Engine Cooling - INGENIUM I4 2.0L Petrol

PUBLISHED: 28-MAR-2017
2018.0 RANGE ROVER VELAR (LY), 303-03
ENGINE COOLING - INGENIUM I4 2.0

L PETROL
SPECIFICATIONS
Torque Specifications
NOTE:
Coolant must be collected into a clean container and can be reused if not
contaminated.
ITEM NM LB-FT LB-IN
Radiator Drain Plug 2 1 -
Coolant Bleed Screws 2 1 -
Coolant Expansion Tank Bolt 7 5 -
Auxiliary Radiator Bolts 7 5 -
Charge Air Radiator Water Pump Bolt 9 7
Cooling Fan and Motor Shroud Bolts 10 7 -
Coolant Pump Bolts 12 9 -
Coolant Pump Pulley Bolts 25 18 -
Radiator Mounting Bracket to Body Bolts 7 5 -
Radiator Mounting Bracket to Radiator Bolts 5 4 -
Thermostat Body Bolts 12 9 -
Coolant Bypass Hose Bolt 7 5 -
Block Heater 55 41 -
Coolant Degas Separator 12 9 -

Lubricants, Fluids, Sealers and Adhesives
COOLANT SPECIFICATION
Coolant Texaco Extended Life Coolant (XLC) or any glycol based anti-
freeze containing no methanol with only Organic Acid
Technology (OAT) corrosion inhibitors
Coolant concentration - Will 50% (+10%/-0%)

provide frost protection to -40°C
(-40°F)
Specific gravity of coolant at 20°C 1.068

(68°F), to protect against frost
down to -40°C (-40°F)
Amount of anti-freeze to use for 5.5 liters

50% concentration:
Capacities
ITEM CAPACITY (LITERS/PINTS/US QUARTS)
Cooling system capacity 11.2 / 19.7 / 11.8
General Specification
ITEM SPECIFICATION
Cooling Fan 400 W
Cooling System Type Pressurised, thermostatically controlled with remote header tank
Cooling System Type Pressurised with integrated level sensor
Expansion Tank 140 kPa
Pressure Cap Rating Crossflow 27 mm core with integrated drain plug
Thermostat Wax element (heated)
Starts To Open 95 °C (203 °F)
Fully Open 108 °C (226 °F)

PUBLISHED: 30-JAN-2017

L PETROL
DESCRIPTION AND OPERATION
COMPONENT LOCATION
COMPONENT LOCATION - 1 OF 3 - FRONT VIEW
ITEM DESCRIPTION
1 Separator
2 Heater core
3 Oil cooler
4 Thermostatic valve - Automatic Transmission Fluid (ATF) cooler
5 Auxiliary coolant pump

6 Coolant expansion tank
7 Fuel Fired Booster Heater (FFBH) - If equipped
8 Charge air radiator
9 Auxiliary radiator
10 Radiator
11 Turbocharger
COMPONENT LOCATION - 2 OF 3 - REAR VIEW
ITEM DESCRIPTION
1 Electric cooling fan
2 Automatic Transmission Fluid (ATF) warming valve
3 Variable coolant pump
4 Engine coolant inlet tube

5 Electric throttle
6 Electric thermostat
7 Radiator outlet temperature sensor
8 Charge air coolant pump
9 Charge air cooler
10 ATF cooler
COMPONENT LOCATION - 3 OF 3 - ACTIVE GRILLE AIR SHUTTER - IF EQUIPPED
ITEM DESCRIPTION
1 Active grille air shutter
OVERVIEW
The engine cooling system maintains the engine within an optimum temperature range
under changing ambient and engine operating conditions. The system is a pressurized
coolant expansion tank system with continuous bleeds to separate air from the engine
coolant and prevent the formation of air locks. The engine cooling system also provides:
Heating for:
The passenger compartment
For additional information, refer to: Heating and Ventilation (412-01 Climate
Control, Description and Operation).
The electric throttle.

For additional information, refer to: Intake Air Distribution and Filtering (303-
12D, Description and Operation).
Cooling for:
The oil cooler
For additional information, refer to: Engine (303-01 Engine - INGENIUM I4 2.0L
Petrol, Description and Operation).
The engine
The Automatic Transmission Fluid (ATF) cooler

For additional information, refer to: Transmission Cooling - INGENIUM I4 2.0L
Petrol (307-02, Description and Operation).
The charge air cooler

For additional information, refer to: Intake Air Distribution and Filtering (303-12
Intake Air Distribution and Filtering - INGENIUM I4 2.0L Petrol, Description and
Operation).
The turbocharger.
For additional information, refer to: Turbocharger (303-04 Fuel Charging and
Controls - Turbocharger - INGENIUM I4 2.0L Petrol, Description and Operation).
The primary components of the engine cooling system are the:
Variable coolant pump
Electric thermostat
Radiator
Electric cooling fan
Coolant expansion tank
Engine oil cooler
Cylinder block inlet tube
Auxiliary coolant pump

Separator
Connecting hoses and pipes
Charge air cooler
Charge air coolant pump
Charge air radiator
Auxiliary radiator
ATF cooler
Thermostatic valve - ATF cooler
ATF warming valve
In cold climate markets, an active grille air shutter is installed to reduce aerodynamic
drag and engine warm up time.
In hot climate markets, an additional auxiliary radiator is installed to improve the

cooling capacity of the engine cooling system.
DESCRIPTION
VARIABLE COOLANT PUMP

ITEM DESCRIPTION
1 Variable coolant pump housing
2 Pulley
3 Electrical connector - Variable coolant pump shroud solenoid
4 Electrical connector - Variable coolant pump shroud position sensor
5 Variable coolant pump shroud
6 Impeller
The variable coolant pump is located at the front of the cylinder block. A pulley is
attached to the pump flange.
The pulley is driven by the accessory drive belt at engine speed.

For additional information, refer to: Accessory Drive (303-05 Accessory Drive -
INGENIUM I4 2.0L Petrol, Description and Operation).
The variable coolant pump is controlled to give the minimum flow to support all cooling
requests from the engine components. The variable coolant pump has a shroud inside
that slides over the impeller to prevent engine coolant from being pumped into the
engine. The variable coolant pump generates internal pressure, used to move the
shroud.
Pressure is generated with every rotation of the variable coolant pump. This pressure is
then diverted either to the shroud assembly or leaked back to the engine cooling
system, which is controlled by a solenoid valve. Therefore, the shroud will not move if
there is no rotation of the variable coolant pump.
The shroud solenoid is controlled with a Pulse Width Modulation (PWM) signal from the
Powertrain Control Module (PCM).
For additional information, refer to: Electronic Engine Controls (303-14 Electronic
Engine Controls - INGENIUM I4 2.0L Petrol, Description and Operation).
Any request from 0 - 100% flow can be fulfilled at most engine speeds, contributing to
the whole engine thermal management strategy. The internal pressure within the
variable coolant pump acts against a return spring in the housing. Without a signal
from the PCM the solenoid is open. Therefore the shroud returns to its base position
under spring force, resulting in full flow from the variable coolant pump.
During engine cold start, the impeller is fully covered by the shroud, therefore no
engine coolant is pumping into the cylinder block. As components warm up, the flow
request will increase in five stages. The variable coolant pump is controlled to give the
minimum flow to support all cooling requests from the engine components. The engine
coolant flow control continues until the complete powertrain system, including the
transmission achieves its operating temperature.
The flow modes of the variable coolant pump are the following:
NOTE:
Flow percentages are approximate values.
0 = Zero flow
1 = 12% flow
2 = 25% flow
3 = 50% flow
4 = Full flow (default position).
The PCM receives input signals from the following components to calculate the level of
cooling required:
Cylinder head temperature sensor
Cylinder block temperature sensor
Ambient Air Temperature (AAT) sensor
Engine coolant temperature sensor.
The control of engine coolant flow reduces engine load. The foremost objective in this
respect is reducing fuel consumption under all operating conditions, in addition to
reduce emissions.
ELECTRIC THERMOSTAT
ITEM DESCRIPTION
1 Hose connection - Radiator upper hose
2 Hose connection - Electric throttle
3 Heater element
4 Hose connection - Heater core
5 Hose connection - Cylinder block inlet
6 Engine coolant temperature sensor
7 Cylinder block outlet connection
The electric thermostat independently controls the engine coolant flow in the cylinder
block, improving engine warm up times. The thermostat contains a wax expansion
element that incorporates a heater element. When energized the heating element
heats the wax element, partially controlling the thermostat function along with engine
coolant temperature control. Operation is therefore performed not only by the engine
coolant temperature, but as specified by the Powertrain Control Module (PCM). This
enables a finer control of the opening and closing of the electric thermostat.
The increased wax temperature provides higher engine coolant temperature during
part load conditions and at low speed cycles. The increased engine coolant temperature
results in reduced friction in the engine, improved combustion in the cylinders and
reduced fuel consumption and emissions. The electric thermostat heater element
assembled within the wax element regulates the engine coolant temperature during
high load conditions and speed points. This protects the engine from thermal overload.
Opening of the thermostat is at a temperature of 95ºC +/- 2ºC (203ºF +/- 4ºF).
Operation of the electric thermostat is controlled by the PCM upon the following inputs:
Engine load
Engine speed
Vehicle speed
Engine coolant temperature
Intake air temperature.
The electric thermostat has a battery feed from the Engine Junction Box (EJB), a
switched power supply from the PCM relay. It is also provided with a hardwired
connection to the PCM and a ground connection. If the PCM starts to regulate the
system, the PCM supplies a ground path for the heater element in the electric
thermostat. This causes the element to expand and increase the opening dimension of
the electric thermostat.
RADIATOR
ITEM DESCRIPTION
2 Hose connection - Coolant expansion tank
3 Hose connection - Charge air radiator
4 Hose connection - Radiator lower hose
5 Hose connection - Automatic Transmission Fluid (ATF) cooler
The radiator is a vertical flow type with an aluminum core and plastic end tanks in the
upper and lower position of the radiator. The radiator uses brazed aluminum tube
technology to reduce weight. A low temperature zone is located at the left side of the
radiator and provides cooled engine coolant for the Automatic Transmission Fluid (ATF)
cooler.
The radiator is located in the vehicle by locating spigots and supports integrated into
the end tanks. The supports are installed in rubber isolator bushes in the lower support
bracket. The upper mounting of the end tanks is via a cross-strut attached to the
vehicle body.
A drain plug is integrated into the bottom left end tank. Engine coolant outlet and inlet
connections are incorporated into the left and right end tanks respectively. The right
end tank also has a connection for engine coolant outlet to the ATF cooler and to the
auxiliary radiator.
There is a connection to the charge air radiator to allow filling and bleeding of the
system.
For additional information, refer to: Intake Air Distribution and Filtering (303-12 Intake
Air Distribution and Filtering - INGENIUM I4 2.0L Petrol, Description and Operation).
ELECTRIC COOLING FAN
ITEM DESCRIPTION
1 Electric cooling fan shroud

2 Electric cooling fan blade
3 Electrical connector
4 Electric cooling fan motor
5 Speed flap (8 off)
The electric, variable speed cooling fan is installed in a shroud attached to the rear of
the radiator. The electric cooling fan is operated by the engine cooling fan control
module, which is integrated into the electric cooling fan motor. The Powertrain Control
Module (PCM) controls the engine cooling fan control module via a Pulse Width
Modulation (PWM) signal. An electrical connector at the right side of the shroud
provides the interface between the electric cooling fan harness and the vehicle wiring.
The engine cooling fan control module is provided with:
A battery power supply from the Engine Junction Box (EJB).
An ignition signal from the PCM relay in the EJB.
A PWM signal from the PCM.
A ground.
The system is protected against abnormal internal temperature by measuring its

internal temperature at two points with temperature sensors.
Sensor 1: This sensor is used to calculate the temperature of active components

near the micro controller. The electric cooling fan will stop immediately if the internal
temperature reaches 135ºC (275ºF). At motor stop, after a delay of 120 seconds the
diagnostic feedback will be sent. Normal operation will resume once the temperature
is less than 120ºC (248ºF).
Sensor 2: This sensor is used to measure the temperature of the power stage of the
Printed Circuit Board (PCB) to reduce the power if the temperature is too high and to
stop the motor in case of an over temperature condition.
The electric cooling fan will derate if the powerstage internal temperature reaches
135ºC (275ºF) and stop motor function at 145ºC (293ºF). At motor stop, after a delay
of 120 seconds the diagnostic feedback will be sent. Normal fan operation will resume
once the powerstage temperature falls to 135ºC (275ºF).
COOLANT EXPANSION TANK

ITEM DESCRIPTION
1 Air bleed hose connection
2 Filler cap
3 Engine coolant level sensor
4 Hose connection - Thermostat housing
5 Minimum and maximum level markings
A pressurized coolant expansion tank system is used which continuously separates the
air from the cooling system. It also replenishes the system through a hose connected
between the coolant expansion tank and the electric thermostat. A continuous vent into
the coolant expansion tank through a hose connected to the engine prevents air locks
from forming in the cooling system.
The coolant expansion tank is attached to the front suspension mounting in the front
left corner of the engine compartment. A filler cap, an engine bleed connection and a
level sensor are incorporated into the coolant expansion tank.
The engine coolant level sensor is located in the underside of the tank body. The
sensor reacts to the influence of a magnetic field. A float with integral magnet is
located inside the tank, over the sensor tube. The sensor has contacts inside the tube,
which are normally open. When the fluid level reduces, the magnetic float moves down
the tube. When the magnet reaches the sensor contacts, the magnetic field closes the
contacts. The sensor connects hardwired to the Body Control Module/Gateway Module
(BCM/GWM) assembly which receives the signals from the sensor. Minimum and
maximum level markings are molded on the tank body.
The coolant expansion tank provides the following functions:
Service fill.
Engine coolant expansion during warm-up.
Air separation during operation.
System pressurization by the filler cap.
The coolant expansion tank has an air space of approximately 0.5 to 1 liter (1.06 to
2.11 US pints), above the maximum level, to allow for engine coolant expansion.
CHARGE AIR COOLER

ITEM DESCRIPTION
1 Bleed screw - (2 Off)
3 Hose - Connection to radiator
4 Charge air cooler
6 Hose - Charge air coolant pump to charge air radiator
7 Hose - Charge air cooler to charge air coolant pump
8 Hose - Charge air radiator to charge air cooler
The charge air cooling system comprises:
Charge air cooler
Charge air radiator
Charge air coolant pump.
The charge air cooler is an air-to-water heat exchanger, providing charge air cooling in
combination with an electric coolant pump.
The charge air cooler is used to reduce the intake air temperature which increases the
density of the intake air delivered to the combustion chambers.
The charge air cooler has a stand alone cooling system with its own charge air radiator,
charge air coolant pump and hoses. The only connection to the main cooling circuit is a
pipe from the top of the charge air radiator to the top of the radiator.
ENGINE COOLANT INLET TUBE

ITEM DESCRIPTION
1 Hose connection - Electric thermostat
2 Hose connection - Radiator lower hose and coolant expansion tank
3 Hose connection - Turbocharger

5 Cylinder block inlet connection
The engine coolant inlet tube routes cooled engine coolant to the cylinder block inlet
connection.
AUTOMATIC TRANSMISSION FLUID COOLER
ITEM DESCRIPTION
1 Hose connection - Engine coolant outlet
2 Hose connection - Automatic Transmission Fluid (ATF) pipe inlet
3 ATF cooler
4 Hose connection - ATF pipe outlet
5 Hose connection - Engine coolant inlet
6 Mounting bracket
The Automatic Transmission Fluid (ATF) cooler is attached to a mounting bracket and is
secured to the left side of the front subframe with two bolts. The ATF cooler has two
lugs which locate in corresponding lugs on the mounting bracket and secured with a
screw. The ATF cooler is an aluminum housing comprising louvred fins and plates. The
plates allow a cross-flow of ATF and engine coolant through the ATF cooler.
The plates are immersed in engine coolant from the 'cold' side of the radiator. This
provides cooling of the ATF by the temperature differential between the ATF and the
engine coolant. The ATF cooler receives engine coolant from the low temperature zone
at the left side of the radiator. The engine coolant flow through this section of the
radiator is restricted by the ATF cooler. Therefore the engine coolant has a slower flow
rate across the cooling tubes of this section of the radiator. This cools the engine
coolant more than the lower part of the radiator and consequently provides increased
cooling of the ATF. The engine coolant then passes from the ATF cooler to the
thermostat housing.
For additional information, refer to: Transmission Cooling - INGENIUM I4 2.0L Petrol
(307-02, Description and Operation).
THERMOSTATIC VALVE - AUTOMATIC TRANSMISSION FLUID COOLER
ITEM DESCRIPTION
1 Hose connection - Separator
2 Hose connection - Auxiliary coolant pump
3 Hose connection - Automatic Transmission Fluid warming valve
The thermostatic valve is connected to the engine coolant outlet, before the engine
coolant reaches the heater core.
The engine coolant flow to the Automatic Transmission Fluid (ATF) cooler is regulated
by the thermostatic valve.
During engine warm-up the thermostatic valve remains closed until the engine coolant
reaches the desired operation temperature. After the engine reaches the optimal
operation temperature, the thermostatic valve directs engine coolant to the ATF
warming valve. This reduces the ATF warm-up time.
AUTOMATIC TRANSMISSION FLUID WARMING VALVE
ITEM DESCRIPTION
1 Hose connection - Engine coolant return to variable coolant pump inlet
2 Hose connection - Automatic Transmission Fluid (ATF) cooler outlet
3 Hose connection - Automatic Transmission Fluid (ATF) cooler inlet
4 Hose connection - Radiator low temperature zone (Cold engine coolant inlet)
5 Hose connection - Thermostatic valve - Automatic Transmission Fluid (ATF) cooler (Hot engine
coolant inlet)
The Automatic Transmission Fluid (ATF) warming valve is a thermostatic ATF mixing
valve. It is designed to reduce ATF warm up time and provides a precise temperature
control for the ATF temperature. The ATF warming valve mixes the hot engine coolant
from the thermostatic valve and cold engine coolant from the low temperature zone at
the left side of the radiator. This provides the desired temperature control of the ATF
temperature.
AUXILIARY RADIATOR
NOTE:
Right hand side shown, left hand side is similar.
ITEM DESCRIPTION
1 Hose connection - Auxiliary radiator inlet
2 Radiator support bracket
3 Front air duct

4 Hose connection - Auxiliary radiator outlet
The auxiliary radiator is located on the right side of the cooling pack, behind the outer
air intake in the front bumper. The auxiliary radiator is installed in air ducts attached to
the front bumper armature and the front end carrier. The upper end tank of the
auxiliary radiator is held in a support bracket in the air duct.
The auxiliary radiator is connected in parallel with the radiator to increase the engine
cooling capacity.
In hot climate markets, an additional auxiliary radiator is installed on the left side,
behind the outer air intake in the front bumper to improve the cooling capacity of the
engine cooling system.
AUXILIARY COOLANT PUMP
The auxiliary coolant pump is an electric pump attached on a bracket, at the rear left
side of the engine.
When the engine is turned off the auxiliary coolant pump provides engine coolant flow
to prevent engine coolant boiling in the turbocharger and in the integrated exhaust
manifold.
The auxiliary coolant pump has a three pin connector. One pin receives a permanent
battery voltage, supplied from a fused output from the Battery Junction Box (BJB). The
second pin has a hardwired connection to the PCM and the third pin has a ground
connection.
SEPARATOR
ITEM DESCRIPTION
2 Hose connection - Exhaust manifold
4 Hose connection - Thermostatic Valve - Automatic Transmission Fluid (ATF) cooler
The separator is a swirl pot, which is required for the active degas of the cooling
system. Due to the higher position of the engine, the separator creates a vortex in the
engine coolant. As a result, the gasses from the engine coolant are transferred to the
coolant expansion tank.
The separator also provides an engine coolant feed for the turbocharger.
ACTIVE GRILLE AIR SHUTTER - IF EQUIPPED

ITEM DESCRIPTION
1 Motor
2 Master vane
3 Support bracket
5 Vane link
6 Housing
7 Vane (8 Off)
The active grille air shutter is installed behind the radiator grille and attached to the
front end carrier. The active grille air shutter incorporates moveable vanes that control
the air flow into the top half of the upstream main duct.
The vanes are installed in a housing in two groups of three and operated by an electric
motor. The motor is held in a support bracket in the housing. The inboard hinge pin of
one of the vanes (the master vane) is engaged in the output shaft of the motor. A lever
on the inboard end of each vane is engaged in a motor link. When the motor turns the
master vane, the motor link transfers the movement to the levers of the other five
vanes, which then turn in unison with the master vane.
The design of the vanes equalizes the wind loading on each side of the hinge pin, which
reduces the resistance to turning when the vehicle is traveling at speed. A seal along
the top edge of each vane provides sealing between adjacent vanes, and between the
two upper vanes and the housing. The vanes can be set to one of 14 positions between
fully closed and fully open, and have a range of movement of 80 degrees. During
normal operation, for the vanes to move from fully closed to fully open takes
approximately 30 seconds. To move the vanes from fully open to fully closed takes
approximately 90 seconds.
Operation of the motor is controlled by the Powertrain Control Module (PCM), which
communicates with the motor on a Local Interconnect Network (LIN) bus connection.
Power for the motor is provided by a power supply from the PCM relay in the Engine
Junction Box (EJB).
ENGINE COOLANT
The engine coolant is silicate free and must not be mixed with conventional engine
coolant.
For additional information, refer to: Specifications (303-03 Engine Cooling - INGENIUM
I4 2.0L Petrol, Specifications).
OPERATION
ENGINE COOLANT CIRCUIT FLOW
When the engine is running, the engine coolant is circulated around the engine cooling
system by the variable coolant pump.
At engine start-up the variable coolant pump shroud is in a closed position, blocking
the engine coolant flow in the cylinder block. When required, the Automatic
Temperature Control Module (ATCM) can request the opening of the variable coolant
pump shroud to provide the required engine coolant flow. The ATCM communicates via
High Speed (HS) Controller Area Network (CAN) comfort bus with the Body Control
Module/Gateway Module (BCM/GWM) assembly.
When the engine coolant is cold, the electric thermostat is closed and the engine
coolant flows directly back to the variable coolant pump.
Once the engine coolant reaches operating temperature the electric thermostat begins
to open. This allows engine coolant flow through the radiator system to provide the
required engine cooling.
When the electric thermostat is fully open, the majority of the engine coolant is passed
through the radiator and the Automatic Transmission Fluid (ATF) cooler to the variable
coolant pump. With a proportion still passing through the turbocharger, heater core,
electric throttle and oil cooler.
Expansion and contraction of the engine coolant is accommodated by an air space in

the coolant expansion tank and the compliance of the flexible hoses.
ELECTRIC THERMOSTAT
The electric thermostat is closed at temperatures below approximately 82°C (179°F).

When the engine coolant temperature reaches approximately 82°C (179°F) the electric
thermostat starts to open and is fully open at approximately 96°C (204°F). In this
condition the full flow of engine coolant is directed through the radiator.
Regarding the operation of the Automatic Transmission Fluid (ATF) warming valve the
following three phases can be differentiated:
Warm-up phase - Hot engine coolant from the thermostatic valve of the ATF cooler is
directed to the ATF cooler. This provides a reduced ATF warm-up time.
Temperature control phase - Hot engine coolant from the thermostatic valve of the
ATF cooler and cold engine coolant coming from the radiator are mixed. This
provides an accurate control to maintain the ATF at the desired operation
temperature
Cooling phase - Cold engine coolant from the radiator is directed to the ATF cooler to
provide the maximum ATF cooling capability.
ENGINE COOLANT LEVEL SENSOR
If the engine coolant level in the coolant expansion tank decreases below a
predetermined value, the engine coolant level sensor connects a ground to the Body
Control Module/Gateway Module (BCM/GWM) assembly. The BCM/GWM sends a
message to the Instrument Cluster (IC) on the High Speed (HS) Controller Area
Network (CAN) comfort systems bus to display a warning message.
For additional information, refer to: Information and Message Center (413-08
Information and Message Center, Description and Operation).
The Powertrain Control Module (PCM) determines when to operate the electric cooling
fan from the engine coolant temperature sensor input and a cooling fan request from
the Automatic Temperature Control Module (ATCM). The PCM also adjusts the electric
cooling fan speed to compensate the ram effect of vehicle speed.
The PCM varies the duty cycle of the Pulse Width Modulation (PWM) signal to the
engine cooling fan control module between 0 and 100%. This operates the electric
cooling fan motor in one of four modes:
Off
Minimum speed - 750 RPM
Linear variable speed between minimum and maximum speeds
Maximum speed - 2820 RPM.
Under hot operating conditions, the electric cooling fan may continue to operate for up
to five minutes after the engine has been switched off.
The engine cooling fan control module monitors for over and under input voltage, a
stalled motor and a partially stalled motor. In case of any faults detected, the engine
cooling fan control module temporarily pulls the PWM signal to ground. This notifies the
PCM about the fault. The length of time the PWM signal is pulled to ground varies
between two and eight seconds, depending on the fault. The engine cooling fan control
module repeats the notification process at five second intervals until the fault is
cleared. If there is more than one fault, only the highest priority fault is notified to the
PCM.
The fault priorities in descending order are the following:
Over voltage
Under voltage
Stalled motor
Partially stalled motor.
The PCM records a related Diagnostic Trouble Code (DTC) for faults notified by the
engine cooling fan control module and signals the BCM/GWM assembly via the FlexRay
bus. The BCM/GWM assembly transmits the signal on the HS CAN comfort systems bus
to the IC to display a warning message.
The nominal operating voltage for the electric cooling fan is from 9 V to 16 V. If the
input voltage is outside of these limits, the engine cooling fan control module stops
operation of the electric cooling fan. In addition it notifies the PCM of the fault. After an
under or over voltage occurs, the electric cooling fan operation is resumed when the
input voltage increases to 9.5 V, or decreases to 15.5 V, respectively.
Each time, two seconds after the power to start the electric cooling fan is supplied, the
engine cooling fan control module checks the electric cooling fan motor speed. If the
speed is zero, the engine cooling fan control module determines the electric cooling fan
motor is stalled and tries a restart. For a restart, the engine cooling fan control module
disconnects the power from the electric cooling fan motor then immediately reconnects
it at an increased current level. The engine cooling fan control module will try up to six
restarts of a stalled motor, increasing the output current each time. If the electric
cooling fan motor remains stalled after the sixth restart, the engine cooling fan control
module waits 40 seconds. Afterwards it notifies the PCM of the fault and begins the
start process again.
To check for a partially stalled motor, while the electric cooling fan is running the
engine cooling fan control module monitors the current draw against electric cooling
fan speed. If the current draw is over the limit for more than 10 seconds, the engine
cooling fan control module disconnects the power from the electric cooling fan motor.
Afterwards it notifies the PCM of the fault. After 40 seconds, the engine cooling fan
control module starts the motor again.
The engine cooling fan control module incorporates a temperature sensor to prevent
damage caused by excessive heat at high ambient temperatures. Operation of the
engine cooling fan control module is discontinued if the temperature reaches 135°C
(275°F). Operation resumes when the temperature decreases to 120°C (248°F).
If a fault occurs with the ignition signal or the PWM signal, the engine cooling fan
control module adopts the following fan speeds:
FAN SPEED
SIGNAL FAULT
IGNITION ON IGNITION
OFF
Pulse Width Duty cycle Maximum Off

Modulation (PWM) implausible
Pulse Width Frequency out of Maximum Off

Modulation (PWM) range
Pulse Width Open circuit Maximum Off

Modulation (PWM)
Pulse Width Short circuit to Maximum (provided cooling fan is not Off
Modulation (PWM) battery damaged)
Modulation (PWM) ground damaged)
Ignition Open circuit Off Off
Ignition Short circuit to According to Pulse Width Modulation Maximum

battery (PWM) duty cycle
Ignition Short circuit to Off (PCM relay fuse may blow) Off
ground
CHARGE AIR COOLER
Electrical power for the charge air coolant pump is supplied from the Powertrain Control
Module (PCM) relay, located in the Engine Junction Box (EJB). When the relay is
energized, it connects power from the primary battery to the charge air coolant pump.
Operation of the charge air coolant pump is controlled by the PCM with a Pulse Width
Modulation (PWM) signal. When the charge air coolant pump is running, engine coolant
flows from the pump outlet through the charge air cooler. Afterwards to the charge air
radiator and back to the pump inlet connection.
During normal driving operation, the Powertrain Control Module (PCM) determines vane
position from the thermal condition of the vehicle. This provides an output for the fan
control logic.
The vane position depends on the following:
The engine coolant temperature
The Air Conditioning (A/C) demand
The ambient air temperature
The fuel temperature
The Terrain Response® mode selection.
If vehicle speed reaches 180 km/h (112 mph) the vanes move to the fully open
position. The vanes resume a calculated opening position when vehicle speed
decreases to 140 km/h (87 mph).
In the case of electric cooling fan after-run, the vanes remain open. Once the electric
cooling fan after-run ends, the vanes close and the motor will send a signal to the PCM
indicating it is ready to power down.
Calibration Mode
When the PCM shuts down, the motor loses its memory. Therefore a calibration is
required every time the ignition is switched on unless the PCM has remained active
between ignition off and ignition on, for example electric cooling fan after-run.
Calibration only commences after the engine has started.
The calibration process opens and closes the vanes to find the end stops and range of
motion between them. This range of movement is checked and if it is within the
specified limits, the cycle is passed. This cycle can take up to 16 seconds.
The software allows for a total of six calibration attempts.
If the first attempt fails, as soon as a position demand exceeds 45%, it will carry out
the remaining five attempts, one after the other, until they either pass a calibration or
fail all six attempts.
If the vanes pass the third calibration, for example if the vanes thaw out during the
first two attempts, the remaining attempts are saved for the rest of the drive cycle.
A 'Calibration Failed Fault' Diagnostic Trouble Code (DTC) will only be stored if the
calibration fails from the first until the last attempt.
The vanes will then be commanded to open as much as possible.
If the first calibration passes, then a 'Calibration Failed Fault' DTC cannot be set until
the next drive.
NOTE:
The motor is very sensitive to voltage drops from engine cranking and may
trigger a further calibration.
Jet Wash Mode
Jet wash mode allows the motor to fully open the vanes and then power down so that
the radiator can be cleaned.
To activate jet wash mode:
1. Start the engine.
2. Stop the engine and turn the ignition off.
3. Turn the ignition on (do not start the engine).
4. Select Terrain Response® sand mode.
5. Turn the ignition off.
This sequence prevents to enter jet wash mode accidentally when the ignition is turned
off in sand mode.
The vanes will default to fully open whether the calibration has been completed or not.
(See calibration mode section above)
Once the position feedback shows that the vanes are fully open, the motor will indicate
to the PCM that it is ready to power down.
Fault Diagnosis
If there is a fault with the active grille air shutter, the 'Engine Over Temperature'
warning is displayed in the Instrument Cluster (IC) message center. For each fault, a
flag is set and after a calibrated de-bounce time, a DTC is stored in the PCM.
The following faults can be detected:
Mechanical blockage fault - Motor encounters too much resistance and stalls. The
maximum Torque is 0.7 - 0.8 Nm. Once blocked, the motor will try to re-calibrate up
to maximum number of attempts as described in the calibration section.
Calibration failed fault - Fault is stored if all calibration attempts have failed in that
drive cycle.
Electrical fault - Motor reports an internal electrical fault.
Supply voltage fault - Motor supply voltage falls outside the range 7.5 V - 17.5 V.
Thermal shutdown fault - Motor circuits exceed their inbuilt temperature threshold.
Disconnect fault - Linkage between the motor and the vanes becomes disconnected.
Local Interconnect Network (LIN) Bus communication fault and Node detection fault -
A fault with the motor, its signal wire or its supply that causes a breakdown in
signals to the PCM. If the motor is still operational and only the signal wire has a
short circuit/open circuit, then the motor will fail safe fully open after 10 seconds of
not receiving a signal.
CONTROL DIAGRAM
A = HARDWIRED: AL = PULSE WIDTH MODULATION (PWM): AM = HIGH SPEED (HS)

CONTROLLER AREA NETWORK (CAN) CHASSIS SYSTEMS BUS: AX = FLEXRAY BUS: AV
= HIGH SPEED (HS) CONTROLLER AREA NETWORK (CAN) COMFORT SYSTEMS BUS: O
= LOCAL INTERCONNECT NETWORK LIN) BUS.
ITEM DESCRIPTION
1 Powertrain Control Module (PCM)
2 Instrument Cluster (IC)
3 Body Control Module/Gateway Module (BCM/GWM) Assembly

4 Automatic Temperature Control Module (ATCM)
5 Anti-lock Brake System (ABS) control module
6 Terrain Response (TR) switchpack
12 Active grille air shutter motor - If equipped
13 Ground
14 Power supply
15 Variable coolant pump shroud position sensor
16 Cylinder head temperature sensor
17 Cylinder block temperature sensor
18 Engine coolant temperature sensor - Electric thermostat housing
20 Ambient Air Temperature (AAT) sensor
PUBLISHED: 18-APR-2017
ACCESSORY DRIVE - INGENIUM I4 2.0

L PETROL

COMPONENT LOCATION
ITEM DESCRIPTION
1 Coolant pump pulley
2 Idler pulley
3 Generator
4 Accessory drive belt
5 Air Conditioning (A/C) compressor
6 Crankshaft pulley
7 Belt tensioner
OVERVIEW
The accessory drive provides power from the crankshaft by the crankshaft pulley
through the accessory drive belt to drive front mounted accessories such as:
The generator
For additional information, refer to: Generator (414-02D, Description and
Operation).
The coolant pump
For additional information, refer to: Engine Cooling (303-03E, Description and
Operation).
The Air Conditioning (A/C) compressor.

For additional information, refer to: Air Conditioning (412-01, Description and
Operation).
The accessory drive belt has a belt tensioner to maintain the belt tension.
DESCRIPTION
CRANKSHAFT PULLEY
The outer circumference of the crankshaft pulley has a number of 'V' grooves to
provide drive to the accessory drive belt. The drive from the crankshaft drive pulley to
the accessory drive belt is provided by friction. The contact area between the
crankshaft pulley and the accessory drive belt is maximised by the use of V grooves.
For additional information, refer to: Engine (303-01D, Description and Operation).
ACCESSORY DRIVE BELT

The accessory drive belt is a maintenance free multi-V type belt which is automatically
preloaded by the belt tensioner to maintain friction around the drive pulleys. This
makes sure that there is slip-free drive of the accessory components.
The belt tensioner is calibrated to give the correct amount of tension to the accessory
drive belt for a particular drive system. Unless a spring inside the belt tensioner
breaks, or some other mechanical part fails, there is no need to check the tension of
the accessory drive belt.
It is necessary to inspect the accessory drive belt at every routine service for excessive
wear and damage.
BELT TENSIONER
ITEM DESCRIPTION
1 Idler pulley
2 Lock pin hole
3 Belt tensioner
4 Wrench tool locator
The belt tensioner has an idler pulley which is free to rotate on a bearing located at the
end of a spring-loaded pivot arm.
The belt tensioner maintains the correct tension on the accessory drive belt. The belt
tensioner does not require any maintenance.
The belt tensioner allows the removal and installation of the accessory drive belt. Use a
wrench to rotate the belt tensioner against its spring to the end stop. The hole and lug
align between the case and the arm. That allows you to install the lock pin, to hold the
belt tensioner in the install position. You must only remove the lock pin when you use
the wrench to back off the belt tensioner.
CAUTION:
Removing the lock pin without using a wrench can damage the belt tensioner
and the accessory drive belt profile.
OPERATION
The crankshaft pulley is attached to and rotates with the crankshaft. The crankshaft
pulley gives the drive for the accessory drive belt which in turn gives rotational power
for the front mounted accessories such as:
The generator
The coolant pump
The Air Conditioning (A/C) compressor.
NOTE:
The crankshaft pulley is a combined pulley and torsional vibration damper.
INTAKE AIR DISTRIBUTION AND

FILTERING - INGENIUM I4 2.0L
PETROL

COMPONENT LOCATION
COMPONENT LOCATION - 1 OF 2
ITEM DESCRIPTION
1 Air deflector
2 Clean air duct with resonator
3 Air filter housing
4 Dirty air duct
ITEM DESCRIPTION
1 Intake manifold
2 Electric throttle
3 Cooled charge air duct
4 Charge air cooler
5 Charge air duct
6 Recirculation hose
7 Compressor recirculation valve

OVERVIEW
The intake air distribution and filtering system cleans and cools the compressed intake
air. Air flows through the dirty air ducts, air filter and clean air duct to the compressor
intake of the turbocharger. The turbocharger compresses the air which is then cooled
in the charge air cooler before being mixed with the injected fuel in the cylinder. This
combination producing a high energy combustion increasing engine performance.
The intake air distribution and filtering system comprises of:
Dirty air duct
Air filter housing
Air filter element
Clean air duct
Charge air duct
Charge air cooler
Electric throttle
Intake manifold.
DESCRIPTION
DIRTY AIR DUCT

ITEM DESCRIPTION
1 Front deflector
2 Rear deflector
3 Dirty air intake duct
4 Dirty air elbow duct
The dirty air duct assembly is installed under the upper side of the radiator grille to
transfer ambient air to the air filter housing.
The dirty air intake duct is located between the intake of the air filter housing and the
rear deflector which is attached to the bonnet crossmember.
AIR FILTER HOUSING AND FILTER ELEMENT
ITEM DESCRIPTION
1 Lid
2 Mass Air Flow and Temperature (MAFT) sensor
3 Screw (8 off)
4 Filter element
5 Dirty air duct connection
6 Isolators
7 Drain valve
8 Fixing tab
The air filter housing is located in the left front corner of the engine compartment. Two
spigots fitted with isolator bushes locate air filter housing in holes in the related front
end carrier. One bolt holds the lower section of the air filter housing to the bonnet
crossmember.
Air filter housing consists of a filter element installed in a base and enclosed with a lid
secured by eight screws. The filter element is a pleated, paper type with an integral
seal. Air intake and outlet connections are incorporated into the base and lid
respectively. The bottom of the base incorporates a drain valve to prevent the
accumulation of water in the air filter housing.
The air outlet connection of air filter housing incorporates a Mass Air Flow and
Temperature (MAFT) sensor and is secured with two screws. The sensor is connected to
the Powertrain Control Module (PCM) and measures the air entering the clean air duct
to the turbocharger.
The MAFT sensor works on the hot film principle. The hot film MAFT sensor has a small
electrically heated wire (hot wire) and a small temperature sensor installed close to the
hot wire. When the engine is idling, a very little air flows pass the hot wire, so it takes
very small electrical current to keep the wire hot. When you press the accelerator
pedal, the butterfly valve opens allowing more air to flow over the hot wire. The
passing air cools the hot wire down, the more air flows over the wire, the more
electrical current is needed to keep it hot. The amount of this electrical current is
proportional to the amount of the air flow. The PCM uses the air flow signal to calculate
the proper amount of fuel injected into the cylinders in order to keep the air/fuel ratio
at the optimal level. This is needed to keep the exhaust emissions low without
sacrificing the engine performance. In addition, the PCM uses the air flow readings to
determine the shift points of the automatic transmission.
The temperature of the air flow is measured with a Negative Temperature Coefficient
(NTC) thermistor in the sensor near the hot wire. The NTC thermistor works on the
principle of decreasing resistance in the sensor as the temperature of the intake air
increases. As the thermistor allows more current to pass to ground, the voltage sensed
by the PCM decreases. The change in voltage is proportional to the temperature change
of the intake air. Using the voltage output from the MAFT sensor, the PCM can correct
the fueling map for intake air temperature. The correction is an important requirement
because hot air contains less oxygen than cold air for any given volume.
The MAFT sensor receives a 12 V power supply from the PCM relay in the Engine
Junction Box (EJB). Three further connections provide signal feedback to the PCM for
intake air volume and temperature.
For additional information, refer to: Electronic Engine Controls (303-14D, Description
and Operation).
CLEAN AIR DUCT
ITEM DESCRIPTION
1 Clean air outlet connection to turbocharger
2 Purge valve pipe connection
3 Engine breather pipe connection
4 Fixing tab
5 Resonator
6 Clean air intake connection to air filter housing
7 Pulsation damper
8 Compressor recirculation valve pipe connection
The clean air duct transfers the cleaned ambient air from air filter housing to the
turbocharger.
The clean air duct located between the outlet of the air filter housing and the
turbocharger.
CHARGE AIR DUCT
ITEM DESCRIPTION
2 Air intake from turbocharger
3 Plastic resonator
4 Air outlet to charge air cooler
5 Charge air duct from turbocharger to charge air cooler
6 Recirculation hose connection

The compressor recirculation valve is located in the charge air duct. The charge air duct
is located between the outlet air side of the turbocharger and the inlet side of the
charge air cooler.
The compressor recirculation valve prevents the compressor surge during tip-out
events, and energized by a Pulse Width Modulation (PWM) signal from the Powertrain
Control Module (PCM). The compressor recirculation valve allows pressurized air from
after the compressor to recirculate around to the compressor inlet. When the butterfly
valve is closed, the vacuum generated in the intake manifold acts on the actuator to
open the valve, venting boost pressure in order to keep the compressor out of surge.
For additional information, refer to: Turbocharger (303-04G, Description and
Operation).
CHARGE AIR COOLER
ITEM DESCRIPTION
1 Isolator bushes
2 Charge air outlet

3 Coolant hose connection - Charge air cooler to charge air radiator
4 Coolant hose connection - Charge air cooler to charge air coolant pump
5 Charge air intake
6 Charge air cooler
7 Coolant hose connection - Charge air cooler to coolant expansion tank
The charge air cooler is located at the front of the engine compartment. The
turbocharger is designed to force more air mass into the engine intake manifold and
combustion chambers. This compression process by the turbocharger produces heat
which can reduce the performance gains of turbocharging. Thereby the density of the
intake air decrease and the temperature in the cylinder combustion increase. To
counteract this, the charge air cooler is used to reduce the intake air temperature. The
cooled intake air increases the density of the air allowing more air molecules to be
delivered to the combustion chamber.
The lower connection is the intake for the compressed air delivered from the
turbocharger compressor. The upper connection is the outlet for the cooled compressed
air to be delivered by the electric throttle to the intake manifold.
For additional information, refer to: Engine Cooling (303-03D, Description and
Operation).
COOLED CHARGE AIR DUCT

