials can be harmful if inhaled.
Clean the components.
2. Inspect the caliper piston seals for damage.
3. CAUTION: Check the brake fluid reservoir level before pushing

the piston back, failure to follow this instruction may result in damage
to the vehicle.
NOTE: As the piston is pushed back into the caliper housing, the
brake fluid level in the reservoir will rise. Do not allow the reservoir to
overflow.
Press the pistons into the caliper housing.
4. Repeat the above process for the other 3 pistons.
5. Apply grease LR020972 (Molykote CU7439 plus) to the

areas indicated on the brake pads.
6. NOTES:
Make sure the brake pads are installed in the correct

orientation.
Make sure the anti-rattle spring is installed in the

Torque: 30 Nm
7. Repeat the above procedure for the other side.

11. Install the front wheels and tires.
and Installation).
12. Depress the brake pedal several times, check the fluid level in the
brake fluid reservoir and top-up with brake fluid if necessary.
Front Disc Brake - Brake Pads Vehicles With: Standard Brakes
Removal
NOTES:
2. Remove the wheels and tires.
and Installation).

6. Torque: 35 Nm
7.
Installation

components. Dust from friction materials can be harmful if
inhaled.
Clean the brake caliper housing and anchor plate using

brake cleaning fluid.
2. CAUTION: Inspect the caliper piston and slide pin

seals for damage.
3. CAUTIONS:
Check the brake fluid reservoir level before pushing

the piston back, failure to follow this instruction may
result in damage to the vehicle.
As the piston is pushed back into the caliper housing,

the brake fluid level in the reservoir will rise. Do not allow
the reservoir to overflow.
4. NOTES:
Apply the required quantity of grease the correct

specification.
Make sure the anti-rattle spring is installed in the

5.
6. NOTES:
If installed, the paper protection covering the adhesive strip on

the back of the outer brake pads must be removed before installation.
Touching the adhesive surface will impair rebonding.


10. Install the front wheels and tires.
and Installation).
Front Disc Brake - Brake Caliper Vehicles With: High Performance Brakes
Removal
CAUTION: LH illustration shown, RH is similar.
NOTES:
2. Remove the wheel and tire.
and Installation).
3. CAUTION: The brake pad wear indicator sensor,

which is installed on the left hand side only, is easily
damaged. Do not use a lever to remove the sensor.
CAUTIONS:
Before disconnecting or removing the components,

make sure the area around the joint faces and
connections are clean.
Using a suitable hose clamp, clamp the brake hose

prior to removal.
Make sure that new sealing washers are installed.
Torque: 32 Nm
5. Refer to: Brake Pads - Vehicles With: High Performance Brakes (206-
03 Front Disc Brake, Removal and Installation).
Torque: 282 Nm
Installation
2. Bleed the brake system.
Refer to: Brake System Bleeding - Vehicles With: High Performance

Brakes (206-00 Brake System - General Information, General
Procedures).
Front Disc Brake - Brake Caliper Vehicles With: Standard Brakes
Removal
NOTES:
and Installation).
3. CAUTION: The brake pad wear indicator sensor,

which is installed on the left hand side only, is easily
damaged. Do not use a lever to remove the sensor.
CAUTIONS:

make sure the area around the joint faces and connections
are clean.

prior to removal.
Torque: 32 Nm
5. CAUTIONS:
Make sure that the caliper bolts do not exceed the

tightening values.
Torque: 35 Nm
Installation
2. CAUTION: Make sure that the scoop is at least 20mm

from the brake hose after the caliper bolts are tighten. If
necessary, manipulate into position.
Refer to: Brake System Bleeding - Vehicles With: Standard Brakes

(206-00 Brake System - General Information, General Procedures).
Front Disc Brake - Brake Disc Vehicles With: High Performance Brakes
Removal
WARNING: If installing a new brake disc, install new brake pads.
CAUTION: Brake discs must be renewed in pairs.
NOTES:
2. Remove the front road wheel.
and Installation).
3. CAUTIONS:

Tie aside.
4.
Installation
1. Clean the brake disc using brake cleaning fluid.
2. Torque: 35 Nm
3. WARNING: Do not use compressed air to clean

brake components. Dust from friction materials can be
harmful if inhaled.
4. CAUTIONS:
Make sure that the brake hose is not twisted and is

correctly located.
Torque: 282 Nm
5. Install the front wheel.
and Installation).
Front Disc Brake - Brake Disc Vehicles With: Standard Brakes
Removal
CAUTION: Brake discs must be renewed in pairs.
NOTES:
2. Remove the front road wheel.
and Installation).
3. CAUTIONS:

Tie aside.
4.
Installation
1. Clean the brake disc using brake cleaning fluid.
2. Torque: 35 Nm

components. Dust from friction materials can be harmful if
inhaled.
4. CAUTIONS:
Make sure that the brake hose is not twisted and is

correctly located.
Make sure that the caliper bolts do not exceed the

tightening values.
Torque: 282 Nm
5. CAUTION: Make sure that the scoop is at least 20mm

from the brake hose after the caliper bolts are tighten. If
necessary, manipulate into position.
6. Install the front wheel.
and Installation).
Rear Disc Brake -
Item Specification
Disc type Ventilated
Disc diameter:
Vehicles with Standard brakes 350 mm (13.8 in)
Vehicles with High Performance brakes 365 mm (14.4 in)
Disc thickness:
New 25.0 mm (0.98 in)
Maximum disc run-out 0.070 mm (0.003 in) with wheel fitted
Caliper type Sliding pin, single piston
Piston diameter 43.0 mm (1.7 in)
Brake pad wear warning lead:
Location Rear right hand brake pad
Activates at 75% of pad life utilised
* Brake caliper anchor plate to hub bolts: 119 88
Brake caliper housing to anchor plate bolts 35 26
* New bolts must be installed
Rear Disc Brake - Rear Disc Brake

Rear Disc Brake - Brake Caliper
Removal
NOTES:
1. Connect the diagnostic tool and set the electronic park brake (EPB) to
the maintenance position.
2. NOTE: This step is only required if the diagnostic tool is not

available.
Refer to: Electronic Parking Brake (EPB) Service Mode Activation and
Deactivation (206-05 Parking Brake and Actuation, General
Procedures).
3. NOTE: This step is only required if the vehicle has no battery

power.
Refer to: Electronic Parking Brake (EPB) Release When the Vehicle Has
No Electrical Power (206-05 Parking Brake and Actuation, General
Procedures).
and Installation).
6. NOTE: RH side only.
7. WARNING: Be prepared to collect escaping fluids.
CAUTIONS:

make sure the area around the joint faces and
connections are clean.

prior to removal.
Discard the seals.
Torque: 40 Nm
8. Torque: 35 Nm
9. CAUTION: Discard the seal.
NOTE: Do not disassemble further if the component

is removed for access only.
Torque: 11 Nm
Installation
1. CAUTIONS:
Make sure that the brake hose is not twisted and is correctly
located.
2. Bleed the brake caliper.
Refer to: Brake System Pressure Bleeding (206-00 Brake System -

General Information, General Procedures).
3. Calibrate the electric parking brake (EPB) using the diagnostic tool.

power.
Procedures).
Rear Disc Brake - Brake Disc
Removal
CAUTIONS:
Brake discs must be renewed in pairs.
NOTES:

available.
Procedures).

power.
Procedures).
and Installation).

7.
8. CAUTION: Do not allow the brake caliper to hang on

the brake hose.
9.
11.
Installation
1. CAUTION: Make sure that the mating faces are clean

and free of foreign material.
Clean the brake disc using brake cleaning fluid.
2. Torque: 35 Nm
Torque: 120 Nm
4.
5. Torque: 35 Nm
6.

available.
Procedures).
Rear Disc Brake - Brake Pads
Removal
NOTES:

available.
Procedures).

power.
Procedures).
and Installation).

8.
9.
Installation
1. WARNING: Do not use compressed air to clean
brake components. Dust from friction materials can be
harmful if inhaled.

2. Inspect the caliper piston and slide pin seals for damage.
3.
4.
5. Torque: 35 Nm

and Installation).
available.
Procedures).
Parking Brake and Actuation -
Item Specification
Type Electrically actuated system operates on the rear brake calipers
Description Nm lb-ft in-ft
Electric park brake module to body nuts 5 - 44
Electric park brake actuator to rear brake caliper bolts 11 8 -
Rear differential control module (RDCM) bracket to body nuts 5 - 44
Electric park brake control switch to console center finisher screws 1.1 - 9.7
Parking Brake and Actuation - Parking Brake
For a detailed description of the electric park brake system, refer to the relevant description and operation section in the
workshop manual. REFER to: Parking Brake (206-05, Description and Operation).
NOTE: Prior to any testing or inspection, the vehicle should be check for any relevant warning lamps being
illuminated. If a warning lamp is illuminated, check for DTCs and refer to the relevant DTC Index, if no warning lamp is
illuminated, continue with diagnostic procedures below
2. Visually inspect for obvious signs of damage and system integrity

Visual Inspection
Electric park brake actuator(s) Fuse(s)
Brake caliper Wiring harness/electrical connectors
Brake discs / pads Check for bent/corroded electric park brake control module
Electric park brake control module connector pins
mounting Electric park brake switch
Electric park brake control module
CAN circuit
to the next step
4. If the cause is not visually evident, check the anti-lock braking system and steering rotation sensor modules for
DTCs and refer to the relevant DTC index
Symptom Chart
Symptom Possible Cause Action

The electric park brake will not engage Both electric park Check fuse(s)
or release (with no electric park brake brake control module Check left electric park brake actuator is
warning message) fuse(s) failure correctly installed to the vehicle. Rectify as
Electric park brake required
actuator incorrectly Check the rear and primary cables for correct
installed to the installation and damage
vehicle Inspect the rear brake linings for wear
Rear brake lining Re-calibrate the park brake, refer to the
wear calibration procedure
Service brake Check the rear service brake for correct
incorrectly adjusted installation and operation
following lining Check for related electric park brake control
change module DTCs and refer to the relevant DTC
Brake caliper index
malfunction
Electric park brake
actuator internal fault
The electric park brake will not engage Electric park brake Check left electric park brake actuator is
or release (with no electric park brake actuator incorrectly correctly installed to the vehicle. Rectify as
warning message) installed to the required
Rear brake lining Check the rear service brake for correct
wear installation and operation
Brake caliper Check for related electric park brake control
malfunction module DTCs and refer to the relevant DTC
Electric park brake index
No communication with the electric park Fuse(s) Check fuse(s)

brake control module Module off bus Ensure battery is fully charged and in
CAN network error serviceable condition. Check battery voltage
Electric park brake at electric park brake control module
control module Check CAN network using manufacturer
internal fault approved diagnostic system
Check for related electric park brake control
module DTCs and refer to the relevant DTC
index
'Park Brake Fault' displayed on message Electric park brake Check for related electric park brake control
center with associated warning lamps control module module DTCs and refer to the relevant DTC
internal fault index
Brakes drag Electric park brake Check left electric park brake actuator is
actuator incorrectly correctly installed to the vehicle. Rectify as
installed to the required
Rear brake lining Check the rear service brake for correct
wear installation and operation
Brake caliper Check for related electric park brake control
malfunction module DTCs and refer to the relevant DTC
Electric park brake index
DTC Index
For a complete list of all diagnostic trouble codes that could be logged on this vehicle, please refer to section 100-00.
REFER to: Diagnostic Trouble Code (DTC) Index - DTC: Module Name: Electric Park Brake Control Module (100-00,
Parking Brake and Actuation - Electronic Parking Brake (EPB) Service Mode
Activation and Deactivation
General Procedures
Activation
CAUTION: This procedure requires the vehicle in the Park or Neutral position, with the ignition turned ON (the engine
must be OFF) and the parking brake system released.
NOTE: This procedure allows the parking brake to be released when removing and installing new rear brake pads or
brake discs.
1. Press and hold the parking brake switch in the release position.
2. Wait 2 seconds.
3. Press and hold the accelerator pedal in the wide open throttle position.
4. Wait 2 seconds.
5. Turn the ignition Off and back On immediately.
NOTE: An audible noise will be heard to confirm that the parking brake has been released in Service Mode.
6. Release the accelerator pedal and release the parking brake switch to
the neutral position.
Deactivation
CAUTIONS:
This procedure requires the vehicle in the Park or Neutral position, with the ignition turned ON (the engine must be
OFF) and the parking brake system in Service Mode.
Once the rear brake pads or brake discs have been installed, the Service Mode must be cancelled.
1. Press and hold the parking brake switch in the apply position.
2. Wait 2 seconds.
3. Press and hold the accelerator pedal in the wide open throttle position.
4. Wait 2 seconds.
5. Turn the ignition Off and back On immediately.
NOTE: An audible noise will be heard to confirm that the parking brake has been released from the Service Mode.
6. Release the accelerator pedal and release the parking brake switch to
the neutral position.
Parking Brake and Actuation - Electronic Parking Brake (EPB) Release When
the Vehicle Has No Electrical Power
General Procedures
Check
NOTES:
To be carried out in the event that the vehicle has no electrical power.
2. Remove the rear wheel and tire.
and Installation).
3.
NOTE: Remove and discard the O-ring seal.
Torque: 11 Nm
5.
Adjustment
1. CAUTION: A new O-ring seal is to be installed.
Parking Brake and Actuation - Parking Brake Module
Removal

2. Refer to: Loadspace Trim Panel RH (501-05 Interior Trim and

3. Torque: 5 Nm
Installation
Parking Brake and Actuation - Parking Brake Switch
Removal
1. Refer to: Floor Console Upper Section (501-12 Instrument Panel and
Console, Removal and Installation).
2.
Installation

Parking Brake and Actuation - Parking Brake Release Actuator
Removal
4. Remove the rear wheel and tire.
and Installation).
5.
6. NOTE: Remove and discard the O-ring seal.
Torque: 11 Nm
Installation
1. CAUTION: A new O-ring seal is to be installed.
Hydraulic Brake Actuation - Hydraulic Brake Actuation
COMPONENT LOCATION
NOTE: RHD (right-hand drive) installation shown, LHD (left-hand drive) installation similar.

1 - Brake fluid reservoir
2 - Brake master cylinder
3 - Brake pedal
4 - Brake pipes and hoses
5 - Bleed block
6 - Anti-lock brake system control module (ABS)
OVERVIEW
The hydraulic brake actuation system consists of the brake pedal, the brake master cylinder and fluid reservoir, the HCU
(Hydraulic Control Unit) and the brake pipes and hoses. The brake pipes and hoses are arranged to provide a front/rear
split hydraulic system.
DESCRIPTION
Brake Pedal
The brake pedal is installed in a bracket attached to the rear side of the engine bulkhead. A clevis pin and clip connect the
brake pedal to the push rod of the brake booster.
The brake pedal switch is installed in the bracket and operated by movement of the brake pedal.
For additional information, refer to: Braking Control System (206-11 Brake Controls, Description and Operation).
Brake Master Cylinder and Fluid Reservoir

1 - Filler cap and level sensor
2 - Brake fluid reservoir
3 - Brake master cylinder
4 - Secondary circuit connection
5 - Primary circuit connection
The brake master cylinder and fluid reservoir are attached to the front of the brake booster, on the driver's side of the
engine compartment. The brake master cylinder is a tandem design that supplies pressure to two independent (primary
and secondary) hydraulic circuits for the front and rear brakes respectively. If a failure occurs in one hydraulic circuit, the
remaining circuit will still operate effectively, although brake pedal travel and vehicle braking distances will increase.
The fluid reservoir is installed on top of the master cylinder and retains sufficient volume of hydraulic fluid to allow for
normal system use and to compensate for the replenishment of the system as the brake pads wear.
A brake fluid level sensor is incorporated into the cap of the fluid reservoir.
Brake Pipes and Hoses
Preformed rigid brake pipes distribute pressure from the master cylinder to the four corners of the vehicle via the HCU.
Braided steel hoses connect the brake pipes to the front and rear calipers. For service use, a bleed block is incorporated
into the two brake pipes between the master cylinder and the HCU.
Hydraulic Control Unit


1 - Rear right brake connection
2 - Rear left brake connection
3 - Front right brake connection
4 - Front left brake connection
The HCU is an integral part of the ABS (Anti-lock Brake System) control module, which is installed in the front corner of the
engine compartment, on the driver side. The ABS is attached to a bracket installed between the front bumper mounting
bracket and the suspension housing.
The HCU is a four channel unit that modulates the supply of hydraulic pressure to the brakes under the control of the ABS.
The primary and secondary outlet ports of the master cylinder are connected to primary and secondary inlet ports of the
HCU. The primary circuit in the HCU supplies hydraulic pressure to two separate outlet ports for the front brakes. The
secondary circuit provides hydraulic pressure to two separate outlet ports for the rear brakes.
The HCU has three brake operating modes: Normal braking / EBD (Electronic Brake Force Distribution); ABS braking; Active
braking. Details of these operating modes are given in the Brakes Control section of this Manual.
For additional information, refer to: Braking Control System (206-11 Brake Controls, Description and Operation).
OPERATION
Brake Fluid Level Sensor
If the hydraulic fluid in the reservoir falls to a predetermined low level, the switch contacts close and provide a ground
signal to the CJB (Central Junction Box). The CJB then sends a high speed CAN Powertrain signal to the IC (Instrument
Cluster) and the ABS. On receipt of the signal:
The IC illuminates the red brake warning indicator, and the message center displays the critical warning indicator
(red warning triangle) and the message Brake Fluid Low.
The ABS disables DSC (Dynamic Stability Control) functions and sends a high speed CAN Powertrain bus signal to
the IC to continuously illuminate the DSC warning indicator.
Hydraulic Brake Actuation - Hydraulic Brake Actuation

Hydraulic Brake Actuation - Brake Fluid Reservoir
Removal
NOTES:
1.
2.
3. Using a suitable suction device drain the brake fluid resrvoir.
4. CAUTIONS:

blanking caps.

5. CAUTION: Discard the seals.
NOTES:

blanking caps.
Some variation in the illustrations may occur, but the

essential information is always correct.
Installation
1. NOTES:
Remove and discard the blanking caps.
Install new seals.

Procedures).
Refer to: Brake System Bleeding - Vehicles With: Standard Brakes
Hydraulic Brake Actuation - Brake Master Cylinder LHD
Removal
1. Refer to: Brake Fluid Reservoir (206-06 Hydraulic Brake Actuation,

2. CAUTION: Make sure that all openings are sealed.

Use new blanking caps.
Torque: 16 Nm

NOTES:
Discard the retaining nuts.
Take extra care not to damage the component.
Torque: 23 Nm
Installation
1. WARNING: Make sure that new nuts are installed.
NOTES:
Install a new O-ring seal.
Make sure that the seal is correctly positioned. Failure to follow

this instruction may result in damage to the vehicle.
2. Refer to: Brake System Bleeding - Vehicles With: Standard Brakes

3. Refer to: Brake System Bleeding - Vehicles With: High Performance

Procedures).
Hydraulic Brake Actuation - Brake Master Cylinder RHD
Removal
1. Refer to: Brake Fluid Reservoir (206-06 Hydraulic Brake Actuation,


Torque: 16 Nm

NOTES:
Discard the retaining nuts.
Take extra care not to damage the component.
Torque: 23 Nm
Installation
NOTES:
Make sure that the seal is correctly positioned. Failure to follow

this instruction may result in damage to the vehicle.