ITEM DESCRIPTION
1 Charge air outlet connection to electric throttle
2 Purge valve connection
3 Cooled charge air duct from charge air cooler
4 Charge air intake connection to charge air cooler
The cooled charge air duct is located between the charge air cooler and the electric
throttle. The cooled charge air duct comprises another connection immediately under
the electric throttle for the purge valve.
The main function is to provide continuous air flow from the charge air cooler into the
electric throttle.
For additional information, refer to: Evaporative Emissions (303-13B, Description and
Operation).
ELECTRIC THROTTLE
ITEM DESCRIPTION
1 Butterfly valve
2 Electric motor
4 Air intake from charge air cooler
5 Coolant pipe connection - Electric throttle to thermostat housing
6 Coolant pipe connection - Electric throttle to coolant hose
7 Air outlet
The electric throttle is located between the charge air cooler connecting duct and the
intake manifold. The electric throttle is secured to the manifold with four bolts and
regulates the air flow into the intake manifold. A gasket seals the joint between the
electric throttle and the intake manifold.
There is no mechanical linkage between the accelerator pedal and the butterfly valve
with electronic throttle control. Instead, the position of the butterfly valve is fully
controlled by the Powertrain Control Module (PCM) via an Direct Current (DC) electric
motor. Pulse Width Modulation (PWM) signals from the PCM control the motor to adjust
the position of the butterfly valve. The Throttle Position Sensor (TPS) is continually
read and then the PCM makes appropriate adjustments to reach the desired amount of
engine power. This method allows a precisely controlled amount of air into the intake
manifold.
and Operation).
INTAKE MANIFOLD
ITEM DESCRIPTION
1 Engine breather pipe connection
2 Evaporative emission connection
3 Manifold Absolute Pressure and Temperature (MAPT) sensor
4 Bolt (7 off)
5 Seal (4 off)
The intake manifold is attached to the left side of the cylinder head. The main function
is to evenly distribute intake air delivered from the charge air cooler into the
combustion chamber of each cylinder.
For additional information, refer to: Engine (303-01D, Description and Operation).
The Manifold Absolute Pressure and Temperature (MAPT) sensor is mounted on the top
of the intake manifold. The output of the MAPT sensor is required by the Powertrain
Control Module (PCM). The data fed from the MAPT sensor to the PCM provides the
correct amount of air is delivered to the combustion system and the air temperature is
accounted for to prevent knocking.
and Operation).
OPERATION
Ambient air is drawn into the intake air system through the dirty air duct located in the
front center of the grill. The air passes through the duct and into the bottom of the air
filter housing. The air is filtered through a pleated paper filter to remove particulate
matter. The clean air from the filter passes through a tube in the air cleaner damper
chamber and passes through a Mass Air Flow and Temperature (MAFT) sensor before
entering the clean air duct to the turbocharger.
The MAFT sensor measures the air flow and the air temperature into the turbocharger
and engine.
At the turbocharger the clean air is compressed by the turbine compressor impeller.
The hot, compressed air is passed from the turbocharger through a hose to the charge
air cooler. The air is cooled which increases it density and passes from the charge air
cooler to the electric throttle which controls the amount of air entering the intake
manifold.
The electric throttle is controlled by the Powertrain Control Module (PCM) which
controls the position of the butterfly valve to allow the correct amount of air into the
intake manifold. The Manifold Absolute Pressure (MAP) sensor measures the air
pressure in the manifold and is used by the PCM in conjunction with the MAFT sensor to
calculate pressure and density of the air entering the engine.
CONTROL DIAGRAM
A = HARDWIRED; AL = PULSE WIDTH MODULATION (PWM).
ITEM DESCRIPTION
2 Electric Throttle
4 Ground
5 Power supply
8 Manifold Absolute Pressure (MAP) sensor
9 Throttle Position Sensor (TPS)


L PETROL
SPECIFICATIONS
Torque Specifications
NOTE:
Coolant must be collected into a clean container and can be reused if not
contaminated.
ITEM NM LB-FT LB-IN
Radiator Drain Plug 2 1 -
Coolant Bleed Screws 2 1 -
Coolant Expansion Tank Bolt 7 5 -
Auxiliary Radiator Bolts 7 5 -
Charge Air Radiator Water Pump Bolt 9 7
Cooling Fan and Motor Shroud Bolts 10 7 -
Coolant Pump Bolts 12 9 -
Coolant Pump Pulley Bolts 25 18 -
Radiator Mounting Bracket to Body Bolts 7 5 -
Radiator Mounting Bracket to Radiator Bolts 5 4 -
Thermostat Body Bolts 12 9 -
Coolant Bypass Hose Bolt 7 5 -

Block Heater 55 41 -
Coolant Degas Separator 12 9 -
Lubricants, Fluids, Sealers and Adhesives
COOLANT SPECIFICATION
Coolant Texaco Extended Life Coolant (XLC) or any glycol based anti-
freeze containing no methanol with only Organic Acid
Technology (OAT) corrosion inhibitors
Coolant concentration - Will 50% (+10%/-0%)

provide frost protection to -40°C
(-40°F)
Specific gravity of coolant at 20°C 1.068

(68°F), to protect against frost
down to -40°C (-40°F)
Amount of anti-freeze to use for 5.5 liters

50% concentration:
Capacities
ITEM CAPACITY (LITERS/PINTS/US QUARTS)
Cooling system capacity 11.2 / 19.7 / 11.8
General Specification
ITEM SPECIFICATION
Cooling Fan 400 W
Cooling System Type Pressurised, thermostatically controlled with remote header tank
Cooling System Type Pressurised with integrated level sensor
Expansion Tank 140 kPa
Pressure Cap Rating Crossflow 27 mm core with integrated drain plug
Thermostat Wax element (heated)
Starts To Open 95 °C (203 °F)
Fully Open 108 °C (226 °F)

TRANSMISSION/TRANSAXLE COOLING

COMPONENT LOCATION
ITEM DESCRIPTION
2 Hose connection - engine coolant return to variable coolant pump inlet
3 Connection - ATF outlet
4 Engine coolant inlet to ATF cooler Connection - ATF outlet
5 ATF inlet
6 ATF return pipe connection

7 ATF supply pipe connection
8 ATF outlet
9 Radiator lower hose connection
10 Hose connection - Radiator low temperature zone - cold engine coolant inlet
11 Hose connection - Thermostatic valve - ATF cooler - Hot engine coolant inlet
12 Thermostatic Valve - ATF cooler
OVERVIEW
AUTOMATIC TRANSMISSION FLUID COOLING SYSTEM
Transmission cooling is provided by an Automatic Transmission Fluid (ATF) cooler,

which transfers heat from the transmission to the engine cooling system. The ATF
cooler is attached to a mounting bracket on the front subframe, in the front left corner
of the engine compartment.
The ATF cooler is a separate cooling unit located behind the engine cooling radiator.
The unit is attached to the subframe. The transmission is connected to the ATF cooler
via flexible hoses and metal pipes.
DESCRIPTION
Two hose and pipe assemblies connect the Automatic Tansmission Fluid (ATF) cooler to
the automatic transmission. Two engine coolant hose connections are incorporated into
the top of the ATF cooler for the supply and return of coolant from the engine cooling
system.
ATF is supplied from the transmission ATF pump into the ATF cooler. After passing
through the ATF cooler, the ATF passes out of the ATF cooler and is returned to the
transmission fluid pan.

ITEM DESCRIPTION
1 Engine coolant outlet
2 Transmission fluid pipe inlet connection
3 Automatic Transmission Fluid (ATF) cooler
4 Transmission fluid pipe outlet connection
5 Engine coolant inlet
6 Mounting bracket
plates allow a cross-flow of ATF and engine coolant through the ATF cooler. The plates
are immersed in engine coolant from the cold side of the radiator. This provides cooling
of the ATF by the temperature differential between the ATF and the engine coolant. The
ATF cooler receives engine coolant from the low temperature zone at the left side of
the radiator. The engine coolant flow through this section of the radiator is restricted
by the ATF cooler. Therefore the engine coolant has a slower flow rate across the
cooling tubes of this section of the radiator. This cools the engine coolant more than
the lower part of the radiator and consequently provides increased cooling of the ATF.
The engine coolant then passes from the ATF cooler to the thermostat housing.
Two quick release connectors on the cooler provide for the attachment of the ATF pipes
to and from the automatic transmission.
ITEM DESCRIPTION
coolant inlet)
3 Hose connection - ATF cooler outlet
5 Hose connection - ATF cooler inlet
temperature.

ITEM DESCRIPTION
3 Hose connection - Automatic Transmission Fluid (ATF) warming valve
OPERATION
Regarding the operation of the Automatic Transmission Fluid (ATF) warming valve
the following three phases can be differentiated:
temperature
ELECTRONIC ENGINE CONTROLS -

INGENIUM I4 2.0L PETROL
COMPONENT LOCATION
ITEM DESCRIPTION
1 Turbocharger wastegate actuator
2 Camshaft position (CMP) sensor - Exhaust
3 CMP sensor - Intake
5 Knock sensor - Front
6 Knock sensor - Rear
8 Electric throttle
9 Crankshaft Position (CKP) sensor
10 Piston cooling oil jets solenoid
11 Oil pump control solenoid
13 Charge air pressure and temperature sensor
16 Compressor Recirculation Valve (CRV)
17 Oil pressure and temperature sensor
ITEM DESCRIPTION
1 Continuously variable valve lift assembly oil temperature sensor
2 Ignition coil (4 Off)
3 Fuel Rail Pressure and Temperature (FRPT) sensor
4 High Pressure (HP) fuel pump
5 Heated Oxygen Sensor (HO2S) - Pre catalyst
6 Variable Camshaft Timing (VCT) solenoid - Exhaust
7 HO2S - Mid catalyst
8 HO2S - Post catalyst - North American Specification (NAS) vehicles only
9 VCT solenoid - Intake
10 Heater element - Electric thermostat
11 Engine Coolant Temperature (ECT) sensor - Electric thermostat
12 Purge valve
13 Fuel injector (4 Off)
14 Continuously variable valve lift solenoid (4 Off)
ITEM DESCRIPTION
1 Active engine mount solenoid
4 Fuel Pump Driver Module (FPDM)
5 Diagnostic Module Tank Leakage (DMTL) pump - North American Specification (NAS) vehicles
only
6 Restraints Control Module (RCM)
7 Transmission Control Switch (TCS)
8 Body Control Module/Gateway Module (BCM/GWM) assembly
11 Engine cooling fan control module

12 Radiator outlet Engine Coolant Temperature (ECT) sensor
ITEM DESCRIPTION
2 Generator
3 Brake pedal switch
4 Accelerator Pedal Position (APP) sensor
5 Transmission Control Module (TCM)
OVERVIEW
The Ingenium I4 2.0L Petrol engine is an in-line, double overhead camshaft, four
cylinder engine, which is longitudinally mounted in the engine compartment. The
Engine Management System (EMS) is controlled by a Powertrain Control Module (PCM)
located in the engine compartment. The PCM uses inputs from various sensors to
control actuators to achieve optimum conditions of all aspects of engine running,
emissions and performance.
DESCRIPTION
POWERTRAIN CONTROL MODULE
NOTE:
Right Hand Drive (RHD) shown, Left Hand Drive (LHD) is similar.
The Powertrain Control Module (PCM) is located in the rear side corner of the engine
compartment.
The PCM receives inputs from various sensors and output reference voltages and signal
information to other sensors for engine control.
The PCM receives inputs from the following:
Anti-lock Brake System (ABS) control module
Crankshaft Position (CKP) sensor
Camshaft Position (CMP) sensor (2 Off)
Brake pedal switch
Transmission Control Module (TCM)
Transmission Control Switch (TCS)
Radiator outlet Engine Coolant Temperature (ECT) sensor
Engine cooling fan control module
Heated Oxygen Sensor (HO2S) (3 Off)
Mass Air Flow and Temperature (MAFT) sensor
Electric throttle - Throttle Position Sensor (TPS)
Knock sensor (2 Off)
Oil pressure and temperature sensor
Oil pump control solenoid
Variable coolant pump - Shroud position
Manifold Absolute Pressure and Temperature (MAPT) sensor
Engine Coolant Temperature (ECT) sensor - Electric thermostat housing
Continuously variable valve lift assembly oil temperature sensor
Fuel Rail Pressure and Temperature (FRPT) sensor
Accelerator Pedal Position (APP) sensor.
The PCM provides outputs to the following:
Electric throttle
Fuel injector (4 Off)

Ignition coil (4 Off)
Variable Camshaft Timing (VCT) solenoid (2 Off)
Purge valve
Engine cooling fan control module
High Pressure (HP) fuel pump
Fuel Pump Driver Module (FPDM)
Compressor Recirculation Valve (CRV)
Turbocharger wastegate actuator
Heater element - Electric thermostat housing
Active engine mount solenoid
Diagnostic Module Tank Leakage (DMTL) - North American Specification (NAS)

vehicles only
Piston cooling oil jets solenoid
Continuously variable valve lift solenoid (4 Off)
Active grille air shutter motor - If equipped.
The PCM is connected to the vehicle harnesses via two connectors. The PCM contains
data processors and memory microchips. The output signals to the actuators and
sensors are in the form of ground paths provided by driver circuits within the PCM. The
PCM driver circuits produce heat during normal operation. Cooling for the PCM is
provided by a ribbed casing and a cooling fan assembly.
The PCM performs self-diagnostic routines and stores Diagnostic Trouble Codes (DTCs)
in its memory. These DTCs and diagnostics can be accessed using a Land Rover
approved diagnostic equipment. If the PCM is to be replaced, the new PCM is supplied
'blank' and must be configured to the vehicle using a Land Rover approved diagnostic
equipment. A 'flash' Electrically Erasable Programmable Read Only Memory (EEPROM)
allows the PCM to be externally configured, with market specific or new tune
information. The current engine tune data can be accessed and read using a Land
Rover approved diagnostic equipment.
When a new PCM is fitted, it must be synchronized to the Body Control Module
/Gateway Module (BCM/GWM) assembly using a Land Rover approved diagnostic
equipment. PCM's cannot be 'swapped' between vehicles.
The PCM is connected to the engine sensors which allow it to monitor the engine
operating conditions. The PCM processes these signals and determines the actions
necessary to maintain optimum engine performance in terms of driveability, fuel
efficiency and exhaust emissions. The memory of the PCM is programmed with
instructions for how to control the engine, this known as the strategy. The memory
also contains data in the form of maps which the PCM uses as a basis for fueling and
emission control. By comparing the information from the sensors to the data in the
maps, the PCM is able to calculate the various output requirements. The PCM contains
an adaptive strategy which updates the system when components vary due to
production tolerances or ageing.
Some sensors receive a regulated voltage supplied by the PCM. This avoids incorrect
signals caused by voltage drop during cranking.
The BCM/GWM assembly receives a vehicle speed signal on the FlexRay bus from the
Anti-lock Brake System (ABS) control module. The BCM/GWM assembly provides the
vehicle speed signal to the PCM on the FlexRay bus. Vehicle speed is an important
input to the PCM strategies. The ABS control module derives the speed signal from the
wheel speed sensors. The frequency of this signal changes according to road speed.
The PCM uses this signal to determine the following:
When to permit speed control operation.
To control the operation of the speed control system.
Implementation of the idle strategy when the vehicle is stationary.
CRANKSHAFT POSITION SENSOR

The Crankshaft Position (CKP) sensor is located at the rear left side of the engine. The
CKP sensor is located in a hole and is secured with a screw. The sensor receives a 5 V
reference voltage from the Powertrain Control Module (PCM). Two further connections
to the PCM provide ground and signal output.
The CKP sensor is positioned adjacent to the reluctor ring, which is an integral part of
the drive plate. The reluctor ring has 58 teeth and a section where two teeth are
missing. The CKP sensor is a Hall effect sensor which uses the missing teeth on the
trigger wheel to determine the crankshaft position and rotational speed.
If a fault occurs with the CKP sensor, a Diagnostic Trouble Code (DTC) is registered in
the PCM. The engine will continue to operate using data from the Camshaft Position
(CMP) sensor until the fault has been corrected.
The PCM uses the signal from the CKP sensor for the following functions:
Synchronization
Determine fuel injection timing
Produce an engine speed signal which is broadcast on the FlexRay bus for use by
other systems.
CAMSHAFT POSITION SENSOR

The Camshaft Position (CMP) sensors are located in the camshaft carriers and are
secured with a screw. Both CMP sensors extend into the camshaft carriers and are
sealed with O-ring seals. When the reluctor ring is repeatedly moved over the CMP
sensors, a voltage will be created by the CMP sensors. The CMP sensors measure the
magnetic field variation induced by the reluctor ring. The CMP sensors are Hall effect
sensors which produce a square wave signal, the frequency of which is proportional to
engine speed.
The CMP sensors receive a 5 V reference voltage from the Powertrain Control Module
(PCM). Two further connections to the PCM provide ground and signal output. The PCM
uses the signal from the CMP sensors and the Crankshaft Position (CKP) sensor to
determine current intake and exhaust camshaft position and camshaft adjustment.
If a fault occurs with any of the CMP sensors, a Diagnostic Trouble Code (DTC) is
registered in the PCM.
Two types of failure can occur:
Camshaft signal frequency too high

Total failure of the camshaft signal.
The DTC recorded by the PCM can also relate to a total failure of the crankshaft signal
or crankshaft signal dynamically implausible. Both components should be checked to
determine the cause of the fault.
If a fault occurs with any of the CMP sensors when the engine is running, the engine
will continue to run. Once the engine is switched off, the engine will crank and restart
while the fault is present, but Variable Camshaft Timing (VCT) control will be disabled.
MASS AIR FLOW AND TEMPERATURE SENSOR
The air filter housing is located in the front left corner of the engine compartment. The
air outlet connection of the air filter housing incorporates a Mass Air Flow and
Temperature (MAFT) sensor. The MAFT sensor is secured with two screws and
measures the air entering the clean air duct to the turbocharger.
The MAFT sensor receives a 5 V power supply from the Powertrain Control Module
(PCM). Three further connections provide signal feedback to the PCM for air mass,
temperature and ground.
The MAFT sensor works on the hot film principle. Output is a frequency based signal
which equates to the mass of air being drawn into the engine.
The PCM checks the calculated air mass against the engine speed. If the calculated air
mass is not plausible, the PCM uses a default air mass value. This default air mass
value is derived from the average engine speed compared to a stored characteristic
map. The air mass value will be corrected using values for boost pressure, atmospheric
pressure and air temperature.
The temperature of the air flow is measured with a Negative Temperature Coefficient
(NTC) sensor in the MAFT sensor. The NTC sensor works on the principle of decreasing
resistance in the sensor as the temperature of the intake air increases. The change in
voltage is proportional to the temperature change of the intake air. Using the voltage
output from the MAFT sensor, the PCM can correct the fueling map for intake air
temperature. The correction is an important requirement because hot air contains less
oxygen than cold air for any given volume.
The PCM uses the MAFT sensor output, signals from the other sensors and the
information stored in fueling maps to determine the precise fuel required by the engine.
If the MAFT sensor fails the PCM implements the default strategy based on engine
speed.
In the event of a MAFT sensor signal failure, any of the following symptoms may be
observed:
Difficult starting
Engine stalls after starting
Delayed engine response
Emission control inoperative
Idle speed control inoperative
Reduced engine performance.
If the temperature sensor of the MAFT sensor fails the PCM uses a default intake air
temperature of -5°C (23°F).
In the event of a temperature sensor failure any of the following symptoms may be
observed:
Over fueling
Idle speed control inoperative.
MANIFOLD ABSOLUTE PRESSURE AND TEMPERATURE SENSOR

A single Manifold Absolute Pressure and Temperature (MAPT) sensor is located in the
intake manifold. The sensor is secured with a single screw and sealed with an O-ring
seal. The sensor provides a voltage signal to the Powertrain Control Module (PCM)
relative to the intake manifold pressure and temperature.
The MAPT sensor has a four pin connector which is connected to the PCM. The
connector provides a 5 V reference voltage from the PCM, a pressure and a
temperature signal input to the PCM and a ground connection.
The MAPT sensor allows the PCM to calculate the charge air density immediately before
it enters to the combustion chamber. This is used to adjust the ignition timing relative
to the charge air pressure and to monitor the performance of the charge air cooler.
The MAPT sensor uses a diaphragm transducer to measure the air pressure and a
Negative Temperature Coefficient (NTC) sensor to measure the temperature.
CYLINDER HEAD TEMPERATURE SENSOR

The cylinder head temperature sensor is located in a threaded hole in the front of the
cylinder head. The threaded hole is located adjacent to the oil filter housing and the
cylinder head engine coolant outlet pipe.
The sensor is a Negative Temperature Coefficient (NTC) type sensor with a two pin
connection. One pin receives a 5 V reference voltage from the Powertrain Control
Module (PCM) and the second pin provides a signal feedback to the PCM.
CYLINDER BLOCK TEMPERATURE SENSOR

The cylinder block temperature sensor is located in a threaded hole on the left side of
the cylinder block, between the generator and the electric throttle.
The sensor is a Negative Temperature Coefficient (NTC) type sensor with a two pin
connection. One pin receives a 5 V reference voltage from the Powertrain Control
Module (PCM) and the second pin provides a signal feedback to the PCM.
KNOCK SENSORS
ITEM DESCRIPTION
The knock sensors are piezo-ceramic sensors that allow the Powertrain Control Module
(PCM) to employ active knock control and prevent engine damage from pre-ignition or
detonation.
Each knock sensor is secured with a single screw. On each knock sensor, a two pin
electrical connector provides the interface with the engine harness.
The PCM compares the signals from the knock sensors with preset tables in its memory
to determine when detonation occurs. When detonation is detected, the PCM retards
the ignition timing on that cylinder and then gradually returns it to the original setting.
The PCM cancels closed loop control of the ignition system if the signal received from a
knock sensor becomes implausible. In these circumstances the PCM defaults to base
mapping for the ignition timing. This provides the engine will not become damaged if
low quality fuel is used. The Malfunction Indicator Lamp (MIL) will not illuminate,
although the driver may notice that the engine 'knocks' in some driving conditions. The
'knocks' displays a drop in performance and smoothness.
The PCM uses a default stored value if a sensor fails.
ELECTRIC THROTTLE
The Powertrain Control Module (PCM) uses the electric throttle to help regulate engine
torque.
The electric throttle is located between the charge air cooler connecting pipe and the
intake manifold. The electric throttle is secured to the manifold with four bolts.
The electric throttle comprises the throttle body and a round throttle butterfly valve.
The butterfly valve is actuated by a Direct Current (DC) motor. The electric throttle is
controlled by the PCM which receives positional signals from the Throttle Position
Sensor (TPS).
If a failure of the motor occurs, the butterfly valve is returned to an emergency

position by springs. The butterfly valve remains partially open with limited engine
speed available to the driver.
The electric throttle has six wires which are connected to the PCM. Two wires supply 12
V and ground for the DC motor. Four wires are connected to the TPS. One wire supplies
a 5 V reference voltage to an analogue Hall effect sensor and another supplies the
ground. Two further wires provide the TPS negative and positive signal feedback to the
PCM. As the throttle angle increases, the output of the negative sensor decreases and
the output of the positive sensor increases.
The motor is a DC motor which drives a gear wheel. The motor rotates the spindle to
which the butterfly valve is attached. The PCM uses Pulse Width Modulation (PWM)
signal to adjust the position of the butterfly valve. The amount of air entering the inlet
manifold is regulated by the position of the butterfly valve. The butterfly valve and the
DC motor has two maximum positions. Butterfly valve closed which allows minimal air
flow through the electric throttle into the intake manifold. Butterfly valve open which
allows maximum air flow into the intake manifold.
The PCM calculates the butterfly valve position by comparing the feedback signal from
the TPS. The PCM performs a self-test and a calibration routine on the butterfly valve
position at each ignition cycle. This is achieved by the PCM powering the DC motor to
fully close the butterfly valve and if required, fully open the butterfly valve.
The PCM monitors the DC motor and the TPS for faults and can store fault related
Diagnostic Trouble Code (DTC). The DTCs can be retrieved using a Land Rover
approved diagnostic equipment. In the event of a fault the engine Malfunction Indicator
Lamp (MIL) in the Instrument Cluster (IC) will also be illuminated.
VARIABLE CAMSHAFT TIMING SOLENOID

Each Variable Camshaft Timing (VCT) solenoid is located on the chain cover and
secured with two screws. The VCT allows for the standard camshaft lobe profile to be
advanced or retarded for optimum combustion.
The VCT solenoids are controlled by a Pulse Width Modulation (PWM) output from the
Powertrain Control Module (PCM). The PCM uses signals from the Camshaft Position
(CMP) sensors and determines the position of the VCT actuators. The VCT actuators
have a direct interface with the intake and the exhaust camshaft.
Each VCT solenoid incorporates a spindle that acts on the spool valve in the VCT
actuator to advance and retard the exhaust camshaft timing.
OIL PRESSURE AND TEMPERATURE SENSOR
The oil pressure and temperature sensor is located in the oil filter and housing
assembly located at the front right on the engine. The sensor is located in a threaded
port in the oil filter housing assembly.
The oil pressure and temperature sensor has a three pin connector. One pin supplies a
5 V reference voltage from the Powertrain Control Module (PCM), the second pin is a
ground connection. The third pin provides an oil pressure and temperature output to
the PCM.
The sensor provides a Pulse Width Modulation (PWM) signal that contains information
about the self-diagnosis of the sensor, pressure and temperature. The pressure is
measured using a piezo-resistive pressure cell and the temperature is measured using
an integrated diode.
The sensor measures pressure between 0.5 bar (7.25 lbf/in²) to 10.5 bar (152.28 lbf
/in²) and temperature between -40°C (-40°F) to +150°C (302°F).
The PCM outputs the engine oil pressure state on the FlexRay bus for use by the Body
Control Module/Gateway Module (BCM/GWM) assembly. The BCM/GWM assembly
provides the oil pressure value for the Instrument Cluster (IC) on the High Speed (HS)
Controller Area Network (CAN) comfort systems bus. The signal is used by the IC to
provide oil pressure information to the driver.
In the event of oil pressure falling below the operating threshold of the sensor:
The PCM sends a message to display a low oil pressure warning in the message
center
Illuminate an oil pressure warning indicator - system status in the IC.
OIL PUMP CONTROL SOLENOID
The oil pump control solenoid is located at the front of the oil pump and connected to
the Powertrain Control Module (PCM) via hardwired connection. The oil pump control
solenoid receives a 12 V power supply from the right Engine Junction Box (EJB). The
PCM controls the operation of the oil pump control solenoid valve by controlling the
ground path for the solenoid. When the PCM energizes the oil pump control solenoid at
low engine speed and loads, the oil pump switches to the low pressure mode. The low
pressure mode reduces pumping losses within the oil pump and optimizes the fuel
economy.
PISTON COOLING OIL JETS SOLENOID
The piston cooling oil jets solenoid is located on the left side of the cylinder block,
below the electric throttle. The piston cooling oil jets solenoid is located in a port in the
cylinder block and sealed with an O-ring seal. A screw secures the piston cooling oil
jets solenoid in the cylinder block.
The piston cooling oil jets solenoid controls the oil supply through a drilling in the
cylinder block to the piston cooling oil jets. The piston cooling oil jets solenoid is a two
stage device and controlled by the Powertrain Control Module (PCM). The piston cooling
oil jets solenoid can open and close the oil supply to the piston cooling oil jets
depending on engine speed and load.
The piston cooling oil jet solenoid is normally open and powered closed by the PCM.
Any electrical failures in the solenoid circuitry mean that oil will be supplied to the
piston cooling jets.
HIGH PRESSURE FUEL PUMP
The High Pressure (HP) fuel pump is located on the top of the engine. The HP fuel
pump is attached to the camshaft carrier with two bolts and sealed with an O-ring seal.
A protective shield covers the HP fuel pump which is secured to the camshaft carrier
with four bolts to protect the HP fuel pump from any damage.
The HP fuel pump is mechanically driven by the exhaust camshaft via a plunger. A
tappet on the end of the plunger is operated by a four-lobe cam on the exhaust
camshaft. A spring installed on the outside of the plunger hold tight the plunger and
the tappet remains in contact with the camshaft. During the downward stroke of the HP
fuel pump piston, fuel is delivered to the cylinder at a pressure supplied by the Low
Pressure (LP) fuel pump. On the upward stroke of the HP fuel pump piston, the fuel in
the cylinder is compressed. If the pressure from the HP fuel pump exceeds the
pressure in the fuel rail the fuel is delivered into the fuel rail via a single HP fuel line.
The delivery rate of the HP fuel pump is adjustable by means of a fuel metering valve.
The fuel metering valve is controlled by the Powertrain Control Module (PCM) with a
Pulse Width Modulation (PWM) signal.
If the fuel pressure in the fuel rail is sufficient, the PCM opens the metering valve
during the compression stroke of the piston. The fuel is then directed from the cylinder
back into the low pressure supply to decrease the pressure in the fuel rail. A check
valve is located between the fuel rail and the HP fuel pump. This prevents the pressure
dropping in the fuel rail due to fuel metering valve operation. The delivered fuel
quantity depends on the engine speed and the actuation of the fuel metering valve.
FUEL RAIL PRESSURE AND TEMPERATURE SENSOR
The Fuel Rail Pressure and Temperature (FRPT) sensor is located at the top of the fuel
rail. The FRPT sensor is screwed into a threaded port and sealed with a mating taper in
the fuel rail.
The FRPT sensor has a four pin electrical connector which is connected to the
Powertrain Control Module (PCM) via the engine harness. The electrical connector
provides a 5 V reference voltage from the PCM, a pressure and a temperature signal
input to the PCM and a ground connection.
The FRPT comprises a piezo-resistive type sensor containing an actuating diaphragm.

Deflection of the diaphragm provides a proportional signal output voltage to the PCM,
dependent on the fuel pressure within the fuel rail.
The temperature sensor is a Negative Temperature Coefficient (NTC) type sensor,

which allows the PCM to determine the fuel temperature.
IGNITION COILS
Four ignition coils are fitted directly to the spark plugs and are located in the center of
the camshaft carrier. The ignition coils are secured to the camshaft carrier with screws.
The ignition coils are each connected to the Powertrain Control Module (PCM) by a
signal wire for the PCM to operate the coil. A second wire from the coil goes to a splice
in the harness supplying the coil with a ground signal. The third connection on the coil
is a fused 12 V power supply from the PCM relay. The PCM relay is located in the right
Engine Junction Box (EJB).
Each coil contains a power stage which controls the primary current. The PCM controls
the spark timing and production by switching the power stage of each coil to ground.
This method allows to the coil to charge up and then produce a spark at the spark plug
at the appropriate time.
The PCM monitors the ignition coil control wires for faults and can store fault related
Diagnostic Trouble Code (DTC). These DTCs can be retrieved using a Land Rover
approved diagnostic equipment.
FUEL INJECTOR
Four fuel injectors are located between the cylinder head and the fuel rail. The fuel
injectors are sealed in the cylinder head with O-ring seals and held in position by the
fuel rail.
The Powertrain Control Module (PCM) supplies the power and the ground for each fuel
injector. Each fuel injector contains a solenoid operated needle valve, which opens
when the solenoid winding is energized. While the needle valve is open, fuel is sprayed
into the combustion chamber. The amount of fuel injected and the timing of the
injection period is controlled by the PCM using data from other sensors.
If a fuel injector fails, the engine will suffer from unstable idle speed, poor Noise,
Vibration and Harshness (NVH) and poor emissions performance. The Malfunction
Indicator Lamp (MIL) in the Instrument Cluster (IC) will also be illuminated.
PURGE VALVE
The purge valve is located on the left side of the engine. The purge valve is a solenoid
operated valve which is closed when de-energized.
The purge valve is controlled by the Powertrain Control Module (PCM). The purge valve
is operated when the engine operating conditions are correct to allow purging of the
Evaporative Emission (EVAP) canister.
The purge valve is operated at 10 Hz by a Pulse Width Modulation (PWM) control
ground from the PCM. The purge valve receives a fused power supply from the right
Engine Junction Box (EJB). The valve operates at a duty cycle of between 7 % and 100
%.
Atmospheric pressure in the EVAP canister is higher than the pressure at the
turbocharger inlet under all throttle settings and engine running conditions. This
pressure differential allows vapor to be drawn from the EVAP, through the open purge
valve and into the turbocharger air intake.
FUEL PUMP DRIVER MODULE
The Fuel Pump Driver Module (FPDM) is located behind the right second row seat. The
FPDM is attached to a bracket and secured by two nuts to the rear underfloor
reinforcement panel.
The fuel pump operation is regulated by the FPDM which is controlled by the Powertrain
Control Module (PCM) using a Pulse Width Modulation (PWM) output signal.
The FPDM has a switched power supply from the fuel pump relay, located in the Rear
Junction Box (RJB).
The following conditions will energize the fuel pump relay:
Opening the driver door.
Operating the ignition switch.
Operating the ignition switch with applied brakes - Engine crank.
The FPDM supplies power to the fuel pump via hardwired connections. The FPDM
adjusts the power to control the speed of the fuel pump, thus the fuel pressure and
flow in the fuel delivery line.
FUEL PRESSURE SENSOR - LOW PRESSURE FUEL SYSTEM
The fuel pressure sensor - Low Pressure (LP) fuel system is located behind the front left
wheel arch liner. The sensor is attached to a bracket with one screw. The sensor is
located in a connector between the fuel pump module and the LP delivery line to the
High Pressure (HP) fuel pump. The sensor measures the fuel pressure being supplied
from LP fuel pump to the HP fuel pump.
DIAGNOSTIC MODULE TANK LEAKAGE PUMP - NORTH AMERICAN SPECIFICATION

VEHICLES ONLY
The Diagnostic Module Tank Leakage (DMTL) pump periodically checks the Evaporative
Emission (EVAP) system and the fuel tank for leaks when the ignition is switched off.
The DMTL pump incorporates an electric air pump, a positive temperature coefficient
heater element, a normally open changeover valve and a reference orifice. The DMTL
pump is only operated when the ignition is switched off and is controlled by the
Powertrain Control Module (PCM). The PCM also monitors operation of the air pump
and the changeover valve for faults.
A connection with the PCM relay in the right Engine Junction Box (EJB) supplies startup
battery power to the DMTL pump. The PCM applies separate ground connections to
operate the heater element, the air pump and the changeover valve individually, as
required.
HEATED OXYGEN SENSORS

HEATED OXYGEN SENSORS
ITEM DESCRIPTION
1 Heated Oxygen Sensor (HO2S) - Post catalyst - North American Specification (NAS) vehicles
only
2 HO2S - Pre catalyst
3 HO2S - Mid catalyst
The Heated Oxygen Sensors (HO2S) allow the Powertrain Control Module (PCM):
To measure the oxygen content of the exhaust gases
To control the fuel/air mixture
For long and short fuel trim calculation
For catalytic converter monitoring.

The pre catalyst HO2S is installed in the outlet of exhaust manifold, which enables
independent control of the fuel/air mixture for each combustion chamber. The mid
catalyst HO2S is installed in a central position on the side of the catalytic converter.
The post catalyst HO2S is installed in the catalytic converter outlet pipe in the exhaust
system. These enable the performance of the catalytic converter to be optimized and
monitored.
The HO2S needs to operate at high temperatures in order to function correctly. To

achieve the required high temperatures, the sensors are fitted with heater elements
that are controlled by a Pulse Width Modulation (PWM) signal from the PCM. The heater
elements are operated after each engine start, once it has been calculated that there is
no moisture in the exhaust. The calculation causes a delay between zero and ten
minutes.
The time period for operation of the heater elements is determined by the temperature
of the post catalyst HO2S. The PWM duty cycle is carefully controlled to prevent
thermal shock to cold HO2Ss. A non-functioning heater delays the sensors readiness
for closed loop control and increases emissions.
The pre catalyst HO2S produce a constant voltage, with a variable current that is
proportional to the lambda ratio. The mid and post catalyst HO2S produce an output
voltage dependent on the ratio of the exhaust gas oxygen to the ambient oxygen.
The HO2S age with mileage, increasing their response time to switch from rich to lean
and lean to rich. This increase in response time influences the PCM closed loop control
and leads to progressively increased emissions. Measuring the period of rich to lean
and lean to rich switching monitors the response rate of the pre catalyst sensors.
Diagnosis of electrical faults is continually monitored in pre, mid and post catalyst
HO2Ss. This is achieved by checking the signal against maximum and minimum
threshold, for open and short circuit conditions.
In the event of failure a Diagnostic Trouble Code (DTC) is recorded within the PCM and
the Malfunction Indicator Lamp (MIL) is illuminated.
If a HO2S fails:
The PCM defaults to open loop fueling for the cylinder bank.
The Carbon Monoxide (CO) and emissions content of the exhaust gases may increase.
Reduced engine refinement and performance.
CONTINUOUSLY VARIABLE VALVE LIFT SOLENOID

The non-serviceable variable valve lift assembly comprises four continuously variable
valve lift solenoids which are responsible for the control of the intake valve lift.
The continuously variable valve lift system converts the camshaft motion into the valve
lift through the use of a hydraulic circuit. The variable valve lift system can adjust the
valve lift through the use of the oil flow.
The intermediate hydraulic chambers open the valves by means of oil pressure. The oil
is allowed to flow to the chambers that actuate the valves dependent on whether a
solenoid is actuated or not.
Opening and closing of the solenoid allows the operation of the variable valve lift
system in the following four different lift modes:
Full lift mode - The valves are fully opened and closed as normal. The valves are
controlled by the camshaft profile. This mode is used at high engine speeds to obtain
maximum engine power.
The late intake valve opening mode - The opening of the intake valves are delayed
when starting the engine and during idling. The valves open for a shorter period and
at a lower lift providing precise control of the exact amount of air entering the
cylinder. As a result fuel economy is improved during idling periods. During a cold
start, only a small amount of cold air enters the cylinder, meaning the engine starts
more easily.
The early intake valve closing mode - The intake valves are closed hydraulically
before the camshaft profile would normally allow. This reduces pumping losses,
increases the engine output per liter and prevents an undesirable backflow of the
fuel mixture into the intake ports.
Composite mode - A combination of the late intake valve opening mode and the
early intake valve closing mode.
The continuously variable valve lift solenoid is controlled by the Powertrain Control
Module (PCM) with Pulse Width Modulated (PWM) signal.
CONTINUOUSLY VARIABLE VALVE LIFT ASSEMBLY OIL TEMPERATURE SENSOR

The continuously variable valve lift assembly oil temperature sensor is mounted in a
threaded hole in the front side of the continuously variable valve lift assembly. The
continuously variable valve lift assembly oil temperature sensor is a Negative
Temperature Coefficient (NTC) type sensor. The NTC sensor allows the Powertrain
Control Module (PCM) to determine the oil temperature.
The sensor has two pin connector which provide a temperature signal input to the PCM
and a ground connection. This information is used by the PCM to determine oil viscosity
and allows accurate continuously variable valve lift solenoid switching time
compensation.