Procedures).
Hydraulic Brake Actuation - Brake Pedal and Bracket
Removal
NOTES:

2.
3.
4.
5.
Torque: 26 Nm
Installation

Power Brake Actuation -
General Specifications
Item Specification
Boost ratio 8:1
Brake vacuum pump bolts - 5.0L engine 12 9
Brake vacuum pump stud - 4.4D (TdV8) - 3.0D (TDV6) engine 13 10
Brake vacuum pump nut - 4.4D (TdV8) - 3.0D (TDV6) engine 23 17
Brake vacuum pump bolts - 4.4D (TdV8) - 3.0D (TDV6) engine 23 17
Brake booster nuts 23 17
Oil pipe bolt - 3.0D (TD V6) 10 7
Pipe assembly bracket - 4.4D (TdV8) 10 7
Dipstick tube bolt - 4.4 (TdV8) 23 17
Power Brake Actuation - Brake Booster
COMPONENT LOCATION - TDV6 3.0L DIESEL

1 - Brake booster
2 - Vacuum pump
3 - Oil scavenge tube
4 - Vacuum pump connector
5 - Check valve
6 - In-line connector
7 - Brake vacuum sensor (with internal check valve)
8 - Brake booster connector
9 - Vacuum pipes
COMPONENT LOCATION - TDV8 4.4L DIESEL

NOTE: RHD installation shown, LHD installation similar.

1 - Brake booster
2 - Vacuum pipes
3 - Brake booster connector (with internal check valve)
5 - Check valve
7 - Oil scavenge tube
8 - Vacuum pump
COMPONENT LOCATION - V8 5.0L SUPERCHARGED
NOTES:
RHD installation shown, LHD installation similar.
V8 5.0L S/C shown, V6 3.0L S/C is similar.


1 - Brake booster
2 - Vacuum pump
3 - Noise feedback system connector
4 - Check valve
5 - Intake manifold connector
6 - Check valve
11 - Brake vacuum sensor
12 - Brake booster connector (with integral check valve)
13 - Vacuum pipes
OVERVIEW
Power assistance for the braking system is provided by a vacuum operated, non-active brake booster. The vacuum required
for brake booster operation is provided either by an engine driven vacuum pump (TDV6 3.0L diesel and TDV8 4.4L diesel
engines), or a combination of an engine driven vacuum pump and the intake manifold (V8 5.0L and V6 3.0L Supercharged
petrol engines).
DESCRIPTION
Brake Booster
The brake booster is installed on the driver side of the engine compartment and is sealed to the bulkhead with a gasket.
The brake booster actuating push rod is attached to the brake pedal with a clevis pin. The brake booster output rod locates
in the primary piston of the brake master cylinder.
The brake booster is a compact unit with tandem diaphragms that operate as a single unit.
Vacuum Pipes
The vacuum pipes consist of rigid plastic piping that connect the vacuum pump and, on V8 5.0L S/C and V6 3.0L S/C
engines, the intake manifold, to the brake booster.
Depending on engine type, one or more check valves are installed in the vacuum pipes to maintain the vacuum in the
brake booster. On V8 5.0L S/C and V6 3.0 L S/C engines, a check valve close to the intake manifold prevents air and fuel
vapor being drawn into the vacuum pipes when there is minimal depression in the intake manifold.
On V8 5.0L S/C and V6 3.0L S/C engines, the vacuum pipes incorporate a connection for the noise feedback system.
For additional information, refer to: Intake Air Distribution and Filtering (303-12B Intake Air Distribution and Filtering - V6
S/C 3.0L Petrol, Description and Operation) /
Intake Air Distribution and Filtering (303-12C Intake Air Distribution and Filtering - V8 S/C 5.0L Petrol, Description and
Operation).
BRAKE VACUUM SENSOR - VEHICLES WITH STOP/START ONLY
On vehicles with the stop/start system, the vacuum pipes incorporate a brake vacuum sensor with an integral check valve.
The brake vacuum sensor monitors vacuum reserves in the brake booster and is hardwired to the ECM (engine control
module).
For additional information, refer to: Starting System (303-06A Starting System - TDV6 3.0L Diesel, Description and
Operation) /
Starting System (303-06B Starting System - V6 S/C 3.0L Petrol, Description and Operation) /
Starting System (303-06C Starting System - V8 S/C 5.0L Petrol, Description and Operation) /
Starting System (303-06D Starting System - TDV8 4.4L Diesel, Description and Operation).
Vacuum Pump
TDV6 3.0L Diesel Engines


1 - Vacuum connection for exhaust gas recirculation/turbocharger control systems
2 - Vacuum connection for brake booster
3 - Gasket
4 - Oil scavenge connection
5 - Drive coupling
6 - Oil inlet
TDV8 4.4L Diesel Engines


1 - Vacuum connection for brake booster
2 - Vacuum connection for exhaust gas recirculation/turbocharger control systems
3 - Oil scavenge connection
4 - Gasket
5 - Oil inlet
6 - Drive coupling
V8 5.0L S/C and V6 3.0L S/C Engines

1 - Brake vacuum pipe connection
2 - Cover
3 - Vane
4 - Oil tube
5 - Drive coupling
6 - Seal
7 - Rotor
On V8 5.0L S/C and V6 3.0 L S/C engines, the vacuum pump is installed on the front of the engine sump body and driven
by the auxiliary camshaft. A drive coupling on the pump rotor engages with slots in the front of the auxiliary camshaft. An
oil tube in the center of the rotor supplies engine oil from the auxiliary camshaft to lubricate and cool the vacuum pump.
Drain oil and air from the brake booster and vacuum pipes is expelled into the engine sump through the sump body.
On diesel engines, the vacuum pump is installed on the front (TDV8 4.4L engines) or rear (TDV6 3.0L engines) of the right
cylinder head and driven by the inlet camshaft. A drive coupling on the pump rotor engages with slots in the end of the
inlet camshaft. The vacuum pump is lubricated and cooled by engine oil supplied from a gallery in the cylinder head to an
inlet on the mating face of the vacuum pump. Drain oil and air from the brake booster and vacuum pipes is expelled into
the camshaft cover, together with oil from the scavenge tube connected to the oil pan.
On diesel engines, the vacuum pump has an additional vacuum connection, which is connected to the EGR (exhaust gas
recirculation) system and the turbocharger control system.
For additional information, refer to: Turbocharger (303-04B Fuel Charging and Controls - Turbocharger - SDV6 3.0L Diesel -
Hybrid Electric Vehicle/TDV6 3.0L Diesel, Description and Operation) /
Engine Emission Control (303-08A Engine Emission Control - TDV6 3.0L Diesel, Description and Operation) /
Turbocharger (303-04F Fuel Charging and Controls - Turbocharger - TDV8 4.4L Diesel, Description and Operation) /
Engine Emission Control (303-08D Engine Emission Control - TDV8 4.4L Diesel, Description and Operation).
Power Brake Actuation - Power Brake System

Power Brake Actuation - Brake Booster LHD
Removal
1. Refer to: Secondary Bulkhead Panel LH - TDV6 3.0L Diesel (501-02,

2. Refer to: Brake Master Cylinder - LHD (206-06 Hydraulic Brake

Actuation, Removal and Installation).
3.
4.
5.
6. Torque: 25 Nm
7.
8. Torque: 16 Nm
9.
Installation
All vehicles


Procedures).
Power Brake Actuation - Brake Booster RHD
Removal
1. Refer to: Secondary Bulkhead Panel RH - TDV6 3.0L Diesel (501-02,

2. Refer to: Brake Master Cylinder - RHD (206-06 Hydraulic Brake

Actuation, Removal and Installation).
3. NOTE: Left hand drive shown right hand drive

similar.
4.
5.
6. Torque: 25 Nm
7.

similar.
Torque: 16 Nm
similar.
Installation
All vehicles


Procedures).
Power Brake Actuation - Brake Vacuum Pump TDV6 3.0L Diesel
Removal
NOTES:
2. Refer to: Secondary Bulkhead Center Panel - TDV6 3.0L Diesel (501-
02 Front End Body Panels, Removal and Installation).
3.
4. Torque: 6 Nm
5.
6.
7.
Torque: 10 Nm
9. Torque: 23 Nm
10. Torque: 13 Nm
11. Torque: 23 Nm
12.
Installation
1. NOTES:
Install a new gasket.
Apply silicone gasket sealant or equivalent meeting

Land Rover specification.
The application of sealant must be 10 mm square in

two places. Install the brake vacuum pump immediately
after applying the sealant.
The brake vacuum pump should be fitted directly to

the engine without smearing the sealant.
Make sure that the drive coupling is aligned with

camshaft coupling.

Power Brake Actuation - Brake Vacuum Pump V6 S/C 3.0L Petrol /V8 S/C
5.0L Petrol
Removal
CAUTION: Make sure that all openings are sealed. Use new blanking caps.
2. Refer to: Engine Oil Draining and Filling (303-01C Engine - V8 S/C
5.0L Petrol, General Procedures).
Torque: 12 Nm
Installation
1. NOTE: Install a new O-ring seal.
2. Start engine and check the brake booster operation.

Power Brake Actuation - Electric Brake Vacuum Pump
Removal
NOTES:
LHD shown, RHD is similar.

3.
4.
5. Torque: 10 Nm
Installation

Anti-Lock Control - Traction Control -
General Specifications
Item Specification
System Bosch 8.0 Anti-lock braking system with Electronic Brake Distribution (EBD), Corner Brake Control (CBC),
type Electronic Traction Control (ETC), Hill Descent Control (HDC), Anti-roll Mitigation (ARM), Emergency Brake
Assist (EBA), and Dynamic Stability Control (DSC)
Wheel Bosch DF11im
speed
sensor type
Wheel Front and rear knuckles with the active directional sensor acting on the driveshaft pole wheel
speed
sensor
location
Yaw rate Bosch DRS MM3.10
sensor type
Description Nm lb-ft lb-in
Front wheel speed sensor bolt 9 - 80
Front brake assembly dust protector 9 - 80
Rear wheel speed sensor bolt 9 - 80
Brake tube union nuts master cylinder to ABS module 20 15 -
Brake tube union nuts on ABS module to wheels M12 18 13 -
Brake tube union nuts on ABS module to wheels M10 16 12 -
ABS module mounting bracket nuts 9 - 80
ABS module fixing bolt to bracket 27 20 -
Anti-Lock Control - Traction Control - Anti-Lock Brake System (ABS)
Module LHD
Removal
CAUTION: If brake fluid is spilt on the paintwork, the affected area must be immediately washed down with cold
water.
NOTES:
2. Remove the LH front wheel and tire.
and Installation).
3.
4. Refer to: Air Cleaner LH (303-12B Intake Air Distribution and Filtering
Refer to: Air Cleaner LH (303-12A Intake Air Distribution and Filtering
5.
6.
7.
8.
9.
10.
11. NOTE: Do not disassemble further if the component
Installation
1. NOTE: Remove and discard all blanking caps.

Procedures).
Anti-Lock Control - Traction Control - Anti-Lock Brake System (ABS)
Module RHD
Removal
CAUTION: If brake fluid is spilt on the paintwork, the affected area must be immediately washed down with cold
water.
NOTES:
All vehicles
2. Remove the RH front wheel and tire.
and Installation).
4. Refer to: Air Cleaner RH (303-12B Intake Air Distribution and Filtering
Refer to: Air Cleaner RH (303-12A Intake Air Distribution and Filtering
Cold climate vehicles

5. Refer to: Radiator Grille (501-08 Exterior Trim and Ornamentation,
6. Torque: 7 Nm
7.
All vehicles
8.
9.
10.
11.
12.
13.
14.
Installation
1. NOTE: Remove and discard all blanking caps.

Procedures).
Anti-Lock Control - Traction Control - Front Wheel Speed Sensor
Removal
NOTES:

4. Refer to: Brake Disc - Vehicles With: Standard Brakes (206-03 Front
Disc Brake, Removal and Installation).
5. Refer to: Brake Disc - Vehicles With: High Performance Brakes (206-
03 Front Disc Brake, Removal and Installation).
6. CAUTION: Before disconnecting or removing the components,

make sure the area around the joint faces and connections are clean.
7. Torque: 9 Nm
8. CAUTIONS:
Make sure that the component is clean, free of

foreign material and lubricant.
Make sure that the sensor tip is clean and free of

foreign material.
Torque: 9 Nm
Installation

Anti-Lock Control - Traction Control - Rear Wheel Speed Sensor
Removal
NOTES:
3. Refer to: Rear Fender Splash Shield (501-08, Removal and

Installation).
4. CAUTION: Before disconnecting or removing the

components, make sure the area around the joint faces
and connections are clean.
5. CAUTIONS:
Make sure that the component is clean, free of

foreign material and lubricant.
Make sure that the sensor tip is clean and free of

foreign material.
Torque: 9 Nm
Installation
Brake Controls - Braking Control System
COMPONENT LOCATION - SHEET 1 OF 2
NOTE: RHD (right-hand drive) installations shown, LHD (left-hand drive) installations similar.

1 - Right front wheel speed sensor
2 - Right rear wheel speed sensor
3 - Left rear wheel speed sensor
4 - Left front wheel speed sensor
5 - Integrated anti-lock brake system control module and hydraulic control unit
NOTE: RHD installations shown, LHD installations similar.


1 - Dynamic Stability Control (DSC) switch
2 - Hill descent control switch
4 - Brake pedal switch
OVERVIEW
The braking control system features an integrated four-channel HCU (Hydraulic Control Unit) and ABS (Anti-lock Brake
System) control module.
The ABS control module is connected to the high speed CAN (Controller Area Network) Powertrain and Chassis bus, and
actively interacts with other vehicle system control modules and associated sensors to receive and transmit current vehicle
operating information.
When required, the ABS will actively intervene and operate the HCU during braking or vehicle maneuvers to correct the
vehicle attitude, stability, traction or speed. During incidents of vehicle correction, the ABS control module may also request
the ECM (Engine Control Module) to control engine power in order to further stabilize and correct the vehicle.
To provide full system functionality, the braking control system comprises the following components:
DSC (Dynamic Stability Control) switch.

HDC (Hill Descent Control) switch.
Four wheel speed sensors.
SASM (Steering Angle Sensor Module).
Brake pedal switch.
IC (Instrument Cluster) warning indicators.
ABS control module with integrated HCU.
NOTE: Unlike some previous brake control systems, this system does not have a separate lateral acceleration and yaw rate
sensor component to provide vehicle acceleration data. Instead, the ABS control module receives vehicle acceleration data
over a high speed CAN Powertrain bus from the RCM (Restrainst Control Module).
For additional information, refer to: Air Bag and Safety Belt Pretensioner Supplemental Restraint System (SRS) (501-20B
Supplemental Restraint System, Description and Operation).
The braking control system provides the following brake functions that are designed to assist the vehicle or aid the driver:
ABS.
RSC (Roll Stability Control).
CBC (Corner Brake Control).
DSC.
TVB (Torque Vectoring by Braking)
EBD (Electronic Brake Force Distribution).
Electronic brake prefill.
ETC (Electronic Traction Control).
EBA (Emergency Brake Assist).
EDC (Engine Drag-torque Control).
EUC (Enhanced Understeer Control).
Gradient acceleration control.
Gradient release control.
HDC.
Hill start assist.
Terrain Response® system integration.
Trailer stability assist.
The HDC function is enabled either manually using the HDC switch, or automatically by the Terrain Response® system, in
the ignition on and engine running power modes. All of the other brake functions are automatically enabled in the ignition
on and engine running power modes. The DSC function can be selected off using the DSC switch.
DESCRIPTION
Dynamic Stability Control Switch
The DSC switch allows the DSC function to be selected off. Although Land Rover recommend that DSC is selected on for all
normal driving conditions, it may be beneficial to de-select DSC to maximize traction under the following conditions:
If the vehicle needs to be rocked out of a hollow or a soft surface.

Driving on loose surfaces or with snow chains.
Driving in deep sand, snow or mud.
On tracks with deep longitudinal ruts.
The DSC switch is a non-latching switch installed in the Terrain Response® switchpack, in the floor console. Pressing the
DSC switch produces a high speed CAN message from the Terrain Response® switchpack to the ABS control module. With
the first press of the DSC switch, the ABS control module disables the DSC functions. When the DSC switch is pressed
again, the ABS control module re-enables the DSC functions. The DSC switch must be pressed for a minimum of 0.3 s for
the ABS control module to react. The DSC function is re-enabled at the beginning of each ignition cycle.
The status of the DSC switch selection is shown by the DSC OFF warning indicator. The DSC OFF warning indicator is
extinguished while DSC is selected on, and continuously illuminated while DSC is selected off.
A DSC switch request to disable DSC is ignored by the ABS control module if the air suspension system has failed, or is in
off-road height at speeds above 55 km/h (34 mph).
To guard against incorrect operation or a broken switch, if the input from the DSC switch is held high for more than one
minute, a DTC (Diagnostic Trouble Code) is stored in the ABS control module.
Even if DSC is deselected, driving maneuvers with extreme yaw or lateral acceleration may trigger DSC activity to assist
vehicle stability.
Hill Descent Control Switch
The HDC switch controls the selection of the HDC function.
The HDC switch is a non-latching switch installed in the Terrain Response® switchpack, in the floor console. Pressing and
releasing the HDC switch produces a high speed CAN Chassis bus message from the Terrain Response® switchpack to the
ABS control module. With the first press and release of the HDC switch, the ABS control module enables operation of the
HDC function. When the HDC switch is pressed and released again, the ABS control module disables operation of the HDC
function.
To guard against incorrect operation or a broken switch, if the switch is pressed for more than 10 seconds no change of
state occurs. If the input from the HDC switch is held high for more than one minute, a DTC is stored in the ABS control
module.
Wheel Speed Sensors
An active wheel speed sensor is installed in each wheel hub to provide the ABS control module with a rotational speed
signal from each road wheel. The head of each wheel speed sensor is positioned close to a magnetic encoder incorporated
into the seal of the wheel bearing. A flying lead connects each sensor to the vehicle wiring.
The wheel speed sensors each have a power supply connection and a signal connection with the ABS control module. When
the ignition is on, the ABS control module supplies power to the wheel speed sensors and monitors the return signals. The
return signals are converted into individual wheel speeds and the overall vehicle speed by the ABS control module.
The ABS control module outputs the individual wheel speeds, the vehicle speed and the direction of travel on the high speed
CAN Powertrain and Chassis bus for use by other systems. The quality of the vehicle speed signal is also broadcast on the
high speed CAN Powertrain and Chassis bus. If all wheel speed signals are available to calculate vehicle speed from, the
quality of the vehicle speed signal is set to 'data calculated within specified accuracy'. If one or more wheel speed sensors
is faulty, the quality of the vehicle speed signal is set to 'accuracy outside specification'.
The ABS control module monitors the wheel speed sensor circuits for faults. If a fault is detected the ABS control module
stores a DTC and illuminates the appropriate warning indicators, depending on the system functions affected (DSC/ETC,
ABS, EBA/EBD, HDC). A warning chime is also sounded to alert the driver to the fault condition, and a related message is
shown in the message center.
Since the wheel speed sensors are active devices, a return signal is available when the road wheels are not turning, which
enables the ABS control module to check the sensors while the vehicle is stationary. In addition, the direction of travel of
each wheel can be sensed. This information is broadcast on the high speed CAN Powertrain and Chassis bus for use by
other systems.
Steering Angle Sensor Module
The steering angle sensor is integrated into the clockspring on the steering column and is able to measure steering wheel
rotation from lock to lock.
Steering angle sensor signals are processed in the clockspring to calculate the steering wheel angle and the steering wheel
angle speed. These values, together with signal integrity information, is transmitted on the high speed CAN bus for use by
the ABS control module and functions such as DSC.
If a fault occurs within the steering angle sensor module, a DTC is stored in the steering angle sensor module and the ABS
control module. The ABS control module signals the IC (Instrument Cluster) on the high speed CAN Powertrain bus to
illuminate the appropriate warning indicators, depending on the brake functions affected. A warning chime sounds to alert
the driver to the fault condition and, if the fault affects the HDC function, a message is displayed in the message center.
Brake Pedal Switch
The brake pedal switch is a two pole switch mounted in the brake pedal bracket and operated by the brake pedal. The ECM
compares the signals from the two poles to confirm the status of the brake pedal switch, which it broadcasts on the high
speed CAN Powertrain bus for the ABS control module.
The brake pedal switch output from both poles is also connected to the CJB (Central Junction Box).
Instrument Cluster Warning Indicators