ITEM DESCRIPTION
1 Variable coolant pump shroud solenoid
The variable coolant pump is located at the front of the cylinder block.
The Powertrain Control Module (PCM) determines the required level of cooling upon the
following inputs:
Cylinder head temperature
Cylinder block temperature
Ambient temperatures
Minimum flow map.
The calibration is able to control the variable coolant pump flow in five steps and is
controlled by an open-loop map.
The control of the shroud solenoid is by a Pulse Width Modulation (PWM) signal from
the PCM. The internal pressure within the pump acts against a return spring in the
housing. Without a signal from the PCM the solenoid is de-energized. Therefore the
shroud returns to its base position under spring force, resulting in full flow from the
coolant pump.
ELECTRIC THERMOSTAT
ITEM DESCRIPTION
1 Engine Coolant Temperature (ECT) sensor
2 Heater element
The electric thermostat is located on the left side of the cylinder block, below the intake
manifold.
block, improving engine warm-up times. The thermostat housing contains a wax
expansion element. Inside the wax element is a heater element. When energized the
heating element heats the wax element, partially controlling the thermostat function
along with engine coolant temperature control. Operation is therefore performed not
only by the engine coolant temperature, but as specified by the Powertrain Control
Module (PCM). This method provides a finer control of the opening and closing of the
electric thermostat.
Engine load
Vehicle speed
The electric thermostat has:
A battery feed from the right Engine Junction Box (EJB)
A switched power supply from the PCM relay, located in the right EJB
A hardwired connection to the PCM
A ground connection.
When the PCM starts to regulate the system, the PCM supplies a ground path for the
heater element in the electric thermostat. This causes the element to expand and
increase the opening dimension of the electric thermostat.
The Engine Coolant Temperature (ECT) sensor is located in the electric thermostat
housing. The sensor is sealed in the thermostat housing with an O-ring seal. The
sensor is a push fit in the thermostat housing and rotated clockwise to lock in position.
The ECT sensor monitors the engine coolant temperature in the thermostat housing
and uses the information to control the electric thermostat.
The ECT sensor circuit consists of a voltage divider which incorporates a Negative
Temperature Coefficient (NTC) sensor. The input to the ECT sensor is a 5 V reference
voltage supplied through a resistor within the PCM. The ground from the ECT sensor is
also connected to the PCM which measures the voltage across the ECT sensor. As the
engine coolant temperature rises the resistance of the ECT sensor decreases and vice
versa. The PCM calculates the engine coolant temperature from a map of sensor
voltage against temperature.
ENGINE COOLING FAN CONTROL MODULE
ITEM DESCRIPTION
2 Engine cooling fan shroud
The engine cooling fan control module is located on the rear of the cooling fan shroud.
The electric cooling fan is installed in a shroud which is attached to the rear of the
radiator and secured with three screws. The electric cooling fan is operated by the
engine cooling fan control module. The engine cooling fan control module is integrated
into the electric cooling fan. An electrical connector at the right side of the shroud
provides the interface between the cooling fan harness and the vehicle wiring.
The engine cooling fan control module is controlled by the Powertrain Control Module
(PCM) via a Pulse Width Modulation (PWM) signal. A permanent startup battery voltage
is supplied from the right Engine Junction Box (EJB).
The PCM varies the duty cycle of the PWM signal between 0 % and 100 % to operate
the electric cooling fan motor in one of four modes:
Off
Minimum speed - 750 Revolutions Per Minute (RPM)
Maximum speed - 2820 RPM
RADIATOR OUTLET ENGINE COOLING TEMPERATURE SENSOR

The radiator outlet Engine Cooling Temperature (ECT) sensor is located in the radiator
lower hose and is sealed with an O-ring seal. The sensor is a push fit in the radiator
lower hose and rotated clockwise to lock in position.
The radiator outlet ECT sensor circuit consists of a voltage divider which incorporates a
temperature sensor. The temperature sensor is a Negative Temperature Coefficient
(NTC) type sensor. The input to the sensor is a 5 V reference voltage supplied through
a resistor within the Powertrain Control Module (PCM). The ground from the sensor is
also connected to the PCM which measures the voltage across the sensor. As the
engine coolant temperature rises the resistance of the sensor decreases and vice versa.
The PCM calculates the coolant temperature from a map of sensor voltage against
temperature.
In the event of the radiator outlet ECT sensor signal failure, the PCM applies a default
value of 60°C (140°F) engine coolant temperature. On the second consecutive trip with
a sensor fault, the PCM illuminates the Malfunction Indicator Lamp (MIL).
CHARGE AIR COOLANT PUMP

The charge air coolant pump is an electric pump attached to the left side of the engine
cooling fan shroud.
An electrical connector provides the interface between the motor of the charge air
coolant pump and the vehicle wiring.
Module (PCM) relay, located in the right Engine Junction Box (EJB). When the PCM
relay is energized, the PCM connects power from the startup battery to the charge air
coolant pump. Operation of the charge air coolant pump is controlled by the PCM with a
Pulse Width Modulation (PWM) signal. When the charge air coolant pump is running,
coolant flows from the pump outlet through the charge air cooler. After the charge air
cooler the coolant flows into the charge air radiator and back to the pump inlet
connection.

side of the engine.
to prevent coolant boiling in the turbocharger and in the integrated exhaust manifold.
startup battery voltage, supplied from a fused output from the right Engine Junction
Box (EJB). The second pin has a hardwired connection to the Powertrain Control
Module (PCM) and the third pin has a ground connection.
TURBOCHARGER WASTEGATE ACTUATOR

The turbocharger wastegate actuator is attached to the turbocharger compressor
housing.
The wastegate actuator opens and closes the wastegate flap allowing the exhaust gas
to bypass the turbine. The wastegate actuator contains a position sensor. The position
sensor and the actuator motor are connected to the Powertrain Control Module (PCM).
The actuator is controlled by Pulse Width Modulation (PWM) signal from the PCM.
If a fault occurs with the turbocharger wastegate actuator, a Diagnostic Trouble Code
(DTC) is registered in the PCM.
COMPRESSOR RECIRCULATION VALVE

The Compressor Recirculation Valve (CRV) is located in the charge air duct. The charge
air duct is located between the outlet air side of the turbocharger and the inlet side of
the charge air cooler.
During a quick throttle closing event the CRV prevents that the charge air flow would
turn around and flows through the compressor. This would cause compressor surge.
The CRV allows to recirculate the pressurized air in the charge air hose to the
compressor intake. This prevents the compressor surge during the quick throttle
closing events.
ACTIVE ENGINE MOUNT SOLENOID

The Powertrain Control Module (PCM) controls the vacuum operated engine mounts via
an active engine mount solenoid.
When the engine is idling, the PCM completes the ground circuit to the active engine
mount solenoid, allowing intake vacuum to be applied to the engine mount. This makes
the engine mount more compliant and allows it to absorb more vibration and shake. At
higher engine speeds, the PCM reduces the frequency of the pulse signal to the active
engine mount solenoid. The engine mounts are switched off when the engine speed
decreases a predetermined threshold. The threshold is engine speed dependent, the
active engine mounts are switched off when the engine speed increases to 1250
Revolutions Per Minute (RPM).

ITEM DESCRIPTION
1 Active grille air shutter motor
2 Master vane
3 Support bracket
5 Vane link
6 Vane housing
7 Vane (8 Off)
The vanes can be set to one of 14 positions between fully closed and fully open, and
have a range of movement of 80 degrees. During normal operation, for the vanes to
move from fully closed to fully open takes approximately 30 seconds. To move the
vanes from fully open to fully closed takes approximately 90 seconds.
Operation of the active grille air shutter motor is controlled by the Powertrain Control
Module (PCM). The PCM communicates with the active grille air shutter motor on a
Local Interconnect Network (LIN) bus connection. Power for the active grille air shutter
motor is provided by a power supply from the PCM relay in the right Engine Junction
Box (EJB).
AMBIENT AIR TEMPERATURE SENSOR
The Ambient Air Temperature (AAT) sensor is a Negative Temperature Coefficient

(NTC) type sensor. The AAT sensor allows the Powertrain Control Module (PCM) to
monitor the temperature of the air around the vehicle.
The PCM uses the AAT sensor input along with other in-car temperature sensors to
control:
Vehicles interior temperature
Engine coolant temperature using the electric cooling fan.

The AAT sensor is installed in the left door mirror, with the bulb of the sensor
positioned over a hole in the bottom of the door mirror cover.
The PCM supplies the sensor with a 5 V reference voltage and a ground, and translates
the return signal voltage into a temperature value.
If there is a fault with the AAT sensor, the PCM calculates the ambient air temperature.
The PCM uses for the calculation the temperature input of the Mass Air Flow and
Temperature (MAFT) sensor. If the AAT sensor and the temperature inputs of the MAFT
sensor are all faulty, the PCM adopts a default ambient temperature of 25°C (77°F).
ACCELERATOR PEDAL POSITION SENSOR
The Accelerator Pedal Position (APP) sensor is located on the accelerator pedal. The
sensor comprises a plastic housing which contains two potentiometers and an analogue
/digital converter. The potentiometers are connected to a common shaft which is
actuated by movement of the accelerator pedal.
The Powertrain Control Module (PCM) uses the analogue sensor and the Pulse Width
Modulation (PWM) signal information. The PCM calculates from the signal values the
required position of the butterfly valve in the electric throttle. The PCM then operates
the motor in the electric throttle to move the throttle disc to the correct angle in
relation to the pedal position.
In the event of a failure of the PWM signal, the PCM uses the analogue signal received
from the Body Control Module/Gateway Module (BCM/GWM) assembly as a
replacement. If the analogue signal is also incorrect or missing, the PCM limits the
maximum engine speed to 2000 Revolutions Per Minute (RPM).
The PWM and the analogue signal are used for diagnosing faults with the APP sensor. If
the PCM detects a difference between the analogue and PWM signals a Diagnostic
Trouble Code (DTC) is stored. The PCM will use the signal with the lowest value for
electric throttle control. The APP sensor position and any stored fault DTCs can be read
using a Land Rover approved diagnostic equipment.
BRAKE PEDAL SWITCH
The brake pedal switch is mounted on the bracket for the brake pedal. The brake pedal
switch is connected to the vehicle harness using a four-pin multiplug.
When the brake pedal is pressed, the switch contacts close. This sends a hardwired
signal to the Powertrain Control Module (PCM). A brake pedal switch status message is
then sent from the PCM to the Anti-lock Brake System (ABS) control module on the
FlexRay bus. The ABS control module can then control braking force accordingly in
conjunction with the Hydraulic Control Unit (HCU).
TRANSMISSION CONTROL MODULE
The Transmission Control Module (TCM) is an integral part of the mechatronic valve
block. The TCM is located at the bottom of the automatic transmission, within the fluid
pan. The TCM is the main controlling component of the automatic transmission.
The TCM processes signals from the automatic transmission speed and temperature
sensors, Powertrain Control Module (PCM) and other vehicle systems. From the
received signal inputs and pre-programmed data, the TCM calculates the correct gear,
torque converter clutch setting and optimum pressure settings for gear shift.
The PCM supplies the Engine Management System (EMS) data over the FlexRay bus.
TRANSMISSION CONTROL SWITCH

The Transmission Control Switch (TCS) is installed in the top of the floor console. The
TCS is secured with four screws and has one electrical connector for all electrical inputs
and outputs.
Rotation of the TCS to any of the five positions outputs a signal to the Transmission
Control Module (TCM). The TCM senses the signals via the High Speed (HS) Controller
Area Network (CAN) powertrain systems bus. The TCM then reacts according to the
selected TCS position. The TCS uses Hall effect sensors to determine the position of the
switch.
ANTI-LOCK BRAKE SYSTEM CONTROL MODULE

The Anti-lock Brake System (ABS) control module is secured to a mounting bracket
located in the front left wheel arch. The ABS control module is mounted on the rear
face of the Hydraulic Control Unit (HCU). The HCU controls all braking and stability
functions by modulating hydraulic pressure to the individual wheel brakes.
If an ABS control module fault is detected, 'ABS FAULT' will be displayed in the
Instrument Cluster (IC) message center. The amber warning indicator - system status
will illuminate.
RESTRAINTS CONTROL MODULE

The Restraints Control Module (RCM) is installed on the top of the transmission tunnel,
in line with the B pillars.
The main functions of the RCM include:
Crash detection and recording.
Airbag and pretensioner firing.
Self-test and system monitoring, with status indication via the airbag warning
indicator - system status and non-volatile storage of fault information.
Supply of yaw rate and lateral acceleration data for the Anti-lock Brake System
(ABS) control module.
BODY CONTROL MODULE/GATEWAY MODULE ASSEMBLY

The Body Control Module/Gateway Module (BCM/GWM) assembly is mounted on a
bracket, which is attached to the lower 'A' pillar on the driver side of the vehicle.
The BCM/GWM assembly contains software to control the following functions:
Determines the condition of the startup battery.
Controls the output from the generator using load management software.
Controls the charge warning indicator - system status on the Instrument Cluster (IC).
Controls the Quiescent Current Control Module (QCCM) to enable or disable electrical
loads if necessary.
Controls the stop/start system using power management to inhibit unnecessary

electrical loads.
OPERATION
POWERTRAIN CONTROL MODULE ADAPTIONS
The Powertrain Control Module (PCM) has the ability to adapt the input values it uses
to control certain outputs. This capability maintains engine refinement and provides the
engine emissions remain within the legislated limits.
If the PCM is replaced, the new PCM will relearn the adaptions as the vehicle is driven.
Some components require a reset of adaptions when replaced and this can be achieved
using a Land Rover approved diagnostic equipment.
DIAGNOSTICS
The Powertrain Control Module (PCM) stores each fault as a Diagnostic Trouble Code
(DTC). The DTC and associated environmental and freeze frame data can be read using
a Land Rover approved diagnostic equipment. It can be also read real time data from
each sensor, the adaption values currently being employed and the current fueling,
ignition and idle speed settings.
The freeze frame data can vary depending on the fault. Core freeze frame data for
every DTC includes power mode, time, distance and startup battery voltage. Specific
sets of data are linked to each DTC. The selected data set will give the most useful
supporting data to diagnose the fault.
CONTROL DIAGRAM
CONTROL DIAGRAM - 1 OF 2
A = HARDWIRED: AN = HIGH SPEED (HS) CONTROLLER AREA NETWORK (CAN)
POWERTRAIN SYSTEMS BUS: AX = FLEXRAY BUS: AM = HIGH SPEED (HS)
CONTROLLER AREA NETWORK (CAN) CHASSIS SYSTEMS BUS: AL = PULSE WIDTH
MODULATION (PWM): AW = BROADR-REACH® ETHERNET: AC = DIAGNOSTIC.
ITEM DESCRIPTION
3 Transmission Control Module (TCM)
5 Diagnostic connector
6 Transmission Control Switch (TCS)
7 Restraints Control Module (RCM)
9 Diagnostic Module Tank Leakage (DMTL) pump - North American Specification (NAS) vehicles
only
11 Heater element - Electric thermostat
12 Turbocharger wastegate actuator
15 Fuel Pump Driver Module (FPDM)
16 Compressor Recirculation Valve (CRV)
18 Ground
19 Power supply
20 Accelerator Pedal Position (APP) sensor
22 Fuel pressure sensor - Low pressure fuel system
23 Fuel Rail Pressure and Temperature (FRPT) sensor
24 Heated Oxygen Sensor (HO2S) (3 Off)
25 Engine cooling fan temperature signal
26 Radiator outlet Engine Coolant Temperature (ECT) sensor
28 Turbocharger wastegate actuator position signal
29 Brake pedal switch
30 ECT sensor - Electric thermostat
CONTROL DIAGRAM - 2 OF 2
A = HARDWIRED: AL = PULSE WIDTH MODULATION (PWM): O = LOCAL
INTERCONNECT NETWORK (LIN) BUS.
ITEM DESCRIPTION

2 Ignition coil (4 Off)
3 Oil pump control solenoid
4 Fuel injector (4 Off)
5 Heated Oxygen Sensor (HO2S) (3 Off) - Heater element
8 Continuously variable valve lift solenoid
9 Fuel metering valve - High Pressure (HP) fuel pump
10 Electric throttle
11 Purge valve
12 Variable Camshaft Timing (VCT) solenoid (2 Off)
13 Ground
14 Power supply
16 Continuously variable valve lift assembly oil temperature sensor
18 VCT solenoid position signal (2 Off)
19 Charge air pressure and temperature sensor
21 Electric throttle - Throttle Position Sensor (TPS)
24 Crankshaft Position (CKP) sensor
26 Camshaft Position (CMP) sensor (2 Off)

INFORMATION AND MESSAGE CENTER
COMPONENT LOCATION
NOTE:
Right Hand Drive shown, Left Hand Drive similar.
OVERVIEW
The message center is located in the Instrument Cluster (IC).
On the IC - Conventional display it is in a central position between speedometer and

the tachometer. The 5 inch Thin Film Transistor (TFT) display can be reconfigured to
prioritize and refine the information presented to the driver.
The IC - Virtual display allows a full digital display. The same information is available,
the layout of the display is slightly different. The standard position for the message
center is in the center of the display. It may be moved around depending on the user
selected view.
The message center displays vehicle related information to the driver, for example,
engine temperature and fuel level.
A main menu is available which allows the driver to change settings for:
Driver assistance
Trip
Display
Head Up Display (HUD)
Vehicle settings
Vehicle information.
The functions are only available if a system is fitted to the vehicle.
DESCRIPTION
MESSAGE CENTER
The message center is located in the center of a Thin Film Transistor (TFT) screen,
located in the center of the Instrument Cluster (IC) - Conventional display. Other
information displayed in this area will be temporarily removed to allow for the message
to be displayed.
For additional information, refer to: Instrument Cluster (413-01 Instrument Cluster,
Description and Operation).
The majority of messages are requested by system modules and displayed on the
message center. The IC monitors system status via the bus systems and displays
system information messages as requested by the controlling module. Other system
control modules are also capable of generating messages to display system status.
Messages may be accompanied by a chime, which is requested by the control module
generating the message and generated by the IC via the sounder. The sounder is
located on the top of the IC. The chime is dependant on the level or concern of the
message.
The standard position for the message center in the IC - Virtual display is located in the
center of the display.
The messages are displayed in priority order (if more than one message is present) for
approximately 4 seconds as the event occurs. The messages can be cleared afer the 4
seconds by pressing the 'OK' button on the steering wheel switchpack. The driver can
view current system status messages in the message center. In Power Mode 6 the
warning messages can be displayed using the 'Show Warnings' selection of the 'Vehicle
Information' in the main menu. The menu is not available while warnings are
displayed, the warnings must be cleared before the main menu can be accessed.
The message may be accompanied by an icon.
For additional information, refer to: Instrument Cluster (413-01 Instrument Cluster,
The messages are displayed in a language applicable to the vehicle market and can be
changed using the 'Language' selection of the 'Display' in the main menu.
MAIN MENU
The main menu is selected by selecting 'MENU' on the steering wheel switchpack. The
text then changes to 'OK'.
For additional information, refer to: Steering Column (211-04 Steering Column,
The switchpack allows access to the following main menu functions:
Driver assistance
Trip
Display
Head Up Display (HUD)
Vehicle settings
Vehicle information.
NOTE:
The exact menu content will depend on the vehicle configuration.
DRIVER ASSISTANCE
Driving features allows access to adjust and set-up the driving features if fitted to the
vehicle.
For example:
Collision avoidance
Lane Keep Assist (LKA)
LKA settings
Lane Departure Warning (LDW)

LDW sensitivity
Blind spot monitoring
Blind spot assist
Speed limit awareness
Driver condition monitor.
TRIP
The following are available to view:
Trip bank
Content
Units.
In the trip menu the user can also select the content which is displayed in the trip
computer area at the bottom of the display. This includes:
Trip distance
Average speed
Average economy
Instantaneous economy
Range
Driving style.
The display units may be changed in this menu.
DISPLAY
Info panel
Units
Language.
Units
The speed display can be changed between km and miles (market dependant).
The temperature display can be changed between Celsius and Fahrenheit.
Language
The Language menu allows the driver to select the Instrument Cluster (IC) and
message center messages to be displayed in an available language.
HEAD UP DISPLAY INFORMATION
Enable HUD
Allows the Head Up Display (HUD) to be turned on or off.
Head Up Display (HUD) Brightness
Allows the driver to adjust the brightness of the Head Up Display (HUD).
Position
Allows the Head Up Display (HUD) display to be moved to the correct position.
HUD Content
Allows the driver to select the display contents:
Cruise control
Navigation
Traffic signs
Gear state.
HUD demonstration mode
VEHICLE SETTINGS
Passenger airbag
Security features
Exterior lighting
Convenience features.
VEHICLE INFORMATION
Show warnings
Shows the warnings that have been displayed.
Tire Information
Provides information on the settings for the tire pressure monitoring, display units (psi,
kPa or bar) and the recommended pressures.
Tire Pressures
Displays the current tire pressures.
Next Service
Displays the distance until the next service is due. Oil service is available for all engine
variants, Diesel Exhaust Fluid (DEF) on diesel engine variants.
Oil level
Last Alarm
Displays the last alarm triggered.
Vehicle VIN
Displays the Vehicle Identification Number (VIN).
OPERATION
The messages which can be displayed in the message center are mainly generated
from other system control modules.
When a system control module detects a change or a fault which is tagged to generate
a message, an electronic signal is sent. The message is sent via the High Speed (HS)
Controller Area Network (CAN) buses to the Instrument Cluster (IC), which displays the
message. If more than one message is requested the message center displays them in
order of priority.
CONTROL DIAGRAM
MESSAGE CENTER
A = HARDWIRED: AM = HIGH SPEED (HS) CONTROLLER AREA NETWORK (CAN)
CHASSIS BUS: AV = HS CAN COMFORT BUS: AX = FLEXRAY.
ITEM DESCRIPTION
2 Head Up Display Cooling Fan Control Module (HUDCFCM)
3 Head Up Display Control Module (HUDCM)
4 System modules on High Speed (HS) Controller Area Network (CAN) chassis bus
7 Anti-lock Braking System (ABS) control module
8 Steering Wheel Module (SWM)
9 Ground
10 Power supply from Rear Junction Box (RJB)
11 Electric Steering Column Lock (ESCL)
CLIMATE CONTROL
COMPONENT LOCATION
ITEM DESCRIPTION
1 Air intake panel
2 Air outlets from climate control assembly

3 Fresh air intake to the climate control assembly
4 Rear ventilation outlet (2 off)
5 Side ventilation outlet (luggage compartment)
OVERVIEW
The heating and ventilation system consists of:
An air intake panel
A climate control assembly with air inlets and outlets
Ventilation outlets.
Fresh or recirculated air flows into the climate control assembly from the intake duct.
The blower front, and ram effect when the vehicle is moving, forces the air through the
climate control assembly. Air from the vehicle interior exits through the ventilation
outlets.
Vehicles are fitted with either a 2 zone or a 4 zone automatic climate control system:
The 2 zone climate control system provides different temperature settings for the left
and right sides of the passenger compartment.
The 4 zone climate control system provides different temperature settings for all four
occupants of the passenger compartment.
The system may also be fitted with a pollution sensor to control the quality of air in the
passenger compartment.
The Automatic Temperature Control Module (ATCM) controls operation of the blower
via the blower control module.
For additional information, refer to: Air Distribution and Filtering (412-01 Climate
For additional information, refer to: Air Conditioning (412-01 Climate Control,
For additional information, refer to: Control Components (412-01 Climate Control,
DESCRIPTION
AUTOMATIC TEMPERATURE CONTROL MODULE

The Automatic Temperature Control Module (ATCM) controls the air distribution and
temperature.
The ATCM processes inputs from the climate control system sensors, the Interactive
Control Display Module (ICDM), the Rear Integrated Control Panel (RICP) and other
systems. The ATCM then outputs the appropriate control signals to the Air Conditioning
(A/C) system and the heating and ventilation system. The ATCM also sends status
messages to the ICDM and RICP to illuminate the displays and Light Emitting Diodes
(LEDs). In addition to the A/C system and the heating and ventilation system, the
ATCM also controls the following:
The windshield washer jet heaters and the wiper blade heater.
For additional information, refer to: Wipers and Washers (501-16 Wipers and
Washers, Description and Operation).
The front and rear seat heaters (if fitted).

For additional information, refer to: Seats (501-10 Seating, Description and
Operation).
Fuel Fired Booster Heater (FFBH) (if fitted).

For additional information, refer to: Fuel Fired Booster Heater (412-02 Auxiliary
Climate Control, Description and Operation).
Electric booster heater (if fitted).

For additional information, refer to: Electric Booster Heater (412-02 Auxiliary Climate
In response to commands from the ICDM, the ATCM controls operation of the stepper
motors mounted on the climate control assembly housing.
CLIMATE CONTROL ASSEMBLY

ITEM DESCRIPTION
1 Blower motor
2 Air filter
3 Recirculation air intake
5 Fresh air intake
6 Recirculation motor
7 Evaporator drain tubes (2 off)
The climate control assembly controls the temperature of the air supplied to the air
distribution ducts, as directed by the Automatic Temperature Control Module (ATCM).
The climate control assembly comprises the following components:
Blower front
Heater core
Air filter
For additional information, refer to: Air Distribution and Filtering (412-01 Climate
Air Conditioning (A/C) evaporator

For additional information, refer to: Air Conditioning (412-01 Climate Control,
Air intake stepper motor

Distribution motors
Temperature blend motors

Electric booster heater (if fitted).

For additional information, refer to: Electric Booster Heater (412-02 Auxiliary Climate
Climate Control Assembly - 2 Zone

ITEM DESCRIPTION
1 Outlet footwell - Front right
2 Distribution motor - Windshield (Demist)
3 Heater - Coolant connections
4 Temperature blend motor - Driver
5 Distribution motor - Footwell/face vent
6 Outlet footwell - Front left
7 Outlet windshield
8 Outlet face vents - Driver/front passenger
9 Outlet footwell - Rear left passenger
10 Temperature blend motor - Front passenger
11 Air Conditioning (A/C) connections
13 Outlet footwell - Rear right passenger
14 Outlet face vent - Rear right passenger
15 Outlet face vent - Rear left passenger
Climate Control Assembly - 4 Zone

ITEM DESCRIPTION
1 Outlet footwell - Driver
2 Distribution motor - Windshield (Demist) right
3 Heater - Coolant connections
4 Temperature blend motor - Driver
5 Temperature blend motor - Rear right passenger
6 Distribution motor - Rear right footwell
7 Distribution motor - Front passenger footwell
8 Outlet footwell - Front passenger
9 Outlet windshield
10 Outlet face vents - Driver/front passenger
11 Distribution motor - Face vents front passenger
12 Temperature blend motor - Rear left passenger

13 Outlet face vent - Rear right passenger
14 Outlet face vent - Rear left passenger
15 Distribution motor - Face vents rear left passenger
17 Distribution motor - Footwell rear left passenger
18 Temperature blend motor - Front passenger
19 Air Conditioning (A/C) connections
22 Distribution motor - Face vents rear right passenger
23 Distribution motor - Face vents driver
Blower Front
The blower front is installed below the air filter, and consists of an open hub,
centrifugal fan powered by an electric motor. Operation of the blower front is controlled
by the Automatic Temperature Control Module (ATCM), using a relay in the Engine
Junction Box (EJB) and a control module integrated into the electric motor. When the
front blower is required, the ATCM energizes the relay in the EJB, which then supplies
battery power to the blower front.
The speed of the blower front is controlled by the Interactive Control Display Module
(ICDM), which regulates the motor voltage in response to a Pulse Width Modulation
(PWM) signal from the ATCM. When the blower is in the automatic mode the ATCM
determines the blower speed required from comfort algorithms. When the blower is in
the manual mode, the ATCM operates the blower at the speed selected on the ICP.
The blower front (and the blower auxiliary - if fitted), comprise of an open hub
centrifugal fan powered by an electric motor. Operation of the blower is controlled by
the ATCM in conjunction with the blower control module. The ATCM provides a PWM
signal to the blower control module based on the required blower speed. The blower
control module interprets the PWM signal as a blower speed and controls the voltage to
the blower accordingly.
The 4 zone climate control system has an blower auxiliary unit.
Blower Auxiliary - 4 Zone Climate Control System Only

ITEM DESCRIPTION
1 Blower auxiliary control module
2 Blower auxiliary
Heater Core
The heater core provides the heat source to warm the air being supplied into the
passenger compartment. The heater core is an aluminum, single-pass fin and tube heat
exchanger installed across the width of the climate control assembly. Two aluminum
tubes attached to the heater core extend through the engine bulkhead and connect to
the engine cooling system. When the engine is running, engine coolant is constantly
circulated through the heater core by the coolant pump.
VENTILATION OUTLETS
The ventilation outlets allow the free flow of air through the passenger compartment.
The outlets are installed in the rear left and rear right quarter panels, below the tail
lamp assemblies.
Each ventilation outlet comprises a grille covered by a soft rubber flap, and is
effectively a non-return valve. The flaps open and close automatically depending on the
differential between passenger compartment and outside air pressures.
OPERATION
Operation of the heating and ventilation system is controlled by the Automatic

Temperature Control Module (ATCM).
PUBLISHED: 30-NOV-2016
FUEL CHARGING AND CONTROLS -

TURBOCHARGER - INGENIUM I4 2.0L
PETROL
COMPONENT LOCATION
COMPONENT LOCATION
ITEM DESCRIPTION
1 Fixed vane turbocharger
2 External compressor bypass valve
OVERVIEW
The Ingenium 2.0L Petrol engine is equipped with a fixed vane turbocharger.
The turbocharger consists of two elements; a turbine and a compressor. These

elements are enclosed separately in cast housings and mounted on a common shaft,
which rotates in ball bearings.
The turbocharger cooling is achieved using engine oil to allow it to maintain the
optimum operating temperature and protect the bearings from overheating.
To control the charge air pressure of the turbocharger there are a turbine bypass
control actuator and an external compressor bypass valve installed within the
turbocharger system.
DESCRIPTION
TURBOCHARGER
ITEM DESCRIPTION
1 Turbine bypass control actuator link
2 Turbine bypass control actuator
3 Oil feed pipe connection
4 Compressor housing
5 Engine cooling system connection
6 Engine cooling system connection
7 Turbine housing
8 Turbine bypass control valve
9 Exhaust gas inlet connection
10 Exhaust gas outlet connection
11 Oil drain pipe connection
12 Charge air outlet connection

13 Clean air inlet connection
The fixed vane turbocharger is attached to the cylinder head with four studs and nuts
and a multi-layer steel gasket.
The turbocharger has two exhaust gas inlets and two nozzles. The smaller sharper
angled inlet is for quick response and a larger less angled inlet is for peak performance.
The turbocharger is equipped with ball bearing for the better drive. The ball bearings
provide significant performance improvements to the turbocharger, improving the
vehicle transient response. The ball bearings are also more efficient than standard
journal bearing.
There is a turbine bypass actuator fitted on the top of the compressor housing by three
bolts. The turbine bypass actuator opens and closes the turbine bypass valve between
the exhaust inlet and outlet chambers. The turbine bypass actuator contains a position
sensor beside the actuator motor. The position sensor and the actuator motor are
connected to the Powertrain Control Module (PCM). The actuator is controlled by Pulse
Width Modulation (PWM) signal from the Powertrain Control Module (PCM).
TURBINE BYPASS SYSTEM

ITEM DESCRIPTION
2 Clean air duct
3 External compressor bypass valve hose
5 High Pressure (HP) hose
The external compressor bypass valve is located in the high pressure duct. The high
pressure duct is located between the outlet air side of the turbocharger and the charge
air cooler.
The external compressor bypass valve prevents the compressor surge during tip-out
events, and controlled by a Pulse Width Modulation (PWM) signal from the Powertrain
Control Module (PCM). The external compressor bypass valve allows pressurized air
from after the compressor to recirculate around to the compressor intake. If this valve
was not present, when the engine throttle closes the pressurized air would turn around
and go back through the compressor to the intake.
TURBOCHARGER LUBRICATION
ITEM DESCRIPTION
1 Banjo bolt
2 Washers
3 Oil supply pipe
4 Oil return pipe
5 Bolt
6 O ring seal
The rapid acceleration and deceleration response demands of the turbocharger rely
greatly on a steady flow of clean oil. The oil supplied from the lubrication system of the
engine provides lubrication to the turbocharger's spindle and bearings, while also
acting as a coolant for the turbocharger center housing. A small oil filter is located in
the cylinder block to prevent particulate matter entering the turbocharger via the
engine oil supply pipe.
To maintain the life expectancy of the turbocharger, it is essential that the oil has a
free-flow through the turbocharger and unrestricted return to the oil pan of the engine.
It is therefore imperative that the engine oil is replenished at regular service intervals
with the recommended quality and quantity of oil.
The oil supply pipe transmits the engine oil from the oil filter housing to the
turbocharger. The oil supply pipe is fixed by a Banjo bolt and sealed by two washers on
each ends.
The oil return pipe transmits the engine oil from the turbocharger back to the oil pan.
The lower end of the oil return pipe is pushed into the cylinder block and sealed by an
O ring seal. The upper end of the oil return pipe is retained by a bolt and sealed by an
O ring seal.
TURBOCHARGER COOLING
ITEM DESCRIPTION
1 O ring seal
2 Coolant supply pipe
3 Coolant return pipe
4 Bolt
5 O ring seal
In addition to the cooling provided by the engine lubrication system, the turbocharger
also requires a supply from the engine coolant system to assist with the cooling due to
the high loads on the turbocharger. A pipe connection from the engine routes engine
coolant through the body of the turbocharger bearing housing. Once the coolant has
passed through the bearing housing it is returned to the cooling system.
HEATSHIELDS
ITEM DESCRIPTION
1 Rear upper heatshield
2 Multi-layer steel gasket
3 Front upper heatshield
5 Lower heatshield
The heatshields are installed over the turbocharger to protect other components, and
to prevent accidental contact with the hot exhaust components. The heatshields are
fixed by bolts to the turbocharger.
OPERATION
The turbocharger is an exhaust-driven centrifugal air compressor which increases

power output by supplying compressed air to the engine. The turbine wheel of the
turbocharger extracts energy from engine exhaust gases to drive the compressor
wheel. The compressor wheel draws in ambient air through the air intake system which
is compressed and delivered through a charge air cooler to the throttle body.
By turbocharging the engine, the pressure and density of the air entering the cylinders
is increased, and therefore so is the amount of oxygen. This enables a greater quantity
of fuel to be injected, thus increasing the engine's power output, improving fuel
consumption and the ability to maintain power at higher altitudes.
The fixed vane turbocharger is interconnected by the charge air ducts of the intake air
distribution and filtering system.
For additional information, refer to: Intake Air Distribution and Filtering (303-12D,
The turbocharger cooling and lubrication are achieved using engine oil to allow it to
maintain the optimum operating temperature and protect the bearings from
overheating. In addition, the fixed vane turbocharger is interconnected with the engine
cooling system.
The charge air cooler is used to increase the density of air as it flows from the
turbocharger compressor to the intake manifold. Compression of the charge air by the
turbocharger raises the temperature of the air. This generation of heat further
decreases the charge air density, and consequently less oxygen is able to enter the
cylinders, reducing the engines power. To overcome this, the compressed air is routed
through the charge air cooler before it enters the engine. The charge air cooler reduces
the compressed air temperature by transferring the heat to atmosphere.
The operation of the turbocharger system is controlled by the Powertrain Control
Module (PCM). The turbine bypass control actuator controls the pressure of exhaust
side of the fixed vane turbocharger. The external compressor bypass valve prevents
the compressor surge during tip-out events.
CONTROL DIAGRAM
CONTROL DIAGRAM
A = HARDWIRED; AL = PULSE WIDTH MODULATION (PWM).
ITEM DESCRIPTION
2 Manifold Absolute Pressure and Temperature sensor (MAPT)
3 Turbine bypass control actuator

5 Ground
6 Power supply
7 Position signal - Turbine bypass control actuator
8 Mass Air Flow and Temperature sensor (MAFT)
PUBLISHED: 08-JUN-2017
ENGINE - INGENIUM I4 2.0L PETROL
COMPONENT LOCATION
External View
OVERVIEW
The Ingenium I4 2.0L Petrol is an inline four cylinder, turbocharged engine that
employs advanced modular design principles.
The engine features a split cooling system. The system contains a Powertrain Control
Module (PCM) controlled electric thermostat and a fully variable coolant pump. The
variable coolant pump enables engine coolant to remain static in the engine to
maximize heat transfer during warm up. When engine coolant flow is required for
engine cooling, the minimum flow is provided by the variable coolant pump.
The split cooling thermostat housing limits coolant flow in the cylinder block while
allowing engine coolant to circulate through cross flow channels in the cylinder head.
Parasitic losses are also optimized when the variable coolant pump is delivering
reduced flow.
An electronically controlled variable flow oil pump with integral vacuum pump matches
its flow rate according to engine speed, load and temperature. Oil flow to the piston
cooling oil jets is solenoid controlled and operates only when needed.
The two camshafts incorporate the Variable Camshaft Timing (VCT) system. The VCT
system allows the timing of the intake and exhaust valves to be adjusted
independently of each other. The VCT system is controlled by the PCM using
information from the Camshaft Position (CMP) sensors.
Beside the VCT there is a continuously variable valve lift system that can adjust the
intake valve lift timing. The continuously variable valve lift system allows the engine to
always operate at optimal efficiency. The continuously variable valve lift system
reduces fuel consumption and increases power and torque in the lower speed range.
The continuously variable valve lift system is controlled by the PCM.
The engine uses a Bosch High Pressure (HP) Direct Injection (DI) fuel system. The fuel
pressure is provided by a HP fuel pump which is driven from the exhaust camshaft. The
high pressure fuel pump supplies the fuel rail, and then the fuel rail supplies the four
fuel injectors with fuel at a controlled pressure.
There are many dynamic and static seals on the engine. All seals and gaskets shall be
considered single use and if they are removed shall be replaced.
Various engine systems are located on the engine assembly and driven directly and
indirectly by the engine operation. Refer to the relevant section for further information:
Engine cooling
For additional information, refer to: Engine Cooling (303-03 Engine Cooling -
Fuel system
For additional information, refer to: Fuel Tank and Lines (310-01 Fuel Tank and Lines
- INGENIUM I4 2.0L Petrol, Description and Operation).
Air intake system

Operation).
Engine emission control

For additional information, refer to: Engine Emission Control (303-08 Engine
Emission Control - INGENIUM I4 2.0L Petrol, Description and Operation).
Accessory drive
Starting system
For additional information, refer to: Starting System (303-06 Starting System -
Turbocharger
Electronic engine controls

Technical Specifications
DESCRIPTION INGENIUM I4 2.0L PETROL 250 PS INGENIUM I4 2.0L PETROL 300 PS
Configuration Inline four cylinder Inline four cylinder
Displacement 1,997.34 cc 1,997.34 cc
Bore and Stroke 83 X 92.29mm 83 X 92.29mm
Maximum Power 250 PS (184 KW) at 5,500 RPM 300 PS (221 KW) at 5,500 RPM
Maximum Torque 365 Nm (269 lb/ft) at 1,300 RPM 400 Nm (295 lb/ft) at 1,500 RPM
Compression Ration 10.5:1 9.5:1
DESCRIPTION
CYLINDER BLOCK COMPONENTS

ITEM DESCRIPTION
1 Bolt - Engine front cover (14 off)
2 Engine front cover
3 Cylinder block
4 Lower timing chain cover
5 Bolt - Lower timing chain cover (16 off)
6 Bolt - Drive plate (8 off)

7 Drive plate
8 Right dynamic balancer
9 Left dynamic balancer
10 Thrust washer (2 off)
11 Upper main bearing (5 off)
12 Mass damper
13 Bolt - Mass damper (4 off)
14 Crankshaft
15 Lower main bearing (5 off)
16 Main bearing cap (5 off)
17 Bolts - Main bearing cap (10 off)
18 Windage tray
19 Bolt - Windage tray (12 off)
20 Oil pan
21 Bolt - Oil pan (16 off)
MAJOR STRUCTURAL COMPONENTS

ITEM DESCRIPTION
1 Cylinder head
2 Cylinder block
3 Windage tray
4 Oil pan
CYLINDER BLOCK
The deep skirt cast aluminum cylinder block is an inline configuration. Thin wall,
interference fit cast iron liners provide optimum weight, cylinder bore roundness and
robustness. The low volume coolant jacket gives good warm up times.
The cylinder block is a cross flow design with
The coolant inlet to the cylinder head on the exhaust side
And the coolant outlet from the cylinder head on the air inlet side.
Oil from the cylinder head drains back to the oil pan through open apertures. One
located at the front of the cylinder block and one at the rear of the cylinder block
between the timing chain and the lower timing chain cover.
A cast aluminum alloy, structural windage tray is bolted to the bottom of the cylinder
block
To improve the cylinder block stiffness
To minimize Noise, Vibration and Harshness (NVH)
To help reduce oil foaming.
Various machining ports in the cylinder block are sealed with cup plugs and threaded
plugs. Removal of these is not necessary for service procedures.
There are a front cover and a rear cover on the engine. Both cover is fixed to the
engine block by bolts and sealed to the cylinder block with a 3 mm bead of RTV
sealant. Both cover contains a machined place for the oil seal. The front cover has a
removable element that allows the front oil seal to be replaced without removal of the
front cover.
CYLINDER NUMBERING
The cylinders are numbered as shown, with cylinder 1 at the front of the engine
CRANKSHAFT
ITEM DESCRIPTION
1 Thrust washers (2 off)
2 Main bearings - Upper (5 off)
3 Crankshaft
4 Mass damper location
5 Roll pin - Mass damper
6 Main bearing - Lower (4 off)
7 Main bearing - Rear lower

8 Dynamic balancer drive gear
9 Timing chain drive sprocket
10 Roll pin - Drive plate
The crankshaft is manufactured from forged carbon steel C38 MOD with induction
hardened main and large end bearing journals. The fillets of the main and large end
bearing journals are fillet rolled to improve the strength of the crankshaft.
A five counterweight design has been used to reduce bearing loads as well as to give
class leading vibration levels.
An oil groove in the upper half of each main bearing transfers pressurized engine oil
into the crankshaft for lubrication of
The main bearings
The connecting rod bearings.
There are two different lower main bearing designs. In the first four lower main
bearings do not have oil grooves. The fifth (rear) lower main bearing has partial
grooves at each end.
The crankshaft assembly comprises the bare crankshaft and a dynamic balancer
system drive gear. This gives direct drive at a ratio of 2:1 of the two counter rotating
dynamic balancers.
Two individual thrust washers are located on either side of the central main bearing
journal panel of the cylinder block to control crankshaft end float.
CRANKSHAFT INSTALLATION
ITEM DESCRIPTION
1 Bolt - Main bearing cap (10 off)

2 Main bearing cap - Front
3 Orientation arrow
4 Main bearing cap (3 off)
5 Main bearing cap - Rear
The crankshaft is retained in position by five main bearing caps that are manufactured
from sintered steel. Each individual main bearing cap has a numbered identification (1-
5) and an arrow to ensure correct location and orientation. The arrow must face
towards the front of the engine.
There are a number of grades of main bearing available. Each main bearing is color
coded and inkjet marked with a number on the running face of the bearing. The
crankshaft is laser etched with a string of five alpha characters in the order of the
crankshaft main bearing journals 1-5 and a data matrix code containing the same data.
The correct main bearings are selected with reference to a selection chart in order to
achieve optimum running clearances.
For additional information, refer to: Specifications (303-01 Engine - INGENIUM I4 2.0L
Petrol, Specifications).
The main bearings in the cylinder block have a central hole and an internal groove to
allow for main bearing journal lubrication. The main bearings in the main bearing caps
are plain with no hole or internal groove.
MASS DAMPER
ITEM DESCRIPTION
1 Bolt - Mass damper (4 off)
2 Mass damper
3 Crankshaft
4 Roll pin - Mass damper
At the front of the crankshaft is a mass damper which drives the accessory drive belt
for the ancillary components. A tuned torsional mass damper is incorporated into the
crankshaft pulley that dampens vibration in the crankshaft produced by the combustion
process. Each time a cylinder fires, torque is applied to the crankshaft via the pistons
and connecting rods. The crankshaft deflects in reaction to the torque that creates a
vibration when the torque is dissipated. The mass damper absorbs the vibration,
reducing fatigue damage to the crankshaft.
A torsional isolator is incorporated into the crankshaft pulley to provide isolation and
reduce accessory drive belt loads to the ancillary components. The crankshaft pulley is
located over a roll pin that is press fitted into the front end of the crankshaft. Four bolts
secure the crankshaft pulley to the crankshaft. An O-ring seal provides a seal between
crankshaft pulley hub bore and the crankshaft nose outer diameter to prevent oil
leakage during engine operation.
The crankshaft pulley has a timing mark that, when aligned to a corresponding timing
feature on the front cover assembly, aligns the crankshaft to 50° After Top Dead
Center (ATDC) on Cylinder 1. The mass damper assembly is not a serviceable
component and must not be disassembled.
DRIVE PLATE
ITEM DESCRIPTION
1 Bolt - Drive plate (8 off)
2 Drive plate
3 Reluctor ring
4 Crankshaft
5 Dowel pin - Drive plate
The drive plate is used for automatic transmissions only.
The drive plate is located at the rear of the crankshaft. A dowel pin the crankshaft
makes sure that the drive plate is indexed correctly.
The drive plate is a fabrication which comprises a formed steel starter ring gear which
is attached to the drive plate and reluctor ring. The two components are held together
as one assembly by a form of clinching known as Tog-L-Loc®.
Eight sealant patched bolts secure the drive plate to the crankshaft. The bolts can only
be used once and must be replaced if removed. Before replacement bolts are used, the
holes must be dry and free from oil.
The drive plate has three functions:
To transfer drive from the crankshaft to the transmission.
To transfer drive from the starter motor to the crankshaft.
To provide the Engine Management System (EMS) with crankshaft speed and
position via a reluctor ring and a Crankshaft Position (CKP) sensor.
The reluctor ring has 58 teeth with 2 teeth missing to provide a gap. The CKP sensor is
located in the lower timing chain cover and measures rotational speed and position as
the reluctor ring rotates.
The reluctor ring has a service tool slot used during engine service procedures. The
drive plate incorporates a steel starter ring gear which enables the starter motor to
start the engine.
Four holes in the drive plate provide for the attachment of the automatic transmission
torque converter to transfer drive from the crankshaft to the automatic transmission.
PISTONS AND CONNECTING RODS