1 - Brake amber warning indicator - worn brake pads or EBA (Emergency Brake Assist) failure
indicator - ROW
2 - Brake amber warning indicator - worn brake pads or EBA (Emergency Brake Assist) failure
indicator - NAS
3 - DSC (Dynamic Stability Control) warning indicator
4 - DSC OFF warning indicator
5 - ABS amber warning indicator - ROW
6 - ABS amber warning indicator - NAS
7 - HDC (Hill Descent Control) warning indicator
8 - ABS red warning indicator - NAS - Low brake fluid level or EBD (Electronic Brake Distribution)
function failure is detected
9 - ABS red warning indicator - ROW - Low brake fluid level or EBD (Electronic Brake Distribution)
function failure is detected
The IC contains various warning indicators for the braking control functions. The warning indicators provide a visual
indication of either a system fault or system operating status. Except for HDC, the warning indicators illuminate briefly
when the ignition is switched on, as a 'bulb' check.
Anti-lock Brake System Control Module


7 - Hydraulic control unit
9 - Control module
The ABS control module consists of an integrated control module and four-channel HCU. The control module uses the HCU
to modulate hydraulic pressure to the individual wheel brakes to control the brake functions.
The ABS control module is installed in the front corner of the engine compartment, on the driver side. A multi-pin electrical
connector provides the electrical interface between the control module and the vehicle wiring. Hydraulic pipes and hoses
connect the HCU to the master cylinder and the brake calipers. The primary and secondary outlets of the master cylinder
are connected to the primary and secondary circuits within the HCU. The primary circuit in the HCU has separate outlet
ports to the front brakes. The secondary circuit in the HCU has separate outlet ports to the rear brakes.
The ABS control module operates in three modes: Normal braking/EBD, ABS braking and active braking.
NORMAL BRAKING/ELECTRONIC BRAKE FORCE DISTRIBUTION MODE
Operating the brake pedal produces a corresponding increase or decrease of pressure in the brakes, unaffected by the ABS
control module. If the ABS control module determines that EBD is necessary, it isolates the brakes of the trailing axle from
any further increase in hydraulic pressure.
ABS BRAKING MODE
If the ABS control module determines that ABS braking is necessary, it releases pressure from the affected brake. The
reduced pressure allows the wheel to accelerate. The ABS control module then regulates the pressure in the brake to apply
the maximum braking effort without locking the wheel. Individual ABS braking is provided for each wheel.
ACTIVE BRAKING MODE
In the active braking mode, the ABS control module generates and controls hydraulic pressure to the brakes for functions
other than ABS braking, for example DSC, EBA, ETC, HDC, and in support of adaptive speed control and the dynamic
application of the EPB (Electronic Parking Brake).
The ABS control module regulates the pressure in the individual brakes as necessary. Some noise may be generated during
active braking.
OPERATION
Anti-lock Brake System
ABS controls the speed of all road wheels to ensure optimum wheel slip when braking at the adhesion limit. This prevents
the wheels from locking in order to retain effective steering control of the vehicle.
On each axle, the brake pressure is modulated separately for each wheel in order to maintain vehicle stability.
Roll Stability Control
The RSC function uses the brake system and engine torque control to attempt to restore vehicle stability if the vehicle is
forced into such a harsh manoeuver that it risks tipping over.
The ABS control module monitors driver inputs and vehicle behavior using various powertrain signals and inputs from the
wheel speed sensors, steering angle sensor and the RCM (yaw rate and lateral acceleration data). These are compared with
modeled behavior and, if vehicle behavior reaches a given risk level, the ABS control module initiates a reduction in engine
power, or brakes one or more wheels sufficiently to correct the vehicle stability and assist the driver to remain in control.
While the ignition is on, RSC is permanently enabled, even when DSC is selected off.
Corner Brake Control
CBC (Corner Brake Control) influences the brake pressures, below the DSC and ABS thresholds, to counteract the yawing
moment produced when braking in a corner. CBC produces a correction torque by limiting the brake pressure on one side
of the vehicle, to assist the vehicle in achieving the turn radius the driver is requesting.
Dynamic Stability Control
DSC uses the brakes and engine torque control to help maintain the lateral stability of the vehicle. While the ignition is on
the DSC function is permanently enabled unless selected off by the DSC switch. Even if DSC is deselected, driving
maneuvers with extreme yaw or lateral acceleration may trigger DSC activity to assist vehicle stability.
DSC enhances driving safety in abrupt maneuvers and in understeer or oversteer situations that may occur in a bend. The
ABS control module monitors the yaw rate and lateral acceleration of the vehicle, and the steering input, then selectively
applies individual brakes and signals for engine torque adjustments to reduce understeer or oversteer.
In general:
In an understeering situation, the inner wheels are braked to counteract the yaw movement towards the outer edge
of the bend.
In an oversteering situation, the outer wheels are braked to prevent the rear end of the vehicle from pushing
towards the outer edge of the bend.
The ABS control module monitors the tracking stability of the vehicle using inputs from the wheel speed sensors, the
steering angle sensor and the RCM (yaw rate and lateral acceleration data). The tracking stability is compared with stored
target data and, whenever the tracking stability deviates from the target data, the ABS control module intervenes by
applying the appropriate brakes. When the DSC function is active, the ABS control module also signals the TCM
(Transmission Control Module) to prevent gear shifts, and the instrument cluster to flash the DSC warning indicator.
If necessary, the ABS control module also signals:
The ECM, to reduce engine torque.

The TCCM (transfer case control module), to adjust the locking torque of the center differential.
The RDCM (rear differential control module), to adjust the locking torque of the rear differential.
The DSC function overrides the differential locking torque requests from the Terrain Response® system.
If DSC is selected off, a DSC system off message is displayed in the message center.
Torque Vectoring by Braking
TVB reduces near-limit understeer of the vehicle, during cornering by braking the inside wheels, increasing the yaw
moment acting on the vehicle.The engine output torque is increased by the ECM, to compensate for the braking effect,
maintaining vehicle progress. This extends the linear range of the vehicle and increases the maximum cornering capacity.
The system monitors the level of understeer by comparing the measured vehicle yaw rate, to a calculated yaw rate target
determined from driver steering input and vehicle speed. TVB is fitted to the vehicle where the electric rear differential is
fitted, to improve the transient vehicle stability and damping the yaw rate, whilst enhancing current electric differential
traction performance.
Electronic Brake Force Distribution
EBD limits the brake pressure applied to the brakes of the trailing axle. When the brakes are applied, the weight transfer of
the vehicle reduces the adhesion of the trailing axle wheels on the road surface. This may cause the wheels to slip and
make the vehicle unstable.
EBD uses the ABS hardware to automatically optimize the pressure of the trailing axle brakes, below the point where ABS
intervention is normally invoked. Only the trailing axle wheels are under EBD control.
Electronic Brake Prefill
Electronic brake prefill senses any rapid throttle lift off, activating a small brake hydraulic pressure build-up of
approximately 3 to 5 bar (43.5 to 72.5 lbf/in2) in anticipation of the brakes being applied. This gives a quicker brake pedal
response and consequently slightly shorter stopping distances.
When the ABS control module detects rapid throttle lift off (from the signals received from the ECM over the high speed
CAN Powertrain bus), it applies a low brake pressure to all of the brakes to assist in a quicker brake application.
Electronic Traction Control
ETC attempts to optimize forward traction by reducing engine torque or braking a spinning wheel until traction is restored.
ETC is activated if an individual wheel speed is above that of the vehicle reference speed (positive slip) and the brake pedal
is not pressed. The spinning wheel is braked, allowing the excess torque to be transmitted to the non spinning wheels
through the drive line. If necessary, the ABS control module also transmits a high speed CAN bus message to the ECM
requesting a reduction in engine torque.
Torque reduction requests are for either a slow or fast response. A slow response requests a reduction of throttle angle; a
fast response requests an ignition cut-off.
When the DSC function is selected off with the DSC switch, the engine torque reduction feature is disabled.
When the ETC function is active the ABS control module also signals the TCM to prevent gear shifts.
Emergency Brake Assist
EBA assists the driver during emergency braking situations by automatically maximizing the braking effort. There are two
situations when the ABS control module will invoke EBA:
When the brake pedal is pressed rapidly.

When the brake pedal is pressed hard enough to bring the front brakes into ABS operation.
When the brake pedal is pressed rapidly, the ABS control module increases the hydraulic pressure to all of the brakes until
the threshold for ABS operation is reached. This applies the maximum braking effort for the available traction. The ABS
control module monitors for the rapid application of the brakes using the brake pedal switch status broadcast on the high
speed CAN Powertrain by the ECM, and from a pressure sensor within the HCU. With the brake pedal pressed, if the rate of
increase of hydraulic pressure exceeds the predetermined limit, the ABS control module invokes emergency braking.
When the brake pedal is pressed hard enough to bring the front brakes into ABS operation, the ABS control module
increases the hydraulic pressure to the rear brakes up to the ABS threshold.
EBA operation continues until the driver releases the brake pedal enough for the hydraulic pressure in the HCU to fall below
a pre-determined threshold value stored in the ABS control module.
During emergency braking, if vehicle deceleration exceeds a stored value the ABS control module sends a high speed CAN
Powertrain message to the CJB, which then automatically activates the hazard warning lamps at a faster rate than normal
(approximately 4Hz). If the vehicle speed reduces below 5 km/h (3mph), the hazard warning lamps remain active, but
switch to the normal rate of the operation. Emergency braking activation of the hazard warning lamps is cancelled when
one of the following occurs:
Vehicle deceleration falls below a second (lower) stored value.

DSC OFF mode is selected.
The left or right turn signal indicators are selected.
For additional information, refer to: Exterior Lighting (417-01 Exterior Lighting, Description and Operation).
Engine Drag-torque Control
EDC prevents wheel slip caused by any of the following:
A sudden decrease in engine torque when the accelerator is suddenly released.

A downshift using CommandShift™.
When the ABS control module detects the onset of wheel slip without the brakes being applied, it signals the ECM on the
high speed CAN Powertrain bus to request a momentary increase in engine torque. Also, when the driver is braking and the
ABS module has reduced brake pressure, but the wheels have not accelerated to the vehicle reference speed quickly
enough, EDC will increase engine torque to accelerate the wheels up to reference speed and regain stability.
Enhanced Understeer Control
EUC monitors the vehicle for understeer by comparing signals of yaw rate and lateral acceleration, from the RCM, with
signals from the steering angle sensor and wheel speed sensors.
When the ABS control module detects the onset of understeer, it signals the ECM via the high speed CAN Powertrain bus to
request a decrease in engine torque. If required, the ABS control module applies brake pressure to the inside rear wheel to
correct the understeer. If the vehicle continues to understeer, EUC is activated and uses multiple brakes (maximum of three
brakes) to rapidly reduce the vehicle speed.
Gradient Acceleration Control
Gradient acceleration control is an automatic feature and is always available when HDC is not selected.
When HDC is not selected, gradient acceleration control will intervene to limit downhill acceleration on a steep descent.
The feature uses generated brake pressure to control acceleration in situations where the driver could lose control of the
vehicle on a steep incline.
Gradient acceleration control keeps the vehicle to a speed and throttle pedal dependant acceleration limit when the vehicle
is moving in the intended direction of travel, for example:
Descending an incline forwards, with D (drive) selected.

Descending an incline backwards, with R (reverse) selected.
When the vehicle is moving against the intended direction of travel, for example: descending a slope, but facing uphill with
D selected, gradient acceleration control will prevent the vehicle accelerating above 5 km/h (3 mph) for up to 20-30
seconds to help the driver re-establish control of the vehicle.
Gradient Release Control
Gradient release control is an automatic feature which is always available when HDC is selected.
If the vehicle is brought to a standstill on a slope using the foot brake, gradient release control will become active (except
in the Terrain Response®, sand program).
When descending a hill, a brake hold and gradual release is employed to provide a smooth transition into HDC. Gradient
release control operates in forward and reverse gears and requires no driver intervention.
Hill Descent Control
HDC uses brake intervention to control vehicle speed and acceleration during low speed descents in off-road and low grip
on-road conditions. Generally, equal pressure is applied to all four brakes, but pressure to individual brakes can be modified
by the ABS and DSC functions to retain stability. Selection of the HDC function is controlled by the HDC switch and the
Terrain Response® switchpack in the floor console. HDC operates in both high and low ranges, at vehicle speeds up to 50
km/h (31.3 mph).
WARNING: Incorrect use of the HDC function may compromise the stability of the vehicle, resulting in a dangerous
and uncontrolled hill descent. Driving with the transmission in neutral while HDC is active will prevent engine braking from
assisting the vehicle. The brakes will overheat and induce the HDC fade out strategy. In this condition there will be no
control over the vehicle during a descent.
NOTE: With the HDC function selected, HDC is operative even when the transmission is in neutral. It is not
recommended to drive the vehicle further than is absolutely necessary with HDC selected and the transmission in neutral.
HDC may be used in D, R and all CommandShift™ gears. When in D, the TCM will automatically select the most appropriate
gear.
HDC can be selected at speeds up to 80 km/h (50 mph), but will only be enabled at speeds below 50 km/h (31.3 mph).
When HDC is selected:
At speeds up to 50 km/h (31.3 mph), the HDC warning indicator is permanently illuminated if a valid gear is
selected.
At speeds from between 50 to 80 km/h (31 to 50 mph) the HDC warning indicator flashes and a message advising
that the speed is too high is displayed in the message center. If the HDC switch is pressed while vehicle speed is
more than 80 km/h (50 mph), the HDC warning indicator will not illuminate and HDC will not be selected.
If the speed increases to 80 km/h (50 mph), the HDC function is switched off, the warning indicator is extinguished,
a warning chime sounds and a message advising that HDC has been switched off is displayed in the message center.
When HDC is enabled, the ABS control module calculates a target deceleration value by comparing the set speed to the
actual vehicle speed. The ABS control module then operates the HCU in the active braking mode as required to achieve and
maintain the target speed.
During active braking for HDC, the ABS control module sends a high speed CAN Powertrain message to the CJB (Central
Junction Box) to operate the stop lamps.
Applying the foot brake during active braking may result in a pulse through the brake pedal.
The target speed varies between the minimum and maximum values for each gear and transmission range, depending on
driver input with the speed control + and - switches.
For additional information, refer to: Speed Control (310-03A Speed Control - TDV6 3.0L Diesel, Description and Operation).
Low Range Target Speeds
Target Speed Speeds, km/h (mph)
R D 1st 2nd 3rd 4th 5th 6th-8th
Default 3.5 (2.2) 6 (3.7)* 3.5 (2.2) 5 (3.1) 8 (5.0) 10 (6.2) 13 (8.1) 16 (10.0)
Minimum 3.5 (2.2) 3.5 (2.2) 3.5 (2.2) 5 (3.1) 8 (5.0) 10 (6.2) 13 (8.1) 16 (10.0)
Maximum 25 (15.5) 25 (15.5) 25 (15.5) 25 (15.5) 25 (15.5) 25 (15.5) 25 (15.5) 25 (15.5)
NOTE: * Default speed may be modified depending on Terrain Response® program and gear selection.
High Range Target Speeds and vehicles with Single Range Transmission
Target Speed Speed, km/h (mph)
R D 1st 2nd 3rd 4th 5th 6th-8th
Default 3.5 (2.2) 10 (6.2)* 6 (3.7) 9 (5.6) 13 (8.1) 17 (10.5) 22 (13.7) 28 (17.4)
Minimum 3.5 (2.2) 6 (3.7) 6 (3.7) 9 (5.6) 13 (8.1) 17 (10.5) 22 (13.7) 28 (17.4)
Maximum 35 (21.7) 35 (21.7) 35 (21.7) 35 (21.7) 35 (22.0) 35 (17.5) 35 (17.5) 35 (17.5)
NOTE: * Default speed may be modified depending on Terrain Response® program and gear selection.
During changes of target speed, the ABS control module limits deceleration and acceleration to -0.5 m/s² (-1.65 ft/s²) and
+0.5 m/s² (+1.65 ft/s²) respectively.
To provide a safe transition from active braking to brakes off, the ABS control module invokes a fade out strategy that
gradually releases the braking effort during active braking. The fade out strategy occurs if any of the following conditions
are detected during active braking:
HDC selected off with the HDC switch.

Failure of a component used by HDC, but not critical to the fade out function.
Accelerator pedal pressed when the transmission is in neutral.
Brake overheat.
If fade out is invoked because of deselection or component failure, the HDC function is cancelled by the ABS control
module. If fade out is invoked because the accelerator pedal is pressed with the transmission in neutral, or because of
brake overheat, the HDC function remains in standby and resumes operation when the accelerator pedal is released or the
brakes have cooled.
The fade out strategy increases the target speed, at a constant acceleration rate of 0.5 m/s² (1.65 ft/s²), until the
maximum target speed is reached or until no active braking is required for 0.5 s. If the accelerator pedal is positioned
within the range that influences target speed, the acceleration rate is increased to 1.0 m/s² (3.3 ft/s²).
When fade out is invoked because of component failure, a warning chime sounds, the HDC warning indicator is extinguished
and a message advising there is a fault is displayed in the message center.
When fade out is invoked because of brake overheat, a message advising that HDC is temporarily unavailable is displayed.
At the end of fade out, the HDC warning indicator flashes. The message and flashing warning indicator remain on, while
HDC remains selected, until the brakes have cooled.
To monitor for brake overheat, the ABS control module monitors the amount of braking activity and, from this, estimates
the temperature of each brake. If the estimated temperature of any brake exceeds a preset limit, the ABS control module
invokes the fade out strategy. After the fade out cycle, the HDC function is re-enabled when the ABS control module
estimates that all of the brake temperatures are at less than 64% of the temperature limit.
When HDC is selected off, the instrument cluster message center temporarily displays a system off message.
ACTIVATION OF STOP LAMPS
Operation of the vehicle stop lamps is controlled by the CJB. The ABS control module monitors the brake system hydraulic
pressure and requests the CJB, via the high speed CAN Powertrain bus, to energize the stop lamps during active braking for
HDC. A pressure threshold and time filter prevents the stop lamps from flickering.
STOP/START VEHICLES
Activation of HDC will deactivate the stop/start system. If HDC is activated while the engine is shutdown in a stop/start
cycle, the engine will automatically restart.
For additional information, refer to: Starting System (303-06A Starting System - TDV6 3.0L Diesel, Description and
Operation) /
Starting System (303-06B Starting System - V6 S/C 3.0L Petrol, Description and Operation) /
Starting System (303-06C Starting System - V8 S/C 5.0L Petrol, Description and Operation) /
Starting System (303-06D Starting System - TDV8 4.4L Diesel, Description and Operation).
Hill Start Assist
Hill start assist is an automatic feature that aids smooth transition from foot brake to moving away on hill ascents,
regardless of HDC selection.
On steep slopes, hill start assist will hold a portion of the driver generated brake pressure for a short time (2 to 3 seconds)
to allow the driver to move their foot from the brake pedal to the throttle pedal without the vehicle rolling back.
The system will release the brake pressure in a controlled manner, either after the timer has expired or if the driver has
generated sufficient drive-torque to move the vehicle forward up the hill.
The feature is not driver selectable and there is no indication to the driver when in operation.
Terrain Response® System Integration
The Terrain Response® system integrates the ABS and other vehicle system control modules to assist the vehicle when
driving off-road or during difficult surface conditions. Terrain Response® system integration is activated when a Terrain
Response® special program is selected.
When a Terrain Response® special program is selected, the ABS control module, along with other vehicle system control
modules, will operate in accordance with programmed software maps. The software maps allow the ABS system to function
with a threshold that will assist the selected Terrain Response® special program.
and Operation).
TRACTION LAUNCH CONTROL
Traction launch control is automatically enabled when either the sand or grass/gravel/snow special program is selected on
the Terrain Response® system.
When pulling away from stationary on sand or other dry, yielding ground, excessive wheel spin can cause the wheels to dig
downwards preventing forward movement. On surfaces with low grip, excessive wheel spin can lead to vehicle instability
and reduced vehicle acceleration.
Traction launch control uses the ETC function to limit the amount of wheel spin, allowing a gradual controlled pull away
even if full throttle is applied until the vehicle has gained speed.
ROCK CRAWL PRECHARGE
Rock crawl precharge is automatically enabled when the rock crawl special program is selected on the Terrain Response®
system.
Rock crawl precharge applies a small amount of brake pressure to each brake calliper during low speed driving. This
improves brake and traction control response times helping to reduce forward/backward vehicle roll when cresting an
obstacle or releasing the accelerator pedal.
Trailer Stability Assist
When the trailer electrical socket is connected, trailer stability assist operates automatically to enhance the existing DSC
and Terrain Response® functions of the vehicle when towing. The system detects sway movements caused by trailer
oscillations at speeds in excess of 60 km/h (37 mph) and acts to eliminate them. It does this through braking and engine
management. Braking management counterbalances the sway movement through symmetric and asymmetric braking,
thereby slowing the vehicle and eliminating the oscillations. Engine management adapts engine torque output to support
the braking management in stabilizing the vehicle and trailer.
Typical conditions when sway can occur include:
Changing highway lanes.

Traversing a lengthy bend.
Acceleration.
Braking.
Incorrectly laden trailers.
The capability of trailer stability assist to respond early to the beginning of trailer-sway makes the system almost
unnoticeable under normal driving conditions and keeps the vehicle and trailer under safe control. Trailer stability assist
requires no input from the driver and operates up to the maximum vehicle speed.
Trailer stability assist will not operate while DSC is switched off.
Control Diagram
NOTE: A = Hardwired, AN = High speed CAN (Controller Area Network) Powertrain bus, AM = High speed CAN
Chassis bus, O = LIN (Local Interconnect Network) bus.


1 - Battery
2 - Megafuse
4 - Bateery Junction Box (BJB)
8 - Anti-lock brake system control module (ABS)
11 - Restraints Control Module (RCM)
13 - Transmission Control Module (TCM)
19 - Dynamic Stability Control (DSC) switch
22 - Speed control +/- switches
Brake Controls - Braking Control System SDV6 3.0L Diesel - Hybrid Electric
Vehicle
NOTE: RHD (right-hand drive) installations shown, LHD (left-hand drive) installations similar.

1 - Right front wheel speed sensor
2 - Right rear wheel speed sensor
3 - Left rear wheel speed sensor
4 - Left front wheel speed sensor
5 - Integrated anti-lock brake system control module and hydraulic control unit
NOTE: RHD installations shown, LHD installations similar.


1 - Steering angle sensor (integral with clockspring)
2 - Brake pedal position sensor
4 - Dynamic stability control switch
OVERVIEW
The braking control system features an integrated four-channel HCU (hydraulic control unit) and ABS (anti-lock brake
system) control module.
The ABS control module is connected to the high speed CAN (controller area network) powertrain systems and the high
speed CAN chassis systems, and actively interacts with other vehicle system control modules and associated sensors to
receive and transmit current vehicle operating information.
When required, the ABS control module will actively intervene and operate the HCU during braking or vehicle maneuvers to
correct the vehicle attitude, stability, traction or speed. During incidents of vehicle correction, the ABS control module may
also request the ECM (engine control module) to control engine power in order to further stabilize and correct the vehicle.
When the vehicle is moving and the brake pedal is pressed, the ABS control module uses a combination of hydraulic
operation of the brake calipers and motor generator braking torque (regenerative braking) to slow the vehicle.
To provide full system functionality, the braking control system comprises the following components:
DSC (dynamic stability control) switch.

HDC (hill descent control) switch.
Four wheel speed sensors.
Steering angle sensor.
Brake pedal switch.
Brake pedal position sensor.
Instrument cluster warning indicators.
ABS control module with integrated HCU.
NOTE: Unlike some previous brake control systems, this system does not have a separate lateral acceleration and yaw rate
sensor component to provide vehicle acceleration data. Instead, the ABS control module receives vehicle acceleration data
on the high speed CAN powertrain systems from the RCM (restraints control module).
For additional information, refer to: Air Bag and Safety Belt Pretensioner Supplemental Restraint System (SRS) (501-20B,
The braking control system provides the following brake functions that are designed to assist the vehicle or aid the driver:
ABS.
RSC (roll stability control).
CBC (corner brake control).
DSC.
EBD (electronic brake force distribution).
Electronic brake prefill.
ETC (electronic traction control).
EBA (emergency brake assist).
EDC (engine drag-torque control).
EUC (enhanced understeer control).
Gradient acceleration control.
Gradient release control.
HDC.
Hill start assist.
Terrain Response® system integration.
Trailer stability assist.
The HDC function is enabled either manually using the HDC switch, or automatically by the Terrain Response® system, in
the ignition on and engine running power modes. All of the other brake functions are automatically enabled in the ignition
on and engine running power modes. The DSC function can be selected off using the DSC switch.
DESCRIPTION
Dynamic Stability Control Switch
The DSC switch allows the DSC function to be selected off. Although Land Rover recommend that DSC is selected on for all
normal driving conditions, it may be beneficial to de-select DSC to maximize traction under the following conditions:
If the vehicle needs to be rocked out of a hollow or a soft surface.

Driving on loose surfaces or with snow chains.
Driving in deep sand, snow or mud.
On tracks with deep longitudinal ruts.
The DSC switch is a non-latching switch installed in the Terrain Response® switchpack, in the floor console. Pressing the
DSC switch produces a high speed CAN chassis systems message from the Terrain Response® switchpack to the ABS
control module. With the first press of the DSC switch, the ABS control module disables the DSC functions. When the DSC
switch is pressed again, the ABS control module re-enables the DSC functions. The DSC switch must be pressed for a
minimum of 0.3 s for the ABS control module to react. The DSC function is re-enabled at the beginning of each ignition
cycle.
The status of the DSC switch selection is shown by the DSC OFF warning indicator. The DSC OFF warning indicator is
extinguished while DSC is selected on, and continuously illuminated while DSC is selected off.
A DSC switch request to disable DSC is ignored by the ABS control module if the air suspension system has failed, or is in
off-road height at speeds above 55 km/h (34 mph).
To guard against incorrect operation or a broken switch, if the input from the DSC switch is held high for more than one
minute, a DTC (diagnostic trouble code) is stored in the ABS control module.
Even if DSC is deselected, driving maneuvers with extreme yaw or lateral acceleration may trigger DSC activity to assist
vehicle stability.
Hill Descent Control Switch
The HDC switch controls the selection of the HDC function.
The HDC switch is a non-latching switch installed in the Terrain Response® switchpack, in the floor console. Pressing and
releasing the HDC switch produces a high speed CAN chassis systems message from the Terrain Response® switchpack to
the ABS control module. With the first press and release of the HDC switch, the ABS control module enables operation of
the HDC function. When the HDC switch is pressed and released again, the ABS control module disables operation of the
HDC function.
To guard against incorrect operation or a broken switch, if the switch is pressed for more than 10 seconds no change of
state occurs. If the input from the HDC switch is held high for more than one minute, a DTC is stored in the ABS control
module.
Wheel Speed Sensors
An active wheel speed sensor is installed in each wheel hub to provide the ABS control module with a rotational speed
signal from each road wheel. The head of each wheel speed sensor is positioned close to a magnetic encoder incorporated
into the seal of the wheel bearing. A flying lead connects each sensor to the vehicle wiring.
The wheel speed sensors each have a power supply connection and a signal connection with the ABS control module. When
the ignition is on, the ABS control module supplies power to the wheel speed sensors and monitors the return signals. The
return signals are converted into individual wheel speeds and the overall vehicle speed by the ABS control module.
The ABS control module outputs the individual wheel speeds, the vehicle speed and the direction of travel on the high speed
CAN buses for use by other systems. The quality of the vehicle speed signal is also broadcast on the high speed CAN
buses. If all wheel speed signals are available to calculate vehicle speed from, the quality of the vehicle speed signal is set
to 'data calculated within specified accuracy'. If one or more wheel speed sensors is faulty, the quality of the vehicle speed
signal is set to 'accuracy outside specification'.
The ABS control module monitors the wheel speed sensor circuits for faults. If a fault is detected the ABS control module
stores a DTC and illuminates the appropriate warning indicators, depending on the system functions affected (DSC/ETC,
ABS, EBA/EBD, HDC). A warning chime is also sounded to alert the driver to the fault condition, and a related message is
shown in the message center.
For additional information, refer to: Instrument Cluster - TDV6 3.0L Diesel - Hybrid Electric Vehicle (413-01 Instrument
Cluster, Description and Operation).
Since the wheel speed sensors are active devices, a return signal is available when the road wheels are not turning, which
enables the ABS control module to check the sensors while the vehicle is stationary. In addition, the direction of travel of
each wheel can be sensed. This information is broadcast on the high speed CAN buses for use by other systems.
Steering Angle Sensor
The steering angle sensor is integrated into the clockspring on the steering column and is able to measure steering wheel
rotation from lock to lock.
Steering angle sensor signals are processed in the clockspring to calculate the steering wheel angle and the steering wheel
angle speed. These values, together with signal integrity information, is transmitted on the high speed CAN chassis systems
for use by the ABS control module and functions such as DSC.
If a fault occurs within the steering angle sensor, a DTC is stored in the steering angle sensor and the ABS control module.
The ABS control module signals the instrument cluster on the high speed CAN powertrain systems to illuminate the
appropriate warning indicators, depending on the brake functions affected. A warning chime sounds to alert the driver to
the fault condition and, if the fault affects the HDC function, a message is displayed in the message center.
Brake Pedal Switch
The brake pedal switch is a two pole switch mounted in the brake pedal bracket and operated by the brake pedal. The ECM
compares the signals from the two poles to confirm the status of the brake pedal switch, which it broadcasts on the high
speed CAN powertrain systems for the ABS control module.
NOTE: The output from both poles is also connected to the CJB (central junction box).
Brake Pedal Position Sensor

The brake pedal position sensor is a dual track potentiometer mounted in the brake pedal bracket and operated by the
brake pedal. The ABS control module supplies a 5 V reference voltage to each track and monitors the return signals, which
are used to control operation of the regenerative braking function.
If the brake pedal position sensor fails, the regenerative braking function is inhibited. All of the other braking functions
remain operative, but the driver may notice a minor increase in the brake pedal movement required to initiate braking.
Instrument Cluster Warning Indicators

1 - Brake amber warning indicator
2 - DSC warning indicator
3 - Brake red warning indicator
4 - DSC OFF warning indicator
5 - ABS warning indicator
6 - HDC warning indicator
The instrument cluster contains various warning indicators for the braking control functions. The warning indicators provide
a visual indication of either a system fault or system operating status. Except for HDC, the warning indicators illuminate
briefly when the ignition is switched on, as a 'bulb' check.
Anti-lock Brake System Control Module


5 - Rear brake circuit return connection
10 - Control module
The ABS control module consists of an integrated control module and four-channel HCU. The control module uses the HCU
to modulate hydraulic pressure to the individual wheel brakes to control the brake functions.
The ABS control module is installed in the front corner of the engine compartment, on the driver side. A multi-pin electrical
connector provides the electrical interface between the control module and the vehicle wiring. Hydraulic pipes and hoses
connect the HCU to the master cylinder and the brake calipers. The primary and secondary outlets of the master cylinder
are connected to the primary and secondary circuits within the HCU. The primary circuit in the HCU has separate outlet
ports to the front brakes. The secondary circuit in the HCU has separate outlet ports to the rear brakes.
The ABS control module operates in four modes: Regenerative braking, EBD, ABS braking and active braking.
REGENERATIVE BRAKING MODE
Movement of the brake pedal produces a corresponding increase or decrease of the braking forces produced by the MG
(motor generator) braking torque and/or the hydraulic pressure generated in the master cylinder and HCU.
ELECTRONIC BRAKE FORCE DISTRIBUTION MODE
If the ABS control module determines that EBD is necessary, it isolates the brakes of the trailing axle from any further
increase in hydraulic pressure.
ABS BRAKING MODE
If the ABS control module determines that ABS braking is necessary, it releases pressure from the affected brake. The
reduced pressure allows the wheel to accelerate. The ABS control module then regulates the pressure in the brake to apply
the maximum braking effort without locking the wheel. Individual ABS braking is provided for each wheel.
ACTIVE BRAKING MODE
In the active braking mode, the ABS control module generates and controls hydraulic pressure to the brakes for functions
other than ABS braking, for example DSC, EBA, ETC, HDC, and in support of adaptive speed control and the dynamic
application of the EPB (electronic parking brake).
The ABS control module regulates the pressure in the individual brakes as necessary. Some noise may be generated during
active braking.
OPERATION
Regenerative Braking
Regenerative braking is the MG braking torque that acts on all four wheels when the MG operates as a generator and is
driven by the road wheels via the driveline, transfer case and transmission. Regenerative braking is active in all driving
modes.
When the vehicle is moving and the accelerator pedal is released, the ECM switches the MG to generator mode and
transmits the torque required to drive the MG (the MG braking torque) to the ABS control module in a signal on the high
speed CAN powertrain systems. When the brake pedal is subsequently pressed, the ABS control module instigates a braking
strategy that makes full use of any available MG braking torque. To determine the appropriate braking strategy, the ABS
control module closely monitors the brake pedal movement. From the brake pedal movement the ABS control module
calculates the overall braking torque required.
Approximately the first 12 mm (0.47 in) of brake pedal movement is free play and normally no braking torque is developed
during this movement. Instead, the braking torque is produced by MG braking torque and/or hydraulic operation of the rear
brakes using pressure generated by the pump in the HCU. This is known as series braking and, depending on the amount of
MG braking torque available and the amount of brake pedal movement, operates in three different modes:
MG braking torque only.

Hydraulic operation of the rear brakes only.
MG braking torque and hydraulic operation of the rear brakes.
When brake pedal movement exceeds approximately 12 mm (0.47 in) braking torque is developed on the front axle. The
overall braking torque is produced by hydraulic operation of the front brakes, MG braking torque and/or hydraulic operation
of the rear brakes using pressure generated by the pump in the HCU. This is known as parallel braking and also operate in
three different modes, depending on the amount of MG braking torque available and the amount of brake pedal movement:
Hydraulic operation of the front brakes and MG braking torque.

Hydraulic operation of the front and rear brakes.
Hydraulic operation of the front and rear brakes and MG braking torque.
During regenerative braking, the MG remains in generator mode until either the vehicle approaches a standstill or the
accelerator pedal is pressed.
Anti-lock Brake System
ABS controls the speed of all road wheels to ensure optimum wheel slip when braking at the adhesion limit. This prevents
the wheels from locking in order to retain effective steering control of the vehicle.
On each axle, the brake pressure is modulated separately for each wheel in order to maintain vehicle stability.
If regenerative braking is active when ABS is activated, the ABS control module disables regenerative braking.
Roll Stability Control
The RSC function uses the brake system and engine torque control to attempt to restore vehicle stability if the vehicle is
forced into such a harsh manoeuver that it risks tipping over.
The ABS control module monitors driver inputs and vehicle behavior using various powertrain signals and inputs from the
wheel speed sensors, steering angle sensor and the RCM (yaw rate and lateral acceleration data). These are compared with
modeled behavior and, if vehicle behavior reaches a given risk level, the ABS control module initiates a reduction in engine
power, or brakes one or more wheels sufficiently to correct the vehicle stability and assist the driver to remain in control.
If regenerative braking is active when RSC is activated, the ABS control module disables regenerative braking and uses only
hydraulic application of the brakes to produce any required braking effort.
While the ignition is on, RSC is permanently enabled, even when DSC is selected off.
Corner Brake Control
CBC influences the brake pressures, below the DSC and ABS thresholds, to counteract the yawing moment produced when
braking in a corner. CBC produces a correction torque by limiting the brake pressure on one side of the vehicle, to assist
the vehicle in achieving the turn radius the driver is requesting.
If regenerative braking is active when CBC is activated, the ABS control module disables regenerative braking and uses only
Dynamic Stability Control
DSC uses the brakes and engine torque control to help maintain the lateral stability of the vehicle. While the ignition is on
the DSC function is permanently enabled unless selected off by the DSC switch. Even if DSC is deselected, driving
maneuvers with extreme yaw or lateral acceleration may trigger DSC activity to assist vehicle stability.
DSC enhances driving safety in abrupt maneuvers and in understeer or oversteer situations that may occur in a bend. The
ABS control module monitors the yaw rate and lateral acceleration of the vehicle, and the steering input, then selectively
applies individual brakes and signals for engine torque adjustments to reduce understeer or oversteer.
If regenerative braking is active when DSC is activated, the ABS control module disables regenerative braking and uses only
In general:
In an understeering situation, the inner wheels are braked to counteract the yaw movement towards the outer edge
of the bend.
In an oversteering situation, the outer wheels are braked to prevent the rear end of the vehicle from pushing
towards the outer edge of the bend.
The ABS control module monitors the tracking stability of the vehicle using inputs from the wheel speed sensors, the
steering angle sensor and the RCM (yaw rate and lateral acceleration data). The tracking stability is compared with stored
target data and, whenever the tracking stability deviates from the target data, the ABS control module intervenes by
applying the appropriate brakes. When the DSC function is active, the ABS control module also signals the TCM
(transmission control module) to prevent gear shifts, and the instrument cluster to flash the DSC warning indicator.
If necessary, the ABS control module also signals:
The ECM, to reduce engine torque.