ITEM DESCRIPTION
1 Upper compression ring
2 Lower compression ring
3 Oil control ring
4 Circlip
5 Piston
6 Connecting rod
7 Large end bearing - Upper
8 Connecting rod bearing cap
9 Bolt - Connecting rod bearing cap (2 off)
10 Large end bearing - Lower
11 Small end bearing
12 Circlip
13 Gudgeon pin
The connecting rods are manufactured from forged steel and have fracture split
connecting rod bearing caps to make sure precision reassembly for bearing alignment.
The connecting rod bearing caps are not selectable. Adjustment for large end bearing
journal size is made by selecting the correct large end bearings after measuring the
crankshaft journals.
There are a number of grades of large end bearing available. Each size of the bearings
is color coded and inkjet marked with a letter on the running face of the bearing. The
crankshaft is laser etched with a string of four alpha characters in the order of
crankshaft journals 1-4 and a data matrix code containing the same data. The correct
large end bearings are selected with reference to a selection chart in order to achieve
optimum running clearances.
For additional information, refer to: Specifications (303-01 Engine - INGENIUM I4 2.0L
Petrol, Specifications).
There is only one grade of piston diameter. The pistons are marked to ensure correct
assembly, with the marks facing the front of the engine. The top face of the piston has
an arrow that must also point towards the front of the engine. The piston crown has a
recess for optimization of the fuel/air mixture and combustion.
A three ring piston sealing system is used. An oil control ring is located in the lower
groove. Two compression piston rings are located above the oil control ring. The piston
ring gaps must be positioned at 120 degrees to each other.
The pistons are cooled with engine oil from four piston cooling oil jets installed in the
cylinder block.
The pistons are attached to the connecting rods with a gudgeon pin which is secured
with two circlips. The gudgeon pin is located through the small end bearing in the
connecting rod which allows the piston to articulate with the linear movement of the
connecting rod. The circlips locate in grooves in the piston.
DYNAMIC BALANCERS
DYNAMIC BALANCERS
ITEM DESCRIPTION
1 Bearing outer race (4 off)
2 Dynamic balancer - Left
3 Gear - Left dynamic balancer
4 Bolt (2 off)
5 Bearing
6 Bearing
7 Idler gear
8 Gear - Right dynamic balancer
9 Dynamic balancer - Right
The engine balance system consists of two eccentric weighted dynamic balancers which
oppose vibrations created by the engine's reciprocating components. The dynamic
balancers are mounted into machined bores inside the cylinder block. The two dynamic
balancers rotate in opposite directions, driven at twice the speed of the crankshaft by a
dynamic balancer gear pressed onto the crankshaft. The equally sized eccentric weights
are phased so that the inertia reaction to their counter rotation cancels out vibration
caused by the engine.
The left dynamic balancer is driven off an 86 teeth ring gear located on the crankshaft
that rotates a 43 teeth driven gear on the driven dynamic balancer. The right dynamic
balancer is driven off the same ring gear through a 45 teeth idler gear. The idler gear
rotates the 43 teeth driven gear on the driven dynamic balancer.
The idler gear is mounted on to the cylinder block using a steel idler bush which is
pressed into the cylinder block. Driven gears on one of the dynamic balancers and the
idler gear are anti backlash scissor gears in order to minimize noise. All the gears are
helical to make sure the smooth operation. The dynamic balancers are located on
needle roller bearings that run on outer races installed in the cylinder block machined
bores. The bearings are lubricated by oil mist during engine operation.
OIL PAN
ITEM DESCRIPTION
1 Oil pan
2 Oil level gauge tube
3 Oil level gauge
4 Sealing washer
5 Oil pan drain plug
6 Bolt - Oil pan (16 off)
The oil pan is cast from aluminum alloy using a high pressure die cast process and is
located on the underside of the cylinder block. It is sealed to the cylinder block with a 3
mm bead of RTV sealant and secured with fourteen bolts and two shouldered bolts that
help locate the oil pan to the block. The oil pan contains the windage tray and the oil
level gauge tube. The oil is drained via removal of an oil pan drain plug and washer
located on the side of the oil pan.
NOTE:
Use new oil pan drain plug and washer after they are removed.
The front differential is secured to the left side of the oil pan. The front right halfshaft
passes through the oil pan and is secured by the halfshaft support bracket which is
bolted to the right side of the oil pan.
CYLINDER HEAD
Cylinder Head Structural Components

ITEM DESCRIPTION
1 Continuously variable valve lift assembly
2 Engine vent oil separator

3 Camshaft carrier
4 Cylinder head
5 Timing chain cover
Cylinder Head Components
ITEM DESCRIPTION
1 Bolt (3 off)
2 Bolt
3 Bolt - Cylinder head (10 off)
4 Roller finger cam follower (8 off)
5 Hydraulic valve tappet - Exhaust (8 off)
6 Cylinder head
7 Exhaust valve assembly (8 off)

8 Intake valve assembly (8 off)
The cylinder head is cast from aluminum alloy and heat treated. The cylinder head
provides location for sixteen valves, four injectors, four spark plugs and one cylinder
head temperature sensor. The cylinder head is cooled by a double layer water jacket.
Each cylinder has four valves.
Ten bolts secure the cylinder head to the cylinder block. The cylinder head bolts can
only be used once and must be replaced if they are removed. Before replacement bolts
are used, the holes must be dry and free from oil.
The cylinder head assembly contains the following parts:
A cylinder head
A camshaft carrier
A continuously variable valve lift assembly
An engine vent oil separator
A timing chain cover.
Each cylinder is served by four valves. To help achieve the required gas flow
characteristics, these are arranged asymmetrically around the cylinder bore. Each
cylinder has a fuel injector and a spark plug.
The valves are a conventional arrangement, with a valve and spring assembly retained
by a valve collet. The exhaust hydraulic valve tappet ensures no lash between the
camshaft lobe and the roller finger cam follower.
The cylinder head gasket is of a multi layer steel construction.

ITEM DESCRIPTION
1 Exhaust valve (8 off)
2 Intake valve (8 off)
3 Fuel injector (4 off)
4 Spark plug (4 off)
CAMSHAFT CARRIER
ITEM DESCRIPTION
2 Engine vent oil separator
3 Oil filler cap
4 Camshaft carrier
5 Intake camshaft
6 Exhaust camshaft
7 Camshaft cap (10 off)
8 Bolt - Camshaft cap (10 off)
9 Variable Camshaft Timing (VCT) actuator - Exhaust
10 Bolt - VCT actuator (2 off)

11 VCT actuator - Intake
The structural camshaft carrier is cast from aluminum alloy using a high pressure die
cast process. The camshaft carrier is located on two dowel pins in the cylinder head
and secured with bolts. A gasket seals the camshaft carrier to the cylinder head.
The primary function of the camshaft carrier is to house and secure the intake and
exhaust camshafts. The camshaft carrier bore geometry is bored in a single machining
operation to make sure optimum friction reduction. Each camshaft cap is uniquely
identified and must be matched to its related bore.
The camshaft carrier also provides locations for the Camshaft Position (CMP) sensors,
the oil filler pipe and the engine vent oil separator. The camshaft carrier has high
pressure oil bores feeding the Variable Camshaft Timing (VCT) actuators and provides
thrust face lubrication. A low pressure oil gallery returns oil from the engine vent
module back to the cylinder block and oil pan.
VALVES AND ROLLER FINGER CAM FOLLOWERS
Exhaust Valves And Roller Finger Cam Followers

ITEM DESCRIPTION
1 Roller finger cam follower (8 off)
2 Valve spring collets (16 off)
3 Hydraulic valve tappet (8 off)
4 Valve spring retainer (8 off)
5 Valve spring (8 off)
6 Valve spring seat and valve stem seal (8 off)
7 Valves (8 off)
Intake Valves
ITEM DESCRIPTION
1 Valve spring collets (16 off)
2 Valve spring retainer (8 off)
3 Valve spring (8 off)
4 Valve spring seat and valve stem seal (8 off)
5 Valves (8 off)
The engine uses 16 valves:
Eight intake valves
Eight exhaust valves.

The intake valves are 30 mm diameter and the exhaust valves are 28 mm diameter.
The larger the intake valve size, the more the engine can breathe. This will enhance
more engine power output at higher Revolutions Per Minute (RPM).
The intake valves are 5.47 and exhaust valve stems are 5.463 mm diameter. These
allow reduced flow interruption through the intake and exhaust ports, improving
performance and emissions.
The valves are located in conventional, non serviceable valve guides in the cylinder
head. A valve stem seal with integral spring seat is located in the cylinder head. The
valve spring is retained in a compressed state on the valve stem by a valve spring
retainer and a pair of valve spring collets.
The exhaust valves are opened mechanically by the roller finger cam followers which
operate directly with roller to camshaft lobe rolling contact. The clearance between the
roller and camshaft lobe is compensated with the use of the hydraulic valve tappet.
This makes sure that all roller finger cam followers are in contact with the camshaft
lobes throughout engine operation.
The intake valves are opened by the continuously variable valve lift assembly that is
controlled by the Powertrain Control Module (PCM).
CAMSHAFTS
ITEM DESCRIPTION
1 Intake camshaft
2 Needle roller bearings

3 Intake camshaft lobe (4 off)
4 Reluctor ring - Camshaft Position (CMP) sensor
5 Exhaust camshaft lobe (8 off)
6 Lobe - High Pressure (HP) fuel pump
7 Exhaust camshaft
The engine is fitted with a Double Over Head Camshaft (DOHC) configuration which
uses two camshafts:
One intake camshaft
One exhaust camshaft.
The lobes on the exhaust camshaft control the opening and closing of the exhaust
valves via the roller finger cam followers. There is one lobe that drives the High
Pressure (HP) fuel pump.
The lobes on the intake camshaft control the opening and closing of the intake valves
via the continuously variable valve lift assembly.
The camshafts run on needle roller bearings to reduce friction and minimize the
breakaway torque on engine startup. The needle roller bearings are housed in the
camshaft carrier and the camshaft caps are marked with ’I’ and ’E’ to denote inlet and
exhaust. The camshaft caps are also numbered to make sure assembly in the correct
position in the camshaft carrier. For example ‘I4’ or ‘E1’.
The camshafts are of a hollow steel tube construction, with pressed on forged lobes
and needle roller bearings. The hollow tube design provides reduced weight for
increased engine performance. Each camshaft has a pressed on drive adapter which
locates a drive sprocket and the Variable Camshaft Timing (VCT) actuator. Each drive
adapter is equipped with a timing pin to locate the drive sprocket and the VCT actuator
on the camshaft relative to the lobe positions. Each camshaft has a pressed on reluctor
ring for use with the Camshaft Position (CMP) sensors.
The VCT actuator contains a sprocket which drives the camshaft via a timing chain,
driven from the crankshaft. The VCT actuator adjusts the timing of both camshafts,
increasing engine efficiency and performance as required. The reluctor wheels are
pressed on to the opposite end of the exhaust camshafts which are monitored by the
CMP sensor. The CMP sensor signal is used by the Powertrain Control Module (PCM)
and enables the PCM to determine the position of the camshafts. The camshafts can
then be phased by the VCT actuators to provide increased performance and efficiency.
TIMING CHAIN
ITEM DESCRIPTION
1 Intake camshaft
2 Variable Camshaft Timing (VCT) actuator - Intake
3 Secondary timing chain
4 Secondary timing chain guide
5 VCT actuator - Exhaust
6 Exhaust camshaft
7 Secondary timing chain tensioner guide
8 Secondary timing chain tensioner
9 Primary timing chain tensioner
10 Primary timing chain tensioner guide
11 Crankshaft
12 Primary timing chain guide
13 Primary timing chain
14 Idler sprocket
15 Secondary timing chain guide
Two bushed timing chains are used to drive the camshafts via an intermediate idler
sprocket. The primary camshaft chain is driven by a sprocket on the crankshaft which
in turn drives the intermediate idler sprocket. The secondary camshaft chain is driven
by the intermediate idler sprocket and then passed over the sprockets on the intake
and exhaust camshafts. The camshaft sprockets are integrated with the Variable
Camshaft Timing (VCT) actuator assemblies.
The primary timing chain has a fixed timing chain guide which is secured to the
cylinder block. A chain tensioner is fitted to the primary timing chain tensioner guide.
The timing chain tensioner guide can rotate around a pivot bolt. The primary timing
chain has a mechanical tensioner operated by spring tension to apply a controlled
tension to the timing chain. The primary timing chain tensioner receives pressurized
engine oil from the variable flow oil pump with integral vacuum pump.
The secondary timing chain has two fixed timing chain guides which are secured to the
cylinder head and the camshaft carrier. The secondary timing chain has a hydraulic
secondary chain tensioner which receives pressurized engine oil from the variable flow
oil pump with integral vacuum pump.
The tensioners maintain the timing chains at the correct tension and allow for and
dampens backlash in the chain tension due to engine deceleration. The timing chains
and tensioners are maintenance free components.
A procedure and special tools are required to make sure that the correct crankshaft to
camshaft timing is achieved. Both the primary and secondary timing chains have gold
colored links which are aligned with timing marks on the sprockets.
For additional information, refer to: Upper Timing Chain (303-01B, Removal and
Installation).
For additional information, refer to: Lower Timing Chain (303-01B, Removal and
Installation).
VARIABLE CAMSHAFT TIMING

ITEM DESCRIPTION
1 Variable Camshaft Timing (VCT) solenoid - Intake
2 VCT actuator - Intake
3 Secondary timing chain
4 VCT actuator - Exhaust
5 VCT solenoid - Exhaust
The Powertrain Control Module (PCM) controls the system using information from the
Camshaft Position (CMP) sensors and the Crankshaft Position (CKP) sensor.
The timing of the intake and exhaust camshafts can be adjusted independently by an
oil pressure controlled torsional assist Variable Camshaft Timing (VCT) system. The
VCT solenoid that is controlled electrically determines the position of the VCT actuator
which has a direct interface with the camshafts.
Each VCT actuator is located on the camshaft at the front of the engine and is secured
with a center bolt. Each center bolt contains an oil control valve.
Variable Camshaft Timing Actuator
ITEM DESCRIPTION
1 Solenoid coil
2 Solenoid core
3 Variable Camshaft Timing (VCT) solenoid assembly
4 Solenoid pintle pin
5 Center bolt
6 Pressurized engine oil
7 Filter
8 Rotor
9 Variable Camshaft Timing (VCT) actuator assembly
10 Spool valve
The Variable Camshaft Timing (VCT) actuators are operated by the VCT solenoids that
are controlled by the Powertrain Control Module (PCM). The PCM can operate the VCT
solenoids to move the pintle pin to a predetermined position to control the flow of
pressurized engine oil into the VCT actuators.
When advance or retard of the camshaft timing is required
The VCT solenoid operates,
Extending the pintle pin,
And moving the spool valve to direct pressurized engine oil into one side or the other
of the central rotor chambers in the VCT actuator.
The solenoid pintle moves towards the spool valve located in the center bolt and makes
contact.
Further movement of the solenoid pintle pin will push the spool valve into a known
(controlled) position and oil will pass through channels within the center bolt into the
VCT actuator chambers. The pressurized engine oil rotates the internal rotor in the VCT
actuator which is secured to the camshafts. This in turn changes the engine timing. The
total available camshaft advance adjustment is 50º crankshaft angle towards advance.
Each camshaft VCT actuator has three hydraulic chambers. Residual camshaft torque is
used to make sure the VCT actuator is returned to the 'base' position as quickly as
possible. The pressurized engine oil is supplied from the variable flow oil pump and
must be mapped to deliver a controlled oil pressure to the VCT actuator.
CONTINUOUSLY VARIABLE VALVE LIFT ASSEMBLY

ITEM DESCRIPTION
1 Accumulator
2 Solenoid
3 Bolt - Roller finger cam follower
4 Roller finger cam follower
5 Pump
6 Hydraulic valve actuator

The continuously variable valve lift assembly is a non serviceable assembly for control
of the intake valve lift. The continuously variable valve lift assembly temperature
sensor can be removed from the continuously variable valve lift assembly if required.
The continuously variable valve lift assembly is fixed to the top of the camshaft carrier
by 10 bolts.
The continuously variable valve lift assembly converts the camshaft motion into the
valve lift through the use of a hydraulic circuit. The valve lift can be adjusted through
the use of the oil flow.
The intermediate hydraulic chambers open the valves by means of oil pressure. The oil
is allowed to flow to the chambers that actuate the valves dependent on whether a
solenoid is actuated or not. Opening and closing of the solenoid allows the operation of
the continuously variable valve lift assembly in the four different lift modes outlined
below. The solenoid is controlled by the Powertrain Control Module (PCM) based on
calculated engine load values.
The continuously variable valve lift assembly ultimately allows the control of air in to
the cylinder by delaying the valve opening, or closing the valve early.
There are four operating modes:
Full lift mode - The valves are fully opened and closed as normal. The valves are
controlled by the camshaft profile. This mode is used at high engine speeds to obtain
maximum engine power.
The late intake valve opening mode - The opening of the intake valves is delayed.
The intake valves open for a shorter period at lower lift - giving benefits to the fuel
economy at some speed and load sites.
The early intake valve closing mode - The intake valves are closed hydraulically
before the camshaft profile would normally allow. This reduces pumping losses,
increases the engine output per liter and prevents an undesirable backflow of the
fuel mixture into the intake ports.
Composite mode - A combination of the late intake valve opening mode and the
early intake valve closing mode.
LUBRICATION SYSTEM
Lubrication System Components

ITEM DESCRIPTION
1 Oil filter and housing
2 Oil supply pipe - Turbocharger

3 Engine oil cooler
5 Secondary timing chain oil jet
6 Primary timing chain oil jet
7 Piston cooling oil jet (4 off)
8 Variable flow oil pump solenoid electrical connector
9 Variable flow oil pump inlet pipe
10 Variable flow oil pump with integral vacuum pump
11 Oil return pipe - Turbocharger
LUBRICATION SYSTEM FLOW DIAGRAM

ITEM DESCRIPTION
1 Turbocharger
2 Exhaust hydraulic valve tappet (8 off)
3 Exhaust camshaft
4 Variable Camshaft Timing (VCT) actuator (2 off)
5 Intake camshaft
7 Secondary timing chain oil jet

8 Secondary timing chain tensioner
9 Primary timing chain oil jet
10 Primary timing chain tensioner
12 Piston cooling oil jet solenoid
13 Crankshaft
14 Oil filter and housing
15 Engine oil cooler
16 Engine oil pressure feedback to variable flow oil pump with integral vacuum pump
17 Variable flow oil pump with integral vacuum pump
18 Oil return pipe from the turbocharger to the oil pan
19 Oil pan
Oil is drawn from the oil pan and pressurized by the variable flow oil pump with integral
vacuum pump. The output from the variable flow oil pump with integral vacuum pump
is then filtered through the oil filter and distributed through the oil bores.
The output from the oil filter is distributed through oil bores in the cylinder heads and
the cylinder block. All moving parts are lubricated by pressured or splashed oil.
Pressurized oil is also provided for
The Variable Camshaft Timing (VCT) system
The piston cooling oil jets
The timing chain oil jets
The turbocharger
The hydraulic valve tappets
The continuously variable valve lift assembly
The timing chain tensioner.
The engine oil pressure is fed back to the variable flow oil pump via a drilling in the
cylinder block. The variable flow oil pump uses this pressure signal to regulate the oil
flow and pressure. The Powertrain Control module (PCM) can control the variable flow
oil pump electrically, requesting a pressure held in the engine oil pressure map. The
engine oil pressure map is dependent on engine speed and load.
The oil returns to the oil pan under gravity. Large drain holes through the cylinder head
and the cylinder block make sure the rapid return of the oil to the oil pan. System
replenishment is through the oil filler cap on the camshaft cover. An oil pan drain plug
is installed in the side of the oil pan.
VARIABLE FLOW OIL PUMP WITH INTEGRAL VACUUM PUMP
ITEM DESCRIPTION
1 Vacuum exhaust valve
2 Engine oil outlet to cylinder block
3 Center plate
4 Oil pressure control solenoid
5 Control ring
6 Vanes and rotor assembly
7 Oil pump cover
8 Oil pump inlet pipe
9 Control spring
10 Oil pump housing
11 Vacuum port connection to cylinder block
12 Vacuum pump vanes
13 Vacuum pump housing
14 Oil pump drive sprocket
15 Bolt
16 Control ring oil pressure surface
17 Oil pump rotor
18 Oil pump vane (7 off)
The variable flow oil pump with integral vacuum pump is attached to the cylinder block
with four bolts. The input shaft of the variable flow oil pump with integral vacuum
pump is fitted with a sprocket and is driven from the front of the crankshaft. The
sprocket is driven by an auxiliary chain, at 0.84 times engine speed.
Variable Flow Oil Pump
The variable flow oil pump draws oil from the oil pan through a centrally mounted inlet
pipe. The oil is pressurized and pumped through a bore in the cylinder block. After
passing through an anti drain valve and an oil cooler, the oil is filtered by a replaceable
oil filter element. The oil filter element is installed in the oil filter housing.
The variable flow oil pump is a vane cell pump with an eccentrically mounted control
ring. The variable flow oil pump has a volumetric flow control mechanism to reduce the
required drive output. The flow delivery can be adjusted using the control ring.
Applying oil pressure to the control ring allows it to be adjusted against the force of an
opposing control spring.
The eccentricity of the control ring can be decreased or increased, with increasing
eccentricity increasing the output flow. The output of the variable flow oil pump is
adjusted appropriate to engine load and speed to reduce load on the engine. An oil
pressure control solenoid adjusts the oil pressure to the control ring to adjust the
output flow. The oil pressure control solenoid is operated by a Pulse Width Modulation
(PWM) signal from the Powertrain Control Module (PCM).
Vacuum Pump
The vacuum pump is tandem to the oil pump, connected to the vacuum harness via a
drilling in the engine block and a vacuum connector. The vacuum produced by the
vacuum pump is used to provide a vacuum for the brake booster on the braking
system, the active engine mounts.
The vacuum pump extracts air from the brake booster through a vacuum pipe from the
brake booster and a port in the cylinder block. The air extracted from the brake booster
flows through the vacuum pipe connector which is equipped with a one way valve. The
one way valve prevents oil ingress into the brake system. The air is vented into the
cylinder block via a vacuum exhaust valve.
OIL FILTER AND HOUSING ASSEMBLY
ITEM DESCRIPTION
1 Cap - Oil filter
2 Oil filter element
3 Seal
4 Oil filter housing
6 Cylinder block connections
The oil filter and housing is a casting which is mounted on the front of the cylinder
block. The housing is secured to the cylinder head and cylinder block with three bolts.
The oil filter housing has three ports which connect with corresponding ports on the
cylinder block. Two ports provide the oil pressure inlet and outlet connections and are
sealed with floating tube seals. The third port is for the service oil drain when the oil
filter element is replaced.
A replaceable cartridge oil filter element is located in the oil filter housing. A plastic cap
seals the oil filter element to the oil filter housing. The oil filter element is fitted with an
integral bypass valve. If the oil filter element becomes contaminated, to the point that
oil flow is restricted, the bypass valve opens. The bypass valve allows oil to flow
through the oil filter housing to avoid starving the engine of engine oil.
The oil filter housing has a service drain facility. When the cap is unscrewed 3-4 turns,
a drain hole opens allowing oil to drain into the crankcase. This allows the oil filter
element to be removed with no oil contamination of the engine or surroundings.
OIL COOLER
ITEM DESCRIPTION
1 Engine coolant outlet
2 Engine coolant inlet from cylinder block
3 Outlet - Engine oil
4 Inlet - Engine oil
The engine oil cooler is located on the side of the cylinder block, below the
turbocharger. The oil cooler is sealed to the cylinder block with a metal gasket and
secured with seven bolts.
There are three ports on the underside of the cooler:
An engine oil inlet and an engine oil outlet

An engine coolant inlet.
There is one port on the other side of the oil cooler:
An engine coolant outlet.
The engine oil cooler is an aluminum housing comprising louvered fins and plates. The
plates allow a cross flow of engine oil and engine coolant through the cooler but keep
the two fluids separate. The plates are immersed in engine coolant from the variable
coolant pump. The variable coolant pump provides cooling of the engine oil by the
temperature differential between the engine oil and the engine coolant.
An anti drain valve is located in the cylinder block and prevents the oil draining from
the engine oil cooler when the engine is not running.
PISTON COOLING OIL JETS
ITEM DESCRIPTION

2 Piston cooling oil jet solenoid
Four piston cooling oil jets are located in the cylinder block. Each piston cooling oil jet
is located adjacent to a cylinder and secured in the cylinder block with a bolt.
The piston cooling oil jets provide piston and gudgeon pin cooling and lubrication. Each
piston cooling jet has a single outlet nozzle which sprays oil into the cooling chamber in
the piston. The jets are supplied pressurized engine oil from the variable flow oil pump
with integral vacuum pump via a drilling in the cylinder block. The oil supply to the
drilling is controlled by a piston cooling oil jets solenoid that is controlled by the
Powertrain Control Module (PCM). The piston cooling oil jet solenoid can open and close
the oil supply depending on engine speed and load.
In addition to supplying oil to the piston cooling bore the oil lubricates the small end
bearing and gudgeon pin.
INTAKE MANIFOLD
ITEM DESCRIPTION
2 Throttle body
3 Evaporative emission connection
4 Engine breather connection
5 Bolt (7 off)
6 Seal (4 off)
7 Cooling system connections - Throttle body

The intake manifold is a plastic injection molded assembly made from two shells
vibration welded together. The intake manifold is mounted directly to the cylinder head
with seven bolts and sealed with four flexible seals.
The main function of the intake manifold is to evenly distribute intake air into the
combustion chamber of each cylinder.
A Manifold Absolute Pressure and Temperature (MAPT) sensor is located on the top of
the intake manifold and secured by a screw. The MAPT sensor is used by the
Powertrain Control Module (PCM) to calculate air density and temperature and
determine the engine's air mass flow rate.
The throttle body is attached to the intake manifold with four screws. A gasket seals
the joint between the throttle body and the intake manifold.
ACTIVE ENGINE MOUNT SYSTEM
ITEM DESCRIPTION
1 Vacuum pipe
2 Active engine mount - Right
4 Active engine mount - Left
The active engine mount system comprises:
Two active engine mounts
Active engine mount solenoid
Connecting vacuum pipes.
The Powertrain Control Module (PCM) controls the vacuum operated engine mounts via
an active engine mount solenoid. If the active engine mount solenoid is activated the
active engine mounts became soft. The active engine mounts operate at idle speed,
and are switched off when the engine speed goes above a predetermined threshold.
The active engine mounts are switched off when the engine speed increases to 1250
Revolutions Per Minute (RPM).
NOISE, VIBRATION AND HARSHNESS PADS

ITEM DESCRIPTION
1 Noise, Vibration and Harshness (NVH) pad - Cylinder head top
2 NVH pad - Cylinder head rear
3 NVH pad - Left upper
4 NVH pad - Cylinder block left
5 NVH pad - Oil pan
6 NVH pad - Cylinder block right
7 NVH pad - Front upper

Noise, Vibration and Harshness (NVH) pads are fitted on the Ingenium I4 2.0L Petrol
engine in order to reduce NVH experienced by the driver or passenger(s). The pads are
made of either a PUR foam or a multi layer mixed fiber and resin laminate composite
depending on application.
The NVH package consists the following:
A pad for each side of the engine cylinder block
An engine cover located on the top of the engine
An oil pan cover.


L PETROL
DIAGNOSIS AND TESTING
PRINCIPLES OF OPERATION
For a detailed description of the Engine Cooling system, refer to the relevant
Description and Operation section in the workshop manual. REFER to: Engine Cooling
(303-03E, Description and Operation).
INSPECTION AND VERIFICATION
WARNING:
DO NOT remove the coolant expansion tank cap when the engine is hot. 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 tested and/or the donor vehicle.
NOTE:
If a control module or a component is suspect and the vehicle remains under

manufacturer warranty, refer to the Warranty Policy and Procedures manual, or
determine if any prior approval programme is in operation, prior to the
installation of a new module/component.
1. Verify the customer concern
1. Visually inspect for obvious signs of damage and system integrity
Visual Inspection
MECHANICAL ELECTRICAL
Coolant leaks Fuses
Coolant hoses Wiring harnesses and connectors
Coolant expansion tank Powertrain control module
Coolant expansion tank cap Engine coolant temperature sensor
Radiator Cylinder block temperature sensor
Heater core Cylinder head temperature sensor
Accessory drive belt Cooling fan
Cooling fan
1. If an obvious cause for an observed or reported concern is found, correct the

cause (if possible) before proceeding to the next step
1. 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
1. 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
SYMPTOM POSSIBLE CAUSES ACTION
Coolant loss Coolant leak Check for coolant leaks. Perform a cooling system
Coolant hose pressure test. Rectify as necessary
damaged
Coolant hose clamp

loose/damaged
Radiator leaking
/damaged
Coolant pump seal

failed
Heater core leaking

/damaged
Seal/gasket leaking
Engine casting
leaking
Engine core plugs

leaking
Overheating Coolant level low Check the coolant level. Rectify as necessary
Coolant contaminated Check the condition of the coolant. Rectify as

necessary
Coolant leak
Check for coolant leaks. Perform a cooling system
Thermostat stuck closed pressure test. Rectify as necessary
Radiator airflow Check the operation of the thermostat. Rectify as
obstructed necessary
Cooling fan inoperative Check the radiator for obstructions. Rectify as
necessary
Check the operation of the cooling fan. Rectify as

necessary
Engine not Thermostat stuck open Check the operation of the thermostat. Rectify as
reaching necessary
normal
temperature
Cooling fan Refer to the electrical circuit diagrams and check

operating at NOTE: the cooling fan control module PWM signal circuit
maximum for short circuit to ground, short circuit to power,
speed - open circuit, high resistance. Repair the wiring
Engine not Circuit reference - harness as necessary
running PWM -
Cooling fan control

module PWM signal
circuit short circuit to
ground, short circuit to
power, open circuit, high
resistance
Cooling fan Refer to the electrical circuit diagrams and check

is stationary NOTE: the cooling fan control module ignition signal
- Engine circuit for short circuit to ground, short circuit to
running power, open circuit, high resistance. Repair the
Circuit reference - wiring harness as necessary
IGN -
Cooling fan control

module ignition signal
circuit short circuit to
resistance
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 - V6 S
/C 3.0L Petrol , DTC: Engine Control Module (ECM) (100-00, Description and
Operation).

L PETROL
COMPONENT LOCATION
COMPONENT LOCATION - 1 OF 3 - FRONT VIEW

ITEM DESCRIPTION
1 Separator
2 Heater core
3 Oil cooler
4 Thermostatic valve - Automatic Transmission Fluid (ATF) cooler
6 Coolant expansion tank

7 Fuel Fired Booster Heater (FFBH) - If equipped
10 Radiator
11 Turbocharger
COMPONENT LOCATION - 2 OF 3 - REAR VIEW
ITEM DESCRIPTION
4 Engine coolant inlet tube
5 Electric throttle
9 Charge air cooler
10 ATF cooler
COMPONENT LOCATION - 3 OF 3 - ACTIVE GRILLE AIR SHUTTER - IF EQUIPPED
ITEM DESCRIPTION
1 Active grille air shutter
OVERVIEW
The engine cooling system maintains the engine within an optimum temperature range
under changing ambient and engine operating conditions. The system is a pressurized
coolant expansion tank system with continuous bleeds to separate air from the engine
coolant and prevent the formation of air locks. The engine cooling system also provides:
Heating for:
The passenger compartment
For additional information, refer to: Heating and Ventilation (412-01 Climate
The electric throttle.

For additional information, refer to: Intake Air Distribution and Filtering (303-
12D, Description and Operation).
Cooling for:
The oil cooler
The engine
The Automatic Transmission Fluid (ATF) cooler

For additional information, refer to: Transmission Cooling - INGENIUM I4 2.0L
Petrol (307-02, Description and Operation).
The charge air cooler

Operation).
The turbocharger.
The primary components of the engine cooling system are the:
Electric thermostat
Radiator
Electric cooling fan
Coolant expansion tank
Engine oil cooler
Cylinder block inlet tube
Separator
Connecting hoses and pipes
Charge air cooler
Charge air radiator
Auxiliary radiator
ATF cooler
Thermostatic valve - ATF cooler
ATF warming valve
In cold climate markets, an active grille air shutter is installed to reduce aerodynamic
drag and engine warm up time.
In hot climate markets, an additional auxiliary radiator is installed to improve the

cooling capacity of the engine cooling system.
DESCRIPTION

ITEM DESCRIPTION
1 Variable coolant pump housing
2 Pulley
3 Electrical connector - Variable coolant pump shroud solenoid
4 Electrical connector - Variable coolant pump shroud position sensor
5 Variable coolant pump shroud
6 Impeller
The variable coolant pump is located at the front of the cylinder block. A pulley is
attached to the pump flange.
The pulley is driven by the accessory drive belt at engine speed.

The variable coolant pump is controlled to give the minimum flow to support all cooling
requests from the engine components. The variable coolant pump has a shroud inside
that slides over the impeller to prevent engine coolant from being pumped into the
engine. The variable coolant pump generates internal pressure, used to move the
shroud.
Pressure is generated with every rotation of the variable coolant pump. This pressure is
then diverted either to the shroud assembly or leaked back to the engine cooling
system, which is controlled by a solenoid valve. Therefore, the shroud will not move if
there is no rotation of the variable coolant pump.
The shroud solenoid is controlled with a Pulse Width Modulation (PWM) signal from the
Powertrain Control Module (PCM).
Any request from 0 - 100% flow can be fulfilled at most engine speeds, contributing to
the whole engine thermal management strategy. The internal pressure within the
variable coolant pump acts against a return spring in the housing. Without a signal
from the PCM the solenoid is open. Therefore the shroud returns to its base position
under spring force, resulting in full flow from the variable coolant pump.
During engine cold start, the impeller is fully covered by the shroud, therefore no
engine coolant is pumping into the cylinder block. As components warm up, the flow
request will increase in five stages. The variable coolant pump is controlled to give the
minimum flow to support all cooling requests from the engine components. The engine
coolant flow control continues until the complete powertrain system, including the
transmission achieves its operating temperature.
The flow modes of the variable coolant pump are the following:
NOTE:
Flow percentages are approximate values.
0 = Zero flow
1 = 12% flow
2 = 25% flow
3 = 50% flow
4 = Full flow (default position).
The PCM receives input signals from the following components to calculate the level of
cooling required:
Engine coolant temperature sensor.
The control of engine coolant flow reduces engine load. The foremost objective in this
respect is reducing fuel consumption under all operating conditions, in addition to
reduce emissions.
ELECTRIC THERMOSTAT
ITEM DESCRIPTION
2 Hose connection - Electric throttle
3 Heater element
4 Hose connection - Heater core
5 Hose connection - Cylinder block inlet
6 Engine coolant temperature sensor
7 Cylinder block outlet connection
block, improving engine warm up times. The thermostat contains a wax expansion
element that incorporates a heater element. When energized the heating element
heats the wax element, partially controlling the thermostat function along with engine
coolant temperature control. Operation is therefore performed not only by the engine
coolant temperature, but as specified by the Powertrain Control Module (PCM). This
enables a finer control of the opening and closing of the electric thermostat.
The increased wax temperature provides higher engine coolant temperature during
part load conditions and at low speed cycles. The increased engine coolant temperature
results in reduced friction in the engine, improved combustion in the cylinders and
reduced fuel consumption and emissions. The electric thermostat heater element
assembled within the wax element regulates the engine coolant temperature during
high load conditions and speed points. This protects the engine from thermal overload.
Opening of the thermostat is at a temperature of 95ºC +/- 2ºC (203ºF +/- 4ºF).
Engine load
Engine speed
Vehicle speed
The electric thermostat has a battery feed from the Engine Junction Box (EJB), a
switched power supply from the PCM relay. It is also provided with a hardwired
connection to the PCM and a ground connection. If the PCM starts to regulate the
system, the PCM supplies a ground path for the heater element in the electric
thermostat. This causes the element to expand and increase the opening dimension of
the electric thermostat.
RADIATOR
ITEM DESCRIPTION
3 Hose connection - Charge air radiator
4 Hose connection - Radiator lower hose
The radiator is a vertical flow type with an aluminum core and plastic end tanks in the
upper and lower position of the radiator. The radiator uses brazed aluminum tube
technology to reduce weight. A low temperature zone is located at the left side of the
radiator and provides cooled engine coolant for the Automatic Transmission Fluid (ATF)
cooler.
The radiator is located in the vehicle by locating spigots and supports integrated into
the end tanks. The supports are installed in rubber isolator bushes in the lower support
bracket. The upper mounting of the end tanks is via a cross-strut attached to the
vehicle body.
A drain plug is integrated into the bottom left end tank. Engine coolant outlet and inlet
connections are incorporated into the left and right end tanks respectively. The right
end tank also has a connection for engine coolant outlet to the ATF cooler and to the
auxiliary radiator.
There is a connection to the charge air radiator to allow filling and bleeding of the
system.
ITEM DESCRIPTION
1 Electric cooling fan shroud

2 Electric cooling fan blade
4 Electric cooling fan motor
5 Speed flap (8 off)
The electric, variable speed cooling fan is installed in a shroud attached to the rear of
the radiator. The electric cooling fan is operated by the engine cooling fan control
module, which is integrated into the electric cooling fan motor. The Powertrain Control
Module (PCM) controls the engine cooling fan control module via a Pulse Width
Modulation (PWM) signal. An electrical connector at the right side of the shroud
provides the interface between the electric cooling fan harness and the vehicle wiring.
The engine cooling fan control module is provided with:
A battery power supply from the Engine Junction Box (EJB).
An ignition signal from the PCM relay in the EJB.
A PWM signal from the PCM.
A ground.
The system is protected against abnormal internal temperature by measuring its

internal temperature at two points with temperature sensors.
Sensor 1: This sensor is used to calculate the temperature of active components

near the micro controller. The electric cooling fan will stop immediately if the internal
temperature reaches 135ºC (275ºF). At motor stop, after a delay of 120 seconds the
diagnostic feedback will be sent. Normal operation will resume once the temperature
is less than 120ºC (248ºF).
Sensor 2: This sensor is used to measure the temperature of the power stage of the
Printed Circuit Board (PCB) to reduce the power if the temperature is too high and to
stop the motor in case of an over temperature condition.
The electric cooling fan will derate if the powerstage internal temperature reaches
135ºC (275ºF) and stop motor function at 145ºC (293ºF). At motor stop, after a delay
of 120 seconds the diagnostic feedback will be sent. Normal fan operation will resume
once the powerstage temperature falls to 135ºC (275ºF).
COOLANT EXPANSION TANK

ITEM DESCRIPTION
2 Filler cap
4 Hose connection - Thermostat housing
5 Minimum and maximum level markings
A pressurized coolant expansion tank system is used which continuously separates the
air from the cooling system. It also replenishes the system through a hose connected
between the coolant expansion tank and the electric thermostat. A continuous vent into
the coolant expansion tank through a hose connected to the engine prevents air locks
from forming in the cooling system.
The coolant expansion tank is attached to the front suspension mounting in the front
left corner of the engine compartment. A filler cap, an engine bleed connection and a
level sensor are incorporated into the coolant expansion tank.
The engine coolant level sensor is located in the underside of the tank body. The
sensor reacts to the influence of a magnetic field. A float with integral magnet is
located inside the tank, over the sensor tube. The sensor has contacts inside the tube,
which are normally open. When the fluid level reduces, the magnetic float moves down
the tube. When the magnet reaches the sensor contacts, the magnetic field closes the
contacts. The sensor connects hardwired to the Body Control Module/Gateway Module
(BCM/GWM) assembly which receives the signals from the sensor. Minimum and
maximum level markings are molded on the tank body.
The coolant expansion tank provides the following functions:
Service fill.
Engine coolant expansion during warm-up.
Air separation during operation.
System pressurization by the filler cap.
The coolant expansion tank has an air space of approximately 0.5 to 1 liter (1.06 to
2.11 US pints), above the maximum level, to allow for engine coolant expansion.
CHARGE AIR COOLER

ITEM DESCRIPTION
1 Bleed screw - (2 Off)
3 Hose - Connection to radiator
4 Charge air cooler
6 Hose - Charge air coolant pump to charge air radiator
7 Hose - Charge air cooler to charge air coolant pump
8 Hose - Charge air radiator to charge air cooler
The charge air cooling system comprises:
Charge air cooler
Charge air radiator
Charge air coolant pump.
The charge air cooler is an air-to-water heat exchanger, providing charge air cooling in
combination with an electric coolant pump.
The charge air cooler is used to reduce the intake air temperature which increases the
density of the intake air delivered to the combustion chambers.
The charge air cooler has a stand alone cooling system with its own charge air radiator,
charge air coolant pump and hoses. The only connection to the main cooling circuit is a
pipe from the top of the charge air radiator to the top of the radiator.
ENGINE COOLANT INLET TUBE

ITEM DESCRIPTION
1 Hose connection - Electric thermostat
2 Hose connection - Radiator lower hose and coolant expansion tank

5 Cylinder block inlet connection
The engine coolant inlet tube routes cooled engine coolant to the cylinder block inlet
connection.
ITEM DESCRIPTION
1 Hose connection - Engine coolant outlet
2 Hose connection - Automatic Transmission Fluid (ATF) pipe inlet
3 ATF cooler
4 Hose connection - ATF pipe outlet
5 Hose connection - Engine coolant inlet
6 Mounting bracket
plates allow a cross-flow of ATF and engine coolant through the ATF cooler.
The plates are immersed in engine coolant from the 'cold' side of the radiator. This
provides cooling of the ATF by the temperature differential between the ATF and the
engine coolant. The ATF cooler receives engine coolant from the low temperature zone
at the left side of the radiator. The engine coolant flow through this section of the
radiator is restricted by the ATF cooler. Therefore the engine coolant has a slower flow
rate across the cooling tubes of this section of the radiator. This cools the engine
coolant more than the lower part of the radiator and consequently provides increased
cooling of the ATF. The engine coolant then passes from the ATF cooler to the
thermostat housing.
ITEM DESCRIPTION
3 Hose connection - Automatic Transmission Fluid warming valve
ITEM DESCRIPTION
2 Hose connection - Automatic Transmission Fluid (ATF) cooler outlet
3 Hose connection - Automatic Transmission Fluid (ATF) cooler inlet
coolant inlet)
temperature.
AUXILIARY RADIATOR
NOTE:
Right hand side shown, left hand side is similar.
ITEM DESCRIPTION
1 Hose connection - Auxiliary radiator inlet
2 Radiator support bracket
3 Front air duct

4 Hose connection - Auxiliary radiator outlet
The auxiliary radiator is located on the right side of the cooling pack, behind the outer
air intake in the front bumper. The auxiliary radiator is installed in air ducts attached to
the front bumper armature and the front end carrier. The upper end tank of the
auxiliary radiator is held in a support bracket in the air duct.
The auxiliary radiator is connected in parallel with the radiator to increase the engine
cooling capacity.
In hot climate markets, an additional auxiliary radiator is installed on the left side,
behind the outer air intake in the front bumper to improve the cooling capacity of the
engine cooling system.
side of the engine.
to prevent engine coolant boiling in the turbocharger and in the integrated exhaust
manifold.
battery voltage, supplied from a fused output from the Battery Junction Box (BJB). The
second pin has a hardwired connection to the PCM and the third pin has a ground
connection.
SEPARATOR
ITEM DESCRIPTION
2 Hose connection - Exhaust manifold
4 Hose connection - Thermostatic Valve - Automatic Transmission Fluid (ATF) cooler
The separator is a swirl pot, which is required for the active degas of the cooling
system. Due to the higher position of the engine, the separator creates a vortex in the
engine coolant. As a result, the gasses from the engine coolant are transferred to the
coolant expansion tank.
The separator also provides an engine coolant feed for the turbocharger.