The transfer case control module, to adjust the locking torque of the center differential.
The rear differential control module, to adjust the locking torque of the rear differential.
The DSC function overrides the differential locking torque requests from the Terrain Response® system.
If DSC is selected off, a DSC system off message is displayed in the message center.
For additional information, refer to: Instrument Cluster - TDV6 3.0L Diesel - Hybrid Electric Vehicle (413-01 Instrument
Cluster, Description and Operation).
Electronic Brake Force Distribution
EBD limits the brake pressure applied to the brakes of the trailing axle. When the brakes are applied, the weight transfer of
the vehicle reduces the adhesion of the trailing axle wheels on the road surface. This may cause the wheels to slip and
make the vehicle unstable.
EBD uses the ABS hardware to automatically optimize the pressure of the trailing axle brakes, below the point where ABS
intervention is normally invoked. Only the trailing axle wheels are under EBD control.
Electronic Brake Prefill
Electronic brake prefill senses any rapid throttle lift off, activating a small brake hydraulic pressure build-up of
approximately 3 to 5 bar (43.5 to 72.5 lbf/in2) in anticipation of the brakes being applied. This gives a quicker brake pedal
response and consequently slightly shorter stopping distances.
When the ABS control module detects rapid throttle lift off (from the signals received from the ECM over the high speed
CAN powertrain systems), it applies a low brake pressure to all of the brakes to assist in a quicker brake application.
Electronic Traction Control
ETC attempts to optimize forward traction by reducing engine torque or braking a spinning wheel until traction is restored.
ETC is activated if an individual wheel speed is above that of the vehicle reference speed (positive slip) and the brake pedal
is not pressed. The spinning wheel is braked, allowing the excess torque to be transmitted to the non spinning wheels
through the drive line. If necessary, the ABS control module also transmits a high speed CAN powertrain systems message
to the ECM requesting a reduction in engine torque.
Torque reduction requests are for either a slow or fast response. A slow response requests a reduction of throttle angle; a
fast response requests an ignition cut-off.
When the DSC function is selected off with the DSC switch, the engine torque reduction feature is disabled.
When the ETC function is active the ABS control module also signals the TCM to prevent gear shifts.
Emergency Brake Assist
EBA assists the driver during emergency braking situations by automatically maximizing the braking effort. There are two
situations when the ABS control module will invoke EBA:
When the brake pedal is pressed rapidly.

When the brake pedal is pressed hard enough to bring the front brakes into ABS operation.
When the brake pedal is pressed rapidly, the ABS control module increases the hydraulic pressure to all of the brakes until
the threshold for ABS operation is reached. This applies the maximum braking effort for the available traction. The ABS
control module monitors for the rapid application of the brakes using the brake pedal switch status broadcast on the high
speed CAN powertrain systems by the ECM, and from a pressure sensor within the HCU. With the brake pedal pressed, if
the rate of increase of hydraulic pressure exceeds the predetermined limit, the ABS control module invokes emergency
braking.
If regenerative braking is active when EBA is activated, the ABS control module maintains the same level of regenerative
braking and uses hydraulic application of the brakes to produce any additional braking effort that is required.
When the brake pedal is pressed hard enough to bring the front brakes into ABS operation, the ABS control module
increases the hydraulic pressure to the rear brakes up to the ABS threshold.
EBA operation continues until the driver releases the brake pedal enough for the hydraulic pressure in the HCU to fall below
a pre-determined threshold value stored in the ABS control module.
Engine Drag-torque Control
EDC prevents wheel slip caused by any of the following:
A sudden decrease in engine torque when the accelerator is suddenly released.

A downshift using CommandShift™.
When the ABS control module detects the onset of wheel slip without the brakes being applied, it signals the ECM on the
high speed CAN powertrain systems to request a momentary increase in engine torque. Also, when the driver is braking and
the ABS module has reduced brake pressure, but the wheels have not accelerated to the vehicle reference speed quickly
enough, EDC will increase engine torque to accelerate the wheels up to reference speed and regain stability.
Enhanced Understeer Control

EUC monitors the vehicle for understeer by comparing signals of yaw rate and lateral acceleration, from the RCM, with
signals from the steering angle sensor and wheel speed sensors.
When the ABS control module detects the onset of understeer, it signals the ECM via the high speed CAN powertrain
systems to request a decrease in engine torque. If required, the ABS control module applies brake pressure to the inside
rear wheel to correct the understeer. If the vehicle continues to understeer, EUC is activated and uses multiple brakes
(maximum of three brakes) to rapidly reduce the vehicle speed.
If regenerative braking is active when EUC is activated, the ABS control module disables regenerative braking and uses only
Gradient Acceleration Control
Gradient acceleration control is an automatic feature and is always available when HDC is not selected.
When HDC is not selected, gradient acceleration control will intervene to limit downhill acceleration on a steep descent.
The feature uses generated brake pressure to control acceleration in situations where the driver could lose control of the
vehicle on a steep incline.
Gradient acceleration control keeps the vehicle to a speed and throttle pedal dependant acceleration limit when the vehicle
is moving in the intended direction of travel, for example:
Descending an incline forwards, with D (drive) selected.

Descending an incline backwards, with R (reverse) selected.
When the vehicle is moving against the intended direction of travel, for example: descending a slope, but facing uphill with
D selected, gradient acceleration control will prevent the vehicle accelerating above 5 km/h (3 mph) for up to 20-30
seconds to help the driver re-establish control of the vehicle.
Gradient Release Control
Gradient release control is an automatic feature which is always available when HDC is selected.
If the vehicle is brought to a standstill on a slope using the foot brake, gradient release control will become active (except
in the Terrain Response®, sand program).
When descending a hill, a brake hold and gradual release is employed to provide a smooth transition into HDC. Gradient
release control operates in forward and reverse gears and requires no driver intervention.
Hill Descent Control
HDC uses brake intervention to control vehicle speed and acceleration during low speed descents in off-road and low grip
on-road conditions. Generally, equal pressure is applied to all four brakes, but pressure to individual brakes can be modified
by the ABS and DSC functions to retain stability. Selection of the HDC function is controlled by the HDC switch and the
Terrain Response® switchpack in the floor console. HDC operates in both high and low ranges, at vehicle speeds up to 50
km/h (31.3 mph).
If regenerative braking is active when HDC is activated, the ABS control module maintains the same level of regenerative
braking and uses hydraulic application of the brakes to produce any additional braking effort that is required.
WARNING: Incorrect use of the HDC function may compromise the stability of the vehicle, resulting in a dangerous
and uncontrolled hill descent. Driving with the transmission in neutral while HDC is active will prevent engine braking from
assisting the vehicle. The brakes will overheat and induce the HDC fade out strategy. In this condition there will be no
control over the vehicle during a descent.
NOTE: With the HDC function selected, HDC is operative even when the transmission is in neutral. It is not
recommended to drive the vehicle further than is absolutely necessary with HDC selected and the transmission in neutral.
HDC may be used in D, R and all CommandShift™ gears. When in D, the TCM will automatically select the most appropriate
gear.
HDC can be selected at speeds up to 80 km/h (50 mph), but will only be enabled at speeds below 50 km/h (31.3 mph).
When HDC is selected:
At speeds up to 50 km/h (31.3 mph), the HDC warning indicator is permanently illuminated if a valid gear is
selected.
At speeds from between 50 to 80 km/h (31 to 50 mph) the HDC warning indicator flashes and a message advising
that the speed is too high is displayed in the message center. If the HDC switch is pressed while vehicle speed is
more than 80 km/h (50 mph), the HDC warning indicator will not illuminate and HDC will not be selected.
If the speed increases to 80 km/h (50 mph), the HDC function is switched off, the warning indicator is extinguished,
a warning chime sounds and a message advising that HDC has been switched off is displayed in the message center.
When HDC is enabled, the ABS control module calculates a target deceleration value by comparing the set speed to the
actual vehicle speed. The ABS control module then operates the HCU in the active braking mode as required to achieve and
maintain the target speed.
During active braking for HDC, the ABS control module sends a high speed CAN powertrain systems message to the CJB to
operate the stop lamps.
Applying the foot brake during active braking may result in a pulse through the brake pedal.
The target speed varies between the minimum and maximum values for each gear and transmission range, depending on
driver input with the speed control + and - switches.
For additional information, refer to: Speed Control (310-03A, Description and Operation).
Low Range Target Speeds
R D 1st 2nd 3rd 4th to 8th
Default 3.5 (2.2) 6 (3.7)* 6 (3.7)* 6 (3.7)* 8 (5.0) 10 (6.2)
Minimum 3.5 (2.2) 3.5 (2.2) 3.5 (2.2) 5 (3.1) 8 (5.0) 10 (6.2)
Maximum 25 (15.5) 25 (15.5) 25 (15.5) 25 (15.5) 25 (15.5) 25 (15.5)
* Default speed may be modified depending on Terrain Response® program and gear selection
High Range Target Speeds
R D 1st 2nd to 8th
Default 3.5 (2.2) 10 (6.2)* 10 (6.2)* 10 (6.2)*
Minimum 3.5 (2.2) 6 (3.7) 6 (3.7) 9 (5.6)
Maximum 35 (21.7) 35 (21.7) 35 (21.7) 35 (21.7)
* Default speed may be modified depending on Terrain Response® program and gear selection
During changes of target speed, the ABS control module limits deceleration and acceleration to -0.5 m/s² (-1.65 ft/s²) and
+0.5 m/s² (+1.65 ft/s²) respectively.
To provide a safe transition from active braking to brakes off, the ABS control module invokes a fade out strategy that
gradually releases the braking effort during active braking. The fade out strategy occurs if any of the following conditions
are detected during active braking:
HDC selected off with the HDC switch.

Failure of a component used by HDC, but not critical to the fade out function.
Accelerator pedal pressed when the transmission is in neutral.
Brake overheat.
If fade out is invoked because of deselection or component failure, the HDC function is cancelled by the ABS control
module. If fade out is invoked because the accelerator pedal is pressed with the transmission in neutral, or because of
brake overheat, the HDC function remains in standby and resumes operation when the accelerator pedal is released or the
brakes have cooled.
The fade out strategy increases the target speed, at a constant acceleration rate of 0.5 m/s² (1.65 ft/s²), until the
maximum target speed is reached or until no active braking is required for 0.5 s. If the accelerator pedal is positioned
within the range that influences target speed, the acceleration rate is increased to 1.0 m/s² (3.3 ft/s²).
When fade out is invoked because of component failure, a warning chime sounds, the HDC warning indicator is extinguished
and a message advising there is a fault is displayed in the message center.
When fade out is invoked because of brake overheat, a message advising that HDC is temporarily unavailable is displayed.
At the end of fade out, the HDC warning indicator flashes. The message and flashing warning indicator remain on, while
HDC remains selected, until the brakes have cooled.
To monitor for brake overheat, the ABS control module monitors the amount of braking activity and, from this, estimates
the temperature of each brake. If the estimated temperature of any brake exceeds a preset limit, the ABS control module
invokes the fade out strategy. After the fade out cycle, the HDC function is re-enabled when the ABS control module
estimates that all of the brake temperatures are at less than 64% of the temperature limit.
When HDC is selected off, the instrument cluster message center temporarily displays a system off message.
ACTIVATION OF STOP LAMPS
Operation of the vehicle stop lamps is controlled by the CJB. The ABS control module monitors the brake system hydraulic
pressure and requests the CJB, via the high speed CAN powertrain systems, to energize the stop lamps during active
braking for HDC. A pressure threshold and time filter prevents the stop lamps from flickering.
When HDC is inactive and the driver presses the brake pedal, the ABS control module uses the input from the brake pedal
position sensor ro operate the stop lamps.
STOP/START SYSTEM
Activation of HDC will deactivate the stop/start system. If HDC is activated while the engine is shutdown in a stop/start
cycle, the engine will automatically restart.
For additional information, refer to: Starting System (303-06E, Description and Operation).
Hill Start Assist
Hill start assist is an automatic feature that aids smooth transition from foot brake to moving away on hill ascents,
regardless of HDC selection.
On steep slopes, hill start assist will hold a portion of the driver generated brake pressure for a short time (2 to 3 seconds)
to allow the driver to move their foot from the brake pedal to the throttle pedal without the vehicle rolling back.
The system will release the brake pressure in a controlled manner, either after the timer has expired or if the driver has
generated sufficient drive-torque to move the vehicle forward up the hill.
The feature is not driver selectable and there is no indication to the driver when in operation.
Terrain Response® System Integration

The Terrain Response® system integrates the ABS and other vehicle system control modules to assist the vehicle when
driving off-road or during difficult surface conditions. Terrain Response® system integration is activated when a Terrain
Response® special program is selected.
When a Terrain Response® special program is selected, the ABS control module, along with other vehicle system control
modules, will operate in accordance with programmed software maps. The software maps allow the ABS system to function
with a threshold that will assist the selected Terrain Response® special program.
and Operation).
TRACTION LAUNCH CONTROL
Traction launch control is automatically enabled when either the sand or grass/gravel/snow special program is selected on
the Terrain Response® system.
When pulling away from stationary on sand or other dry, yielding ground, excessive wheel spin can cause the wheels to dig
downwards preventing forward movement. On surfaces with low grip, excessive wheel spin can lead to vehicle instability
and reduced vehicle acceleration.
Traction launch control uses the ETC function to limit the amount of wheel spin, allowing a gradual controlled pull away
even if full throttle is applied until the vehicle has gained speed.
ROCK CRAWL PRECHARGE
Rock crawl precharge is automatically enabled when the rock crawl special program is selected on the Terrain Response®
system.
Rock crawl precharge applies a small amount of brake pressure to each brake calliper during low speed driving. This
improves brake and traction control response times helping to reduce forward/backward vehicle roll when cresting an
obstacle or releasing the accelerator pedal.
Trailer Stability Assist
When the trailer electrical socket is connected, trailer stability assist operates automatically to enhance the existing DSC
and Terrain Response® functions of the vehicle when towing. The system detects sway movements caused by trailer
oscillations at speeds in excess of 60 km/h (37 mph) and acts to eliminate them. It does this through braking and engine
management. Braking management counterbalances the sway movement through symmetric and asymmetric braking,
thereby slowing the vehicle and eliminating the oscillations. Engine management adapts engine torque output to support
the braking management in stabilizing the vehicle and trailer.
If regenerative braking is active when trailer stability assist is activated, the ABS control module disables regenerative
braking and uses only hydraulic application of the brakes to produce any required braking effort.
Typical conditions when sway can occur include:
Changing highway lanes.

Traversing a lengthy bend.
Acceleration.
Braking.
Incorrectly laden trailers.
The capability of trailer stability assist to respond early to the beginning of trailer-sway makes the system almost
unnoticeable under normal driving conditions and keeps the vehicle and trailer under safe control. Trailer stability assist
requires no input from the driver and operates up to the maximum vehicle speed.
Trailer stability assist will not operate while DSC is switched off.
Control Diagram

A = Hardwired; AM = High speed CAN chassis systems; AN = High speed CAN powertrain systems.
1 - Anti-lock brake system control module
2 - Engine control module
3 - Instrument cluster
4 - Restraints control module
5 - Transmission control module
6 - Central junction box
7 - Clockspring (includes steering angle sensor)
8 - Terrain Response® switchpack
10 - Ground
11 - Power supply
12 - Brake pedal position sensor
13 - Rear right wheel speed sensor
14 - Rear left wheel speed sensor
15 - Front right wheel speed sensor
16 - Front left wheel speed sensor
Brake Controls - Braking Control System
For additional information on the braking control system, refer to the relevant description and operation section in the
workshop manual
REFER to: Braking Control System (206-11 Brake Controls, Description and Operation).
2. Visually inspect for obvious mechanical or electrical faults

Visual Inspection
Tire size, condition and installation Fuses
Wheel speed sensor condition and installation Harnesses and connectors
Steering angle sensor condition and installation Warning lamp operation
Yaw rate sensor and accelerometer condition and installation Wheel speed sensors
Hydraulic control unit (with attached ABS control module) condition and Central junction box
installation Hill descent control switch
Dynamic stability control switch
Stop lamp switch
Yaw rate sensor and
accelerometer
Steering angle sensor
ABS control module
CAN circuits
to the next step
4. If the cause is not visually evident, check for diagnostic trouble codes (DTCs) and refer to the DTC index
DTC Index
For a list of DTCs that could be logged on this vehicle, please refer to Section 100-00.
REFER to: Diagnostic Trouble Code Index: ABS Control Module - DTC: Module Name: Anti-Lock Brake System Control
Module (100-00, Description and Operation).
Brake Controls - Braking Control System SDV6 3.0L Diesel - Hybrid Electric
Vehicle
For a detailed description of the Braking Control System, refer to the relevant Description and Operation section in the
workshop manual.
REFER to: Braking Control System - SDV6 3.0L Diesel - Hybrid Electric Vehicle (206-11 Brake Controls, Description and
Operation).
WARNINGS:
A risk assessment must be performed before any work is undertaken.
All hybrid electric vehicle work must be performed by a suitably qualified person.
Appropriate Personal Protection Equipment (PPE) must be worn when working on or near a hybrid electric
vehicle high voltage system.
The hybrid electric vehicle battery pack casing must not be opened due to the risk of exposure to
hazardous voltage, which may cause serious injury or death.
The electric power inverter converter casing must not be disassembled due to the risk of exposure to
hazardous voltage, which may cause serious injury or death.
If the hybrid electric vehicle battery pack is damaged or overcharged, there is a risk of exposure to
hazardous voltage and/or highly corrosive electrolyte mist. If liquid or vapour is observed leaking from the
hybrid electric vehicle battery pack, take the following action:
Evacuate the area

Notify manager
Do not breathe smoke/vapour
Contain spillage using spill kit
Wash any spillage off body and clothing (remove contaminated clothing)
If the hybrid electric vehicle warning indicator is illuminated, the Battery Energy Control Module (BECM)
cannot isolate the high voltage cables. Live working will be necessary to rectify the fault.
The motor generator can generate a voltage if the wheels are rotated, even if the hybrid electric vehicle
system has been made safe.
CAUTIONS:
Diagnosis by substitution from a donor vehicle is NOT acceptable. Substitution of control modules does not guarantee
confirmation of a fault, and may also cause additional faults in the vehicle being tested and/or the donor vehicle.
When probing connectors to take measurements in the course of the pinpoint tests, use the adaptor kit, part number
3548-1358-00.
NOTES:
If the control module or a component is suspect and the vehicle remains under manufacturer warranty, refer to the
Warranty Policy and Procedures manual (section B1.2), or determine if any prior approval programme is in operation, prior
to the installation of a new module/component.
Generic scan tools may not read the codes listed, or may read only 5-digit codes. Match the 5 digits from the scan tool
to the first 5 digits of the 7-digit code listed to identify the fault (the last 2 digits give extra information read by the
manufacturer-approved diagnostic system).
When performing voltage or resistance tests, always use a digital multimeter accurate to three decimal places, and
with an up-to-date calibration certificate. When testing resistance, always take the resistance of the digital multimeter leads
into account.
Check and rectify basic faults before beginning diagnostic routines involving pinpoint tests.
Inspect connectors for signs of water ingress, and pins for damage and/or corrosion.
If DTCs are recorded and, after performing the pinpoint tests, a fault is not present, an intermittent concern may be
the cause. Always check for loose connections and corroded terminals.
Check DDW for open campaigns. Refer to the corresponding bulletins and SSMs which may be valid for the specific
customer complaint and carry out the recommendations as required.