ITEM DESCRIPTION
1 Motor
2 Master vane
3 Support bracket
5 Vane link
6 Housing
7 Vane (8 Off)
The vanes are installed in a housing in two groups of three and operated by an electric
motor. The motor is held in a support bracket in the housing. The inboard hinge pin of
one of the vanes (the master vane) is engaged in the output shaft of the motor. A lever
on the inboard end of each vane is engaged in a motor link. When the motor turns the
master vane, the motor link transfers the movement to the levers of the other five
vanes, which then turn in unison with the master vane.
The design of the vanes equalizes the wind loading on each side of the hinge pin, which
reduces the resistance to turning when the vehicle is traveling at speed. A seal along
the top edge of each vane provides sealing between adjacent vanes, and between the
two upper vanes and the housing. The vanes can be set to one of 14 positions between
fully closed and fully open, and have a range of movement of 80 degrees. During
normal operation, for the vanes to move from fully closed to fully open takes
approximately 30 seconds. To move the vanes from fully open to fully closed takes
approximately 90 seconds.
Operation of the motor is controlled by the Powertrain Control Module (PCM), which
communicates with the motor on a Local Interconnect Network (LIN) bus connection.
Power for the motor is provided by a power supply from the PCM relay in the Engine
Junction Box (EJB).
ENGINE COOLANT
The engine coolant is silicate free and must not be mixed with conventional engine
coolant.
For additional information, refer to: Specifications (303-03 Engine Cooling - INGENIUM
I4 2.0L Petrol, Specifications).
OPERATION
ENGINE COOLANT CIRCUIT FLOW
When the engine is running, the engine coolant is circulated around the engine cooling
system by the variable coolant pump.
At engine start-up the variable coolant pump shroud is in a closed position, blocking
the engine coolant flow in the cylinder block. When required, the Automatic
Temperature Control Module (ATCM) can request the opening of the variable coolant
pump shroud to provide the required engine coolant flow. The ATCM communicates via
High Speed (HS) Controller Area Network (CAN) comfort bus with the Body Control
Module/Gateway Module (BCM/GWM) assembly.
When the engine coolant is cold, the electric thermostat is closed and the engine
coolant flows directly back to the variable coolant pump.
Once the engine coolant reaches operating temperature the electric thermostat begins
to open. This allows engine coolant flow through the radiator system to provide the
required engine cooling.
When the electric thermostat is fully open, the majority of the engine coolant is passed
through the radiator and the Automatic Transmission Fluid (ATF) cooler to the variable
coolant pump. With a proportion still passing through the turbocharger, heater core,
electric throttle and oil cooler.
Expansion and contraction of the engine coolant is accommodated by an air space in

the coolant expansion tank and the compliance of the flexible hoses.
ELECTRIC THERMOSTAT
The electric thermostat is closed at temperatures below approximately 82°C (179°F).

When the engine coolant temperature reaches approximately 82°C (179°F) the electric
thermostat starts to open and is fully open at approximately 96°C (204°F). In this
condition the full flow of engine coolant is directed through the radiator.
Regarding the operation of the Automatic Transmission Fluid (ATF) warming valve the
following three phases can be differentiated:
temperature
ENGINE COOLANT LEVEL SENSOR
If the engine coolant level in the coolant expansion tank decreases below a
predetermined value, the engine coolant level sensor connects a ground to the Body
Control Module/Gateway Module (BCM/GWM) assembly. The BCM/GWM sends a
message to the Instrument Cluster (IC) on the High Speed (HS) Controller Area
Network (CAN) comfort systems bus to display a warning message.
For additional information, refer to: Information and Message Center (413-08
Information and Message Center, Description and Operation).
The Powertrain Control Module (PCM) determines when to operate the electric cooling
fan from the engine coolant temperature sensor input and a cooling fan request from
the Automatic Temperature Control Module (ATCM). The PCM also adjusts the electric
cooling fan speed to compensate the ram effect of vehicle speed.
The PCM varies the duty cycle of the Pulse Width Modulation (PWM) signal to the
engine cooling fan control module between 0 and 100%. This operates the electric
cooling fan motor in one of four modes:
Off
Minimum speed - 750 RPM
Maximum speed - 2820 RPM.
Under hot operating conditions, the electric cooling fan may continue to operate for up
to five minutes after the engine has been switched off.
The engine cooling fan control module monitors for over and under input voltage, a
stalled motor and a partially stalled motor. In case of any faults detected, the engine
cooling fan control module temporarily pulls the PWM signal to ground. This notifies the
PCM about the fault. The length of time the PWM signal is pulled to ground varies
between two and eight seconds, depending on the fault. The engine cooling fan control
module repeats the notification process at five second intervals until the fault is
cleared. If there is more than one fault, only the highest priority fault is notified to the
PCM.
The fault priorities in descending order are the following:
Over voltage
Under voltage
Stalled motor
Partially stalled motor.
The PCM records a related Diagnostic Trouble Code (DTC) for faults notified by the
engine cooling fan control module and signals the BCM/GWM assembly via the FlexRay
bus. The BCM/GWM assembly transmits the signal on the HS CAN comfort systems bus
to the IC to display a warning message.
The nominal operating voltage for the electric cooling fan is from 9 V to 16 V. If the
input voltage is outside of these limits, the engine cooling fan control module stops
operation of the electric cooling fan. In addition it notifies the PCM of the fault. After an
under or over voltage occurs, the electric cooling fan operation is resumed when the
input voltage increases to 9.5 V, or decreases to 15.5 V, respectively.
Each time, two seconds after the power to start the electric cooling fan is supplied, the
engine cooling fan control module checks the electric cooling fan motor speed. If the
speed is zero, the engine cooling fan control module determines the electric cooling fan
motor is stalled and tries a restart. For a restart, the engine cooling fan control module
disconnects the power from the electric cooling fan motor then immediately reconnects
it at an increased current level. The engine cooling fan control module will try up to six
restarts of a stalled motor, increasing the output current each time. If the electric
cooling fan motor remains stalled after the sixth restart, the engine cooling fan control
module waits 40 seconds. Afterwards it notifies the PCM of the fault and begins the
start process again.
To check for a partially stalled motor, while the electric cooling fan is running the
engine cooling fan control module monitors the current draw against electric cooling
fan speed. If the current draw is over the limit for more than 10 seconds, the engine
cooling fan control module disconnects the power from the electric cooling fan motor.
Afterwards it notifies the PCM of the fault. After 40 seconds, the engine cooling fan
control module starts the motor again.
If a fault occurs with the ignition signal or the PWM signal, the engine cooling fan
control module adopts the following fan speeds:
FAN SPEED
SIGNAL FAULT
IGNITION ON IGNITION
OFF
Pulse Width Duty cycle Maximum Off

Modulation (PWM) implausible
Pulse Width Frequency out of Maximum Off

Modulation (PWM) range
Pulse Width Open circuit Maximum Off

Modulation (PWM)
Modulation (PWM) battery damaged)
Modulation (PWM) ground damaged)
Ignition Open circuit Off Off
Ignition Short circuit to According to Pulse Width Modulation Maximum

battery (PWM) duty cycle
Ignition Short circuit to Off (PCM relay fuse may blow) Off
ground
CHARGE AIR COOLER
Module (PCM) relay, located in the Engine Junction Box (EJB). When the relay is
energized, it connects power from the primary battery to the charge air coolant pump.
Operation of the charge air coolant pump is controlled by the PCM with a Pulse Width
Modulation (PWM) signal. When the charge air coolant pump is running, engine coolant
flows from the pump outlet through the charge air cooler. Afterwards to the charge air
radiator and back to the pump inlet connection.
During normal driving operation, the Powertrain Control Module (PCM) determines vane
position from the thermal condition of the vehicle. This provides an output for the fan
control logic.
The vane position depends on the following:
The engine coolant temperature
The Air Conditioning (A/C) demand
The ambient air temperature
The fuel temperature
The Terrain Response® mode selection.
If vehicle speed reaches 180 km/h (112 mph) the vanes move to the fully open
position. The vanes resume a calculated opening position when vehicle speed
decreases to 140 km/h (87 mph).
In the case of electric cooling fan after-run, the vanes remain open. Once the electric
cooling fan after-run ends, the vanes close and the motor will send a signal to the PCM
indicating it is ready to power down.
Calibration Mode
When the PCM shuts down, the motor loses its memory. Therefore a calibration is
required every time the ignition is switched on unless the PCM has remained active
between ignition off and ignition on, for example electric cooling fan after-run.
Calibration only commences after the engine has started.
The calibration process opens and closes the vanes to find the end stops and range of
motion between them. This range of movement is checked and if it is within the
specified limits, the cycle is passed. This cycle can take up to 16 seconds.
The software allows for a total of six calibration attempts.
If the first attempt fails, as soon as a position demand exceeds 45%, it will carry out
the remaining five attempts, one after the other, until they either pass a calibration or
fail all six attempts.
If the vanes pass the third calibration, for example if the vanes thaw out during the
first two attempts, the remaining attempts are saved for the rest of the drive cycle.
A 'Calibration Failed Fault' Diagnostic Trouble Code (DTC) will only be stored if the
calibration fails from the first until the last attempt.
The vanes will then be commanded to open as much as possible.
If the first calibration passes, then a 'Calibration Failed Fault' DTC cannot be set until
the next drive.
NOTE:
The motor is very sensitive to voltage drops from engine cranking and may
trigger a further calibration.
Jet Wash Mode
Jet wash mode allows the motor to fully open the vanes and then power down so that
the radiator can be cleaned.
To activate jet wash mode:
1. Start the engine.
2. Stop the engine and turn the ignition off.
3. Turn the ignition on (do not start the engine).
4. Select Terrain Response® sand mode.
5. Turn the ignition off.
This sequence prevents to enter jet wash mode accidentally when the ignition is turned
off in sand mode.
The vanes will default to fully open whether the calibration has been completed or not.
(See calibration mode section above)
Once the position feedback shows that the vanes are fully open, the motor will indicate
to the PCM that it is ready to power down.
Fault Diagnosis
If there is a fault with the active grille air shutter, the 'Engine Over Temperature'
warning is displayed in the Instrument Cluster (IC) message center. For each fault, a
flag is set and after a calibrated de-bounce time, a DTC is stored in the PCM.
The following faults can be detected:
Mechanical blockage fault - Motor encounters too much resistance and stalls. The
maximum Torque is 0.7 - 0.8 Nm. Once blocked, the motor will try to re-calibrate up
to maximum number of attempts as described in the calibration section.
Calibration failed fault - Fault is stored if all calibration attempts have failed in that
drive cycle.
Electrical fault - Motor reports an internal electrical fault.
Supply voltage fault - Motor supply voltage falls outside the range 7.5 V - 17.5 V.
Thermal shutdown fault - Motor circuits exceed their inbuilt temperature threshold.
Disconnect fault - Linkage between the motor and the vanes becomes disconnected.
Local Interconnect Network (LIN) Bus communication fault and Node detection fault -
A fault with the motor, its signal wire or its supply that causes a breakdown in
signals to the PCM. If the motor is still operational and only the signal wire has a
short circuit/open circuit, then the motor will fail safe fully open after 10 seconds of
not receiving a signal.
CONTROL DIAGRAM
A = HARDWIRED: AL = PULSE WIDTH MODULATION (PWM): AM = HIGH SPEED (HS)

CONTROLLER AREA NETWORK (CAN) CHASSIS SYSTEMS BUS: AX = FLEXRAY BUS: AV
= HIGH SPEED (HS) CONTROLLER AREA NETWORK (CAN) COMFORT SYSTEMS BUS: O
= LOCAL INTERCONNECT NETWORK LIN) BUS.
ITEM DESCRIPTION
3 Body Control Module/Gateway Module (BCM/GWM) Assembly

6 Terrain Response (TR) switchpack
13 Ground
14 Power supply
18 Engine coolant temperature sensor - Electric thermostat housing
PUBLISHED: 16-OCT-2017
GENERAL INFORMATION
POWERTRAIN CONTROL MODULE (PCM) - INGENIUM 2.0L PETROL

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 tested and/or the donor vehicle.
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, or
determine if any prior approval programme is in operation, prior to the
installation of a new module/component.
The table below lists all Diagnostic Trouble Codes (DTCs) that could be logged in the
Powertrain Control Module. For additional diagnosis and testing information, refer to
the relevant Diagnosis and Testing section in the workshop manual. Section 303-14E
DTC DESCRIPTION POSSIBLE CAUSES ACTION
B10A2- Crash Input - Electrical Cause Refer to the electrical

31 No signal Yes circuit diagrams and check
the crash signal circuit for
Mechanical Cause short circuit to ground,
Yes short circuit to power, open
Control module cavity circuit, high resistance.
Circuit reference I_S_INS Repair the wiring harness
as necessary
Crash signal circuit short circuit to
ground, short circuit to power, Refer to the electrical
open circuit, high resistance circuit diagrams and check
the restraints control
Restraints control module power module power and ground
or ground circuit open circuit, circuits for open circuit,
high resistance high resistance. Repair the
wiring harness as necessary
Supplementary restraint system
fault Using the Jaguar Land
Rover approved diagnostic
equipment, check the
restraints control module
for related DTCs and refer
to the relevant DTC index

32 Signal low time Yes circuit diagrams and check
< minimum the crash signal circuit for
Mechanical Cause short circuit to ground,
as necessary
Restraints control module power the restraints control
or ground circuit open circuit, module power and ground
high resistance circuits for open circuit,
high resistance. Repair the
Supplementary restraint system wiring harness as necessary
fault
Using the Jaguar Land

35 Signal high Yes circuit diagrams and check
time > the crash signal circuit for
maximum Mechanical Cause short circuit to ground,
as necessary

36 Signal Yes circuit diagrams and check
frequency too the crash signal circuit for
low Mechanical Cause short circuit to ground,
as necessary

37 Signal Yes circuit diagrams and check
frequency too the crash signal circuit for
high Mechanical Cause short circuit to ground,
circuit, high resistance.
Control module cavity Repair the wiring harness
Circuit reference I_S_INS as necessary
Crash signal circuit short circuit to Refer to the electrical
ground, short circuit to power, circuit diagrams and check
open circuit, high resistance the restraints control
B1206- Crash Electrical Cause Refer to the electrical

68 Occurred - Yes circuit diagrams and check
Event the crash signal circuit for
information Mechanical Cause short circuit to ground,
as necessary
C0031- Left Front Electrical Cause Vehicle Conditions to

81 Wheel Speed Yes enable DTC Logging
Sensor - Strategy
Invalid serial Mechanical Cause Engine running
data received Yes
Vehicle moving
Anti-lock brake system fault
Front left wheel speed sensor Rover approved diagnostic
circuit short circuit to ground, equipment, check the anti-
short circuit to power, open lock brake system control
circuit, high resistance module for related DTCs
Magnetic encoder ring damaged and refer to the relevant
DTC index
Refer to the electrical

circuit diagrams and check
the front left wheel speed
sensor circuit for short
circuit to ground, short
circuit to power, open
Repair the wiring harness
or install a new front left
wheel speed sensor as
necessary
Check the magnetic

encoder ring for damage.
Rectify as necessary
C0034- Right Front Electrical Cause Vehicle Conditions to

Sensor - Strategy
data received Yes
Vehicle moving
Front right wheel speed sensor Rover approved diagnostic
DTC index

the front right wheel speed
or install a new front right
necessary
Check the magnetic

C0037- Left Rear Electrical Cause Vehicle Conditions to

Sensor - Strategy
data received Yes
Vehicle moving
Rear left wheel speed sensor Rover approved diagnostic
DTC index

the rear left wheel speed
or install a new rear left
necessary
Check the magnetic
C003A- Right Rear Electrical Cause Vehicle Conditions to

Sensor - Strategy
data received Yes
Vehicle moving
Rear right wheel speed sensor Rover approved diagnostic
DTC index

the rear right wheel speed
or install a new rear right
necessary
Check the magnetic

C0081- ABS Electrical Cause Vehicle Conditions to

00 Malfunction Yes enable DTC Logging
Indicator - No Strategy
sub type Mechanical Cause Ignition on / engine
information No running
Prioritised List of Possible Causes Prioritised Checks to
Connector is disconnected, Perform
connector pin is backed out, Inspect connectors for signs
connector pin corrosion of water ingress, and pins
High speed CAN bus failure for damage and/or corrosion
Anti-lock brake system control Refer to the electrical

module - Wiring integrity circuit diagrams and check
Fuse failure high speed CAN network for
short circuit to ground,
Short circuit to ground short circuit to power, open
circuit
Short circuit to power
Open circuit circuit diagrams and check
High resistance the anti-lock brake system
control module circuit for
Fuse failure
Short circuit to ground
Open circuit
High resistance
C1001- Vision System Image processing module power Refer to the electrical
87 Camera - or ground circuit open circuit, circuit diagrams and check
Missing high resistance the image processing
message module power and ground
High speed CAN bus (chassis) circuits for open circuit,
circuit short circuit to ground, high resistance. Repair the
short circuit to power, open wiring harness as necessary
circuit, high resistance
FlexRay bus circuit short circuit to Rover approved diagnostic
ground, short circuit to power, equipment, perform a CAN
open circuit, high resistance network integrity test.
Intelligent emergency braking Refer to the electrical
system fault circuit diagrams and check
the high speed CAN bus
(chassis) circuit for short
as necessary

the FlexRay bus circuit for
short circuit to power, open
Replace the wiring harness
as necessary

image processing module
P000A- "A" Camshaft Monitor Description Vehicle Conditions to

00 Position Slow Inlet camshaft unable to enable DTC Logging
Response Bank achieve desired setpoint Strategy
1 - No sub angle within a timely manner Engine oil temperature
type (slow to respond) warmer than -10°C
information
Oil level is low Ensure no other
camshaft or oil
Variable camshaft timing solenoid temperature related
circuit intake and exhaust faults are present
connectors swapped
Drive vehicle in part
Variable camshaft timing load condition such
solenoid, short circuit to ground, that the Inlet variable
short circuit to power, open valve timing would
circuit, high resistance normally be active
Oil pressure is low Hold various speed and
Variable camshaft timing solenoid load conditions for 6-
failure 10 seconds ( this is to
make sure variable
Excessive camshaft friction valve timing unit is
moving sufficiently),
conduct at least 5 load
changes
Check the oil level is correct

Check variable camshaft
timing solenoid circuit
intake and exhaust
connectors are not swapped
Refer to electrical circuit

diagrams and check the
variable camshaft timing
solenoid circuit for short
Refer to the relevant

sections of the workshop
manual and check the oil
pressure is within
specification. Check oil
supply to camshaft is
correct and that oil gallery
is free from debris
Clear the DTC and retest
Check and install a new

solenoid as required

manual and check the
camshaft operation
P000B- "B" Camshaft Monitor Description Vehicle Conditions to

00 Position Slow Exhaust camshaft unable to enable DTC Logging
Response Bank achieve desired setpoint Strategy
1 - No sub angle within a timely manner Engine oil temperature
type (slow to respond) warmer than -10°C
information
Oil level is low Ensure no other
camshaft or oil
Variable camshaft timing solenoid temperature related
circuit intake and exhaust faults are present
connectors swapped
Variable camshaft timing load condition such
solenoid, short circuit to ground, that the Inlet variable
short circuit to power, open valve timing would
circuit, high resistance normally be active
Oil pressure is low Hold various speed and
Variable camshaft timing solenoid load conditions for 6-
failure 10 seconds ( this is to
make sure variable
Excessive camshaft friction valve timing unit is
changes
Check variable camshaft

timing solenoid circuit
intake and exhaust
connectors are not swapped


pressure is within
is free from debris


camshaft operation
P0010- Intake (A) Control module cavity Vehicle Conditions to

00 Camshaft Circuit reference O_T_VVTIN enable DTC Logging
Position Strategy
Actuator Monitor Description Start and idle engine
Circuit Open Inlet camshaft actuator open for at least 2 seconds
(Bank 1) - No circuit
sub type Refer to electrical circuit
Variable camshaft timing diagrams and check the
information solenoid, open circuit variable camshaft timing
Variable camshaft timing solenoid solenoid circuit for open
failure circuit

P0011- "A" Camshaft Monitor Description Vehicle Conditions to

71 Position - Inlet camshaft unable to enable DTC Logging
Timing Over- achieve desired setpoint Strategy
Advanced or angle (Camshaft stuck) Engine oil temperature
System warmer than -10°C
Performance Oil pressure is low
Bank 1 - Ensure no other
Variable camshaft timing camshaft or oil
Actuator stuck solenoid, short circuit to ground, temperature related
short circuit to power, open faults are present
Variable camshaft timing solenoid load condition such
failure that the Inlet variable
valve timing would
normally be active
Hold various speed and

load conditions for 6-
10 seconds ( this is to
make sure variable
valve timing unit is
changes


P0013- Exhaust (B) Control module cavity Vehicle Conditions to

00 Camshaft Circuit reference O_T_VVTEX enable DTC Logging
Position Strategy
Actuator Monitor Description Start and idle engine
Circuit Open Exhaust camshaft actuator for at least 2 seconds
(Bank 1) - No bank 1 open circuit
Variable camshaft timing diagrams and check the
information solenoid, open circuit variable camshaft timing
Variable camshaft timing solenoid solenoid circuit for open
failure circuit

P0014- "B" Camshaft Monitor Description Vehicle Conditions to

71 Position - Exhaust camshaft unable to enable DTC Logging
Timing Over- achieve desired setpoint Strategy
Advanced or angle (Camshaft stuck) Engine oil temperature
System warmer than -10°C
Performance Oil pressure is low
Bank 1 - Ensure no other
Variable camshaft timing camshaft or oil
Actuator stuck solenoid, short circuit to ground, temperature related
short circuit to power, open faults are present
Variable camshaft timing solenoid load condition such
failure that the Inlet variable
valve timing would
normally be active
Hold various speed and

load conditions for 6-
10 seconds ( this is to
make sure variable
valve timing unit is
changes


P0016- Crankshaft Electrical Cause Check powertrain control
00 Position - Yes module for related DTCs
Camshaft and refer to relevant DTC
Position Mechanical Cause index
Correlation - Yes
Bank 1 Sensor Check camshaft position
The powertrain control module sensor is installed correctly
A - No sub has detected incorrectly installed
type components Check crankshaft position
information sensor for correct
Other related DTCs installation
Engine oil contamination Check crankshaft position
Engine assembled incorrectly sensor air gap to target
rotor is correct, remove any
Loose camshaft position sensor debris from sensor face,
check for damaged teeth on
Loose crankshaft position sensor rotor
Camshaft position sensor circuit Refer to the electrical
short circuit to ground, short circuit diagrams and check
circuit to power, open circuit, high camshaft position sensor
resistance circuit for short circuit to
Crankshaft position sensor circuit ground, short circuit to
short circuit to ground, short power, open circuit, high
circuit to power, open circuit, high resistance. Check
resistance crankshaft position sensor
circuit for short circuit to
Crankshaft position sensor ground, short circuit to
incorrectly installed power, open circuit, high
resistance
Crankshaft position sensor air gap
to target rotor excessive, debris Check reluctor ring to
on sensor face, damaged teeth on sensor runout and air gap
rotor are within specification
Camshaft or crankshaft position Refer to the relevant

sensor reluctor ring air gap section of the workshop
excessive manual and check valve
timing is within specification
Timing chain stretch beyond a
tolerable limit Using the Jaguar Land
Valve timing incorrect equipment, clear all stored
DTCs and retest
After timing related repairs

and timing adjustment,
using the Jaguar Land
equipment carry out routine
- Powertrain control module
adaption clear

Correlation - Yes
A - Wrong has detected incorrectly installed
mounting components Check crankshaft position
position sensor for correct
Engine assembled incorrectly Check crankshaft position
Loose camshaft position sensor sensor air gap to target
Loose crankshaft position sensor debris from sensor face,
Camshaft position sensor circuit rotor
short circuit to ground, short
circuit to power, open circuit, high Refer to the electrical
resistance circuit diagrams and check
camshaft position sensor
Crankshaft position sensor circuit circuit for short circuit to
short circuit to ground, short ground, short circuit to
circuit to power, open circuit, high power, open circuit, high
resistance resistance. Check
Crankshaft position sensor crankshaft position sensor
incorrectly installed circuit for short circuit to
Crankshaft position sensor air gap power, open circuit, high
to target rotor excessive, debris resistance
on sensor face, damaged teeth on
rotor Check reluctor ring to
sensor runout and air gap
Camshaft or crankshaft position are within specification
sensor reluctor ring air gap
excessive Refer to the relevant
section of the workshop
Timing chain stretch beyond a manual and check valve
tolerable limit timing is within specification
Valve timing incorrect Using the Jaguar Land

equipment, clear all stored
DTCs and retest

adaption clear
P0016- Crankshaft Monitor Description Check variable camshaft

79 Position - Average inlet camshaft timing actuator for
Camshaft position outside of allowable mechanical damage
Position during engine start
Correlation Check camshaft position
Bank 1 Sensor Camshaft locking pin is not sensor is installed correctly
A - Mechanical engaged during start
linkage failure Loose camshaft position sensor sections of the workshop
Camshaft position sensor pressure is within
disturbed signal specification. Check oil
Oil pressure to variable camshaft supply to variable camshaft
timing actuator is low timing actuator is correct
and that oil gallery is free
Camshaft chain tensioner failure from debris

camshaft chain tensioner is
operating correctly

Correlation - Yes
Bank 1 Sensor The powertrain control module Check camshaft position
B - No sub has detected incorrectly installed sensor is installed correctly
type components
information Check crankshaft position
Other related DTCs sensor for correct
installation
Engine oil contamination
Check crankshaft position
Engine assembled incorrectly sensor air gap to target
Loose camshaft position sensor rotor is correct, remove any
debris from sensor face,
Loose crankshaft position sensor check for damaged teeth on
rotor
Camshaft position sensor circuit
short circuit to ground, short Refer to the electrical
circuit to power, open circuit, high circuit diagrams and check
resistance camshaft position sensor
Crankshaft position sensor circuit ground, short circuit to
circuit to power, open circuit, high resistance. Check
resistance crankshaft position sensor
Crankshaft position sensor circuit for short circuit to
incorrectly installed ground, short circuit to
Crankshaft position sensor air gap resistance
to target rotor excessive, debris
on sensor face, damaged teeth on Check reluctor ring to
rotor sensor runout and air gap
are within specification
Camshaft or crankshaft position
sensor reluctor ring air gap Refer to the relevant
excessive section of the workshop
manual and check valve
Timing chain stretch beyond a timing is within specification
tolerable limit
Valve timing incorrect Rover approved diagnostic
DTCs and retest

adaption clear

Correlation - Yes
B - Wrong has detected incorrectly installed
mounting components Check crankshaft position
position sensor for correct
Engine assembled incorrectly Check crankshaft position
Loose camshaft position sensor sensor air gap to target
Loose crankshaft position sensor debris from sensor face,
Camshaft position sensor circuit rotor
circuit to power, open circuit, high Refer to the electrical
resistance circuit diagrams and check
Crankshaft position sensor circuit camshaft position sensor
short circuit to ground, short circuit for short circuit to
circuit to power, open circuit, high ground, short circuit to
resistance power, open circuit, high
resistance. Check
Crankshaft position sensor crankshaft position sensor
incorrectly installed circuit for short circuit to
Crankshaft position sensor air gap
to target rotor excessive, debris
resistance
on sensor face, damaged teeth on
rotor Check reluctor ring to
sensor runout and air gap
Camshaft or crankshaft position
sensor reluctor ring air gap
excessive Refer to the relevant
Timing chain stretch beyond a
manual and check valve
tolerable limit
timing is within specification
Valve timing incorrect
DTCs and retest

adaption clear
P0017- Crankshaft Monitor Description Check variable camshaft

79 Position - Average exhaust camshaft timing actuator for
Camshaft position outside of allowable mechanical damage
Position during engine start
Correlation Check camshaft position
Bank 1 Sensor Camshaft locking pin is not sensor is installed correctly
B - Mechanical engaged during start
linkage failure Loose camshaft position sensor sections of the workshop
Camshaft position sensor pressure is within
disturbed signal specification. Check oil
Oil pressure to variable camshaft supply to variable camshaft
timing actuator is low timing actuator is correct
and that oil gallery is free
Camshaft chain tensioner failure from debris

camshaft chain tensioner is
operating correctly
P0030- HO2S Heater Electrical Cause Vehicle Conditions to

00 Control Circuit Yes enable DTC Logging
(Bank 1, Strategy
Sensor 1) - No Mechanical Cause Start engine and allow
sub type Yes to idle for 5 minutes
information Control module cavity Refer to the electrical
Circuit reference O_T_LSH Htr circuit diagrams and check
Monitor Description heated oxygen sensor
Sensor heater duty cycle heater control circuit for
holds a constant value short circuit to ground,
Heated oxygen sensor heater short circuit to power, open
control circuit short circuit to circuit, high resistance
ground, short circuit to power,
open circuit, high resistance Inspect connectors for signs
of water ingress, and pins
Connector is disconnected, for damage and/or corrosion
connector pin is backed out,
connector pin corrosion Using the Jaguar Land
Heated oxygen sensor failure equipment, clear the DTCs
and retest

heated oxygen sensor as
required

Low (Bank 1, Strategy
Sensor heater duty cycle heater control circuit for
below a threshold short circuit to ground,
Heated oxygen sensor heater circuit, high resistance
control circuit short circuit to
ground, short circuit to power, Inspect connectors for signs
open circuit, high resistance of water ingress, and pins
for damage and/or corrosion
Connector is disconnected,
connector pin is backed out, Using the Jaguar Land
connector pin corrosion Rover approved diagnostic
equipment, clear the DTCs
Heated oxygen sensor failure and retest

required

High (Bank 1, Strategy
Monitor Description supercharger bypass valve
Sensor heater duty cycle actuator circuit for short
above a threshold circuit to ground, short
Heated oxygen sensor heater circuit, high resistance
control circuit short circuit to
ground, short circuit to power, Inspect connectors for signs
open circuit, high resistance of water ingress, and pins
supercharger bypass valve
actuator as required
P0034- Turbocharger Electrical Cause Vehicle Conditions to

11 /Supercharger Yes enable DTC Logging
Bypass Valve, Strategy
A, Control Mechanical Cause Drive vehicle in
Circuit Low - Yes boosted regions and
Circuit short to Monitor Description carry out numerous
ground Short circuit to ground of negative transients
control circuit (Acceleration followed
by abrupt back outs
Connector is disconnected, (throttle closure))
connector pin corrosion Inspect connectors for signs
Compressor bypass control for damage and/or corrosion
actuator - Wiring integrity
Fuse failure Refer to the electrical
Short circuit to ground the compressor bypass
control actuator circuit for
Short circuit to power Fuse failure
Open circuit Short circuit to ground
High resistance Short circuit to power
Compressor bypass control Open circuit
actuator failure
High resistance

compressor bypass control
actuator, only when
diagnosed as failed

DTCs and retest

Circuit High - Yes boosted regions and
Circuit short to Monitor Description carry out numerous
battery Short circuit to battery of negative transients
control circuit (Acceleration followed
by abrupt back outs
actuator failure
High resistance

actuator, only when
diagnosed as failed

DTCs and retest

(Bank 1, Strategy
Sensor 2) - No Mechanical Cause Fully warmed-up
sub type Yes engine, drive off-idle
information Control module cavity for a minimum of 5
Circuit reference O_T_LSFH1 minutes
Monitor Description Refer to the electrical

Heater driver behavior not circuit diagrams and check
consistent with a correctly heated oxygen sensor
connected heater heater circuit for short
Heated oxygen sensor heater circuit to power, open
circuit short circuit to ground, circuit, high resistance
circuit, high resistance Inspect connectors for signs
and retest

required


and retest
required


and retest

required

Circuit Range Yes boosted regions and
/Performance - Monitor Description carry out numerous
Circuit open Open circuit of the dump negative transients
valve detected (Acceleration followed
by abrupt back outs
actuator failure
High resistance

actuator, only when
diagnosed as failed

DTCs and retest

(Bank 1, Strategy

and retest

required


and retest

required

Mechanical Cause Fully warmed-up
Yes engine, drive off-idle
Sensor 3) - No Control module cavity for a minimum of 5
sub type Circuit reference O_T_LSFH2 minutes
information
and retest

required

00 Resistance Yes enable DTC Logging
(Bank 1, Strategy

Sensor heater not heating circuit diagrams and check
the sensor element enough heated oxygen sensor
heater circuit for short
Heated oxygen sensor heater circuit to ground, short
circuit short circuit to ground, circuit to power, open
short circuit to power, open circuit, high resistance
Inspect connectors for signs
Connector is disconnected, of water ingress, and pins
connector pin is backed out, for damage and/or corrosion
connector pin corrosion
Heated oxygen sensor failure Rover approved diagnostic
and retest

required

00 Resistance Yes enable DTC Logging
(Bank 1, Strategy

Sensor heater not heating circuit diagrams and check
the sensor element enough heated oxygen sensor
Heated oxygen sensor heater Inspect connectors for signs
circuit short circuit to ground, of water ingress, and pins
short circuit to power, open for damage and/or corrosion
Connector is disconnected, Rover approved diagnostic
connector pin is backed out, equipment, clear the DTCs
connector pin corrosion and retest
Heated oxygen sensor failure Check and install a new
required
P0070- Ambient Air Electrical Cause Vehicle Conditions to

84 Temperature Yes enable DTC Logging
Sensor Circuit, Strategy
A - Signal Mechanical Cause Start engine and drive
below Yes vehicle at steady state
allowable range Control module cavity condition for 20
Circuit reference I_A_ATS minutes
Monitor Description Inspect connectors for signs

Check of ambient of water ingress, and pins
temperature plausibility for damage and/or corrosion
Ambient air temperature sensor Refer to the electrical

offset low circuit diagrams and check
the ambient air
Connector is disconnected, temperature sensor circuit
connector pin is backed out, for
connector pin corrosion Short circuit to ground
Ambient air temperature sensor - Short circuit to power

Wiring integrity
Short circuit to ground Open circuit
Short circuit to power High resistance

(greater than 20 ohms)
Open circuit
High resistance ambient air temperature
sensor, only when
Ambient air temperature sensor diagnosed as failed
failure
DTCs and retest

A - Signal Mechanical Cause Start engine and drive
above Yes vehicle at steady state
allowable range Control module cavity condition for 20
Circuit reference I_A_ATS minutes

Check of ambient of water ingress, and pins
temperature plausibility for damage and/or corrosion
Ambient air temperature sensor Refer to the electrical

offset high circuit diagrams and check
the ambient air
Wiring integrity

(greater than 20 ohms)
Open circuit
sensor, only when
failure
DTCs and retest

A, Range Mechanical Cause Start engine and allow
/Performance - Yes to idle for 10 seconds
Signal stuck Control module cavity following an engine off
low Circuit reference I_A_ATS period greater than 8
hours
Monitor Description
Check of ambient air Inspect connectors for signs
temperature at cold start of water ingress, and pins
Ambient air temperature sensor
offset low Refer to the electrical
Connector is disconnected, the ambient air
connector pin is backed out, temperature sensor circuit
connector pin corrosion for
Ambient air temperature sensor -
Wiring integrity Short circuit to power
Open circuit
High resistance
Open circuit (greater than 20 ohms)
High resistance Check and install a new

ambient air temperature
Ambient air temperature sensor sensor, only when
failure diagnosed as failed

DTCs and retest

A, Range Mechanical Cause Start engine and allow
Signal stuck Control module cavity following an engine off
high Circuit reference I_A_ATS period greater than 8
hours
Monitor Description
Check of ambient air Inspect connectors for signs
temperature at cold start of water ingress, and pins
Ambient air temperature sensor
offset high Refer to the electrical
Connector is disconnected, the ambient air
connector pin is backed out, temperature sensor circuit
connector pin corrosion for
Ambient air temperature sensor -
Wiring integrity Short circuit to power
Open circuit
High resistance
Open circuit (greater than 20 ohms)

ambient air temperature
Ambient air temperature sensor sensor, only when
failure diagnosed as failed

DTCs and retest

A, Range Mechanical Cause Ignition ON
/Performance - Yes
Signal above Inspect connectors for signs
Control module cavity of water ingress, and pins
allowable range Circuit reference I_A_ATS for damage and/or corrosion
Check of ambient air circuit diagrams and check
temperature upper range the ambient air

Wiring integrity Open circuit
High resistance
Short circuit to power (greater than 20 ohms)
Open circuit Check and install a new
sensor, only when
failure
DTCs and retest

A, Low - No Mechanical Cause Ignition ON, engine
sub type Yes running
information Control module cavity Inspect connectors for signs
Circuit reference I_A_ATS of water ingress, and pins
Circuit reference G_R_ATS / for damage and/or corrosion
G_R_WGPT Refer to the electrical
Monitor Description circuit diagrams and check
Ambient air temperature the ambient air
signal, reading high, short temperature sensor circuit
circuit above threshold for
Connector is disconnected, Short circuit to power
connector pin corrosion Open circuit
Ambient air temperature sensor - High resistance

Wiring integrity (greater than 20 ohms)
Short circuit to power ambient air temperature
sensor, only when
Open circuit diagnosed as failed
High resistance Using the Jaguar Land
Ambient air temperature sensor Rover approved diagnostic
failure equipment, clear all stored
DTCs and retest

A, High - No Mechanical Cause Ignition ON, engine
sub type Yes running
Circuit reference I_A_ATS of water ingress, and pins
Circuit reference G_R_ATS / for damage and/or corrosion
G_R_WGPT Refer to the electrical
Ambient air temperature the ambient air
signal reading low, short temperature sensor circuit
circuit below threshold for
connector pin is backed out, Short circuit to power
Ambient air temperature sensor - High resistance
Wiring integrity (greater than 20 ohms)
Short circuit to power ambient air temperature
Open circuit sensor, only when
diagnosed as failed
High resistance
Ambient air temperature sensor Rover approved diagnostic
failure equipment, clear all stored
DTCs and retest
P0087- Fuel Rail Electrical Cause Vehicle Conditions to

77 /System No enable DTC Logging
Pressure - Too Strategy
Low Bank 1 - Mechanical Cause Engine running greater
Commanded Yes than 1 minute
position not Fuel leaking outside of the fuel
reachable Check for fuel leaks
system external of the fuel rail
Fuel leaking into the low pressure Check high pressure fuel
system pumps are not leaking from
the high pressure system
into the low pressure
system

DTCs and retest

84 /System Yes enable DTC Logging
Low - Signal Mechanical Cause Engine running greater
below Yes than 1 minute
allowable range Control module cavity Inspect connectors for signs
Circuit reference I_A_RAILPS of water ingress, and pins
Monitor Description for damage and/or corrosion
Fuel rail pressure below Refer to the electrical
threshold circuit diagrams and check
To detect if the fuel rail the fuel rail pressure sensor
pressure is below the circuit for
expected minimum Short circuit to ground
Connector is disconnected, Open circuit

connector pin is backed out, High resistance
Check and install a new fuel
Fuel rail pressure sensor - Wiring rail pressure sensor, only
integrity when diagnosed as failed
Open circuit Rover approved diagnostic
High resistance equipment, clear all stored
DTCs and retest
Fuel rail pressure sensor failure

77 /System No enable DTC Logging
High Bank 1 - Mechanical Cause Engine running greater
Commanded Yes than 1 minute
position not Fuel leaking outside of the fuel
reachable Check for fuel leaks
system external of the fuel rail
Fuel leaking into the low pressure Check high pressure fuel
system pumps are not leaking from
the high pressure system
into the low pressure
system

DTCs and retest

85 /System Yes enable DTC Logging
High - Signal Mechanical Cause Engine running greater
above Yes than 1 minute
allowable range Control module cavity
Circuit reference I_A_RAILPS
Fuel rail pressure above of water ingress, and pins
threshold for damage and/or corrosion
To detect if the fuel rail Refer to the electrical

pressure is over the expected circuit diagrams and check
maximum the fuel rail pressure sensor
circuit for
connector pin corrosion Check pressure relief valve
for mechanical integrity
Fuel rail pressure sensor - Wiring
integrity Check and install a new fuel
Short circuit to power rail pressure sensor, only
when diagnosed as failed
Stuck pressure relief valve
Fuel rail pressure sensor failure Rover approved diagnostic
DTCs and retest
P0089- Fuel Pressure Electrical Cause Vehicle Conditions to

22 Regulator 1 Yes enable DTC Logging
Performance - Strategy
Signal Mechanical Cause Engine running greater
amplitude > Yes than 2 minutes
maximum Control module cavity Check for fuel system
Not applicable leakage from the fuel tank
Monitor Description and lines both internal and
The command signal to the external of the fuel tank
fuel pump driver module is Check and install a new low
below a threshold pressure fuel pump, only
Fuel system leakage from the fuel when diagnosed as failed
tank and lines Using the Jaguar Land
Low pressure fuel pump failure Rover approved diagnostic
DTCs and retest

64 Regulator Yes enable DTC Logging
Signal Mechanical Cause Engine running greater
plausibility Yes than 2 minutes
failure Control module cavity Check for fuel system
above a threshold pressure fuel pump, only
DTCs and retest

Signal below Mechanical Cause Engine running greater
allowable range Yes than 2 minutes
Control module cavity Check for fuel system
below a threshold pressure fuel pump, only
DTCs and retest

Signal above Mechanical Cause Engine running greater
allowable range Yes than 2 minutes
Control module cavity Check for fuel system
above a threshold pressure fuel pump, only
DTCs and retest
P008A- Low Pressure Electrical Cause Vehicle Conditions to

07 Fuel System Yes enable DTC Logging
Low - Mechanical Cause Engine running
Mechanical Yes
failures Inspect connectors for signs
Monitor Description of water ingress, and pins
Monitoring of the low fuel for damage and/or corrosion
pressure control deviation
Connector is disconnected, circuit diagrams and check
connector pin is backed out, the LP - fuel pressure
connector pin corrosion sensor circuit for
LP - fuel pressure sensor - Wiring Short circuit to ground
integrity Open circuit
High resistance
Open circuit
Check and install a new LP
High resistance - fuel pressure sensor, only
LP - fuel pressure sensor failure when diagnosed as failed

DTCs and retest
P008A- Low Pressure Electrical Cause Vehicle Conditions to

Low - Mechanical Cause Engine running
Commanded Yes
position not Monitor Description Inspect connectors for signs
reachable Monitoring of the low fuel of water ingress, and pins
pressure control deviation for damage and/or corrosion
Connector is disconnected, Refer to the electrical

connector pin is backed out, circuit diagrams and check
connector pin corrosion the LP - fuel pressure
sensor circuit for
integrity
Open circuit High resistance
High resistance Check and install a new LP

- fuel pressure sensor, only

DTCs and retest
P008A- Low Pressure Monitor Description Refer to the electrical

84 Fuel System The Low pressure fuel signal circuit diagrams and check
Pressure - Too is below a threshold fuel low pressure sensor
Low - Signal circuit for short circuit to
below Fuel low pressure sensor circuit ground, short circuit to
allowable range short circuit to ground, short power, open circuit, high
circuit to power, open circuit, high resistance
resistance
Fuel system leakage from the fuel of water ingress, and pins
tank and lines for damage and/or corrosion
Low pressure fuel pump failure Check for fuel system
leakage from the fuel tank
and lines both internal and
external of the fuel tank

and retest
Check and install a new low

pressure fuel pump as
required
P008B- Low Pressure Electrical Cause Vehicle Conditions to

High - Mechanical Cause Engine running
Mechanical Yes
failures Inspect connectors for signs
Monitoring of the low fuel for damage and/or corrosion
High resistance
Open circuit
High resistance
LP - fuel pressure sensor failure Check and install a new LP
- fuel pressure sensor, only

DTCs and retest
P008B- Low Pressure Electrical Cause Vehicle Conditions to

High - Mechanical Cause Engine running
Commanded Yes
position not Inspect connectors for signs
reachable Monitoring of the low fuel for damage and/or corrosion
High resistance
Open circuit
Check and install a new LP
High resistance - fuel pressure sensor, only

DTCs and retest
P008B- Low Pressure Monitor Description Refer to the electrical

85 Fuel System The Low pressure fuel signal circuit diagrams and check
Pressure - Too is above a threshold fuel low pressure sensor
High - Signal circuit for short circuit to
above Fuel low pressure sensor circuit ground, short circuit to
allowable range short circuit to ground, short power, open circuit, high
resistance
Fuel system leakage from the fuel of water ingress, and pins
tank and lines for damage and/or corrosion
Low pressure fuel pump failure Check for fuel system
leakage from the fuel tank
and lines both internal and
external of the fuel tank

and retest
Check and install a new low

pressure fuel pump as
required
P0096- Intake Air Electrical Cause Vehicle Conditions to

Sensor 2 Strategy
Circuit Range Mechanical Cause
/Performance No Following soak period
Bank 1 - greater than 8 hours,
Signal stuck Control module cavity drive steady state
low Circuit reference I_A_BTS conditions above 72 km
Monitor Description /h for 30 seconds (x3)
Long term average stuck, no and steady state below
movement in sensor value 5 km/h (x3) for 30
during drive cycle seconds
Connector is disconnected, Inspect connectors for signs

connector pin is backed out, of water ingress, and pins
connector pin corrosion for damage and/or corrosion
TMAP post intercooler Refer to the electrical
temperature sensor - Wiring circuit diagrams and check
integrity the TMAP post intercooler
Short circuit to ground temperature sensor circuit
Short circuit to power for
Open circuit
High resistance
Open circuit
High resistance

DTCs and retest

Sensor 2 Strategy
Circuit Range Mechanical Cause Start engine and allow
/Performance No to idle for 10 seconds
(Bank 1) - Control module cavity following an engine off
Signal below Circuit reference I_A_BTS period greater than 8
allowable range hours
Monitor Description
Sensor offset low Inspect connectors for signs
connector pin corrosion Refer to the electrical
TMAP post intercooler the TMAP post intercooler
temperature sensor - Wiring temperature sensor circuit
integrity for
Short circuit to ground Short circuit to ground
Short circuit to power Short circuit to power
Open circuit Open circuit
High resistance High resistance

DTCs and retest

Sensor 2 Strategy
/Performance No to idle for 10 seconds
(Bank 1) - Control module cavity following an engine off
Signal above Circuit reference I_A_BTS period greater than 8
Monitor Description
Sensor offset high Inspect connectors for signs
connector pin corrosion Refer to the electrical
TMAP post intercooler the TMAP post intercooler
temperature sensor - Wiring temperature sensor circuit
integrity for

DTCs and retest

Sensor 2 Strategy
Circuit Low Mechanical Cause Ignition ON
(Bank 1) - No No
sub type Inspect connectors for signs
information Circuit reference I_A_BTS for damage and/or corrosion
Circuit reference G_R_BPTS Refer to the electrical
connector pin is backed out, the TMAP post intercooler
connector pin corrosion temperature sensor circuit
for
TMAP post intercooler Short circuit to ground
temperature sensor - Wiring
integrity Short circuit to power
Open circuit Using the Jaguar Land
High resistance Rover approved diagnostic
DTCs and retest

Sensor 2 Strategy
Circuit High Mechanical Cause Ignition ON
Bank 1 - No No
sub type Inspect connectors for signs
information Circuit reference I_A_BTS for damage and/or corrosion
Circuit reference G_R_BPTS Refer to the electrical
for

DTCs and retest

Sensor 2 Strategy
Circuit Mechanical Cause Ignition ON
Intermittent No
/Erratic (Bank Inspect connectors for signs
1) - No sub Circuit reference I_A_BTS
type for damage and/or corrosion
information Circuit reference G_R_BPTS Refer to the electrical
for
DTCs and retest
P00BC- Mass or Electrical Cause Vehicle Conditions to

00 Volume Air Yes enable DTC Logging
Flow A Circuit Strategy
Range Mechanical Cause Continuously
/Performance - Yes monitored during
Air Flow Too Control module cavity engine running
Low - No sub Circuit reference I_F_AMS
type Using the Jaguar Land
information Monitor Description Rover approved diagnostic
Air flow signal reading lower equipment check the
than the model based powertrain control module
threshold for related DTCs and refer
Other related DTCs
Mass air flow sensor - Wiring circuit diagrams and check
integrity the mass air flow sensor
Short circuit to ground circuit for
Open circuit
Open circuit
High resistance
High resistance
Air induction system
Incorrectly installed Refer to the relevant
components section of the workshop
manual and check for
Loose hose clips
Air leakage Correctly installed
components
Blocked air filter
Loose hose clips
Mass air flow sensor
contamination by oil or debris Air leakage
Electric throttle blade Air filter is serviceable

contamination by oil or debris
Check mass air flow sensor
Throttle adaption failure for contamination by oil or
debris clean as required
Check electric throttle blade

for contamination by oil or

mass air flow sensor, only

equipment carry out
throttle adaption routine

DTCs and retest
P00BD- Mass or Electrical Cause Vehicle Conditions to

Flow A Circuit Strategy
Range Mechanical Cause Continuously
/Performance - Yes monitored during
Air Flow Too Control module cavity engine running
High - No sub Circuit reference I_F_AMS
type Using the Jaguar Land
information Monitor Description Rover approved diagnostic
Air flow signal reading lower equipment check the
than the model based powertrain control module
threshold for related DTCs and refer
Other related DTCs
Mass air flow sensor - Wiring circuit diagrams and check
integrity the mass air flow sensor
Short circuit to ground circuit for
Open circuit
Open circuit
High resistance
High resistance
Air induction system
Incorrectly installed Refer to the relevant
components section of the workshop
manual and check for
Loose hose clips Correctly installed
Air leakage components
Blocked air filter Loose hose clips
Mass air flow sensor Air leakage

contamination by oil or debris Air filter is serviceable
Electric throttle blade Check mass air flow sensor
contamination by oil or debris for contamination by oil or
Throttle adaption failure
Check electric throttle blade
for contamination by oil or


equipment carry out
throttle adaption routine

DTCs and retest
P00C6- Fuel Rail Electrical Cause Vehicle Conditions to

00 Pressure Too No enable DTC Logging
Low - Engine Strategy
Cranking - No Mechanical Cause Monitor fuel rail
sub type No pressure during
information Control module cavity cranking
Not applicable Using the Jaguar Land
Monitor Description Rover approved diagnostic
The fuel rail pressure is equipment check the fuel
checked against a threshold rail pressure during
after a number of engine cranking. Clear the DTC
rotations from the start of and attempt another start
cranking. A DTC is set if the Check and install a new
fuel rail pressure is below the high pressure fuel pump,
threshold only when diagnosed as
Fuel rail has been removed failed
High pressure fuel pump Using the Jaguar Land

mechanical failure Rover approved diagnostic
DTCs and retest
P00CF- Barometric Electrical Cause Vehicle Conditions to

23 Pressure - Yes enable DTC Logging
Turbocharger Strategy
/Supercharger Mechanical Cause Continuously operating
Boost Sensor, Yes
A, Correlation Inspect connectors for signs
- Signal stuck Circuit reference I_A_BPS
low for damage and/or corrosion
Compare boost sensor value circuit diagrams and check
plus its sensor tolerance to the TMAP post intercooler
ambient pressure minus a sensor circuit for
failure threshold Short circuit to ground
TMAP post intercooler sensor - High resistance

Wiring integrity
Short circuit to ground Check and install a new
TMAP post intercooler
Short circuit to power sensor, only when
diagnosed as failed
Open circuit
TMAP post intercooler sensor equipment, clear all stored
failure DTCs and retest
P00CF- Barometric Electrical Cause Vehicle Conditions to

24 Pressure - Yes enable DTC Logging
Turbocharger Strategy
/Supercharger Mechanical Cause Continuously operating
Boost Sensor, Yes
A, Correlation Inspect connectors for signs
- Signal stuck Circuit reference I_A_BPS
high for damage and/or corrosion
Compare boost sensor value circuit diagrams and check
minus its sensor tolerance to the TMAP post intercooler
ambient pressure plus a sensor circuit for
failure threshold Short circuit to ground
TMAP post intercooler sensor - High resistance

Wiring integrity
TMAP post intercooler
diagnosed as failed
Open circuit
TMAP post intercooler sensor equipment, clear all stored
failure DTCs and retest
P00E9- Intake Air Electrical Cause Vehicle Conditions to

Sensor 3 Strategy
Circuit Range Mechanical Cause Following soak period
/Performance Yes greater than 8 hours,
Bank 1 - Control module cavity drive steady state
Signal stuck Circuit reference I_A_IMTS cruise conditions above
low 72 km/h for 30
Monitor Description seconds (x3) and
Sensor long term average steady state cruise
stuck, no movement in below 5 km/h (x3) for
sensor value during drive 30 seconds
cycle
Manifold absolute pressure and circuit diagrams and check
temperature sensor - Wiring the manifold absolute
integrity pressure and temperature
Short circuit to ground sensor circuit for
Open circuit
Open circuit
High resistance
High resistance
Manifold absolute pressure and Check and install a new
temperature sensor failure manifold absolute pressure
and temperature sensor,
only when diagnosed as
failed

DTCs and retest

Sensor 3 Strategy
/Performance Yes to idle for 10 seconds
Bank 1 - Control module cavity following an engine off
Signal below Circuit reference I_A_IMTS period greater than 8
Monitor Description
After greater than 8hr engine Check for signs of battery
off time, all temperature disconnection
sensor reading are averaged Inspect connectors for signs
at start except the outlier, of water ingress, and pins
each temperature sensor is for damage and/or corrosion
compared to the average,
and if there is a large Refer to the electrical
difference a DTC is set after circuit diagrams and check
the engine has started the manifold absolute
pressure and temperature
Battery disconnection resulting in sensor circuit for
errors in engine off time (short Short circuit to ground
soaks may look like long soaks)
Electric block heater applied and
not detected Open circuit
Connector is disconnected, High resistance

connector pin corrosion Check and install a new
manifold absolute pressure
Manifold absolute pressure and and temperature sensor,
temperature sensor - Wiring only when diagnosed as
integrity failed
Short circuit to power Rover approved diagnostic
Open circuit DTCs and retest
High resistance
Manifold absolute pressure and

temperature sensor failure

Sensor 3 Strategy
/Performance Yes to idle for 10 seconds
Bank 1 - Control module cavity following an engine off
Signal above Circuit reference I_A_IMTS period greater than 8
Monitor Description
After greater than 8hr engine Check for signs of battery
off time, all temperature disconnection
sensor reading are averaged
at start except the outlier,
each temperature sensor is Inspect connectors for signs
compared to the average, of water ingress, and pins
and if there is a large for damage and/or corrosion
difference a DTC is set after
the engine has started Refer to the electrical
Battery disconnection resulting in the manifold absolute
errors in engine off time (short pressure and temperature
soaks may look like long soaks) sensor circuit for
Electric block heater applied and
not detected Short circuit to power
Connector is disconnected, Open circuit

connector pin corrosion High resistance

temperature sensor - Wiring manifold absolute pressure
integrity and temperature sensor,
Short circuit to ground only when diagnosed as
failed
High resistance DTCs and retest
P00EA- Intake Air Electrical Cause Vehicle Conditions to

Sensor 3 Strategy
Circuit Low Mechanical Cause Ignition on, engine
Bank 1 - No Yes running
sub type Control module cavity
information Inspect connectors for signs
Circuit reference I_A_IMTS of water ingress, and pins
Charged air cooler signal, Refer to the electrical
supply reading high, open circuit diagrams and check
circuit above threshold the manifold absolute
Connector is disconnected, pressure and temperature
connector pin is backed out, sensor circuit for
Manifold absolute pressure and Short circuit to power

temperature sensor - Wiring Open circuit
integrity
Short circuit to ground High resistance
Short circuit to power Check and install a new

Open circuit and temperature sensor,
High resistance only when diagnosed as
failed
temperature sensor failure Using the Jaguar Land
DTCs and retest
P00EB- Intake Air Electrical Cause Vehicle Conditions to

Sensor 3 Strategy
Circuit High Mechanical Cause Ignition on, engine
Bank 1 - No Yes running
sub type Control module cavity Inspect connectors for signs
information Circuit reference I_A_IMTS of water ingress, and pins
Charged air cooler signal , Refer to the electrical
supply reading low, short circuit diagrams and check
circuit below threshold the manifold absolute
Connector is disconnected, pressure and temperature
connector pin is backed out, sensor circuit for
Manifold absolute pressure and Short circuit to power

temperature sensor - Wiring Open circuit
integrity
Short circuit to power Check and install a new

Open circuit and temperature sensor,
High resistance only when diagnosed as
failed
temperature sensor failure Using the Jaguar Land
DTCs and retest
P00EC- Intake Air Electrical Cause Vehicle Conditions to

Sensor 3 Strategy
Circuit Mechanical Cause Ignition on, engine
Intermittent Yes running
/Erratic Bank 1 Control module cavity
- No sub type Inspect connectors for signs
Circuit reference I_A_IMTS of water ingress, and pins
information
Circuit reference G_R_MAP for damage and/or corrosion

Charged air cooler signal circuit diagrams and check
intermittent erratic sensor the manifold absolute
reading, circuit making and pressure and temperature
breaking, short term average sensor circuit for
voltage greater than threshold Short circuit to ground

connector pin is backed out, Open circuit
High resistance
temperature sensor - Wiring Check and install a new
integrity manifold absolute pressure
Short circuit to ground and temperature sensor,
Short circuit to power failed
Manifold absolute pressure and DTCs and retest
P0100- Mass or Electrical Cause Vehicle Conditions to

Flow Sensor, Strategy
A, Circuit - Mechanical Cause Ignition on, start
Yes engine and idle for 30
seconds
Signal Control module cavity Inspect connectors for signs
frequency Circuit reference I_F_AMS of water ingress, and pins
incorrect for damage and/or corrosion
Circuit reference
O_V_5VWGPT O_V_5VAMS Refer to the electrical
Electrical fault of A bank the mass air flow sensor
mass air flow sensor circuit for
Fuse failure
connector pin is backed out, Short circuit to ground
connector pin corrosion Short circuit to power
Mass air flow sensor - Wiring Open circuit
integrity
Fuse failure High resistance

Short circuit to power when diagnosed as failed
Mass air flow sensor failure DTCs and retest

A, Circuit Low Mechanical Cause Ignition on, start
- Circuit Yes engine and idle for 30
voltage below Control module cavity seconds
threshold Circuit reference I_F_AMS Inspect connectors for signs
Circuit reference of water ingress, and pins
O_V_5VWGPT O_V_5VAMS for damage and/or corrosion

Electrical fault of A bank circuit diagrams and check
mass air flow sensor the mass air flow sensor
circuit for
Connector is disconnected, Fuse failure
Mass air flow sensor - Wiring Short circuit to power

Fuse failure
High resistance
Short circuit to power mass air flow sensor, only
Open circuit when diagnosed as failed

Mass air flow sensor failure equipment, clear all stored
DTCs and retest

A, Circuit High Mechanical Cause Ignition on, start
- Circuit Yes engine and idle for 30
voltage above Control module cavity seconds
threshold Circuit reference I_F_AMS
Circuit reference Inspect connectors for signs
O_V_5VWGPT O_V_5VAMS of water ingress, and pins
Monitor Description
Electrical fault of A bank Refer to the electrical
mass air flow sensor circuit diagrams and check
the mass air flow sensor
Connector is disconnected, circuit for
connector pin is backed out, Fuse failure
Mass air flow sensor - Wiring
Fuse failure
Open circuit
High resistance
Open circuit mass air flow sensor, only
High resistance
Mass air flow sensor failure Rover approved diagnostic
DTCs and retest
P0106- Manifold Electrical Cause Refer to the electrical

23 Absolute Yes circuit diagrams and check
Pressure the manifold absolute
/Barometric Mechanical Cause pressure and temperature
Pressure Yes sensor circuit for short
Sensor Circuit Control Module Signal Name circuit to ground, short
Range Circuit reference Supply circuit to power, open
/Performance - I_A_MAP circuit, high resistance
Signal stuck
low Monitor Description Inspect connectors for signs
Pressure sensor plausibility of water ingress, and pins
check prior to engine start for damage and/or corrosion

temperature sensor circuit - manifold absolute pressure
Wiring integrity short circuit to and temperature sensor as
ground, short circuit to power, required
open circuit, high resistance Using the Jaguar Land
connector pin is backed out, equipment, clear all stored
connector pin corrosion DTCs and retest


Signal stuck
high Monitor Description Inspect connectors for signs
check prior to engine start for damage and/or corrosion

temperature sensor circuit -
Wiring integrity short circuit to Check and install a new
ground, short circuit to power, manifold absolute pressure
open circuit, high resistance and temperature sensor as
required
Manifold absolute pressure and DTCs and retest

Signal
compare failure Monitor Description Inspect connectors for signs
check against maximum for damage and/or corrosion
modeled manifold pressure Check and install a new
Manifold absolute pressure and manifold absolute pressure
temperature sensor circuit - and temperature sensor as
Wiring integrity short circuit to required
ground, short circuit to power, Check air filter is serviceable
open circuit, high resistance
Check intake manifold for
Connector is disconnected, air leak (loose or missing
connector pin is backed out, component)
Check breather system for
Manifold absolute pressure and leak (loose or missing
temperature sensor failure component)
Intake manifold air leak (loose or Check electric throttle blade
missing component) for contamination by oil or
Breather system leak (loose or debris clean as required
missing component) Check for damaged /
Blocked air filter restricted exhaust system
Carbon build up around throttle Using the Jaguar Land

Damaged / restricted exhaust equipment, clear all stored
system DTCs and retest

Signal
plausibility Monitor Description Inspect connectors for signs
failure Pressure sensor plausibility of water ingress, and pins
check against maximum for damage and/or corrosion
modeled manifold pressure Check and install a new
Manifold absolute pressure and manifold absolute pressure
temperature sensor circuit - and temperature sensor as
Wiring integrity short circuit to required
ground, short circuit to power, Check air filter is serviceable
Check intake manifold for
Connector is disconnected, air leak (loose or missing
connector pin is backed out, component)
Check breather system for
Manifold absolute pressure and leak (loose or missing
temperature sensor failure component)
Intake manifold air leak (loose or Check electric throttle blade

missing component) for contamination by oil or
Breather system leak (loose or
missing component) Check for damaged /
restricted exhaust system
Blocked air filter
Carbon build up around throttle Rover approved diagnostic
Damaged / restricted exhaust equipment, clear all stored
system DTCs and retest

Low - Circuit Circuit reference Supply circuit to power, open
voltage below I_A_MAP circuit, high resistance
threshold
Circuit reference Supply Inspect connectors for signs
O_V_5VMAP of water ingress, and pins
Circuit reference Supply
G_R_MAP Check and install a new
Monitor Description and temperature sensor as
Circuit check of the manifold required
pressure sensor
Manifold absolute pressure and Rover approved diagnostic
temperature sensor circuit - equipment, clear all stored
Wiring integrity short circuit to DTCs and retest
ground, short circuit to power,


High - Circuit Circuit reference Supply circuit to power, open
voltage above I_A_MAP circuit, high resistance
threshold
Circuit reference Supply Inspect connectors for signs
O_V_5VMAP of water ingress, and pins
Circuit reference Supply
G_R_MAP
Monitor Description Check and install a new
Circuit check of the manifold manifold absolute pressure
pressure sensor and temperature sensor as
required
temperature sensor circuit - Using the Jaguar Land
Wiring integrity short circuit to Rover approved diagnostic
ground, short circuit to power, equipment, clear all stored
open circuit, high resistance DTCs and retest

P0111- Intake Air Electrical Cause Leave vehicle turned off for
23 Temperature Yes a minimum of 8 hours and
Sensor 1 allow to soak to a stable
Circuit Range Mechanical Cause temperature
/Performance No
Bank 1 - Using the Jaguar Land
Control module cavity Rover approved diagnostic
Signal stuck Circuit reference I_A_IATS
low equipment check
Intake air temperature sensor datalogger signals. All
signal is lower than expected sensors should be within
20ºC of each other
Connector is disconnected, Intake air temperature
connector pin corrosion Charge air cooler
temperature
Harness failure - Wiring integrity
short circuit to ground, short Ambient air
circuit to power, open circuit, high temperature and
resistance manifold air
temperature sensors
Check the intake air

temperature sensor (part of
the mass air flow sensor)
and circuit for sensor
contamination


connections are secure and
wiring integrity

sensor that is biased higher
or lower than the other
sensors

DTCs and retest
Test the vehicle over 3
drive cycles (engine on
/off) across varied
driving conditions to
confirm the repair
/Performance No
(Bank 1) - Using the Jaguar Land
Signal below Circuit reference I_A_IATS
allowable range equipment check
signal is lower than expected sensors should be within
20ºC of each other
temperature
short circuit to ground, short Ambient air
circuit to power, open circuit, high temperature and
resistance manifold air
temperature sensors

contamination


wiring integrity

sensors

DTCs and retest
/off) across varied
confirm the repair
/Performance No
(Bank 1) - Using the Jaguar Land
Signal above Circuit reference I_A_IATS
allowable range equipment check
signal is higher than expected sensors should be within
20ºC of each other
temperature
circuit to power, open circuit, high
resistance
Ambient air
temperature and
manifold air
temperature sensors

contamination


wiring integrity

sensors

DTCs and retest
/off) across varied
confirm the repair
P0112- Intake Air Electrical Cause Refer to the electrical

00 Temperature Yes circuit diagrams and check
Sensor 1 intake air temperature
Circuit Low Mechanical Cause sensor circuit for short
Bank 1 - No Yes circuit to ground
Circuit reference I_A_IATS of water ingress, and pins
Circuit reference G_R_AMS for damage and/or corrosion
Intake air temperature sensor Using the Jaguar Land

circuit, short circuit to ground Rover approved diagnostic
Connector is disconnected, and retest
intake air temperature
Intake air temperature sensor sensor as required
failure

Circuit High Mechanical Cause sensor circuit for open
Bank 1 - No Yes circuit, short circuit to power
Circuit reference I_A_IATS of water ingress, and pins
Circuit reference G_R_AMS for damage and/or corrosion

Intake air temperature sensor equipment, clear the DTCs
circuit open circuit, short circuit to and retest
power
Connector is disconnected, intake air temperature
connector pin is backed out, sensor as required
Intake air temperature sensor

failure

Circuit Mechanical Cause sensor circuit for open
Intermittent Yes circuit, short circuit to
Bank 1 - No Control module cavity power, short circuit to
sub type Circuit reference I_A_IATS ground
information
Circuit reference G_R_AMS Inspect connectors for signs
Intake air temperature sensor for damage and/or corrosion
circuit open circuit, short circuit to
power, short circuit to ground Using the Jaguar Land
Connector is disconnected or equipment, clear the DTCs
loose, connector pin is backed and retest
out, connector pin corrosion
Intake air temperature sensor intake air temperature
failure sensor as required
P0116- Engine Coolant Electrical Cause Check cooling system for

2A Temperature Yes mechanical and fluid
Sensor 1 integrity
/Performance - Yes Check cooling fan system
Signal stuck in for mechanical integrity
Control module cavity
range Circuit reference Signal Check thermostat system
I_A_CTS for mechanical integrity
Circuit reference Ground Refer to the electrical

G_R_CTS circuit diagrams and check
the engine coolant
Monitor Description temperature sensor 1
Coolant temperature sensor circuit for short circuit to
stuck since start ground, short circuit to
Cooling system mechanical and power, open circuit, high
fluid integrity resistance
Cooling fan system mechanical Inspect connectors for signs

integrity of water ingress, and pins
Thermostat system mechanical
integrity Check and install a new
engine coolant temperature
Engine coolant temperature sensor 1 as required
sensor 1 circuit short circuit to
ground, short circuit to power, Using the Jaguar Land
open circuit, high resistance Rover approved diagnostic
Connector is disconnected, DTCs and retest

sensor 1 contamination
sensor 1 failure

62 Temperature Yes mechanical and fluid
Sensor 1 integrity
Signal for mechanical integrity
compare failure Circuit reference Signal Check thermostat system

the engine coolant
reading too high or too low at ground, short circuit to
cold start power, open circuit, high
Cooling system mechanical and resistance
fluid integrity Inspect connectors for signs
Cooling fan system mechanical of water ingress, and pins
integrity for damage and/or corrosion
Thermostat system mechanical Check and install a new

integrity engine coolant temperature
sensor 1 as required
sensor 1 circuit short circuit to Using the Jaguar Land
ground, short circuit to power, Rover approved diagnostic
open circuit, high resistance equipment, clear all stored
DTCs and retest


sensor 1 failure

Sensor 1 integrity
plausibility Circuit reference Signal Check thermostat system
failure I_A_CTS for mechanical integrity

the engine coolant
reading too high or too low ground, short circuit to
during engine operation power, open circuit, high

integrity
Engine coolant temperature Check and install a new
sensor 1 circuit short circuit to engine coolant temperature
ground, short circuit to power, sensor 1 as required
open circuit, high resistance Using the Jaguar Land


sensor 1 failure

Sensor 1 integrity
Circuit Low - Mechanical Cause
No sub type Yes Check cooling fan system
information for mechanical integrity
Circuit reference Signal Check thermostat system

the engine coolant
Engine coolant outlet circuit for short circuit to
temperature sensor short ground, short circuit to
circuit to ground power, open circuit, high
Thermostat system mechanical Check and install a new

integrity engine coolant temperature
sensor 1 as required
sensor 1 circuit short circuit to Using the Jaguar Land
ground, short circuit to power, Rover approved diagnostic
open circuit, high resistance equipment, clear all stored
DTCs and retest


sensor 1 failure

Sensor 1 integrity
Circuit High - Mechanical Cause
No sub type Yes Check cooling fan system
information for mechanical integrity

the engine coolant
Engine coolant outlet circuit for short circuit to
temperature sensor open ground, short circuit to
circuit or short circuit to power, open circuit, high
battery or 5 volts resistance
Cooling system mechanical and Inspect connectors for signs

fluid integrity of water ingress, and pins
Cooling fan system mechanical
engine coolant temperature
Thermostat system mechanical sensor 1 as required
integrity
Engine coolant temperature Rover approved diagnostic
sensor 1 circuit short circuit to equipment, clear all stored
ground, short circuit to power, DTCs and retest


sensor 1 failure
P0121- Throttle/Pedal Electrical Cause Vehicle Conditions to

00 Position Sensor Yes enable DTC Logging
A Circuit Range Strategy
/Performance - Mechanical Cause Ensure all throttle
No sub type Yes position circuit faults
information Control module cavity have been rectified
Circuit reference I_A_TPS1 prior to investigating
this fault. Engine
Monitor Description running at idle for 5
Throttle position sensor A seconds, also perform
does not align to position a short less than 10
sensor B and is also not minutes varied drive
aligned to a theoretical cycle to ensure fault
throttle angle calculated from has been rectified,
air charge / load. (Sensor A ensure light and high
is electrically within valid engine loads are
range but irrational to included
operating conditions)
Accelerator pedal position sensor circuit diagrams and check
circuit short circuit to power, accelerator pedal position
short circuit to ground, high sensor circuit for short
resistance circuit to power, short
circuit to ground, high
Accelerator pedal position sensor resistance
failure

equipment, with ignition on
but engine off, check
accelerator pedal position
sensor signal A is aligned to
sensor signal B
and retest

sensor as required

A Circuit Low - Strategy
No sub type Mechanical Cause Ignition On, Engine
information Yes speed greater than
Control module cavity 1200rpm for 5 seconds
Circuit reference I_A_TPS1 Refer to the electrical
Throttle position sensor A is accelerator pedal position
below valid electrical range sensor circuit for open
circuit, short circuit to
Accelerator pedal position sensor ground
circuit is below the valid electrical
range Inspect connectors for signs
Accelerator pedal position sensor for damage and/or corrosion
ground Using the Jaguar Land
Accelerator pedal position sensor equipment, clear the DTCs
failure and retest

sensor as required

A Circuit High - Strategy
Signal above Mechanical Cause Ignition On, Engine
allowable range Yes speed greater than
Control module cavity 1200rpm for 5 seconds
Throttle position sensor A is accelerator pedal position
above valid electrical range sensor circuit for short
circuit to power
Accelerator pedal position sensor
circuit is above the valid electrical Inspect connectors for signs
range of water ingress, and pins
circuit short circuit to power Using the Jaguar Land
failure and retest

sensor as required
P0128- Coolant Electrical Cause Check for correct coolant

00 Thermostat No mixture strength
(Coolant
Temperature Mechanical Cause
Yes
Below (particularly if vehicle has
Thermostat stuck open or
Thermostat been used in sub zero
partially open
Regulating conditions)
Temperature) - Thermostat failure
No sub type Check for contamination /
Debris inside thermostat
information debris inside thermostat
housing
housing, inspect condition
of thermostat

thermostat, only when
diagnosed as failed
P0131- O2 Sensor Electrical Cause Vehicle Conditions to

00 Circuit No Yes enable DTC Logging
Activity Strategy
Detected Mechanical Cause Start engine and allow
(Bank 1 Yes to idle for 5 minutes
Sensor 1) - No Control module cavity
Circuit reference I_A_LSVN Un diagrams and check the
information
Circuit reference O_R_LSVG heated oxygen sensor
Uref circuit for short circuit to
ground
Circuit reference I_A_LSCP Ip
Monitor Description heated oxygen sensor as
Detects low Voltage short required
circuit of the sensor circuit
lines
Heated oxygen sensor circuit,

short circuit to ground
Heated oxygen sensor failure

00 Circuit High Yes enable DTC Logging
Voltage (Bank Strategy
1 Sensor 1) - Mechanical Cause Start engine and allow
No sub type Yes to idle for 5 minutes
information Control module cavity Refer to electrical circuit
Circuit reference I_A_LSVN Un diagrams and check the
Circuit reference O_R_LSVG heated oxygen sensor
Uref circuit for short circuit to
power
Circuit reference I_A_LSCP Ip
Monitor Description heated oxygen sensor as
Detects high Voltage short required
circuit of the sensor circuit
lines

short circuit to power

00 Circuit Slow Yes enable DTC Logging
Response Bank Strategy
1 Sensor 1 - Mechanical Cause Fully warmed-up
No sub type Yes engine, drive off-idle
Circuit reference I_A_LSVN Un minutes with several
periods of steady
Circuit reference O_R_LSVG operation for more
Uref than 20 seconds (no
gear shifts, steady
Circuit reference I_A_LSCP Ip accelerator position)
Monitor Description Refer to electrical circuit
Monitor detects when the diagrams and check the
dynamic response of the heated oxygen sensor
upstream oxygen sensor has circuit for short circuit to
deteriorated to such an ground, short circuit to
extent that the vehicles power, open circuit, high
emissions exceed legal limits resistance
Heated oxygen sensor circuit, Check exhaust manifold for
short circuit to ground, short leakage
resistance Check heated oxygen
sensor is correctly installed
Heated oxygen sensor to
powertrain control module wiring Check and install a new
shield, open circuit heated oxygen sensor as
required
Air leakage at exhaust manifold
Incorrectly installed heated

oxygen sensor

00 Circuit No Yes enable DTC Logging
Activity Strategy
Detected Mechanical Cause Start engine and allow
(Bank 1 Yes to idle. If low fuel level
Sensor 1) - No Control module cavity warning is active allow
sub type Circuit reference I_A_LSVN Un to idle for at least 10
information minutes
Circuit reference O_R_LSVG
Uref Refer to electrical circuit
Circuit reference I_A_LSCP Ip heated oxygen sensor
Monitor Description ground, short circuit to
Upstream oxygen sensor, power, open circuit, high
bank 1, not correctly installed resistance
in the exhaust system or
fallen out Check exhaust manifold for
leakage
short circuit to ground, short Check heated oxygen
circuit to power, open circuit, high sensor is correctly installed
resistance
Heated oxygen sensor to heated oxygen sensor as
powertrain control module wiring required
shield, open circuit
Air leakage at exhaust manifold
Incorrectly installed heated

oxygen sensor

00 Heater Circuit Yes enable DTC Logging
(Bank 1 Strategy
Mechanical Cause Start engine and allow
Yes to idle for 5 minutes
Sensor 1) - No Control module cavity Refer to the electrical
sub type Circuit reference O_T_LSH Htr circuit diagrams and check
information supercharger bypass valve
Monitor Description actuator circuit for short
Monitors the heating element circuit to ground, short
of the upstream oxygen circuit to power, open
sensor circuit, high resistance
Heated oxygen sensor heater Inspect connectors for signs
control circuit short circuit to of water ingress, and pins
ground, short circuit to power, for damage and/or corrosion
supercharger bypass valve

00 Circuit (Bank 1 Yes enable DTC Logging
Sensor 2) - No Strategy
sub type Mechanical Cause Fully warmed-up
information Yes engine, drive off-idle
Control module cavity for a minimum of 5
Circuit reference G_R_LSF1 minutes
Circuit reference I_A_LSF1 Refer to the electrical

Sensor voltage stuck in circuit for short circuit to
counter voltage band ground, short circuit to
Heated oxygen sensor circuit resistance
circuit to power, open circuit, high Inspect connectors for signs
resistance of water ingress, and pins

required

00 Circuit Low Yes enable DTC Logging
1 Sensor 2) - Mechanical Cause Fully warmed-up

Sensor voltage below the circuit for short circuit to
lower limit ground, short circuit to
resistance
Heated oxygen sensor failure Using the Jaguar Land

and retest

required


Sensor voltage above the circuit for short circuit to
upper limit ground, short circuit to

required
P013A- O2 Sensor Electrical Cause Check exhaust system for

00 Slow Response Yes leakage
- Rich to Lean
(Bank 1 and Mechanical Cause Check heated oxygen
Sensor 2) - No Yes sensors are installed
sub type correctly into the exhaust
Monitor Description system
information Rate of change of sensor
response to a change in Refer to the electrical
exhaust gas constitution too circuit diagrams and check
slow heated oxygen sensor
Exhaust system leakage circuit to ground, short
Incorrectly installed heated circuit to power, open
oxygen sensor circuit, high resistance
Heated oxygen sensor circuit, Inspect connectors for signs

short circuit to ground, short of water ingress, and pins
circuit to power, open circuit, high for damage and/or corrosion
resistance Using the Jaguar Land

required
P013E- O2 Sensor Electrical Cause Check exhaust system for

00 Delayed Yes leakage
Response -
Rich to Lean Mechanical Cause Check heated oxygen
(Bank 1 Yes sensors are installed
Sensor 2) - No correctly into the exhaust
Monitor Description system
sub type Time for sensor to respond to
information a change in exhaust gas Refer to the electrical
constitution too great circuit diagrams and check
heated oxygen sensor
Exhaust system leakage heater circuit for short
Incorrectly installed heated circuit to ground, short
oxygen sensor circuit to power, open
short circuit to ground, short Inspect connectors for signs
circuit to power, open circuit, high of water ingress, and pins
resistance for damage and/or corrosion
Connector is disconnected, Using the Jaguar Land

connector pin is backed out, Rover approved diagnostic
connector pin corrosion equipment, clear the DTCs
and retest
required

(Bank 1 Strategy

Sensor voltage coupled to circuit for short circuit to
heater circuit ground, short circuit to

required

00 Circuit (Bank 1 Yes enable DTC Logging
Strategy
Mechanical Cause
Sensor 3) - No Yes Fully warmed-up
sub type engine, drive off-idle
Circuit reference I_A_LSF1
Sensor voltage stuck in heated oxygen sensor
counter voltage band circuit for short circuit to
Heated oxygen sensor circuit ground, short circuit to
resistance Inspect connectors for signs
Heated oxygen sensor failure Rover approved diagnostic
and retest

required

00 Circuit Low Yes enable DTC Logging

Sensor voltage below the circuit for short circuit to
lower limit ground, short circuit to

required


Sensor voltage above the ground, short circuit to
upper limit power, open circuit, high
resistance
Heated oxygen sensor circuit Inspect connectors for signs
short circuit to ground, short of water ingress, and pins
circuit to power, open circuit, high for damage and/or corrosion
resistance
required

(Bank 1 Strategy

Sensor voltage coupled to circuit for short circuit to
heater circuit ground, short circuit to

required
P0169- Incorrect Fuel Desired fueling control limits Refer to the electrical
00 Composition - implausible. Powertrain control circuit diagrams and check
No sub type module software error the power and ground
information connections to the module
Powertrain control module failure
equipment check and install
latest relevant level of
software to the powertrain
control module

powertrain control module
as required. Using the
Jaguar Land Rover
approved diagnostic
equipment, configure the
as a new module
P0169- Incorrect Fuel Desired lambda was not found Refer to the electrical
42 Composition - plausible. Powertrain control circuit diagrams and check
General module software error the power and ground
memory failure connections to the module
control module

Jaguar Land Rover
approved diagnostic
as a new module
P0169- Incorrect Fuel Predicted fuel mass was found not Refer to the electrical
43 Composition - plausible. Powertrain control circuit diagrams and check
Special module software error the power and ground
memory failure connections to the module
control module

Jaguar Land Rover
approved diagnostic
as a new module
P0170- Fuel Trim Bank Exhaust system leakage Check exhaust system for
00 1 - No sub leakage. Rectify as required
type Post catalyst heated oxygen
information sensor incorrectly installed Check post catalyst heated
oxygen sensor is correctly
Pre catalyst heated oxygen sensor installed
circuit short circuit to ground,
short circuit to power, open Inspect connectors for signs
circuit, high resistance of water ingress, and pins
Post catalyst heated oxygen
sensor circuit short circuit to Refer to the electrical
open circuit, high resistance pre catalyst heated oxygen
Pre catalyst heated oxygen sensor circuit to ground, short
contamination or failure circuit to power, open
Post catalyst heated oxygen circuit, high resistance
sensor contamination or failure Refer to the electrical
post catalyst heated
oxygen sensor circuit for

and retest
Check and install a new pre

catalyst heated oxygen
sensor as required

post catalyst heated
oxygen sensor as required
P017B- Cylinder Head Electrical Cause Check cooling system for

2A Temperature Yes mechanical and fluid
Sensor Circuit integrity
Range Mechanical Cause
Signal stuck in for mechanical integrity
range Circuit reference Signal Check thermostat system
I_A_CHT for mechanical integrity