Visual Inspection
Wheels and tires Fuses
Wheel speed sensors Wiring harnesses and connectors
Hydraulic control unit High voltage cables
Brake system components Anti-Lock Brake System Control Module (ABS)
Battery Energy Control Module (BECM)
Electric Power Inverter Converter Module (EPICM)
Motor generator
Hybrid electric vehicle battery pack
Brake pedal position sensor
Hill descent control switch
Dynamic stability control switch
Wheel speed sensors
Electric brake vacuum pump
to the next step
4. If the cause is not visually evident, verify the symptom and refer to the Symptom Chart, alternatively check for
Diagnostic Trouble Codes (DTCs) and refer to the DTC Index
5. Check DDW for open campaigns. Refer to the corresponding bulletins and SSMs which may be valid for the specific
customer complaint and carry out the recommendations as required
DTC Index
For a list of Diagnostic Trouble Codes (DTCs) that could be logged on this vehicle, please refer to Section 100-00.
REFER to: Diagnostic Trouble Code (DTC) Index - DTC: Anti-lock Brake System Control Module (ABS) - Hybrid Electric
Vehicle (100-00 General Information, Description and Operation).
Steering System - General Information - Steering System
For a detailed description of the power steering system and operation, refer to the relevant description and operation
section of the workshop manual.
REFER to: Power Steering (211-02, Description and Operation).
NOTE: If the control module or a component is suspect and the vehicle remains under manufacturer warranty, refer to
the warranty policy and procedures manual (section B1.2), or determine if any prior approval programme is in operation,
prior to the installation of a new module/component

If a road test is necessary make sure the vehicle is safe to do so
1. Using guidance from the symptom chart, and the symptoms defined in the electrical service diagnostic tool

Visual Inspection
Check the tires for correct pressure, size, wear and tread Fuse(s) (both ignition and main feed)
pattern Steering angle sensor module and circuits
Check for wheel rim and tire damage Power steering control module and circuits
Check road wheel security Battery and charging system
Check for vehicle or suspension damage CAN circuit
Check steering ball joints or suspension components for Confirm no other system warning indicators or
abnormally high friction messages displayed
to the next step
4. If the cause is not visually evident, verify the symptom with the customer and refer to the approved dealer
diagnostic tool. Alternatively check symptoms against symptom chart below and check DTCs as appropriate and
refer to the DTC index
Symptom Chart

Warning indicator Issue with power steering control
illuminated, no module harness NOTE: After repairing harness issues, DTCs for control
communication with module improper shutdown or other lost modules may occur
power steering due to this failure and should be ignored
control module
possible Check both ignition and main feed fuses for the
power steering control module, rectify as required
Refer to the electrical circuit diagrams and check
power steering control module power feed, CAN and
ignition circuit for short circuit to ground, open
circuit, high resistance. (Continuity check with
harness disconnected)
If water drain valve deployed install a new power
steering control module as required.
REFER to: Power Steering (211-02, Description and
Operation).
Permanently Abnormally high friction in steering

heavy/notchy ball joints or suspension NOTE: Do not damage bellows on steering gear
steering (no power components removal. Failure to follow this instruction may result in
assistance) with Abnormally high friction in steering warranty becoming invalid for steering gear assembly
engine running, gear due to water ingress
even after cycling Fouling / abnormally high friction Disconnect the steering gear from the suspension.
ignition within steering column Check the suspension system for freedom of
components movement or abnormally high friction
High friction in steering gear Check steering gear bellows for holes or water drain
valve for deployment.
Operation).
steering control module as required
Disconnect the steering column from the steering
gear. Check the steering column and universal joints
for freedom of movement or abnormally high friction
Using the manufacturer approved diagnostic system,
check power steering control module for DTCs and
refer to the relevant DTC index
Steering catch-up Low voltage at battery

(Heavy at fast Abnormally high friction in steering NOTE: The system is designed to give a heavier but
steering wheel ball joints or suspension stable steering feel when a low voltage is detected. It is
rates) components recommended to reduce drastic inputs to the steering in
Abnormally high friction in steering these scenarios, for example recently after start-up,
gear due to water ingress extreme cold climate, high electrical system utilization/load
High friction in steering gear
Check the vehicle battery and charging system
performance to ensure the voltage regulation is
correct
check power steering control module for related
Permanent loss of Low voltage at battery

steering assistance High voltage at battery NOTE: After repairing harness issues, DTCs for control
with engine running, Steering gear ignition feed circuit module improper shutdown or other lost modules may occur
even after cycling short circuit to ground, open due to this failure and should be ignored
ignition circuit, high resistance
Check both ignition and main feed fuses, rectify as
required
power steering control module power circuit for short
circuit to ground, open circuit, high resistance
power steering control module ignition circuit for
short circuit to ground, open circuit, high resistance
power steering control module CAN circuit for short
circuit to ground, open circuit, high resistance
Intermittent Low voltage at battery NOTES:

reduction/loss of Harness issue
steering assistance High voltage at battery
(recovers during High temperature at power The system is designed to give a heavier but stable
drive cycle or after steering control module steering feel when a low / high voltage or high temperature
ignition cycle) is detected. It is recommended to reduce harsh inputs to
the steering in these scenarios, for example recently after
start-up, extreme cold climate, high electrical system
utilization/load. Depending on the level of reduction this
could be accompanied by an alert
After repairing harness issues, DTCs for control

module improper shutdown or other lost modules may occur
due to this failure and should be ignored
Check the vehicle battery condition and charging

system performance to ensure the voltage regulation
is correct
Check both ignition and main feed fuses for security
power steering control module power feed circuit for
short circuit to ground, open circuit, high resistance
Check for heat shield damage or mud packing
around power steering control module. Allow the
power steering control module to cool. Consider the
environmental temperature
Reduction/Loss of No fault present. This is a feature Educate customer and refer to the relevant section
assistance when to reduce fuel consumption when of the owners handbook
engine stop/start the vehicle is stationary and the
function activates steering is not needed or is not
recommended due to tire scrub. If
steering is required, recommend
prompting a re-start e.g. through
clutch pedal depression
Excessive free play Steering wheel loose
at steering wheel Lower column pinch bolt loose, NOTE: Check for play in steering gear. Do not attempt
(when no assistance steering gear retaining bolts loose to adjust the steering gear. Failure to follow this instruction
and very light or column retaining bolts loose will result in warranty becoming invalid. Refer to any
torque applied to Excessive wear in steering gear relevant Special Service Messages for checking procedures
steering wheel)
Check and tighten the steering wheel retaining nut
as required
Check the lower column pinch bolts, steering gear
retaining bolts or column retaining bolts for security
and rectify as required
Check and tighten steering gear securing bolts.
Check steering column for excessive play in universal
joints
Check the steering gear for freedom of movement or
abnormally high friction. Rectify as required. Check
steering gear bellows for holes or water drain valve
for deployment.
Operation).
Vehicle tends to pull Tire wear / uneven worn tires or NOTES:

to one side without non-original equipment tire
brake applied installed
Brake binding Do not reset DTCs and record SDD session then load
Wheel Alignment to the internet. Failure to follow this instruction may result
Damaged or worn front or rear in warranty claim becoming invalid
suspension components
Significant (more than 60 degree)
misalignment between steering Damage to steering or suspension parts is not covered
system and steering angle sensor by warranty
(and steering wheel)
Issue with steering angle sensor
Abnormally high friction in steering
Vehicles are optimized for pull dependent on the hand
ball joints or suspension
of drive and the road crown. Therefore driving on the
components
opposite side of the road may result in pull to one side
Lower column pinch bolt loose,
steering gear retaining bolts loose Check the tires for wear or uneven wear and rectify
Excessive wear in steering gear as required
Check brake system for binding
Check and adjust wheel alignment as required
Check front and rear suspension for damage or wear
and rectify as required
check steering angle sensor module, for related DTCs
and refer to the relevant DTC index
Check the suspension system for freedom of
movement or abnormally high friction. Disconnect
the steering column from the steering gear. Check
the steering column and universal joints for freedom.
Check the steering gear for freedom of movement
and rectify as required. Refer to any relevant special
service messages for checking procedures
Check the lower column pinch bolts and steering
gear retaining bolts for security and rectify as
required
for deployment.
Operation).
Poor feel, steering Tire wear/Uneven worn tires or NOTES:

light, not connected, non-original equipment tire
requires constant installed
correction Wheel Alignment DO NOT reset DTCs and record SDD session then load
Damaged or worn front to the internet. Failure to follow this instruction may result
suspension components in warranty claim becoming invalid
Abnormally high friction in steering
ball joints or suspension
components Damage to steering or suspension parts are not
Issue with steering angle sensor covered by warranty
High friction in steering gear
Check the tires for wear or uneven wear and rectify
as required
Check and adjust wheel alignment as required
Disconnect the steering gear from the suspension.
Check the suspension system for freedom of
movement or abnormally high friction. Disconnect
the steering column from the steering gear. Check
the steering column and universal joints for freedom
or abnormally high friction.
for deployment.
Operation).
check power steering control module for DTCs and
Steering assistance Issue with terrain response system Using the manufacturer approved diagnostic system,
no longer changes Issue with central junction box check terrain response switchpack, for related DTCs
when terrain mode Car configuration file issue and refer to the relevant DTC index
changed Using the manufacturer approved diagnostic system,
check central junction box, for related DTCs and
Using the manufacturer approved diagnostic system
check and up-date the car configuration file as
required
Park assist function Issue with parking aid system Using the manufacturer approved diagnostic system,
is not working Car configuration file issue check park distance control module, for related DTCs
Issue with central junction box and refer to the relevant DTC index
Issue with steering angle sensor Using the manufacturer approved diagnostic system,
Issue with ABS system check power steering control module for related
Issue with transmission system DTCs and refer to the relevant DTC index
check central junction box, for related DTCs and
check ABS control module, for related DTCs and
check transmission control module, for related DTCs
Shimmy through Tire damage/road wheel damage NOTES:

steering wheel worn tires
without brake Road wheel imbalance
applied Drive shaft out of balance - Shimmy: Defined as a lower frequency
(Normally accompanied by more feedback/oscillation through the steering, which changes
severe body shake and less with vehicle speed. A good example of this is when the
steering wheel feedback compared wheels are out of balance at around 65-85mph
to a shimmy)
Damage to tire/road wheel parts are not covered by

warranty
Check the tires/road wheels for damage. Rectify as

required.
Check the road wheels for imbalance. Rectify as
required.
Check the drive shafts, refer to the relevant section
of the workshop manual
Harsh, high Incorrect wheels, tire size or tire Check correct wheels, tires size and tire pressures
frequency vibration pressures are fitted to vehicle are fitted to vehicle, rectify as required. Using the
through steering manufacturer approved diagnostic system, check
wheel power steering control module for related DTCs and
Vehicle Turns hard Issue with steering angle sensor Check the steering angle sensor for related faults
into end lock / lock Steering wheel, column or angle and repair as required
stops sensor work completed without Carry out a soft lock stop reset routine
completing - Soft Lock Stop Reset
Routine
Lower column pinch bolt loose,

NOTE: Noise steering gear retaining bolts loose NOTE: In the case steering gear bolts are loose, often
Excessive wear in steering system a creaking is heard when steering near the lock stops
Knocking through position
steering wheel when
pulling away and/or Check the lower column pinch bolts, steering gear
braking with no retaining bolts, steering linkages and joints for free
warning indicator play or security and rectify as required
Check steering column components for excessive
wear and rectify as required
Check steering column for fouling on cowls, carpets,
or harnesses. If abnormally high friction present
install new components as required
Fouling steering column Check steering column for fouling on cowls, carpets,
NOTE: Noise components (may also be or harnesses. If abnormally high friction present
associated with scraping noise) install new components as required
Scraping from inside
of vehicle when
turning wheel
Increased noise transmission to Check transfer paths. Check for contact between
NOTE: Noise cabin steering column and body. Check isolator on steering
Instability due to incorrect tire column and rectify as required. Check steering gear
Excessive noise pressures, size, wear or tread mounts (specifically isolators) and rectify as
(refer to further pattern. Steering and suspension required. Check for contact between steering gear,
applicable special systems for mechanical fault other components or body
service message Water ingress / water drain valve Check the tires for correct pressure, size, wear and
information) with no for deployment tread pattern and rectify as required. Check steering
warning indicator, Faulty clockspring at top of column and suspension systems for mechanical fault and
instability, graunch rectify as required
for deployment.
Operation).
Check if noise is louder inside vehicle. Check and
install a new clockspring as required
Incorrect wheels, tire size or tire Check transfer paths. Check for contact between
NOTE: Noise pressures are fitted to vehicle steering column and body. Check isolator on steering
Steering or suspension systems column and rectify as required. Check steering gear
Excessive noise mechanical faults mounts (specifically isolators) and rectify as
(refer to further Incorrect steering calibration load required. Check for contact between steering gear,
applicable special to vehicle other components or body
service message Initial configuration of power Check the tires for correct pressure, size, wear and
information) with steering control module not tread pattern and rectify as required. Check steering
amber warning completed and suspension systems for mechanical fault and
indicator, instability, rectify as required
graunch Check the steering gear for freedom of movement or
for deployment.
Operation).
Check if noise is louder inside vehicle. Check and
install a new clockspring as required
check transmission control module, for related DTCs
Using the manufacturer approved diagnostic system
check and install latest relevant level of software to
the power steering control module
Increased noise transmission to Check transfer paths. Check for contact between
NOTE: Noise cabin steering column and body. Check isolator on steering
Low voltage at battery; (Normally column and rectify as required. Check steering gear
Excessive noise worse coming towards end lock mounts (specifically isolators where fitted) and
(refer to further and can be accompanied by a rectify as required. Check for contact between
applicable special slight reduction in assistance) steering gear, other components or body
service message Worn steering gear component Check the vehicle battery condition and charging
information), zipper, system performance to ensure the voltage regulation
whoop is correct
Check and install a new power steering control
module as required
REFER to: Diagnostic Trouble Code (DTC) Index - DTC: Power Steering Control Module (100-00 General Information,
Power Steering -
Item Specification
Steering gear Electronic power assisted steering (EPAS).
Number of turns - lock to lock 2.70
Turning circle 12.3 m (40 ft)
Steering rack travel 191.9 mm (7.55 in)
Rack bar diameter 28 mm (1.10 in)
NOTE: + If the water drain valve has been activated then a new steering rack must be installed.
* Steering gear to subframe rear bolts
Stage 1 100 74
Stage 2 Further 240° Further 240°
+ Mass block to steering gear bolt 10 7
Wiring harness / pipe bracket to steering gear bolt 10 7
Steering gear to tie rod nut 105 77
Tie rod to tie rod end nut 77 57
** Steering column to steering gear pinch bolt 30 22
* New bolts must be installed
** New bolt must be installed
+ If equipped
Power Steering - Power Steering
COMPONENT LOCATION

1 - M14 bolt and washer (2 off)
2 - Mass damper and bolt (where fitted)
3 - Steering gear
4 - Front subframe
OVERVIEW
The vehicle is fitted with electric power steering, provided by a steering gear unit with variable ratio rack and pinion
steering and speed sensitive power assistance. Power assistance is from an electric motor attached to the steering gear.
The steering gear also incorporates:
A Power Steering Control Module (PSCM), on the end of the electric motor.
A reduction gear.
A torque sensor.
Power assistance is controlled by the PSCM, which uses the electric motor to apply an axial force on the steering rack via a
reduction gear. The level of power assistance depends on the steering torque applied with the steering wheel, the vehicle
speed and the terrain response mode selected. The PSCM also uses the electric motor to provide the following assistance
functions:
Assistance changes during Eco Stop/Start functions (where fitted).

Assistance reduction if system overheats.
Assistance reduction if low or high voltage.
Park Assist support (where fitted).
Lane departure warning haptic feedback (where fitted).
For additional information, refer to: Parking Aid (413-13 Parking Aid, Description and Operation).
DESCRIPTION
Steering Gear

1 - Input shaft
2 - Signal and power lead for torque sensor
3 - Steering gear housing
4 - Reduction gear
5 - Boot (2 off)
6 - Tie rod (2 off)
7 - Electric motor
8 - Power Steering Control Module (PSCM)
9 - Torque sensor
10 - Tie rod to tie rod end nut
The steering gear is installed on the front subframe. Two bosses on the rear of the steering gear are attached direct to the
subframe with M14 bolts and captive washers. A mass damper is attached to the steering gear with an M6 bolt and washer
(where fitted).
The input shaft of the steering gear connects to the lower yoke of the steering column lower shaft.
For additional information, refer to: Steering Column (211-04 Steering Column, Description and Operation).
The steering rack bar is installed in a steering gear housing that also contains the pinion shaft and the torque sensor. A
torsion bar connects the pinion shaft to the input shaft. Ball jointed tie rods connect the ends of the steering rack to the
knuckles of the front suspension. The ends of the steering rack are protected by corrugated boots.
The steering gear housing incorporates a mounting for the electric motor. A reduction gear housing, on the end of the
steering gear housing, contains a recirculating ball nut installed on a threaded section of the steering rack. A toothed belt
transmits drive from the electric motor to the recirculating ball nut to provide the power assistance. The ratio of electric
motor revolutions to steering wheel revolutions is approximately 22.41:1.
ELECTRIC MOTOR
The electric motor is a brushless DC (Direct Current) motor. The electronics that convert the DC power supply into phase
voltages are contained in the PSCM.
Motor position is detected by two Hall effect sensors in the PSCM, adjacent to rotating magnets on the electric motor shaft.
The two sensors have different resolutions, which allows the PSCM to monitor both fast and slow movement effectively.
From the position of the electric motor, the PSCM can deduce the position of the road wheels and the steering angle.
After first calibrating the straight-ahead position using the steering angle sensor, the PSCM subsequently uses the motor
position sensor inputs for control of the power steering.
REDUCTION GEAR

1 - Reduction gear housing
2 - Ball nut drive pulley
3 - Ball train
4 - Ball return channel
5 - Ball nut
6 - Steering rack ball channel
7 - Drive belt
8 - Motor drive pulley
The recirculating ball nut in the reduction gear housing is held in a bearing race, allowing the nut to rotate but preventing it
from moving axially. As the electric motor rotates the nut, the balls are driven along the channels in the nut and the
steering rack, and produce an axial force on the steering rack. A ball return channel in the nut, and mechanisms at either
end of the bearing race, recirculate the balls from one side of the nut to the other.
TORQUE SENSOR
The torque sensor provides the PSCM with inputs of the steering torque applied by the driver. The torque sensor is installed
at the junction between the input shaft and the pinion shaft, inside the steering gear housing.
Torque applied to the input shaft is transferred to the pinion shaft through the torsion bar, which twists under load. The
torque sensor calculates the amount of twist in the torsion bar using two Hall effect sensors to monitor the angular position
of the input shaft in relation to the pinion shaft, then transmits the result in a digital signal to the PSCM.
POWER STEERING CONTROL MODULE

1 - Electric motor power supply connector
2 - Torque sensor connector
3 - Power Steering Control Module (PSCM) cover
4 - PSCM system connector
The PSCM is located on the end of the electric motor, under a permanently sealed cover.
As well as the control circuitry, the PSCM also contains the power electronics for operating the electric motor.
Power assistance is provided when the following are present:
An ignition feed from the ignition relay in the EJB (Engine Junction Box).
The power mode CAN (Controller Area Network) signal is set to engine running.
Electrical power for operation of the electric motor is provided by a permanent feed from the AJB (Auxiliary Junction Box).
For 100% nominal power assistance, supply voltage must be between 10.5 and 18 V. If supply voltage is outside of these
limits, power assistance is either reduced or discontinued.
The PSCM receives hardwired digital inputs from the torque sensor and high speed CAN Chassis bus inputs of:
Steering angle, from the steering angle sensor.