G_R_CHT circuit diagrams and check
the cylinder head
Monitor Description temperature sensor circuit
Cylinder head temperature for short circuit to ground,
sensor stuck since start short circuit to power, open
Prioritised List of Possible Causes circuit, high resistance

cylinder head temperature
Thermostat system mechanical sensor as required
integrity
Refer to the workshop
Cylinder head temperature sensor manual and check the
circuit short circuit to ground, engine cooling system to
short circuit to power, open ensure the coolant
circuit, high resistance condition, level and flow is
correct
Cylinder head temperature sensor DTCs and retest
failure
Engine coolant level or flow failure

compare failure Circuit reference Signal Check thermostat system

Monitor Description the cylinder head
Cylinder head temperature temperature sensor circuit
sensor reading too high or for short circuit to ground,
too low at cold star short circuit to power, open
Prioritised List of Possible Causes
Cooling system mechanical and of water ingress, and pins
fluid integrity for damage and/or corrosion
Cooling fan system mechanical Check and install a new

integrity cylinder head temperature
sensor as required
integrity Refer to the workshop
Cylinder head temperature sensor engine cooling system to
circuit short circuit to ground, ensure the coolant
short circuit to power, open condition, level and flow is
circuit, high resistance correct
connector pin corrosion equipment, clear all stored
failure

plausibility Circuit reference Signal Check thermostat system
failure I_A_CHT for mechanical integrity

the cylinder head
Cylinder head temperature for short circuit to ground,
sensor reading too high or short circuit to power, open
too low during engine circuit, high resistance
operation
Prioritised List of Possible Causes of water ingress, and pins
Cooling system mechanical and for damage and/or corrosion
fluid integrity Check and install a new
Cooling fan system mechanical cylinder head temperature
integrity sensor as required
Thermostat system mechanical Refer to the workshop

integrity manual and check the
engine cooling system to
Cylinder head temperature sensor ensure the coolant
circuit short circuit to ground, condition, level and flow is
short circuit to power, open correct

failure

P017C- Cylinder Head Electrical Cause Check cooling system for
Low - Circuit Mechanical Cause
voltage below Yes Check cooling fan system
threshold for mechanical integrity

the cylinder head
Measured voltage is below for short circuit to ground,
the expected signal range short circuit to power, open

integrity
Cylinder head temperature sensor manual and check the
circuit short circuit to ground, engine cooling system to
short circuit to power, open ensure the coolant
circuit, high resistance condition, level and flow is
correct
failure
P017D- Cylinder Head Electrical Cause Check cooling system for

High - Circuit Mechanical Cause
voltage above Yes Check cooling fan system
threshold for mechanical integrity

the cylinder head
Measured voltage is above for short circuit to ground,
the expected signal range short circuit to power, open

integrity
Cylinder head temperature sensor engine cooling system to
circuit short circuit to ground, ensure the coolant
short circuit to power, open condition, level and flow is
circuit, high resistance correct

DTCs and retest
failure
P0181- Fuel Electrical Cause Vehicle Conditions to

Sensor A strategy
Circuit Range Mechanical Cause Drive vehicle under
/Performance - Yes steady-state conditions
Signal Control module cavity for up to 30 minutes
amplitude < Circuit reference Signal
minimum Prioritised Checks to
I_A_RAILFTS Perform
Circuit reference Ground Inspect connectors for signs
G_R_RAILFTS of water ingress, and pins
Comparison of fuel rail Refer to the electrical
temperature against circuit diagrams and check
modeled, less than modeled fuel temperature sensor
value circuit for short circuit to
Connector is disconnected, ground, short circuit to
connector pin is backed out, power, open circuit, high
connector pin corrosion resistance
Fuel temperature sensor circuit, Using the Jaguar Land

short circuit to ground, short Rover approved diagnostic
circuit to power, open circuit, high equipment, clear the DTCs
resistance and retest
Fuel temperature sensor failure Check and install a new fuel

temperature sensor as
required

Sensor A strategy
Circuit Range Mechanical Cause Idle vehicle for 30
/Performance - Yes minutes
Signal Control module cavity
amplitude > Prioritised Checks to
Circuit reference Signal Perform
maximum I_A_RAILFTS
Circuit reference Ground of water ingress, and pins
G_R_RAILFTS for damage and/or corrosion
Comparison of fuel rail circuit diagrams and check
temperature against fuel temperature sensor
modeled, greater than circuit for short circuit to
modeled value ground, short circuit to
Connector is disconnected, power, open circuit, high
connector pin is backed out, resistance
Fuel temperature sensor circuit, Using the Jaguar Land
short circuit to ground, short Rover approved diagnostic
circuit to power, open circuit, high equipment, clear the DTCs
resistance and retest
Fuel temperature sensor failure Check and install a new fuel

required

Sensor A strategy
Circuit Low - Mechanical Cause Ignition on, start
No sub type Yes engine and idle for 30
information Control module cavity seconds
Circuit reference Signal Prioritised Checks to
I_A_RAILFTS Perform
Fuel rail temperature sensor Refer to the electrical
voltage below threshold circuit diagrams and check
Connector is disconnected, fuel temperature sensor
connector pin is backed out, circuit for short circuit to
connector pin corrosion ground, short circuit to
Fuel temperature sensor circuit, resistance
circuit to power, open circuit, high Using the Jaguar Land
resistance Rover approved diagnostic
Fuel temperature sensor failure and retest

required

Sensor A strategy
Circuit High - Mechanical Cause Ignition on, start
Circuit reference Signal Prioritised Checks to
I_A_RAILFTS Perform
Fuel rail temperature sensor Refer to the electrical
voltage above threshold circuit diagrams and check
Connector is disconnected, fuel temperature sensor
Fuel temperature sensor circuit, resistance
Fuel temperature sensor failure and retest
required

71 Pressure Yes enable DTC Logging
Sensor Circuit Strategy
Range Mechanical Cause Engine running below
/Performance Yes 4520 rpm, fuel
Bank 1 - Control module cavity pressure above 3 mPa,
Actuator stuck Circuit reference fuel mass threshold
O_V_5VRAILPS about to 5%, sensor
voltage threshold less
Circuit reference I_A_RAILPS than 4.5 Volts
Circuit reference G_R_RAILPS Refer to the electrical

Circuit reference I_A_RAILFTS fuel rail pressure sensor
Monitor Description circuit for short circuit to
The fuel rail pressure is ground, short circuit to
sampled over 4 injections, if power, open circuit, high
no delta is seen then the resistance
fault is raised Using the Jaguar Land
Fuel rail pressure sensor circuit Rover approved diagnostic
short circuit to ground, short equipment, clear the DTCs
circuit to power, open circuit, high and retest
resistance Check and install a new fuel
Fuel rail pressure sensor failure rail pressure sensor as
required

Range Mechanical Cause Engine running for
/Performance Yes greater than 1 minute
Bank 1 - Control module cavity
Signal below Prioritised Checks to
Circuit reference Perform
allowable range O_V_5VRAILPS
Check connector is not
Circuit reference I_A_RAILPS disconnected, connector pin
Circuit reference G_R_RAILPS is not backed out
Circuit reference I_A_RAILFTS Refer to the electrical

Connector is disconnected, fuel rail pressure sensor
Fuel rail pressure sensor circuit resistance
Fuel rail pressure sensor failure and retest

rail pressure sensor as
required

Mechanical Cause
Range Yes Engine running for
/Performance greater than 1 minute
Bank 1 - Control module cavity
Signal above Circuit reference Prioritised Checks to
allowable range O_V_5VRAILPS Perform
Circuit reference I_A_RAILPS Check connector is not

disconnected, connector pin
Circuit reference G_R_RAILPS is not backed out
Circuit reference I_A_RAILFTS Refer to the electrical
connector pin is backed out, fuel rail pressure sensor
connector pin corrosion circuit for short circuit to
Fuel rail pressure sensor circuit power, open circuit, high
short circuit to ground, short resistance
resistance Using the Jaguar Land
Fuel rail pressure sensor failure equipment, clear the DTCs
and retest

required

Sensor A strategy
Circuit Low - Mechanical Cause Ignition on, start
Circuit reference Prioritised Checks to
O_V_5VRAILPS Perform
Circuit reference T_A_RAILPS Check connector is not
Circuit reference G_R_RAILPS disconnected, connector pin
is not backed out
Circuit reference I_A_RAILFTS
High pressure fuel pressure for damage and/or corrosion
sensor voltage below
threshold Refer to the electrical
Connector is disconnected, fuel rail pressure sensor
connector pin corrosion ground
Fuel rail pressure sensor circuit, Check fuel rail pressure

short circuit to ground sensor 5 volt power supply
circuit for open circuit, high
Fuel rail pressure sensor 5 volt resistance
power supply circuit, open circuit,
high resistance Using the Jaguar Land
Fuel rail pressure sensor failure equipment, clear the DTCs
and retest

required

Sensor A strategy
Circuit High - Mechanical Cause
No sub type Yes Ignition on, start
information engine and idle for 30
Control module cavity seconds
Circuit reference
O_V_5VRAILPS
Prioritised Checks to
Circuit reference T_A_RAILPS Perform
Circuit reference G_R_RAILPS Check connector is not

Circuit reference I_A_RAILFTS is not backed out
High pressure fuel pressure of water ingress, and pins
sensor voltage above for damage and/or corrosion
threshold
connector pin is backed out, fuel rail pressure sensor
connector pin corrosion circuit for short circuit to
Fuel rail pressure sensor circuit, power
short circuit to power Check fuel rail pressure
Fuel rail pressure sensor ground sensor ground supply
supply circuit, open circuit, high circuit for open circuit, high
resistance resistance
Fuel rail pressure sensor failure Using the Jaguar Land

and retest

required
P0196- Engine Oil Electrical Cause Vehicle Conditions to

Sensor "A" Strategy
Range Mechanical Cause Ignition on, engine
/Performance - Yes running
FM (Frequency Control module cavity
Modulated) / Inspect connectors for signs
Circuit reference I_T_OPTS of water ingress, and pins
PWM (Pulse
Width Circuit reference O_V_5VOPTS for damage and/or corrosion
Modulated) Refer to the electrical
failures Circuit reference G_R_OPTS
Monitor Description the oil pressure and
Oil temperature sensor - temperature sensor circuit
PWM out of range for
Fuse failure
Oil pressure and temperature
sensor - Wiring integrity Open circuit
Short circuit to ground Check and install a new oil
Short circuit to power pressure and temperature
sensor, only when

Oil pressure and temperature equipment, clear all stored
sensor failure DTCs and retest
2A Temperature Yes enable DTC Logging
Sensor "A" Strategy
Range Mechanical Cause Start and drive vehicle
/Performance - Yes at steady state, low
Signal stuck in Control module cavity load condition for 20
range Circuit reference I_T_OPTS minutes
Circuit reference O_V_5VOPTS Inspect connectors for signs

Circuit reference G_R_OPTS for damage and/or corrosion

Oil temperature sensor stuck circuit diagrams and check
since start the oil pressure and
temperature sensor circuit
Connector is disconnected, for
sensor - Wiring integrity Short circuit to power
Fuse failure
Open circuit
High resistance
Check and install a new oil
Open circuit pressure and temperature
sensor, only when
High resistance diagnosed as failed
Oil pressure and temperature Using the Jaguar Land
sensor failure Rover approved diagnostic
DTCs and retest

Sensor "A" Strategy
Range Mechanical Cause Start engine and allow
Signal Control module cavity following an engine off
compare failure Circuit reference I_T_OPTS period greater than 8
hours
Circuit reference O_V_5VOPTS
Circuit reference G_R_OPTS of water ingress, and pins
Monitor Description
Oil temperature sensor Refer to the electrical
reading too high or too low at circuit diagrams and check
cold start the oil pressure and
temperature sensor circuit
Connector is disconnected, for
sensor - Wiring integrity Short circuit to power
Fuse failure
Open circuit
High resistance
Open circuit pressure and temperature
sensor, only when
High resistance diagnosed as failed
sensor failure
DTCs and retest

Sensor "A" Strategy
/Performance - Yes at steady state, low
Signal Control module cavity load condition for 20
plausibility Circuit reference I_T_OPTS minutes
failure
Circuit reference O_V_5VOPTS Inspect connectors for signs
Circuit reference G_R_OPTS for damage and/or corrosion

Oil temperature sensor circuit diagrams and check
reading too high or too low the oil pressure and
during engine operation temperature sensor circuit
for
Connector is disconnected, Fuse failure
Oil pressure and temperature Short circuit to power

sensor - Wiring integrity
Fuse failure Open circuit
Short circuit to power Check and install a new oil

diagnosed as failed
High resistance
Oil pressure and temperature Rover approved diagnostic
sensor failure equipment, clear all stored
DTCs and retest

Sensor Range Strategy
/Performance - Mechanical Cause Ignition on, engine
Signal invalid Yes running
Control module cavity Inspect connectors for signs
Circuit reference O_V_5VOPTS for damage and/or corrosion
Circuit reference G_R_OPTS Refer to the electrical

Oil temperature sensor temperature sensor circuit
hardware fault for
Fuse failure
diagnosed as failed
High resistance
DTCs and retest
P01BA- Engine Oil Electrical Cause Inspect connectors for signs

64 Temperature Yes of water ingress, and pins
Sensor "B" for damage and/or corrosion
/Performance - Yes Refer to the electrical
Signal circuit diagrams and check
Control module cavity the oil temperature sensor
plausibility Circuit reference I_A_UOTS
failure circuit for
Circuit reference G_R_UOTS Fuse failure
Connector is disconnected, Short circuit to ground

Open circuit
Oil temperature sensor - Wiring
integrity High resistance
Fuse failure
Short circuit to ground temperature sensor, only
DTCs and retest
Oil temperature sensor failure
P01BA- Engine Oil Electrical Cause Vehicle Conditions to

Sensor "B" Strategy
/Performance - Yes at various part load
Signal below Control module cavity conditions for 20
allowable range Circuit reference I_A_UOTS minutes
Circuit reference G_R_UOTS Inspect connectors for signs

Oil temperature rationality low
connector pin is backed out, the oil temperature sensor
connector pin corrosion circuit for
Fuse failure
Oil temperature sensor - Wiring
integrity Short circuit to ground
Fuse failure
Open circuit
High resistance
Open circuit
High resistance temperature sensor, only
Oil temperature sensor failure
DTCs and retest
P01BA- Engine Oil Electrical Cause Vehicle Conditions to
Sensor "B" Strategy
/Performance - Yes at various part load
Signal above Control module cavity conditions for 20
allowable range Circuit reference I_A_UOTS minutes
Circuit reference G_R_UOTS Inspect connectors for signs

Oil temperature rationality
high Refer to the electrical
Connector is disconnected, the oil temperature sensor
connector pin is backed out, circuit for
connector pin corrosion Fuse failure
Oil temperature sensor - Wiring Short circuit to ground

integrity
Fuse failure Short circuit to power
Open circuit Check and install a new oil

temperature sensor, only
High resistance when diagnosed as failed
Oil temperature sensor failure Using the Jaguar Land

DTCs and retest
P01BB- Engine Oil Electrical Cause Vehicle Conditions to

Sensor "B" Strategy
Circuit Low - Mechanical Cause Ignition on, Engine
No sub type Yes running
Circuit reference I_A_UOTS of water ingress, and pins
Circuit reference G_R_UOTS for damage and/or corrosion

Continuously variable valve circuit diagrams and check
lift oil temp sensor short the oil temperature sensor
circuit to ground circuit for
Fuse failure
Oil temperature sensor - Wiring Open circuit
integrity

Oil temperature sensor failure DTCs and retest
P01BC- Engine Oil Electrical Cause Vehicle Conditions to
Sensor "B" Strategy
Circuit High - Mechanical Cause Ignition on, Engine
No sub type Yes running

Continuously variable valve circuit diagrams and check
lift oil temp sensor open the oil temperature sensor
circuit, short circuit to power circuit for
Fuse failure
integrity

P01BD- Engine Oil Electrical Cause Vehicle Conditions to

Sensor "B" Strategy
Circuit Mechanical Cause Engine running under
Intermittent Yes any condition
/Erratic - Control module cavity
Signal invalid Inspect connectors for signs

Maximum variation of circuit diagrams and check
continuously variable valve the oil temperature sensor
lift oil temperature circuit for
Fuse failure
integrity

P01E4- Engine Coolant Electrical Cause Refer to the electrical

2A Temperature Yes circuit diagrams and check
Sensor 3 the cylinder block
Circuit Range Mechanical Cause temperature sensor circuit
/Performance - Yes for short circuit to ground,
Signal stuck in short circuit to power, open
range Control module cavity circuit, high resistance
Circuit reference Signal
I_A_CBT Inspect connectors for signs
Circuit reference Ground for damage and/or corrosion
G_R_CBT
Cylinder block temperature cylinder block temperature
sensor or harness failure - Wiring sensor, only when
integrity short circuit to ground, diagnosed as failed
circuit, high resistance Using the Jaguar Land
Connector is disconnected, equipment, clear all stored
connector pin is backed out, DTCs and retest

sensor failure

Signal Control module cavity short circuit to power, open
compare failure Circuit reference Signal circuit, high resistance
G_R_CBT for damage and/or corrosion
Cylinder block temperature Check and install a new

sensor or harness failure - Wiring cylinder block temperature
integrity short circuit to ground, sensor, only when
short circuit to power, open diagnosed as failed

sensor failure

Signal Control module cavity short circuit to power, open
plausibility Circuit reference Signal circuit, high resistance
failure I_A_CBT Inspect connectors for signs

sensor failure

Circuit Low - Mechanical Cause temperature sensor circuit
Circuit voltage Yes for short circuit to ground,
below threshold Control module cavity short circuit to power, open
Circuit reference Signal circuit, high resistance


sensor failure

Circuit High - Mechanical Cause temperature sensor circuit
Circuit voltage Yes for short circuit to ground,
above threshold Control module cavity short circuit to power, open
Circuit reference Signal circuit, high resistance


sensor failure
P0201- Cylinder 1 Electrical Cause Vehicle Conditions to

13 Injector Circuit Yes enable DTC Logging
Open - Circuit Strategy
open Mechanical Cause Engine running
Yes
Circuit reference O_P_INJVH1 for damage and/or corrosion
Circuit reference O_P_INJVL1 Refer to the electrical
Injector in cylinder 1 open fuel injector circuit for open
load circuit, high resistance
and retest
Fuel injector circuit, open circuit,
high resistance Check fuel injector
resistance
Fuel injector failure
injector as required

Yes

and retest
resistance

Yes

and retest
resistance

Yes

Circuit reference O_P_INJVH4 Inspect connectors for signs
Circuit reference O_P_INJVL4 for damage and/or corrosion
Injector in cylinder 4 open circuit diagrams and check
load fuel injector circuit for open
Connector is disconnected, circuit, high resistance
Fuel injector circuit, open circuit, equipment, clear the DTCs
high resistance and retest
Fuel injector failure Check fuel injector

resistance


/Switch B Strategy
Circuit Range Mechanical Cause Ensure all throttle
/Performance - Yes position circuit faults
No sub type Control module cavity have been rectified
information Circuit reference I_A_TPS2 prior to investigating
this fault. Engine
Monitor Description running at idle for 5
Throttle position sensor B seconds, also perform
does not align to position a short less than 10
sensor A and is also not minutes varied drive
aligned to a theoretical cycle to ensure fault
throttle angle calculated from has been rectified,
air charge / load. (Sensor A ensure light and high
is electrically within valid engine loads are
range but irrational to included
operating conditions)
Accelerator pedal position sensor circuit diagrams and check
circuit short circuit to power, accelerator pedal position
short circuit to ground, high sensor circuit for short
resistance circuit to power, short
circuit to ground, high
Accelerator pedal position sensor resistance
failure

equipment, with ignition on
but engine off, check
sensor signal A is aligned to
sensor signal B

and retest

sensor as required
/Switch B Strategy
Circuit Low - Mechanical Cause Ignition On, Engine
No sub type Yes speed greater than
information Control module cavity 1200rpm for 5 seconds
Throttle position sensor B is accelerator pedal position
below valid electrical range sensor circuit for open
circuit, short circuit to
Accelerator pedal position sensor ground
circuit is below the valid electrical
range Inspect connectors for signs
Accelerator pedal position sensor for damage and/or corrosion
ground Using the Jaguar Land
failure and retest

sensor as required

/Switch B Strategy
Circuit High - Mechanical Cause Ignition On, Engine
Signal above Yes speed greater than
allowable range Control module cavity 1200rpm for 5 seconds
Throttle position sensor B is accelerator pedal position
above valid electrical range sensor circuit for short
circuit to power
circuit is above the valid electrical Inspect connectors for signs
range of water ingress, and pins
circuit short circuit to power Using the Jaguar Land
failure and retest

sensor as required
P0230- Fuel Pump Electrical Cause Vehicle Conditions to

13 Primary Circuit Yes enable DTC Logging
- Circuit open Strategy
Mechanical Cause Ignition running
Yes
Circuit reference O_T_PSP for damage and/or corrosion
The diagnostic detects failures Refer to the electrical
between the fuel pump driver circuit diagrams and check
module and the fuel pump but connections are secure and
reports them to the powertrain wiring integrity
control module via the PWM line
P0230- Fuel Pump Electrical Cause Vehicle Conditions to

19 Primary Circuit Yes enable DTC Logging
- Circuit Strategy
current above Mechanical Cause Ignition running
threshold Yes
The diagnostic detects failures Refer to the electrical
between the fuel pump driver circuit diagrams and check
module and the fuel pump but connections are secure and
reports them to the powertrain wiring integrity
control module via the PWM line
P0234- Turbocharger Monitor Description Vehicle Conditions to

00 /Supercharger The monitor compares enable DTC Logging
A Overboost expected boost pressure Strategy
Condition - No when boost pressure control Drive vehicle on boost
sub type is active against target. If for greater than 4
information actual is greater than seconds
expected then fault is
reported Check turbocharger
wastegate operation
Turbocharger wastegate blocked
Charge air pressure sensor circuit diagrams and check
circuit, short circuit to ground, charge air pressure sensor
short circuit to power, open circuit for short circuit to
circuit, high resistance ground, short circuit to
resistance

Boost Sensor A Strategy
Circuit Low - Mechanical Cause Ignition On
Circuit voltage No
below threshold Inspect connectors for signs
Circuit reference I_A_BTS for damage and/or corrosion
connector pin corrosion the TMAP post intercooler
TMAP post intercooler temperature sensor circuit
temperature sensor - Wiring for
Short circuit to ground Short circuit to power
Short circuit to power Open circuit
DTCs and retest

Boost Sensor A Strategy
Circuit High - Mechanical Cause Ignition On
Circuit voltage No
above threshold Inspect connectors for signs
Circuit reference I_A_BTS for damage and/or corrosion
connector pin corrosion the TMAP post intercooler
TMAP post intercooler temperature sensor circuit
temperature sensor - Wiring for
DTCs and retest
P023A- Charge Air Electrical Cause Vehicle Conditions to

13 Cooler Coolant Yes enable DTC Logging
Pump Control Strategy
Circuit Open - Mechanical Cause Ignition On
Circuit open Yes
Circuit reference O_T_CCP for damage and/or corrosion
connector pin corrosion the air charge coolant
Air charge coolant pump - Wiring pump circuit for
High resistance Check and install a new air
Air charge coolant pump failure charge coolant pump, only

DTCs and retest
P023A- Charge Air Electrical Cause Vehicle Conditions to

4B Cooler Coolant Yes enable DTC Logging
Circuit Open - Mechanical Cause Ignition On
Over Yes
temperature

pump circuit for
Air charge coolant pump - Wiring Short circuit to ground
integrity

charge coolant pump, only
Air charge coolant pump failure when diagnosed as failed

DTCs and retest
P023B- Charge Air Electrical Cause Vehicle Conditions to

Circuit Low - Mechanical Cause Ignition On
Circuit short to Yes
ground Inspect connectors for signs
Air charge coolant pump failure charge coolant pump, only

DTCs and retest
P023C- Charge Air Electrical Cause Vehicle Conditions to

Circuit High - Mechanical Cause Ignition On
Circuit short to Yes
battery Inspect connectors for signs

charge coolant pump, only
Air charge coolant pump failure when diagnosed as failed

DTCs and retest

Wastegate Strategy
Solenoid A - Mechanical Cause Ignition On
Circuit open Yes
Circuit reference O_T_SCPOS for damage and/or corrosion
Circuit reference O_T_SCNEG Refer to the electrical
connector pin is backed out, the turbocharger electronic
connector pin corrosion wastegate circuit for
Turbocharger electronic
wastegate - Wiring integrity Short circuit to power
High resistance turbocharger electronic
wastegate, only when
Turbocharger electronic diagnosed as failed
wastegate failure
DTCs and retest

Wastegate Strategy
Solenoid A Mechanical Cause Ignition On
Range Yes
/Performance - Inspect connectors for signs
Signal below Circuit reference O_T_SCPOS
allowable range for damage and/or corrosion
Open circuit
High resistance
Turbocharger electronic Check and install a new
wastegate failure turbocharger electronic
diagnosed as failed

DTCs and retest

Wastegate Strategy
Range Yes
/Performance - Inspect connectors for signs
Signal above Circuit reference O_T_SCPOS
allowable range for damage and/or corrosion
wastegate failure
DTCs and retest

Wastegate Strategy
Solenoid A Low Mechanical Cause Ignition On
- Circuit short Yes
to ground Inspect connectors for signs
wastegate failure
DTCs and retest

Wastegate Strategy
Solenoid A Low Mechanical Cause Ignition On
- Circuit short Yes
to ground or Inspect connectors for signs
open Circuit reference O_T_SCPOS for damage and/or corrosion
wastegate failure
DTCs and retest

Wastegate Strategy
High - Circuit Yes
short to battery Inspect connectors for signs
wastegate failure
DTCs and retest
Wastegate Strategy
High - Circuit Yes
short to Inspect connectors for signs
battery or open Circuit reference O_T_SCPOS for damage and/or corrosion
wastegate failure
DTCs and retest
P0251- Injection Pump Electrical Cause Vehicle Conditions to

13 Fuel Metering Yes enable DTC Logging
Control A - Strategy
Circuit open Mechanical Cause Engine running
Yes
Circuit reference O_V_FSCVH for damage and/or corrosion
Circuit reference O_V_FSCVL Refer to the electrical
Open load detected by the high pressure fuel pump
pump control module, then circuit for open circuit
passed to the main CPU Using the Jaguar Land
High pressure fuel pump Rover approved diagnostic
connector is disconnected, equipment, clear the DTCs
connector pin is backed out, and retest
High pressure fuel pump circuit, high pressure fuel pump as
open circuit required
High pressure fuel pump failure

Control A Low Strategy
- No sub type Mechanical Cause Engine running
information Yes
Short to ground detected by high pressure fuel pump
the pump control module, circuit for short circuit to
then passed to the main CPU ground

short circuit to ground required

Control A High Strategy
- No sub type Mechanical Cause Engine running
information Yes
Short to battery voltage high pressure fuel pump
detected by the pump control circuit for short circuit to
module, then passed to the power
main CPU Using the Jaguar Land
short circuit to power required
P025A- Fuel Pump Electrical Cause Vehicle Conditions to

13 Module, A, Yes enable DTC Logging
Control Circuit Strategy
Open - Circuit Mechanical Cause Engine running
open Yes
connector pin corrosion the fuel pump driver
Fuel pump driver module - Wiring module circuit for
and retest
P025B- Fuel Pump Electrical Cause

98 Module, A, Yes Vehicle Conditions to
Control Circuit enable DTC Logging
Range Mechanical Cause Strategy
/Performance - Yes Engine running
Component or Control module cavity
system over Inspect connectors for signs
Circuit reference O_T_PSP of water ingress, and pins
temperature
connector pin is backed out, Refer to the electrical
connector pin corrosion circuit diagrams and check
Fuel pump driver module - Wiring the fuel pump driver
integrity module circuit for

and retest
P025C- Fuel Pump Electrical Cause Vehicle Conditions to

11 Module "A" Yes enable DTC Logging
Low - Circuit Mechanical Cause Engine running
short to ground Yes
connector pin corrosion fuel pump driver module
Fuel pump driver module circuit, circuit for short circuit to
short circuit to ground ground

and retest
P025D- Fuel Pump Electrical Cause Vehicle Conditions to

12 Module, A, Yes enable DTC Logging
High - Circuit Mechanical Cause Engine running
short to battery Yes
connector pin corrosion fuel pump driver module
Fuel pump driver module circuit, circuit for short circuit to
short circuit to power power

and retest
P0261- Cylinder 1
1C Injector Circuit Connector is disconnected, Inspect connectors for signs
Low - Circuit connector pin is backed out, of water ingress, and pins
voltage out of connector pin corrosion for damage and/or corrosion
range
Fuel injector circuit short circuit to Refer to the electrical
open circuit, high resistance fuel injector circuit for short
Fuel injector failure circuit to power, open

and retest
Check fuel injector

resistance

P0262- Cylinder 1 Connector is disconnected, Inspect connectors for signs

1C Injector Circuit connector pin is backed out, of water ingress, and pins
High - Circuit connector pin corrosion for damage and/or corrosion
voltage out of
range Fuel injector circuit short circuit to Refer to the electrical

and retest
Check fuel injector

resistance


Low - Circuit connector pin corrosion for damage and/or corrosion
voltage out of

and retest
Check fuel injector

resistance

P0265- Cylinder 2
1C Injector Circuit Connector is disconnected, Inspect connectors for signs
High - Circuit connector pin is backed out, of water ingress, and pins
voltage out of connector pin corrosion for damage and/or corrosion
range
Fuel injector circuit short circuit to Refer to the electrical

and retest
Check fuel injector

resistance


voltage out of

and retest
Check fuel injector

resistance


voltage out of

and retest
Check fuel injector

resistance

P026B- Injection Electrical Cause

00 Timing Yes Vehicle Conditions to
Performance - enable DTC Logging
No sub type Mechanical Cause Strategy
information Yes Engine running
Fuel injector powerstage Check powertrain control
overheated (internal to module and surrounding
powertrain control module) area for excessive /
Other fuel injector related DTCs abnormal heat source
Fuel injector is mechanically Check powertrain control

degraded module for fuel injection
related DTCs and refer to
Fuel injector is carbonized relevant DTC index
Check fuel injector for

mechanical integrity
P026B- Injection Electrical Cause Vehicle Conditions to

29 Timing Yes enable DTC Logging
Signal signal Mechanical Cause Engine running
invalid Yes
Check powertrain control
Fuel injector powerstage module and surrounding
overheated (internal to area for excessive /
powertrain control module) abnormal heat source
Other fuel injector related DTCs Check powertrain control
Fuel injector is mechanically module for fuel injection
degraded related DTCs and refer to
relevant DTC index
Fuel injector is carbonized
P026E- Charge Air Electrical Cause Vehicle Conditions to

Pump Strategy
Performance - Mechanical Cause Engine running
Component or Yes
system over Refer to the relevant
Control module cavity section of the workshop
temperature Circuit reference O_T_CCP manual and check
Coolant system contamination / Coolant system for
debris contamination / debris

Charge air cooler coolant pump - Refer to the electrical

Wiring integrity circuit diagrams and check
Fuse failure the charge air cooler
coolant pump circuit for
Short circuit to ground Fuse failure
Short circuit to power Short circuit to ground
Open circuit Short circuit to power
High resistance Open circuit
Charge air cooler coolant pump High resistance

failure
charge air cooler coolant
pump, only when diagnosed
as failed
DTCs and retest

voltage out of

and retest
Check fuel injector

resistance


voltage out of

and retest
Check fuel injector

resistance


A Underboost Strategy
Condition - No Mechanical Cause Drive vehicle to
sub type Yes generate boost
information Monitor Description pressure for
The monitor compares approximately 5
expected boost pressure seconds
when boost pressure control Test air intake system,
is active against target. If boost air system for air
actual is less than expected leaks
then fault reported
Air intake system, boost air turbocharger as required
system high pressure boost air
leak
Turbocharger seized Check compressor bypass
valve for mechanical
Compressor bypass valve stuck integrity
open
Check air intake system,
Air intake system, low pressure low pressure intake for
intake blocked or restricted blockages or restriction
Exhaust system blocked or Check exhaust system, for
restricted blockages or restriction
Charge air pressure sensor Check charge air pressure
blocked sensor for blockage
Charge air pressure sensor - Refer to the electrical
Wiring integrity circuit diagrams and check
Short circuit to ground the charge air pressure
Short circuit to power sensor circuit for
Open circuit
High resistance
Open circuit
connector pin is backed out, High resistance

DTCs and retest
P02A9- Engine Coolant Electrical Cause Vehicle Conditions to

00 Flow Control Yes enable DTC Logging
Valve Position Strategy
Sensor Circuit Mechanical Cause Ignition on
Low - No sub Yes
type Inspect connectors for signs
information Circuit reference O_5VCLNTP for damage and/or corrosion
Circuit reference G_R_VCLNTP Refer to the electrical
Circuit reference I_A_CPP circuit diagrams and check
the charge air pressure
Connector is disconnected, sensor circuit for
Variable coolant pump - Wiring
Short circuit to power Using the Jaguar Land
High resistance DTCs and retest
P02CC- Cylinder 1 Fuel Electrical Cause Vehicle Conditions to

84 Injector Offset Yes enable DTC Logging
Learning at Strategy
Min Limit - Mechanical Cause Engine running
Signal below Yes
allowable range Check powertrain control
Other fuel injector related DTCs module for fuel injection
Fuel injector is mechanically related DTCs and refer to
degraded relevant DTC index
Fuel injector is carbonized Check fuel injector for

injector, only when
diagnosed as failed

equipment, reprogram the
injector codes
P02CD- Cylinder 1 Fuel Electrical Cause Vehicle Conditions to

Max Limit - Mechanical Cause Engine running
Signal above Yes


injector, only when
diagnosed as failed

injector codes
P02CE- Cylinder 2 Fuel Electrical Cause Vehicle Conditions to

Signal below Yes


injector, only when
diagnosed as failed

injector codes
P02CF- Cylinder 2 Fuel Electrical Cause Vehicle Conditions to

Signal above Yes


injector, only when
diagnosed as failed

injector codes
P02D0- Cylinder 3 Fuel Electrical Cause Vehicle Conditions to

Signal below Yes


injector, only when
diagnosed as failed

injector codes

Signal above Yes


injector, only when
diagnosed as failed

injector codes

Signal below Yes


injector, only when
diagnosed as failed

injector codes

Signal above Yes


injector, only when
diagnosed as failed

injector codes
P02EE- Cylinder 1 Electrical Cause Vehicle Conditions to

1C Injector Circuit Yes enable DTC Logging
Range Strategy
/Performance - Mechanical Cause Engine running
Circuit voltage Yes
out of range Refer to the electrical
Control module cavity circuit diagrams and check
Circuit reference O_P_INJVH1 fuel injector number 1 for
Circuit reference O_P_INJVL1 high side and low side short
circuit to each other
Monitor Description
Injector in cylinder 1 high Refer to the electrical
side and low side is shorted circuit diagrams and check
fuel injector circuit for short
Fuel injector number 1 high side circuit to ground, short
and low side short circuit to each circuit to power, open
other circuit, high resistance
Fuel injector circuit short circuit to Inspect connectors for signs

ground, short circuit to power, of water ingress, and pins
open circuit, high resistance for damage and/or corrosion
Connector is disconnected, Check fuel injector

Fuel injector failure injector, only when
diagnosed as failed
P02EF- Cylinder 2 Electrical Cause

1C Injector Circuit Yes
Range Mechanical Cause Vehicle Conditions to
/Performance - Yes enable DTC Logging
Circuit voltage Strategy
out of range Control module cavity Engine running
Circuit reference O_P_INJVH2
Circuit reference O_P_INJVL2 circuit diagrams and check
Monitor Description fuel injector number 2 for
Injector in cylinder 2 high high side and low side short
side and low side is shorted circuit to each other
Fuel injector number 2 high side Refer to the electrical

and low side short circuit to each circuit diagrams and check
other fuel injector circuit for short
Fuel injector circuit short circuit to circuit to power, open
ground, short circuit to power, circuit, high resistance
Check fuel injector
Fuel injector failure resistance

injector, only when
diagnosed as failed
P02F0- Cylinder 3 Electrical Cause Vehicle Conditions to

Range Strategy
Circuit voltage Yes
Circuit reference O_P_INJVL3 high side and low side short
circuit to each other
Monitor Description
Injector in cylinder 3 high Refer to the electrical
side and low side is shorted circuit diagrams and check
fuel injector circuit for short


diagnosed as failed
P02F1- Cylinder 4 Electrical Cause Vehicle Conditions to

Range Strategy
Circuit voltage Yes
high side and low side short
Circuit reference O_P_INJVL4 circuit to each other
Injector in cylinder 4 high circuit diagrams and check
side and low side is shorted fuel injector circuit for short


connector pin corrosion Check and install a new fuel
diagnosed as failed
P0300- Random Any of the following DTCs if Check powertrain control

00 /Multiple logged will cause a misfire. These module for any of the
Cylinder must be repaired before shown DTCs and relating to
Misfire additional investigations are the following systems or
Detected - No conducted components. These must
sub type P0030-00 P0031-00 P0032- be repaired before
information 00 P00D1-00 P0131-00 additional investigations are
P0132-00 P0132-00 P0133- conducted
00 P0134-00 P0192-00 Ignition system
P0193-00 P0444-00 P0458-
00 P0459-00 P0496-00 Fuel system
P0497-00 P064D-08 P064D- Charge air system
17 P064D-16 P064D-86
P2096-00 P2096-02 P2097- Evaporative emissions
00 P2097-02 P2231-00 canister purge valve
P2237-00 P2237-02 P2237-
64 P2243-00 P2251-00 Ensure vehicle has
P228C-77 P228D-77 P2626- sufficient fuel
00 Check spark plug(s) for
The above DTCs are relating to fouling or failure, install
the following systems or new as required
components Check reluctor ring for
Ignition system correct installation
Fuel system Check crankshaft position
Charge air system sensor for correct
installation
Evaporative emissions
canister purge valve Drain and refuel with new
fuel of correct grade and
Fuel level low known quality
Spark plug(s) fouled or failed Check driveline for debris

around rotating components
Reluctor ring to sensor runout
and air gap out of tolerance Check driveline for
excessive wear or backlash
Crankshaft position sensor
incorrectly installed Check wheels and tires for
snow or mud packing and
Poor fuel quality correct balance
Incorrect fuel grade or blend
Contaminated fuel or
unauthorised additives
Driveline imbalance
Debris around rotating
components
wiring integrity
Driveline components
Check cylinder
excessive wear
compressions both cold and
Wheel and tire imbalance hot
Harness failure - Wiring integrity Check for correct valve

clearance
Low cylinder compressions
Worn damaged engine Check catalyst for damage
components or blockage
Worn piston rings Check engine mounts for

damage
Incorrect valve clearance
Check transmission mounts
Worn valves for damage
Catalyst blocked or damaged Check auxiliary drive belt

components are correctly
Engine mount damaged
installed
Transmission mount damaged
Auxiliary drive belt components contamination or blockage
incorrectly installed
Check engine oil pressure is
Fuel injector contamination or to specification
blocked
For further detailed
Engine build excessive wear information, please refer to
the relevant section of the
workshop manual. Section
303 - Electronic Engine
Controls
P0301- Cylinder 1 Any of the following DTCs if Check powertrain control

00 Misfire logged will cause a misfire. These module for any of the
Detected - No must be repaired before shown DTCs and relating to
sub type additional investigations are the following systems or
information conducted components. These must
P0030-00 P0031-00 P0032- be repaired before
00 P00D1-00 P0131-00 additional investigations are
P0132-00 P0132-00 P0133- conducted
P0193-00 P0444-00 P0458-
00 P0459-00 P0496-00 Fuel system
17 P064D-16 P064D-86
P2237-00 P2237-02 P2237-
installation
Incorrect fuel grade or blend Refer to the electrical
Contaminated fuel or circuit diagrams and check
unauthorised additives connections are secure and
wiring integrity
Driveline imbalance
Debris around rotating Check cylinder
components compressions both cold and
hot
excessive wear Check for correct valve
clearance
Wheel and tire imbalance
Check catalyst for damage
Harness failure - Wiring integrity or blockage
Low cylinder compressions Check engine mounts for

Worn damaged engine damage
components
Worn piston rings for damage
Incorrect valve clearance Check auxiliary drive belt

Worn valves installed
Catalyst blocked or damaged Check fuel injector for
Engine mount damaged contamination or blockage
Transmission mount damaged Check engine oil pressure is

to specification
Auxiliary drive belt components
incorrectly installed For further detailed
information, please refer to
Fuel injector contamination or the relevant section of the
blocked workshop manual. Section
Engine build excessive wear Controls

P0132-00 P0132-00 P0133- conducted
P0193-00 P0444-00 P0458-
00 P0459-00 P0496-00 Fuel system
17 P064D-16 P064D-86
P2237-00 P2237-02 P2237-
fouling or failure, install
new as required
The above DTCs are relating to Check reluctor ring for
the following systems or correct installation
components
Ignition system Check crankshaft position
sensor for correct
Fuel system installation
Charge air system Drain and refuel with new

Evaporative emissions known quality
canister purge valve
Check driveline for debris
Fuel level low around rotating components
Spark plug(s) fouled or failed Check driveline for
Reluctor ring to sensor runout excessive wear or backlash
and air gap out of tolerance Check wheels and tires for
Crankshaft position sensor snow or mud packing and
incorrectly installed correct balance
Poor fuel quality Refer to the electrical

Incorrect fuel grade or blend connections are secure and
wiring integrity
Contaminated fuel or
unauthorised additives Check cylinder
compressions both cold and
Driveline imbalance hot
Debris around rotating
components Check for correct valve
clearance
excessive wear Check catalyst for damage
or blockage
Check engine mounts for
Harness failure - Wiring integrity damage
Low cylinder compressions Check transmission mounts
Worn damaged engine for damage
components
Check auxiliary drive belt
Worn piston rings components are correctly
Incorrect valve clearance installed
Worn valves Check fuel injector for

contamination or blockage
Catalyst blocked or damaged
Engine mount damaged to specification
Transmission mount damaged For further detailed

information, please refer to
Auxiliary drive belt components the relevant section of the
incorrectly installed workshop manual. Section
Fuel injector contamination or 303 - Electronic Engine
blocked Controls
Engine build excessive wear