Engine speed, from the ECM (Engine Control Module) via the GWM (Gateway Module).
Vehicle speed, from the ABS (Anti-lock Brake System) control module.
Automatic steering requests, from the PACM (Parking Aid Control Module) (if park assist system fitted).
Terrain mode request from the Terrain Response™.
Power mode from the CJB (Central Junction Box) via the GWM.
Eco stop/start system stop request from the Engine Control Module (ECM) (if stop/start system fitted).
• Lane departure warning haptic steering wheel vibration request from the HCMB (Headlamp Control module).
The PSCM uses the input data and software algorithms to control electric motor operation. If required, the PSCM can also
transmit outputs, on the high speed CAN Chassis bus, of:
Warning status, to the Instrument Cluster (IC) through the GWM.

Steering status, to the PACM (if Park Assist system fitted) and Terrain Response™.
Eco stop/start system inhibit requests to the ECM through the GWM (if stop/start system fitted).
Tie rod load forces for Auto Terrain Response™ switching.
Reduced Assistance Warning Indicator
If there is a significant reduction in power assistance, the amber general warning indicator illuminates and a warning
message ‘Power steering assistance reduced’ is displayed in the message center. When the warning message is first
displayed, the IC produces a single alert chime.
Freezing Prevention Warning Indicator
The PSCM has detected that water has penetrated the EPS gear and is beginning to freeze. An EPS motor vibration is
initiated. Whilst the vibration is present the amber general warning indicator illuminates and a warning message ‘Steering
vibration activated. Drive with care’ is displayed in the message center. When the warning message is first displayed, the IC
produces a single alert chime.
For additional information, refer to: Information and Message Center (413-08 Information and Message Center, Description
and Operation).
The symptom driven diagnostics tool must be used to diagnose EPS issues, only if directed by diagnostic tools should a
gear be replaced.
If the steering gear is replaced, the correct vehicle specific calibration must be loaded using Land Rover approved diagnostic
equipment.
OPERATION
For the electric power steering system to provide assistance the engine must be running.
If a fault occurs which affects control of the electric motor, the PSCM disables the electric motor. The driver no longer
benefits from power assisted steering, but incorrect control of the electric motor is prevented and the vehicle remains fully
steerable, although with greater physical effort.
Variable Power Assistance
At low speeds, when tire resistance to steering inputs is highest, more assistance is applied to reduce the steering wheel
torque to comfortable levels. At higher speeds, when tire resistance to steering inputs is less, less assistance is applied.
Pull Drift Compensation
This feature aids the driver by compensating for the accumulated effects of various factors that contribute to the pull/drift
of the vehicle. The feature reduces the steering wheel torque that the driver feels while driving in a straight line, by
applying an assisting torque.
Assistance Changes During ECO Stop/Start Functions (Where Fitted)
This feature actively controls the steering torque feedback to the assistance during the engine Eco stopping and starting
activities. It co-ordinates the main steering assistance feature with starter motor events, ensuring smooth, progressive, yet
timely decreases and increases in power assistance. It is designed to remove unwanted steering wheel movement during
these events, which are not directly instigated by the driver.
Assistance Reduction if System Overheats or Voltage is Too High or Low
This feature ensures that the steering requirements of the driver continue to be supported during various extreme
conditions including:
Extreme voltage fluctuations (over and under voltage).

Extreme high temperature.
A temperature sensor is installed in the PSCM for overload protection of the electric motor. The PSCM reduces the level of
power assistance if the temperature of the electric motor is too high, to reduce the amount of heat generated.
Temperature overload can occur at high ambient temperatures combined with high levels of steering activity, especially
when stationary. A temperature overload can also occur if an attempt is made to repeatedly turn the front wheels against a
solid object such as a curb.
Power assistance begins to reduce at a PSCM temperature of approximately 110 °C (230 °F) and reduces to zero at a
temperature of 125 °C (257 °F). At a given level of reduction in the power assistance, the PSCM records a DTC (Diagnostic
Trouble Code) and signals the IC to produce a warning that assistance has been reduced. When the PSCM has cooled,
normal power assistance is restored and the related IC warnings are extinguished.
Soft End Stops
The soft end stop feature reduces the level of power assistance shortly before the mechanical end stops are reached.
Although the driver will perceive this as increased steering resistance, it makes turning the wheels into full lock more
refined. In addition, this feature reduces the stresses on the mechanical and electrical components of the steering system.
Park Assist System (Where Fitted)
When the Park Assist system is active, steering requests from the park distance control module are processed by the PSCM
and applied to the electric motor. This feature assists the driver, during parking maneuvers, by selectively applying turning
forces to the steering system to automatically steer the vehicle.
Control Diagram
NOTE: A = Hardwired, AM = High speed CAN (Controller Area Network) Chassis bus, AN = High speed CAN
Powertrain bus.

1 - Battery
5 - Torque sensor
6 - Crankshaft Position (CKP) sensor
8 - Wheel speed sensor (4 off)
11 - Gateway Module (GWM)
12 - Anti-lock Brake System (ABS) control module
14 - Terrain Response™ switch pack
15 - Parking Aid Control Module (PACM)
16 - Parking aid sensor (4 off)
18 - Power Steering Control Module (PSCM)
Power Steering - Power Steering
For additional information. REFER to: Steering System

REFER to: Power Steering (211-02 Power Steering, Diagnosis and Testing) /
Diagnostic Trouble Code (DTC) Index - DTC: Power Steering Control Module (100-00, Description and Operation).
Power Steering - Steering Gear
Removal
CAUTION: Do not remove the plastic transit caps until indicated.
NOTES:
Some illustrations may show left hand drive. Right hand drive is similar, but the essential information shown is always
correct.
and Installation).
3. Repeat procedure for the other side.
Refer to: Fender Splash Shield (501-02 Front End Body Panels,
Align the steering wheel to straight ahead.
5. CAUTIONS:
Make sure that the area around the component is

clean and free of foreign material.
NOTE: Discard the retaining clip.

NOTE: LH illustration shown, RH is similar.
10. CAUTIONS:
Discard the bolt.
12. CAUTIONS:
Make sure that the component is not suspended by the fluid

hoses.
Discard the bolts.
NOTE: If equipped.
Using a suitable stand, support the component.
13.
Installation
1.
NOTE: IF equipped.
Torque:
M12 Bolts
Stage 1:90 Nm
Stage 2:180°
M14 Bolts
Stage 1:130 Nm
Stage 2:120°
3. NOTES:
If equipped.
4. CAUTIONS:
Torque:
Stage 1:100 Nm
Stage 2:240°
Torque: 10 Nm
Torque: 10 Nm
8. Remove the plastic transit caps.
Torque: 105 Nm
NOTE: Install a new retaining clip.
Torque: 30 Nm
12. Repeat procedure for the other side.
Refer to: Fender Splash Shield (501-02 Front End Body Panels,
and Installation).
14. Using the diagnostic tool, calibrate the new steering gear.
Steering Linkage -
Item Nm lb-ft lb-in
* Tie-rod end nut 140 103 -
Tie-rod locking nut 77 57 -
Road wheel nut
Stage 1 4 - 35
Stage 2 70 52 -
Stage 3 140 103 -
*Make sure that a new nut is installed
Steering Linkage - Steering Linkage

REFER to: Steering System (211-00 Steering System - General Information, Diagnosis and Testing).
Steering Linkage - Steering Gear Boot
Removal
NOTES:
1. Raise and support the vehicle.
2. Refer to: Tie Rod End (211-03 Steering Linkage, Removal and
Installation).
3. CAUTION: Make sure that the area around the component is

clean and free of foreign material.
NOTES:
Note the position of the components prior to removal.
Discard the large retaining clip.
Installation
To install reverse the removal procedure.

Steering Linkage - Tie Rod End
Special Tool(s)
JLR-204-793
Ball Joint Splitter
Removal
NOTES:
and Installation).
3. NOTE: Loosen but do not fully remove .
4. Torque:
M14 77 Nm
M6 9 Nm
5. CAUTION: Make sure that the ball joint seal is not damaged.
6. CAUTION: Discard the nut.
Torque: 140 Nm
Installation
1. WARNING: Make sure that a new nut is installed.
To install reverse the removal procedure.
2. Refer to: Four-Wheel Alignment (204-00 Suspension System - General

Information, General Procedures).
3. Torque: 77 Nm
Steering Column -
Steering wheel rotation sensor bolt 3.5 2
Steering column mounting bolts 25 18
* Steering column to upper steering shaft to clamp bolt 44 32
*Lower steering shaft to universal joint clamp bolt 44 32
*Universal joint to steering gear clamp bolt 30 22
Steering wheel bolt 47 35
* New bolts/nut must be installed
Steering Column - Steering Column
COMPONENT LOCATION

1 - Steering wheel
2 - Upper column
3 - Upper shaft
4 - Lower shaft
5 - Seal assembly
OVERVIEW
The steering column consists of the upper and lower shafts, the upper column and the steering wheel, which are connected
together to transfer driver steering inputs to the steering gear.
The steering column incorporates either electric or manual tilt and reach adjustment. Depending on model and market
specifications, the steering column may also include an electric steering column lock and/or a steering wheel heater.
An adjustment switch (electric) or lever (manual) for tilt and reach adjustment is installed in the lower cowl of the upper
column.
A steering wheel module and clockspring assembly, installed on the upper column, incorporates two steering column
multifunction switches for control of:
Exterior lighting.
Wipers and washers.
For additional information, refer to: Wipers and Washers (501-16 Wipers and Washers, Description and Operation).
Two steering wheel switchpacks are installed on the steering wheel for control of:
Steering wheel heater (where fitted).

Speed control.
For additional information, refer to: Speed Control - V6 S/C 3.0L Petrol (310-03B, Description and Operation).
Audio/Video. For additional information, refer to: (415-01 Information and Entertainment System)
Audio System (Description and Operation),
Video System (Description and Operation).
Vehicle information and settings menu.
For additional information, refer to: Information and Message Center (413-08 Information and Message Center,
Telephone and voice control. For additional information, refer to: (415-01 Information and Entertainment System)
Cellular Phone (Description and Operation),
Voice Control (Description and Operation).
The steering wheel also incorporates:
The driver airbag, with integrated horn switch.

For additional information, refer to: Air Bag and Safety Belt Pretensioner Supplemental Restraint System (SRS)
(501-20B Supplemental Restraint System, Description and Operation).
Two paddle switches for CommandShift™ operation of the transmission.
For additional information, refer to: External Controls (307-05A Automatic Transmission/Transaxle External Controls -
Vehicles With: 8HP70 8-Speed Automatic Transmission AWD, Description and Operation).
DESCRIPTION
Upper and Lower Shafts

1 - Seal assembly
2 - Bolt
3 - Inner tube
4 - Universal joint
5 - Isolator disc
6 - Outer tube
7 - Stub shaft
8 - Bolt
9 - Pinion extension
10 - Double universal joint
11 - Bolt
12 - Boot
13 - Bearing sleeve
The upper shaft consists of inner and outer tubes that can move telescopically to:
Permit system assembly.

Allow steering wheel adjustment.
Isolate the steering wheel from any movement of the steering gear during an impact.
A universal joint connects the inner tube to the upper column. An isolator disc, between the universal joint and the inner
tube, reduces NVH (noise, vibration and harshness) in the steering column.
A seal assembly, installed on a bearing sleeve on the outer tube, seals the upper shaft where it passes through the engine
and secondary bulkheads. A bearing allows the upper shaft to rotate within the seal assembly.
The lower shaft consists of a double universal joint with a stub shaft and pinion extension to connect it to the upper shaft
and the steering gear respectively. The universal joint is fitted with a corrugated boot.
Upper Column - Electric adjustment

1 - Steering wheel module and clockspring assembly
2 - Screw (2 off)
3 - Upper cowl
4 - Tilt adjustment motor
5 - Electric steering column lock or dummy lock
6 - Energy management plate
7 - Outer bracket
8 - Reach adjustment motor
9 - Swing bracket
10 - Column spindle
11 - Column jacket
12 - Inner bracket
13 - Screw (2 off)
14 - Steering column adjustment switch
15 - Lower cowl
16 - IAU transceiver (where fitted)
The column spindle is part of the column jacket assembly, that is installed in the swing bracket. An electric motor on the
swing bracket drives the column jacket assembly axially within the swing bracket to provide the reach adjustment of the
steering column.
The swing bracket is attached to the inner bracket with two pivot pins at the front and two threaded spindles at the rear. A
second electric motor on the swing bracket drives the spindles to raise and lower the rear of the swing bracket, relative to
the inner bracket, to provide the tilt adjustment of the steering column.
The inner bracket is located on rails in an outer bracket, which is attached to the cross car beam. The inner and outer
brackets are locked together by an energy management plate, which is attached to both brackets with screws. In a serious
impact, to prevent excessive force causing injury as the driver strikes the airbag, the inner bracket progressively moves
forwards on the rails in the outer bracket. The movement is controlled by sections of the energy management plate that
peel back in a controlled manner, absorbing energy and allowing the steering wheel to move with the driver.
The steering wheel module and clockspring assembly is attached to the top of the column jacket by two screws. The
assembly includes the multifunction switches for the exterior lighting and for the wipers and washers.
Upper and lower cowls cover that part of the upper column not concealed by the instrument panel. The steering column
adjustment switch, for control of the tilt and reach adjustment motors, is installed in the right side of the lower cowl. The
lower cowl also contains an IAU (Immobilizer Antenna Unit) transceiver for the passive entry passive start system.
For additional information, refer to: Anti-Theft - Passive (419-01B Anti-Theft - Passive, Description and Operation).
Upper Column - Manual adjustment

1 - Column jacket
2 - Inner bracket
3 - Outer bracket
4 - Counterbalance Spring (2 off)
5 - Electric steering column lock or dummy lock
6 - Steering column manual adjustment lever
As power adjustment except: The shaft of the upper column is installed in a bearing housing that is attached to an inner
bracket with a pivot pin and an adjustment locking mechanism. Slots at the attachment points, in the bearing housing and
the inner bracket, allow the bearing housing to move axially and to tilt in the inner bracket, to provide the rake and reach
adjustment of the steering wheel. The locking mechanism is a friction lock, operated by a lever turning a cam disc.
ELECTRIC STEERING COLUMN LOCK (WHERE FITTED)
The electric steering column lock is attached to the underside of the column jacket assembly. The lock engages with a
locking sleeve on the shaft of the upper column to lock the steering. A tolerance ring is installed between the locking sleeve
and the spindle of the upper column. The tolerance ring allows the spindle to turn in the locking sleeve if a high torque is
applied to the steering wheel when the lock is engaged. This prevents the locking bolt from being sheared by someone
forcibly turning the steering wheel while the steering lock is engaged, while still effectively locking the steering. Engagement
and disengagement of the electric steering column lock is controlled by the passive anti-theft system.
For additional information, refer to: Anti-Theft - Passive (419-01B Anti-Theft - Passive, Description and Operation).
In markets where an electric steering column lock is not fitted, a dummy lock is installed to provide a forward attachment
point for the steering column lower cowl, and the electric steering column lock is disabled in the car configuration files.
Steering Wheel

1 - Upshift paddle switch
2 - Right steering wheel switchpack
3 - Steering wheel heater switch (where fitted)
4 - Driver airbag
5 - Steering wheel heater control module (where fitted)
6 - Steering wheel securing screw
7 - Heater mat / temperature sensor connector (where fitted)
8 - Left steering wheel switchpack
9 - Downshift paddle switch
The steering wheel is located on the hexagonal drive end of the column spindle and secured with a M10 pan headed screw.
The end of the spindle is marked to indicate the straight ahead position.
The driver airbag and two steering wheel switchpacks are installed in the center of the steering wheel. Upshift and
downshift paddle switches are attached to the front of the steering wheel. A link harness connects the steering wheel
components to the clockspring.
STEERING WHEEL HEATER (WHERE FITTED)

The steering wheel heater consists of a heater mat and a NTC (negative temperature coefficient) temperature sensor
installed around the rim of the steering wheel under the trim. The heater mat and temperature sensor are connected to a
steering wheel heater control module integrated into the link harness under the driver airbag. A switch on the right steering
wheel switchpack switches the heater on and off.
OPERATION
Steering Column Adjustment
Operation of the steering column adjustment is controlled by the steering column adjustment switch and the CJB (central
junction box).
When the steering column adjustment switch is in the COLUMN position, forward, rearward, up and down selections on the
switch complete a reference voltage circuit with the CJB, through different elements of a resistive ladder in the switch. The
CJB relates the different reference voltages produced to the individual switch selections, then outputs a voltage to the
appropriate steering column adjustment motor to adjust the steering column in the required direction. Each steering column
adjustment motor incorporates a Hall effect sensor, which allows the CJB to determine the position of the steering column.
When the steering column adjustment switch is in the AUTO position, the switch completes a reference voltage circuit with
the CJB that bypasses the resistive ladder. When the CJB detects that the steering column adjustment switch is in the
AUTO position, it enables the easy exit/entry mode to provide easier exit from, and entry to, the vehicle. When the driver
door is opened, the steering column moves to the uppermost tilt position. When the driver door is closed and the ignition is
selected on, the steering column moves to the driving position associated with the smart key being used.
The memory function for the driver seat also stores the position of the steering column for each memory setting.
For additional information, refer to: Seats (501-10 Seating, Description and Operation).
Steering Wheel Heater (Where Fitted)
Operation of the steering wheel heater is controlled by the steering wheel heater switch and the steering wheel heater
control module.
Power for the steering wheel heater is supplied to the steering wheel heater control module from the ignition relay in the
CJB via the clockspring. Operating the steering wheel heater switch provides a ground signal to the steering wheel heater
control module, which then supplies power to the heater mat and the temperature sensor of the steering wheel heater. The
steering wheel heater control module monitors the temperature of the heater mat using the input from the temperature
sensor, and regulates the power supply to the heater mat accordingly to maintain it at the optimum temperature.
A heater symbol in the switch is illuminated amber when the steering wheel heater is on. When the steering wheel heater is
off, the symbol is either not illuminated or, if the exterior lighting is on, illuminated green.
Control Diagram


1 - Battery
4 - Steering column adjustment switch
5 - Clockspring
6 - Steering column reach adjustment motor
7 - Steering column tilt adjustment motor
8 - Steering Wheel Heater control (SWH) module (where fitted)
9 - Steering wheel heater (where fitted)
10 - Steering wheel heater switch (where fitted)
Steering Column - Steering Column
For a detailed description of the steering wheel heater, refer to the relevant Description and Operation section in the
workshop manual.
REFER to: Steering Column (211-04 Steering Column, Description and Operation).
CAUTIONS:
Diagnosis by substitution from a donor vehicle is NOT acceptable. Substitution of control modules does not guarantee
confirmation of a fault, and may also cause additional faults in the vehicle being tested and/or the donor vehicle.
When probing connectors to take measurements in the course of the pinpoint tests, use the adapter kit, part number
3548-1358-00.
NOTES:
If the control module or a component is suspect and the vehicle remains under manufacturer warranty, refer to the
Warranty Policy and Procedures manual (section B1.2), or determine if any prior approval programme is in operation, prior
to the installation of a new module/component.
Generic scan tools may not read the codes listed, or may read only 5-digit codes. Match the 5 digits from the scan tool
to the first 5 digits of the 7-digit code listed to identify the fault (the last 2 digits give extra information read by the
manufacturer-approved diagnostic system).
When performing voltage or resistance tests, always use a digital multimeter accurate to three decimal places, and
with an up-to-date calibration certificate. When testing resistance always take the resistance of the digital multimeter leads
into account.
Check and rectify basic faults before beginning diagnostic routines involving pinpoint tests.
Inspect connectors for signs of water ingress, and pins for damage and/or corrosion.
If DTCs are recorded and, after performing the pinpoint tests, a fault is not present, an intermittent concern may be
the cause. Always check for loose connections and corroded terminals.

Visual Inspection
Electrical
Fuses
Wiring harness
Loose or corroded connector(s)
Steering wheel heater switch
to the next step
4. If the cause is not visually evident, verify the symptom and refer to the Symptom Chart, alternatively check for
Diagnostic Trouble Codes (DTCs) and refer to the DTC Index
5. Check DDW for open campaigns. Refer to the corresponding bulletins and SSMs which may be valid for the specific
customer complaint and carry out the recommendations as required
Symptom Chart

Steering Incorrect power mode - Engine not running
wheel heater Battery/charging system fault NOTE: The steering wheel heater switch
inhibited may illuminate amber even when the system
is inhibited.
Start the engine and retest

Refer to the relevant section of the
workshop manual and test the battery
and charging system
Steering LIN 1 circuit short circuit to ground, short circuit to GO to Pinpoint Test A.
wheel heater power, open circuit, high resistance
inoperative Steering wheel heater control module power or ground
circuit short circuit to ground, short circuit to power,
open circuit, high resistance
Steering wheel heater switch circuit short circuit to
ground, short circuit to power, open circuit, high
resistance
Steering wheel heater circuit short circuit to ground,
short circuit to power, open circuit, high resistance
Steering wheel heater control module internal failure
Pinpoint Tests
PINPOINT TEST A : FUNCTION TESTS

CONDITIONS
A1: FUNCTION TEST 1
NOTE: The steering wheel heater will not operate if the engine is not running.
1 Start the engine
2 Set the steering wheel heater switch to on
Did the steering wheel heater switch illuminate amber?
Yes
GO to A2.
No
GO to Pinpoint Test B.
A2: FUNCTION TEST 2
NOTES:
An infra-red thermometer is used during this test.
The steering wheel temperature should have increased by approximately 10°C after 5 minutes.
Do not measure the steering wheel temperature at the seam in the in the leather; this is where the heater element
starts and finishes and will produce inaccurate test results.
1 Set the steering wheel heater switch to off
2 Set the climate control to cool the vehicle interior for 5 minutes
3 Using an infra-red thermometer, measure and record the temperature of the steering wheel rim at
six equidistant points
5 Using an infra-red thermometer, monitor the temperature of the steering wheel rim at six
equidistant points
Has the temperature increased at any point on the steering wheel rim?
Yes
GO to A3.
No
GO to Pinpoint Test I.
A3: FUNCTION TEST 3
NOTES:
An infra-red thermometer is used during this test.
The steering wheel temperature should stabilise at 30°C to 43°C.

1 Using an infra-red thermometer, monitor the temperature of the steering wheel rim at six
equidistant points
2 Wait for the temperature to stabilise
Has the temperature stabilised within the specified range at all six points?
Yes
Steering wheel heater operating normally
No
GO to Pinpoint Test J.
PINPOINT TEST B : DIAGNOSTIC TROUBLE CODE TESTS

CONDITIONS
B1: DIAGNOSTIC TROUBLE CODE TEST 1
1 Using the manufacturer approved diagnostic system, check the central junction box for related DTCs
(LIN or steering wheel heater DTCs)
Are there any relevant DTCs set in the central junction box?
Yes
GO to Pinpoint Test C.
No
GO to Pinpoint Test H.
PINPOINT TEST C : FASCIA CIRCUIT (MODULE) TESTS

CONDITIONS
C1: FASCIA CIRCUIT (MODULE) TEST 1
WARNING: Do not probe or disconnect the airbag connector(s) during this test.
1 Remove the steering column lower cowl
2 Set the ignition to on
3 Set a multimeter to measure voltage
4 Using the multimeter, measure and record the battery voltage (reference voltage)
5 Connect the multimeter to clockspring connector C2LS41H terminals 7 and 8
Does the multimeter display < battery voltage?
Yes
GO to C2.
No
GO to Pinpoint Test D.
1 Connect the multimeter to clockspring connector C2LS41H terminal 8 and earth
Does the multimeter display > 0V?
Yes
Refer to the electrical circuit diagrams and check the steering wheel heater control module circuit
(clockspring to earth) for open circuit, high resistance. Repair the harness as necessary
No
GO to C3.
1 Connect the multimeter across central junction box fuse 51
Yes
GO to C5.
No
GO to C4.
1 Connect the multimeter to the battery positive terminal and central junction box fuse 51
Yes
Refer to the electrical circuit diagrams and check the steering wheel heater control module circuit
(battery positive terminal to fuse) for open circuit, high resistance. Repair the harness as necessary
No
Refer to the electrical circuit diagrams and check the steering wheel heater control module circuit (fuse
to clockspring) for open circuit, high resistance. Repair the harness as necessary
2 Disconnect clockspring connector C2LS41H
Yes
Refer to the electrical circuit diagrams and check the steering wheel heater control module circuit (fuse
to clockspring) for short circuit to ground. Repair the harness as necessary
No
GO to Pinpoint Test E.
PINPOINT TEST D : FASCIA CIRCUIT (LIN) TESTS

CONDITIONS
D1: FASCIA CIRCUIT (LIN) TEST 1
Does the multimeter display > 0V and < battery voltage?
Yes
GO to Pinpoint Test G.
No
GO to D2.
D2: FASCIA CIRCUIT (LIN) TEST 2
2 Connect the multimeter to clockspring connector C2LS41H terminal 4 (harness side) and earth
Yes
GO to Pinpoint Test F.
No
Refer to the electrical circuit diagrams and check the LIN 1 circuit (central junction box to clockspring)
for short circuit to ground, short circuit to power, open circuit, high resistance. Repair the harness as
necessary
PINPOINT TEST E : STEERING WHEEL (MODULE) SHORT CIRCUIT TESTS

E1: STEERING WHEEL (MODULE) SHORT CIRCUIT TEST 1
1 Refer to the relevant section of the workshop manual and remove the driver airbag
2 Check the integrity of the wiring harness (clockspring to steering wheel heater control module)
Is a wiring harness fault present?
Yes
Repair the harness as necessary
No
GO to E2.
E2: STEERING WHEEL (MODULE) SHORT CIRCUIT TEST 2
1 Disconnect clockspring connector C2R115B
2 Connect clockspring connector C2LS41H
3 Refer to the relevant section of the workshop manual and install the driver airbag
Yes
Install a new clockspring
No
Install a new steering wheel heater control module
PINPOINT TEST F : STEERING WHEEL (LIN) SHORT CIRCUIT TESTS

F1: STEERING WHEEL (LIN) SHORT CIRCUIT TEST 1
Yes
No
GO to F2.
F2: STEERING WHEEL (LIN) SHORT CIRCUIT TEST 2
2 Connect clockspring connector C2LS41H
Yes
No
PINPOINT TEST G : STEERING WHEEL (MODULE AND LIN) OPEN CIRCUIT TESTS
CONDITIONS
G1: STEERING WHEEL (MODULE AND LIN) OPEN CIRCUIT TEST 1
Yes
No
GO to G2.
NOTE: Rotate the steering wheel during this test to check for an intermittent fault.
3 Set a multimeter to measure resistance
4 Connect the multimeter to clockspring connector C2R115B terminal 4 and clockspring connector
C2LS41H terminal 7
Does the multimeter display > 0 ohms?
Yes
No
GO to G3.
C2LS41H terminal 8
Yes
No
GO to G4.
C2LS41H terminal 4
Yes
No
PINPOINT TEST H : STEERING WHEEL HEATER SWITCH TESTS

CONDITIONS
H1: STEERING WHEEL HEATER SWITCH TEST 1
2 Disconnect steering wheel heater switch connector C2LS41B
4 Connect the multimeter to steering wheel heater switch connector (switch side) C2LS41B terminals
3 and 9
5 Operate the steering wheel heater switch
Does the multimeter display change when the steering wheel heater switch is operated?
Yes
No
Install a new steering wheel heater switch
PINPOINT TEST I : STEERING WHEEL HEATER CIRCUIT TESTS

CONDITIONS
I1: STEERING WHEEL HEATER CIRCUIT TEST 1
NOTE: The steering wheel heater will not operate if the engine is not running.
1 Remove the steering column lower cowl
2 Start the engine
4 Set a multimeter to measure voltage
5 Using the multimeter, measure and record the battery voltage (reference voltage)
6 Connect the multimeter to clockspring connector C2R115D terminals 2 and 1
Does the multimeter display < battery voltage?
Yes
GO to I2.
No
GO to I10.
NOTE: The engine should still be running and the steering wheel heater set to on.
1 Connect the multimeter to clockspring connector C2R115D terminal 1 and earth
Yes
Refer to the electrical circuit diagrams and check the steering wheel heater circuit (clockspring to earth)
for open circuit, high resistance. Repair the harness as necessary
No
GO to I3.
1 Connect the multimeter across battery junction box fuse 44E
Yes
GO to I5.
No
GO to I4.
1 Connect the multimeter to the battery positive terminal and clockspring connector C2R115D terminal 2
Yes
Refer to the electrical circuit diagrams and check the steering wheel heater circuit (battery positive
terminal to fuse) for open circuit, high resistance. Repair the harness as necessary
No
Refer to the electrical circuit diagrams and check the steering wheel heater circuit (fuse to clockspring)
for open circuit, high resistance. Repair the harness as necessary
2 Set the steering wheel heater switch to off
Yes
GO to I6.
No
GO to I9.
2 Disconnect clockspring connector C2R115D
Yes
Refer to the electrical circuit diagrams and check the steering wheel heater circuit (fuse to clockspring)
for short circuit to ground. Repair the harness as necessary
No
GO to I7.
Yes
No
GO to I8.
1 Disconnect clockspring connector C2R115E
2 Connect clockspring connector C2R115D
4 Start the engine
Yes
No
Yes
No
Install a new steering wheel
Yes
No
GO to I11.
1 Disconnect steering wheel heater connector C2LS41K
3 Connect the multimeter to steering wheel heater connector C2LS41K (steering wheel side) terminals 1
and 4
Does the multimeter display 2.25 ohms ± 10%?
Yes
GO to I12.
No
1 Disconnect clockspring connector C2R115D
2 Disconnect clockspring connector C2R115E
3 Connect the multimeter to clockspring connector C2R115D terminal 2 and clockspring connector
C2R115E terminal 2
Yes
No
GO to I13.
1 Connect the multimeter to clockspring connector C2R115D terminal 1 and clockspring connector
C2R115E terminal 1
Yes
No
PINPOINT TEST J : STEERING WHEEL PARTIAL FAILURE TESTS

CONDITIONS
J1: STEERING WHEEL PARTIAL FAILURE TEST1
2 Disconnect steering wheel heater connector C2LS41K
4 Connect the multimeter to steering wheel heater connector C2LS41K (steering wheel side)
terminals 1 and 4
Does the multimeter display 2.25 ohms ± 10%?
Yes
No
DTC Index
REFER to: Diagnostic Trouble Code (DTC) Index - DTC: Central Junction Box (CJB) (100-00 General Information, Description
and Operation).
Steering Column - Steering Column Vehicles With: Electric Adjustment
Removal
CAUTION: Make sure the steering is in the straight ahead position.
NOTES:
1. Make the air bag supplemental restraint system (SRS) system safe.
Refer to: Standard Workshop Practices (100-00 General Information,

2. Refer to: Driver Air Bag Module (501-20B Supplemental Restraint

3. CAUTION: If a new steering column is installed, a

new longer retaining bolt must be used to secure the
steering wheel.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Torque: 44 Nm
14. Torque: 25 Nm
NOTE: Do not disassemble further if component is removed for access only.
15. Torque: 3.5 Nm

Installation
1. WARNING: Make sure that a new steering column flexible

coupling bolt is installed.

Steering Column - Steering Column Vehicles With: Manual Adjustment
Removal
NOTES:
Make sure the steering is in the straight ahead position.
1. Make the air bag supplemental restraint system (SRS) safe.

2. Refer to: Steering Wheel (211-04 Steering Column, Removal and

Installation).
3.
4.
5.
6.
7.
8.
9. NOTE: LHD shown, RHD is similar.
10.
11.
12.
13.
14. Torque: 1.9 Nm
Torque: 44 Nm
16. Torque: 25 Nm
Installation

Steering Column - Steering Column Shaft
Removal
NOTES:
Right hand drive shown, Left hand drive similar.
1. Make sure the steering is in the ahead position.
2.
3.
Using a suitable tool, clean out the threads
Torque: 44 Nm
5.
6.
Using a suitable tool, clean out the threads
Torque: 30 Nm
Installation

Steering Column - Steering Wheel
Removal
WARNINGS:
Allow a period of 10 minutes to elapse after disconnecting the battery before undertaking any work on the SRS.
To avoid accidental deployment and possible personal injury, the backup power supply must be depleted before
repairing or replacing any air bag supplementary restraints system (SRS) components. To deplete the backup power supply
energy, disconnect the battery ground cable and wait for one minute. Failure to follow this instruction may result in
personal injury.
Take extra care when handling SRS components.
CAUTION: Make sure that the road wheels are in the straight ahead position.
NOTES:
1. Make the SRS system safe.


3.
4. CAUTION: Make sure that the wheels and tires are in the
straight-ahead position. Failure to follow this instruction may result in
damage to the components.
NOTE: Note the steering wheel to column alignment mark.

6. CAUTION: Make sure that the clockspring rotor does not rotate.
Secure with adhesive tape.


Installation
3. CAUTION: Make sure that the clockspring rotor does not rotate.
Remove the adhesive tape.

4.
5. CAUTION: With the road wheels in the straight ahead position,

make sure that the spindle alignment mark is correctly aligned to the
top hex flat of the steering wheel interface (as illustrated).
6. CAUTIONS:
If a new steering column is installed, a new longer

retaining bolt must be used to secure the steering wheel.
Install a new retaining bolt.
Torque: 47 Nm

8. NOTE: If a new component is installed, the soft lock stop reset

routine should be completed on the power steering system, using the
approved diagnostic tool.
Steering Column Switches - Steering Column Switches
For additional information. REFER to:
Steering System (211-00 Steering System - General Information, Diagnosis and Testing),
Turn Signal, Cornering and Hazard Lamps (417-01 Exterior Lighting, Diagnosis and Testing),
Wipers and Washers (501-16 Wipers and Washers, Diagnosis and Testing).
Steering Column Switches - Steering Column Control Switch
Removal
1.
2.
3.
Installation
1. To install, reverse the removal procedure

Steering Column Switches - Steering Column Multifunction Switch
Removal
1.
2.
3.
Installation
1. To install, reverse the removal procedure

WSM Range Rover Sport 2014 - 2 - Chassis PDF

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2:

Item Left-hand Right-hand Total/Balance

Castor Nominal Tolerance Nominal Tolerance Nominal Tolerance

Toe Nominal Tolerance Nominal Tolerance Nominal Tolerance

Item Left-hand Right-hand Total/Balance Thrust Angle

Toe Nominal Tolerance Nominal Tolerance Nominal Tolerance Nominal Tolerance

Front Suspension (204-01 Front Suspension, Description and Operation),

Inspection and Verification

2. Visually inspect for obvious signs of mechanical damage

Symptom Possible Causes Action

PINPOINT TEST A : SHOCK ABSORBER FLUID LEAK DIAGNOSIS

Slight seepage is considered normal.

PINPOINT TEST B : CONFIRM LEAK

Only use calibrated equipment recommended by Land Rover.

4. Set the vehicle into tight tolerance mode.

To adjust the front camber the upper wishbone arms must be

Changing the upper wishbone arm will generate a ±0.5º change

3. Set the vehicle into tight tolerance mode.

4. CAUTION: To prevent damage to the tie rods, use an additional

Loosen the tie-rod end lock nut.

NOTE: Both tie rods must be rotated by an equal amount.

++ New nut and bolt must be installed

Air Spring and Shock absorber Module

Item Part Number Description

NOTE: Air spring internal components are not serviceable.

Front stabilizer bar and Links

Item Part Number Description

Item Part Number Description

Item Part Number Description

Wheel Knuckle, Hub and Bearing Assembly

Item Part Number Description

For additional information.

Removal steps in this procedure may contain installation details.

LH illustration shown, RH is similar.

1. WARNING: Make sure to support the vehicle with axle stands.

Raise and support the vehicle.

3. NOTE: Discard the bolt.

1. CAUTION: Nuts and bolts must be tightened with

Nuts and bolts must be tightened with vehicle at

Make sure that a new bolt is installed.

Refer to: Specifications (204-00 Suspension System - General

4. Remove the transmission jack.

6. Check, and if necessary, adjust the wheel alignment.

NOTE: Removal steps in this procedure may contain installation details.

1. WARNING: Make sure to support the vehicle with axle stands.

Raise and support the vehicle.

2. Refer to: Front Subframe - TDV6 3.0L Diesel (502-00 Uni-Body,

Nuts must be tightened with vehicle at normal ride height.

Use a wrench on the hexagon provided to prevent the ball joint

4. CAUTION: Bolts must be tightened with vehicle at normal ride

1. To install, reverse the removal procedure.

Removal steps in this procedure may contain installation details.

LH illustration shown, RH is similar.

1. WARNING: Make sure to support the vehicle with axle stands.

Raise and support the vehicle.

3. CAUTION: Use a wrench on the hexagon provided to

Use a wrench on the hexagon provided to prevent

Nuts must be tightened with vehicle at normal ride

1. To install, reverse the removal procedure.

1. WARNING: Make sure to support the vehicle with axle stands.

Raise and support the vehicle.

3. Special Tool(s): 204-726, JLR-204-811

4. General Equipment: Vise