P0132-00 P0132-00 P0133- conducted
P0193-00 P0444-00 P0458-
Fuel system
00 P0459-00 P0496-00
Charge air system
P0497-00 P064D-08 P064D-
17 P064D-16 P064D-86 Evaporative emissions
P2096-00 P2096-02 P2097- canister purge valve
00 P2097-02 P2231-00
P2237-00 P2237-02 P2237- Ensure vehicle has
64 P2243-00 P2251-00 sufficient fuel
P228C-77 P228D-77 P2626-
Check spark plug(s) for
00
fouling or failure, install
The above DTCs are relating to new as required
the following systems or
Check reluctor ring for
components
correct installation
Ignition system
Check crankshaft position
Fuel system
sensor for correct
Charge air system installation
Evaporative emissions Drain and refuel with new

canister purge valve fuel of correct grade and
known quality
Fuel level low
Check driveline for debris
Spark plug(s) fouled or failed around rotating components
Reluctor ring to sensor runout Check driveline for

and air gap out of tolerance excessive wear or backlash
Crankshaft position sensor Check wheels and tires for

incorrectly installed snow or mud packing and
correct balance
Poor fuel quality
Incorrect fuel grade or blend
Contaminated fuel or connections are secure and
unauthorised additives wiring integrity
Driveline imbalance Check cylinder

Debris around rotating compressions both cold and
components hot
Driveline components Check for correct valve

excessive wear clearance
Wheel and tire imbalance Check catalyst for damage

or blockage
Check engine mounts for
Low cylinder compressions damage
Worn damaged engine
components Check transmission mounts
for damage
Worn piston rings
Check auxiliary drive belt
Incorrect valve clearance components are correctly
installed
Worn valves
Catalyst blocked or damaged
contamination or blockage
Engine mount damaged
Transmission mount damaged to specification
Auxiliary drive belt components For further detailed

incorrectly installed information, please refer to
Fuel injector contamination or workshop manual. Section
blocked 303 - Electronic Engine
Controls
P0304- Cylinder 4
00 Misfire Any of the following DTCs if Check powertrain control
Detected - No logged will cause a misfire. These module for any of the
sub type must be repaired before shown DTCs and relating to
information additional investigations are the following systems or
conducted components. These must
P0132-00 P0132-00 P0133- conducted
P0193-00 P0444-00 P0458-
00 P0459-00 P0496-00 Fuel system
17 P064D-16 P064D-86
P2237-00 P2237-02 P2237-
installation

wiring integrity
Driveline imbalance
hot
clearance

Worn damaged engine damage
components
Worn piston rings for damage
Incorrect valve clearance Check auxiliary drive belt

Worn valves installed
Catalyst blocked or damaged Check fuel injector for
Engine mount damaged contamination or blockage

Auxiliary drive belt components Check engine oil pressure is
incorrectly installed to specification
Fuel injector contamination or For further detailed

blocked information, please refer to
Engine build excessive wear workshop manual. Section
Controls
P0316- Engine Misfire Any of the following DTCs if Check powertrain control
00 Detected On logged will cause a misfire. These module for any of the
Startup (First must be repaired before shown DTCs and relating to
1000 additional investigations are the following systems or
Revolutions) - conducted components. These must
No sub type P0030-00 P0031-00 P0032- be repaired before
information 00 P00D1-00 P0131-00 additional investigations are
P0132-00 P0132-00 P0133- conducted
P0193-00 P0444-00 P0458-
00 P0459-00 P0496-00 Fuel system
17 P064D-16 P064D-86
P2237-00 P2237-02 P2237-
installation

wiring integrity
Driveline imbalance
hot
clearance

damage
Worn damaged engine Check transmission mounts
components for damage
Worn piston rings Check auxiliary drive belt

Incorrect valve clearance
installed
Worn valves
Catalyst blocked or damaged contamination or blockage
Engine mount damaged Check engine oil pressure is

to specification
For further detailed
Auxiliary drive belt components information, please refer to
incorrectly installed the relevant section of the
workshop manual. Section
Fuel injector contamination or
blocked
Controls
P0324- Knock Control Electrical Cause Vehicle Conditions to

00 System Error - Yes enable DTC Logging
No sub type Strategy
information Mechanical Cause Normal driving
Yes
Check powertrain control
Monitor Description module for crankshaft
Plausibility check of the position sensor DTCs and
knock window and complex refer to this DTC index
driver circuit
Crankshaft position sensor signal Rover approved diagnostic
is corrupted equipment check and install
Powertrain control module latest relevant level of
software failure software to the powertrain
control module
Powertrain control module
hardware failure Check and install a new
Jaguar Land Rover
approved diagnostic
as a new module
P0327- Knock Sensor Electrical Cause Vehicle Conditions to

00 1 Circuit Low Yes enable DTC Logging
(Bank1) - No Strategy
sub type Mechanical Cause Normal driving
information Yes
Circuit reference I_A_KS1B knock sensor circuit for
Monitor Description short circuit to ground,
Short circuit of single knock short circuit to power, open
sensor line circuit, high resistance
Knock sensor circuit short circuit Measure knock sensor

to ground, short circuit to power, circuit for correct resistance
open circuit, high resistance Knock sensor
resistance should be
Knock sensor greater than 4 Mega
Ohms

and retest

knock sensor as required

(Bank1) - Strategy
Circuit short to Mechanical Cause Normal driving
ground Yes
Monitor Description short circuit to ground
Short circuit to ground of Measure knock sensor
knock sensor line A circuit for correct resistance
Knock sensor circuit short circuit Knock sensor
to ground resistance should be
greater than 4 Mega
Knock sensor Ohms


and retest


(Bank1) - Strategy
Signal Mechanical Cause Normal driving
amplitude < Yes
minimum Check powertrain control
Control module cavity module for related misfire
Circuit reference I_A_KS1B DTCs and refer to this DTC
Monitor Description index. Rectify these first
Plausibility of sensor output Check knock sensor for
against engine speed correct installation
Engine misfire Refer to the electrical
Knock sensor installation circuit diagrams and check
knock sensor circuit for
Knock sensor circuit short circuit short circuit to ground,
to ground, short circuit to power short circuit to power
Knock sensor Measure knock sensor

circuit for correct resistance
Knock sensor
greater than 4 Mega
Ohms

and retest


00 1 Circuit High Yes enable DTC Logging
(Bank 1) - No Strategy
information Yes
Short circuit to battery of short circuit to power, open
knock sensor line circuit, high resistance

Ohms


and retest

P0328- Knock Electrical Cause Vehicle Conditions to

12 /Combustion Yes enable DTC Logging
Vibration Strategy
Sensor 1 Mechanical Cause Normal driving
Circuit High Yes
Bank 1 or Refer to the electrical
Single Sensor - Circuit reference I_A_KS1B
Circuit short to knock sensor circuit for
battery Monitor Description short circuit to power
Short circuit to battery of Measure knock sensor
knock sensor 1 line A circuit for correct resistance
to power resistance should be
greater than 4 Mega
Knock sensor Ohms


and retest

(Bank 1) - Strategy
amplitude > Yes
maximum Refer to the electrical
Monitor Description short circuit to power
Plausibility of sensor output Measure knock sensor
against engine speed circuit for correct resistance
greater than 4 Mega
Knock sensor Ohms
Excessive mechanical noise from Inspect connectors for signs

the engine of water ingress, and pins
Check for abnormal engine

noise that may corrupt the
knock sensor signal

and retest


(Bank 2) - No Strategy
information Yes

Ohms


and retest

(Bank 2) - Strategy
ground Yes
Monitor Description short circuit to ground
Short circuit of single knock Measure knock sensor
sensor line circuit for correct resistance
to ground resistance should be
greater than 4 Mega
Knock sensor Ohms


and retest


(Bank 2) - Strategy
amplitude < Yes
minimum Check powertrain control
Control module cavity module for related misfire
Circuit reference I_A_KS2B DTCs and refer to this DTC
Monitor Description index. Rectify these first
Plausibility of sensor output Refer to the electrical
against engine speed circuit diagrams and check
Engine misfire knock sensor circuit for
Knock sensor circuit short circuit short circuit to power
to ground, short circuit to power
Measure knock sensor
Knock sensor circuit for correct resistance
Knock sensor
greater than 4 Mega
Ohms


and retest


Strategy
Mechanical Cause Normal driving
Yes
(Bank 2) - No Control module cavity Refer to the electrical
sub type Circuit reference I_A_KS2B circuit diagrams and check
information knock sensor circuit for

Ohms


and retest


(Bank 2) - Strategy
battery Yes
Short circuit of single knock Measure knock sensor
sensor line circuit for correct resistance
greater than 4 Mega
Knock sensor Ohms


and retest


(Bank 2) - Strategy
amplitude > Yes
maximum Refer to the electrical
Plausibility of sensor output Measure knock sensor
against engine speed circuit for correct resistance
greater than 4 Mega
Knock sensor Ohms
Excessive mechanical noise from
the engine Inspect connectors for signs
Check for abnormal engine

noise that may corrupt the
knock sensor signal

and retest

P0335- Crankshaft Electrical Cause Vehicle Conditions to

A Circuit - No Strategy
sub type Mechanical Cause Engine cranking
information Yes
Engine running
Circuit reference O_V_5VCRS Refer to electrical circuit
Circuit reference I_F_CRSPOS crankshaft position sensor
Circuit reference G_R_CRS circuit for short circuit to
Monitor Description power, open circuit, high
No signal detected from the resistance
crankshaft position sensor
Crankshaft position sensor circuit, of water ingress, and pins
short circuit to ground, short for damage and/or corrosion
resistance Check crankshaft position
sensor air gap to target
Crankshaft position sensor air gap rotor is correct
to target rotor excessive
Crankshaft position sensor failure crankshaft position sensor
as required

/Performance - Mechanical Cause Engine cranking
No sub type Yes
information Engine running
Circuit reference O_V_5VCRS Refer to electrical circuit
Circuit reference I_F_CRSPOS crankshaft position sensor
Circuit reference G_R_CRS circuit for short circuit to
Disturbance detected on the resistance
Crankshaft position sensor circuit, of water ingress, and pins
short circuit to ground, short for damage and/or corrosion
resistance
Crankshaft position sensor air gap Check crankshaft position
to target rotor excessive sensor air gap to target
rotor is correct
Crankshaft position sensor failure
as required

/Performance - Mechanical Cause Engine cranking
FM (Frequency Yes
Modulated) / Engine running
PWM (Pulse Circuit reference O_V_5VCRS Refer to electrical circuit
Width diagrams and check the
Modulated) Circuit reference I_F_CRSPOS crankshaft position sensor
failures circuit for short circuit to
Circuit reference G_R_CRS
Monitors the PWM signal of resistance
the sensor. Detects wrong
engine stop position, not Inspect connectors for signs
plausible reverse rotation of water ingress, and pins
Crankshaft position sensor circuit,
short circuit to ground, short Check crankshaft position
circuit to power, open circuit, high sensor air gap to target
resistance rotor is correct
Crankshaft position sensor air gap Check and install a new

to target rotor excessive crankshaft position sensor
as required
Crankshaft position sensor failure
P0341- Camshaft Electrical Cause Check camshaft position

00 Position Sensor Yes sensor is installed correctly
A Circuit Range
/Performance Mechanical Cause Refer to the electrical
(Bank 1 or Yes circuit diagrams and check
single sensor) camshaft position sensor
Control module cavity circuit for short circuit to
- No sub type Circuit reference G_R_CAS
information ground, short circuit to
Circuit reference I_F_CASI power, open circuit, high
resistance
Monitor Description
Disturbance detected on the Inspect connectors for signs
camshaft signal of water ingress, and pins
Loose camshaft position sensor
Check reluctor ring to
Camshaft position sensor circuit sensor run-out and air gap
short circuit to ground, short are within specification
resistance After timing related repairs
Camshaft position sensor reluctor using the Jaguar Land
ring air gap excessive Rover approved diagnostic
adaption clear

A Circuit Low
(Bank 1 or Mechanical Cause
single sensor) Yes Refer to the electrical
- No sub type circuit diagrams and check
information Control module cavity camshaft position sensor
Circuit reference G_R_CAS circuit for short circuit to
Circuit reference I_F_CASI ground, short circuit to
Monitor Description resistance
Detection of a missing
camshaft signal, no signal Inspect connectors for signs
edge present. Level on the of water ingress, and pins
input is low for damage and/or corrosion
Loose camshaft position sensor Check reluctor ring to

sensor run-out and air gap
Camshaft position sensor circuit are within specification
circuit to power, open circuit, high After timing related repairs
resistance and timing adjustment,
Camshaft position sensor reluctor Rover approved diagnostic
ring air gap excessive equipment carry out routine
adaption clear

A Circuit High
(Bank 1 or Mechanical Cause Refer to the electrical
single sensor) Yes circuit diagrams and check
- No sub type camshaft position sensor
information Circuit reference G_R_CAS ground, short circuit to
resistance
Monitor Description
Detection of a missing Inspect connectors for signs
camshaft signal, no signal of water ingress, and pins
edge present. Level on the for damage and/or corrosion
input is high Check reluctor ring to
Loose camshaft position sensor sensor run-out and air gap
short circuit to ground, short After timing related repairs
circuit to power, open circuit, high and timing adjustment,
resistance using the Jaguar Land
Camshaft position sensor reluctor equipment carry out routine
ring air gap excessive - Powertrain control module
adaption clear
P0350- Ignition Coil The powertrain control module Check powertrain control
85 Primary has determined failures where module for additional DTCs
/Secondary some circuit quantity, reported and refer to relevant DTC
Circuit - Signal via serial data, is above a index. Rectify these first
above specified range
allowable range Refer to the electrical
Other related DTCs circuit diagrams and check
the power and ground
Power and ground connections to connections to the module
the powertrain control module
open circuit Check and install a new
Powertrain control module failure as required

P0351- Ignition Coil, Electrical Cause Vehicle Conditions to
13 A, Primary Yes enable DTC Logging
open Yes
Check ignition coil
Control module cavity connector is not
Circuit reference O_P_IOS1 disconnected, connector pin
Monitor Description is not backed out
Open circuit detected by the Inspect connectors for signs
ignition control module, then of water ingress, and pins
passed to the main CPU for damage and/or corrosion
(Internal to the powertrain
control module) Refer to the electrical
The powertrain control module ignition coil circuit for open
has determined an open circuit circuit
via lack of bias voltage, low
current flow, no change in the
state of an input in response to
an output
Ignition coil connector is

disconnected, connector pin is
backed out, connector pin
corrosion
Ignition coil fuse supply failure
Ignition coil circuit open circuit

13 B, Primary Yes enable DTC Logging
open Yes
Check ignition coil
an output

corrosion

13 C, Primary Yes enable DTC Logging
open Yes
Control module cavity Check ignition coil
Circuit reference O_P_IOS3 connector is not
Open circuit detected by the
ignition control module, then Inspect connectors for signs
passed to the main CPU of water ingress, and pins
(Internal to the powertrain for damage and/or corrosion
control module)
The powertrain control module circuit diagrams and check
has determined an open circuit ignition coil circuit for open
via lack of bias voltage, low circuit
an output

corrosion

13 D, Primary Yes enable DTC Logging
open Yes
Check ignition coil
an output

corrosion

B Circuit Range
/Performance Mechanical Cause Refer to the electrical
(Bank 1) - No Yes circuit diagrams and check
sub type camshaft position sensor
information Circuit reference G_R_CAS ground, short circuit to
resistance
Monitor Description
Disturbance detected on the Inspect connectors for signs
camshaft signal of water ingress, and pins
Loose camshaft position sensor
Check reluctor ring to
Camshaft position sensor circuit sensor run-out and air gap
short circuit to ground, short are within specification
resistance After timing related repairs
Camshaft position sensor reluctor using the Jaguar Land
ring air gap excessive Rover approved diagnostic
adaption clear

B Circuit Low
(Bank 1) - No Mechanical Cause Refer to the electrical
sub type Yes circuit diagrams and check
information camshaft position sensor
Circuit reference G_R_CAS ground, short circuit to
resistance
Monitor Description
input is low Check reluctor ring to
Camshaft position sensor reluctor equipment carry out routine
ring air gap excessive - Powertrain control module
adaption clear

B Circuit High
(Bank 1) - No Mechanical Cause Refer to the electrical
sub type Yes circuit diagrams and check
information camshaft position sensor
Circuit reference G_R_CAS ground, short circuit to
resistance
Monitor Description
input is high Check reluctor ring to
Camshaft position sensor reluctor
ring air gap excessive
adaption clear
P0420- Catalyst Exhaust system leakage Using the Jaguar Land

00 System Rover approved diagnostic
Efficiency Catalytic converter failed, caused equipment, check
Below by lean combustion powertrain control module,
Threshold Catalytic converter failed, caused for related DTCs and refer
(Bank 1) - No by misfire to the relevant DTC index
sub type
information Catalytic converter failed, caused Check exhaust system for
by excessive oil consumption leakage
Catalytic converter failed, caused Refer to the relevant

by contaminated fuel sections of the workshop
induction system for air
leaks

ignition system for causes
of misfire

manual and carry out oil
consumption checks
Confirm with the customer

that the correct fuel has
been used
P043E- Evaporative Diagnostic module tank leakage

00 Emission module internal failure NOTE:
System Leak
Detection
Reference If purge valve related
Orifice Low DTCs are also set,
Flow - No sub perform the relevant
type corrective action(s)
information first.
Install a new diagnostic

module tank leakage
module as necessary
P043F- Evaporative Diagnostic module tank leakage

00 Emission module internal failure NOTE:
System Leak
Detection
Reference If purge valve related
Orifice High DTCs are also set,
Flow - No sub perform the relevant
type corrective action(s)
information first.
Install a new diagnostic

module tank leakage
module as necessary
P0440- EVAP System - Electrical Cause Vehicle Conditions to
00 No sub type No enable DTC Logging
information Strategy
Mechanical Cause Drive vehicle for short
Yes period, idle vehicle
Monitor Description Refer to the relevant
Monitors the purge vent line section of the workshop
for a blockage manual and check
Evaporative system - Mechanical evaporative system -
integrity Mechanical integrity
Trapped pipe Trapped pipe
Blockage within pipe Blockage within pipe
Restricted pipe Restricted pipe

DTCs and retest
P0442- Evaporative Electrical Cause

00 Emission No NOTE:
System Leak
Detected Mechanical Cause
(small leak) - Yes If purge valve related
No sub type DTCs are also set,
Monitor Description perform the relevant
information Engine off, diagnostic module corrective action(s)
tank leakage module drives first.
the internal diagnostic
module tank leakage pump
and solenoid valve, can
operate for between 200 and Vehicle Conditions to
400 seconds enable DTC Logging
Strategy
Evaporative emissions system leak
Ensure that the vehicle
Evaporative emission system has a fuel level
purge control valve stuck open between 15 and 85%
Loose fuel tank filler cap Ambient temperature is

between 32°F and 95°F
Blocked or frozen diagnostic
module tank leakage module air Using the Jaguar Land
filter (if present during winter Rover approved
ambient conditions) diagnostic equipment
carry out "large leak
test"

evaporative emissions
system for leaks

Check fuel cap installation
Check fuel cap for correct

sealing
Check diagnostic module

tank leakage air filter
P0444- Evaporative Electrical Cause Refer to electrical circuit
00 Emission Yes diagrams and check the
System Purge purge control valve circuit
Control Valve, Mechanical Cause for open circuit, high
A, Circuit Open No resistance
- No sub type Control module cavity
information Check and install a new
Circuit reference O_T_CPV purge control valve as
Monitor Description required
The diagnostic function
monitors the evaporative
emission system purge
control valve actuator power
stage driver for correct
operation
Purge control valve circuit, open

Purge control valve failure
P0456- Evaporative Electrical Cause Check evaporative emission

00 Emission No system for leak using
System Leak appropriate smoke/leak
Detected (very Mechanical Cause tester
small leak) - Yes
No sub type Refer to electrical circuit
Monitor Description diagrams and check the
information Engine off, diagnostic module leak detection pump circuit
tank leakage module drives for short circuit to ground,
the internal diagnostic short circuit to power, open
module tank leakage pump circuit, high resistance
and solenoid valve, can
operate for up to 900 seconds
Leak detection pump system has

detected a leak
Leak detection pump circuit, short

circuit to ground, short circuit to
resistance
P0457- Evaporative Electrical Cause Vehicle Conditions to

76 Emission No enable DTC Logging
System Leak Strategy
Detected (fuel Mechanical Cause Ensure that the vehicle
cap loose/off) - Yes has a fuel level
Wrong Monitor Description between 15 and 85%
mounting Operates following a re-fuel
position Ambient temperature is
event while the vehicle is between 32°F and 95°F
driving, the diagnostic
module tank leakage module Using the Jaguar Land
drives the internal diagnostic Rover approved
module tank leakage pump diagnostic equipment
and solenoid valve, can run carry out "small leak
between 200 to 400 seconds test"
Evaporative emissions system leak Refer to the relevant

evaporative emissions
system for leaks

Check fuel cap installation
Check fuel cap for correct

sealing
Check diagnostic module

tank leakage air filter

00 Emission Yes enable DTC Logging
System Purge Strategy
Control Valve Mechanical Cause Ignition On. Engine
Circuit Low - No running
No sub type Control module cavity
information Refer to the electrical
Circuit reference O_T_CPV circuit diagrams and check
Monitor Description the purge valve circuit for
The diagnostic function short circuit to ground
operation
Purge valve circuit short circuit to

ground

System Purge Strategy
Control Valve Mechanical Cause Ignition On. Engine
Circuit High - No running
information Refer to the electrical
Circuit reference O_T_CPV circuit diagrams and check
Monitor Description the purge valve circuit for
The diagnostic function short circuit to power
operation
Purge valve circuit short circuit to

power
P0480- Fan 1 Control Electrical Cause Vehicle Conditions to

11 Circuit - Circuit Yes enable DTC Logging
short to ground Strategy
Mechanical Cause Ignition On
Yes
Circuit reference O_T_CLG for damage and/or corrosion
Circuit check circuit diagrams and check
Connector is disconnected, engine cooling fan circuit
connector pin is backed out, for short circuit to ground
Engine cooling fan circuit short Rover approved diagnostic
circuit to ground equipment, clear the DTCs
and retest
Engine cooling fan failure
engine cooling fan as
required

short to battery strategy
Mechanical Cause Ignition on
Yes
Circuit reference O_T_CLG for damage and/or corrosion
connector pin corrosion engine cooling fan circuit
Engine cooling fan circuit short for short circuit to power
circuit to power Using the Jaguar Land
Engine cooling fan failure Rover approved diagnostic
and retest

required

open strategy
Yes
Control module cavity Perform
Circuit reference O_T_CLG
Engine cooling fan circuit open circuit diagrams and check
circuit, high resistance engine cooling fan circuit
Engine cooling fan failure for open circuit, high
resistance

and retest

required

voltage below Strategy
threshold Mechanical Cause Engine running
Yes
Control module cavity manual and the battery
Circuit reference O_T_CLG care manual, inspect the
Monitor Description vehicle battery and ensure
Battery under voltage has it is fully charged and
been detected serviceable before
performing further tests
Vehicle battery under charged
Check the vehicle charging
Charging system fault - under
system performance to
charging
ensure the voltage
Connector is disconnected, regulation is correct
Engine cooling fan circuit - Wiring for damage and/or corrosion
integrity
Fuse failure
Short circuit to ground the engine cooling fan
circuit for
Engine cooling fan failure Open circuit
High resistance

engine cooling fan, only

DTCs and retest

voltage above Strategy
threshold Mechanical Cause Engine running
Yes
Control module cavity manual and the battery
Circuit reference O_T_CLG care manual, inspect the
Monitor Description vehicle battery and ensure
Battery over voltage has it is fully charged and
been detected serviceable before
Vehicle battery under charged
Charging system fault - over system performance to
charging ensure the voltage
regulation is correct

DTCs and retest

71 Circuit - Yes enable DTC Logging
Actuator stuck Strategy
Mechanical Cause Engine running
Yes
Check there is not any
Control module cavity obstruction preventing
Circuit reference O_T_CLG main electric cooling fan
Monitor Description movement
Main fan has stalled Check for damage to or
Main Fan is blocked blockages in fan and fouling
of fan cowling. Rectify as
required
Electric cooling fan unable to Inspect connectors for signs
move due to obstruction of water ingress, and pins
Engine cooling fan stalling caused
by obstruction in fan cowling Refer to the electrical
Connector is disconnected, the engine cooling fan
connector pin is backed out, circuit for
connector pin corrosion Fuse failure
Engine cooling fan circuit - Wiring Short circuit to ground
integrity
Fuse failure Short circuit to power

engine cooling fan, only
High resistance when diagnosed as failed
Engine cooling fan failure Using the Jaguar Land
DTCs and retest

short to ground Strategy
Mechanical Cause Ignition On
Yes
Circuit reference O_T_CLG2 for damage and/or corrosion
Circuit check circuit diagrams and check
Connector is disconnected, engine cooling fan circuit
connector pin is backed out, for short circuit to ground
Engine cooling fan circuit short Rover approved diagnostic
circuit to ground equipment, clear the DTCs
and retest
Engine cooling fan failure
required

short to battery strategy
Yes
Circuit reference O_T_CLG2 for damage and/or corrosion
connector pin corrosion engine cooling fan circuit
Engine cooling fan circuit short for short circuit to power
circuit to power Using the Jaguar Land
Engine cooling fan failure Rover approved diagnostic
and retest
required

open strategy
Yes
Control module cavity Perform
Circuit reference O_T_CLG2
Engine cooling fan circuit open circuit diagrams and check
circuit, high resistance engine cooling fan circuit
Engine cooling fan failure for open circuit, high
resistance

and retest

required

System High strategy
Purge Flow - Mechanical Cause Federal diagnostic:
No sub type Yes Start and drive vehicle
information Monitor Description for at least 20 minutes,
Federal diagnostic: After 600 try to drive in a steady
seconds of driving, the manner below 50mph
diagnostic module tank to maximise the
leakage module operates chance of the test
while the purge valve is operating
closed. This pressurizes the European diagnostic:
evaporative emission system Start and drive vehicle
and the DTC is flagged if for at least 30 minutes,
system is at fault try to drive in a steady
European diagnostic: After a manner below 30mph
sufficient time purging with with periods of engine
the vehicle driving (or at idling (for 30 second
idle), the monitor will operate durations) to maximise
an air / fuel ratio mixture the chance of the test
test. If the air/fuel ratio test operating
suspects that the purge valve Inspect connectors for signs
is stuck open then an air flow of water ingress, and pins
test is performed at idle in for damage and/or corrosion
order to confirm a stuck open
purge valve fault Check the integrity of the
purge valve hose
the purge valve circuit for
Purge valve hose leaking or short circuit to power
disconnected
Purge valve circuit short circuit to Using the Jaguar Land
power Rover approved diagnostic
equipment, perform routine
Purge valve stuck open - Purge Valve Self Test.
Install a new purge valve
as necessary

System Low strategy
Purge Flow - Mechanical Cause Federal diagnostic:
No sub type Yes Start and drive vehicle
information Monitor Description for at least 20 minutes,
Federal diagnostic: Engine try to drive in a steady
running, off idle for DTC / MIL manner below 50mph
to maximise the
European diagnostic: Engine chance of the test
running, off idle for mixture operating
test, idle for air test, then
DTC / MIL European diagnostic:
Start and drive vehicle
Connector is disconnected, for at least 30 minutes,
connector pin is backed out, try to drive in a steady
connector pin corrosion manner below 30mph
with periods of engine
Purge valve hose blocked or idling (for 30 second
restricted durations) to maximise
Purge valve circuit open circuit, the chance of the test
high resistance operating
Purge valve stuck closed Inspect connectors for signs

Check the integrity of the

purge valve hose

the purge valve circuit for

equipment, perform routine
- Purge Valve Self Test.
Install a new purge valve
as necessary
P0500- Vehicle Speed Anti-lock brake system control Using the Jaguar Land
81 Sensor A - module has detected a failure and Rover approved diagnostic
Invalid serial reported this to the powertrain equipment, check anti-lock
data received control module brake system control
module for DTCs and refer
Anti-lock brake system fault to the relevant DTC index

equipment complete a
communication network
integrity test
Check the communication

circuit between powertrain
control module and anti-
lock brake system control
module. Repair as necessary
P0501- Vehicle Speed Anti-lock brake system fault Using the Jaguar Land
86 Sensor A Range Rover approved diagnostic
/Performance - equipment, check the anti-
Signal invalid lock brake system control
module for related DTCs
and refer to the relevant
DTC index
P0502- Vehicle Speed The signal changes more slowly Using the Jaguar Land
26 Sensor A than is allowed Rover approved diagnostic
Circuit Low - equipment check anti-lock
Signal rate of Vehicle speed - range performance brake system control
change below module for related DTCs
threshold and refer to the relevant
DTC index
P0504- Brake Switch A Electrical Cause Vehicle Conditions to

27 / B Correlation Yes enable DTC Logging
- Signal rate of strategy
change above Mechanical Cause With engine running
threshold Yes press brake pedal to
Control module cavity floor and hold for 1
Circuit reference I_S_BRKMN minute, if fault is
present DTC will set
Circuit reference I_S_BRKRED
Check for related brake
Monitor Description pressure DTCs within the
Whilst the driver is braking anti-lock braking control
and has achieved a high module
brake line pressure whilst not
pressing the accelerator Refer to the electrical
pedal the brake switches circuit diagrams and check
should both = ON/ACTIVE. If brake pedal switch circuit
both switches are inactive / for open circuit, high
off in this condition for a resistance
prolonged period the Refer to the electrical
switches have failed circuit diagrams and check
The signal changes more quickly brake diagnostic switch
than is allowed circuit for open circuit, high
resistance
Brake pedal switch circuit, open
circuit, high resistance Check brake pedal switch is
fitted correctly. Clear DTC,
Brake diagnostic switch circuit, start the engine and press
open circuit, high resistance the brake pedal, using
maximum travel, for
Brake pedal switch plunger failure greater than 1 minute
Brake pedal switch not fitted taking care not to press the
correctly accelerator pedal
Brake pedal switch failure Check and install a new

brake pedal switch as
required
P0505- Idle Control Intake air system blockage Check air filter is not
22 System - blocked
Signal Front end accessory drive
amplitude > overload, failed or seized Check the intake air system
maximum component is free from restrictions
Power steering pump overload, Check front end accessory
failed or seized component drive belt and driven
components for overload
failure or seized
Check power steering pump

for overload, failed or
seized component
P0506- Idle Control Electrical Cause Vehicle Conditions to

00 System - RPM No enable DTC Logging
Lower Than strategy
Expected - No Mechanical Cause Idle warm engine,
sub type Yes operate PAS and AC
information Monitor Description Check air filter is not
Engine idle speed lower than blocked
minimum deviation allowed
during normal (warm) Check the intake air system
operation is free from restrictions
Intake air system blockage Check front end accessory

drive belt and driven
Front end accessory drive components for overload
overload, failed or seized failure or seized
component
Power steering pump overload, for overload, failed or
failed or seized component seized component
P0507- Idle Control Electrical Cause Vehicle Conditions to

00 System - RPM No enable DTC Logging
Higher Than strategy
Expected - No Mechanical Cause Idle warm engine,
sub type Yes operate PAS and AC
information Monitor Description Using the manufacturer
Engine idle speed greater approved smoke test
than maximum deviation system check the intake air
allowed during normal system is free from
(warm) operation leakage, components are
Intake air system leakage correctly installed, not
loose or that damaged
Intake air system components pipework is allowing leakage
incorrectly installed, loose or
damaged pipework Check Engine crankcase
breather system is free
Engine crankcase breather from leakage, components
system leakage are correctly installed, not
Engine crankcase breather pipework is allowing leakage
system components incorrectly
installed
P050A- Cold Start Idle Intake air system blockage Check air filter is not
22 Air Control blocked
System Front end accessory drive
Performance - overload, failed or seized Check the intake air system
Signal component is free from restrictions
amplitude > Power steering pump overload, Check front end accessory
maximum failed or seized component drive belt and driven
failure or seized
seized component
P050A- Cold Start Idle Intake air system blockage Check air filter is not
23 Air Control blocked
System Front end accessory drive
Performance overload, failed or seized Check the intake air system
Signal stuck component is free from restrictions
low Power steering pump overload, Check front end accessory
failed or seized component drive belt and driven
failure or seized

seized component
P050A- Cold Start Idle Intake air system leakage Using the manufacturer
24 Air Control approved smoke test
System Intake air system components system check the intake air
Performance - incorrectly installed, loose or system is free from
Signal stuck damaged pipework leakage, components are
high Engine crankcase breather correctly installed, not
system leakage loose or that damaged
pipework is allowing leakage
Engine crankcase breather
system components incorrectly Check Engine crankcase
installed breather system is free
from leakage, components
are correctly installed, not
pipework is allowing leakage
P050B- Cold Start Electrical Cause Vehicle Conditions to

92 Ignition Timing No enable DTC Logging
Performance - strategy
Performance or Mechanical Cause Cold engine, in drive
incorrect Yes
operation Using the manufacturer
Monitor Description approved smoke test
Monitors ignition angle during system check the intake air
CAT heating in D system is free from
The powertrain control module leakage, components are
has detected that the actual correctly installed, pipework
ignition timing is different to that is not loose or damaged
requested for optimal catalyst Check engine vacuum
heating system is free from
Intake air system components leakage, components are
incorrectly installed, loose or correctly installed, valves
damaged pipework function correctly, pipework
is not loose or damaged
Engine crankcase breather
system leakage Check engine crankcase
breather system is free
Engine crankcase breather from leakage, components
system components incorrectly are correctly installed,
installed valves function correctly,
pipework is not loose or
Engine vacuum system leak damaged
Brake booster leak Check air filter(s) are not
Engine speed error blocked
Incorrect accessory loading Check the intake air system
is free from restrictions
Engine misfire
Check front end accessory
components for failure
P050B- Cold Start Electrical Cause Vehicle Conditions to

93 Ignition Timing No enable DTC Logging
Performance - strategy
No operation Mechanical Cause Cold start and idle for
Yes 1 minute after an
Monitor Description overnight soak above
Actual ignition timing -7°C
different to commanded Using the manufacturer
ignition timing during catalyst approved smoke test
heating system check the intake air
The powertrain control module system is free from
has detected that the actual leakage, components are
ignition timing is different to that correctly installed, pipework
requested for optimal catalyst is not loose or damaged
heating Check engine vacuum
Intake air system leakage system is free from
leakage, components are
Intake air system components correctly installed, valves
incorrectly installed, loose or function correctly, pipework
damaged pipework is not loose or damaged
Engine crankcase breather Check engine crankcase

system leakage breather system is free
from leakage, components
Engine crankcase breather are correctly installed,
system components incorrectly valves function correctly,
installed pipework is not loose or
Engine vacuum system leak damaged
Brake booster leak Check air filter(s) are not

blocked
Engine speed error
Check the intake air system
Incorrect accessory loading is free from restrictions
Engine misfire Check front end accessory

components for failure
P050F- Brake Assist Brake vacuum sensor open Refer to the electrical
01 Vacuum Too circuit, high resistance circuit diagrams and check
Low - General brake vacuum sensor
electrical failure Connector is disconnected, circuit for open circuit, high
P0512- Starter Electrical Cause Inspect connectors for signs

12 Request Circuit Yes of water ingress, and pins
- Circuit short for damage and/or corrosion
to battery Mechanical Cause
Yes

Circuit reference I_S_T50 Refer to the electrical
Connector is disconnected, starter request circuit for
connector pin is backed out, short circuit to power
Starter request circuit short Rover approved diagnostic
circuit to power equipment, clear the DTCs
and retest
P0512- Starter Electrical Cause Inspect connectors for signs

73 Request Circuit Yes of water ingress, and pins
- Actuator for damage and/or corrosion
stuck closed Mechanical Cause
Yes Refer to the electrical
Control module cavity starter request circuit for
Circuit reference I_S_T50 open circuit, short circuit to
Connector is disconnected, ground
Starter request circuit open equipment, clear the DTCs
circuit, short circuit to ground and retest
P0513- Incorrect Invalid signal from central Check for CAN network and
00 Immobilizer junction box immobilizer powertrain control module
Key - No sub related DTCs and refer to
type the relevant DTC index
information
Check the central junction
box for related DTCs and
refer to the relevant DTC
index

equipment, carry out the
immobilization procedure

Sensor/Switch, Strategy
A, Circuit - Mechanical Cause Ignition on, engine
General signal Yes running
failure Control module cavity Inspect connectors for signs

hardware fault for
Fuse failure
sensor, only when
Open circuit
diagnosed as failed
High resistance
DTCs and retest

Component Yes running
failures Control module cavity Inspect connectors for signs

hardware fault for
Fuse failure
sensor, only when


Signal invalid Yes running

hardware fault for
Fuse failure
diagnosed as failed
High resistance
DTCs and retest

Sensor/Switch Strategy
"A" Range Mechanical Cause Ignition on, engine
/Performance - Yes running
FM (Frequency Control module cavity
Modulated) / Inspect connectors for signs
PWM (Pulse
Width Circuit reference O_V_5VOPTS for damage and/or corrosion
Modulated) Refer to the electrical
failures Circuit reference G_R_OPTS
Oil pressure sensor - PWM temperature sensor circuit
out of range for
Fuse failure
sensor, only when


A, Circuit Mechanical Cause Ignition on, engine
Range Yes running
/Performance - Control module cavity
Signal below Inspect connectors for signs
Circuit reference O_T_OILP of water ingress, and pins
allowable range
Variable oil pump solenoid - the variable oil pump
Wiring integrity solenoid circuit for
Fuse failure Fuse failure
Variable oil pump solenoid failure

variable oil pump solenoid,
failed

DTCs and retest

A, Circuit Mechanical Cause Ignition on, engine
Range Yes running
/Performance - Control module cavity
Signal invalid Inspect connectors for signs

hardware fault for
Fuse failure
sensor, only when


A, Circuit Low Mechanical Cause Ignition on, engine
- Circuit short Yes running
to ground Control module cavity Inspect connectors for signs

Oil pressure and temperature temperature sensor circuit
sensor short circuit to ground for
Fuse failure


A, Circuit High Mechanical Cause Ignition on, engine
- Circuit short Yes running
to battery Control module cavity Inspect connectors for signs

Oil pressure and temperature temperature sensor circuit
sensor short circuit to battery for
Fuse failure
sensor, only when

P052A- Cold Start "A" Electrical Cause Vehicle Conditions to

00 Camshaft No enable DTC Logging
Position Timing Strategy
Over-Advanced Mechanical Cause Engine must be cold or
Bank 1 - No Yes soaked for an extended
sub type Monitor Description period (greater than 6
information Inlet camshaft target versus hours) in order to
actual deviation exceeds enable catalyst
allowable limit during catalyst heating, Start and idle
heating phase vehicle for at least 15
seconds
Oil level is low
Variable camshaft timing solenoid
circuit intake and exhaust Check variable camshaft
connectors swapped timing solenoid circuit
intake and exhaust
Variable camshaft timing solenoid connectors are not swapped
short circuit to power, open Refer to the electrical
circuit, high resistance circuit diagrams and check
Oil pressure is low solenoid circuit for short
Variable camshaft timing actuator circuit to power, open
mechanical failure circuit, high resistance
Excessive camshaft friction, Refer to the relevant

restricted movement or stuck sections of the workshop
pressure is within
is free from debris

and retest


camshaft operation
P053F- Cold Start Fuel Monitor Description Vehicle Conditions to

21 Pressure The high pressure pump enable DTC Logging
Performance signal is below a threshold Strategy
Bank 1 - during cat heating Engine running greater
Signal than 1 minute
amplitude < External fuel leak from high
minimum pressure fuel system Check for external fuel
leaks from the high
Internal fuel leak into low pressure fuel pump and fuel
pressure fuel system rail
Check for internal fuel leaks

from high pressure fuel
pump into the low pressure
fuel system

Performance signal is above a threshold Strategy
Bank 1 - during cat heating Engine running greater
Signal than 1 minute
amplitude > External fuel leak from high
maximum pressure fuel system Check for external fuel
leaks from the high

fuel system

Performance - signal is below a threshold Strategy
Signal stuck during cat heating Engine running greater
low than 1 minute
External fuel leak from high
pressure fuel system Check for external fuel
leaks from the high

fuel system

Performance - signal is above a threshold Strategy
Signal stuck during cat heating Engine running greater
high than 1 minute
External fuel leak from high
pressure fuel system Check for external fuel
leaks from the high

fuel system
P054A- Cold Start "B" Electrical Cause Vehicle Conditions to

00 Camshaft No enable DTC Logging
Position Timing Strategy
Over-Advanced Mechanical Cause Engine must be cold or
Bank 1 - No Yes soaked for an extended
sub type Monitor Description period (greater than 6
information Exhaust camshaft target hours) in order to
versus actual deviation enable catalyst
exceeds allowable limit heating, Start and idle
during catalyst heating phase vehicle for at least 15
seconds
Oil level is low
Variable camshaft timing solenoid
circuit intake and exhaust Check variable camshaft
connectors swapped timing solenoid circuit
intake and exhaust
Variable camshaft timing solenoid connectors are not swapped
short circuit to power, open Refer to the electrical
circuit, high resistance circuit diagrams and check
Oil pressure is low solenoid circuit for short
Variable camshaft timing actuator circuit to power, open
mechanical failure circuit, high resistance
Excessive camshaft friction, Refer to the relevant
restricted movement or stuck sections of the workshop
pressure is within
is free from debris

and retest

camshaft operation
P0555- Brake Booster CAN signal error for brake Using the Jaguar Land
81 Pressure pressure over CAN bus Rover approved diagnostic
Sensor Circuit equipment, check anti-lock
- Invalid serial brake system control
data received module for DTCs and refer
P0562- System Vehicle battery under charged Refer to the workshop

00 Voltage Low - manual and the battery
No sub type Charging system fault - under care manual, inspect the
information charging vehicle battery and ensure
it is fully charged and
serviceable before

connections to the module

system performance to
ensure the voltage
regulation is correct
P0563- System Vehicle battery over charged Check the vehicle charging
00 Voltage High - system performance to
No sub type Charging system fault - over ensure the voltage
information charging regulation is correct
P056E- Cold Start Electrical Cause Vehicle Conditions to

84 Turbocharger Yes enable DTC Logging
/Supercharger Strategy
Boost Control Mechanical Cause Engine running
"A" Yes
Performance - Check turbocharger
Control module cavity electronic wastegate for
Signal below Circuit reference O_T_SCPOS
allowable range mechanical integrity
Circuit reference O_T_SCNEG Inspect connectors for signs
Turbocharger electronic of water ingress, and pins
wastegate mechanical integrity for damage and/or corrosion

connector pin corrosion the turbocharger electronic
wastegate circuit for
Turbocharger electronic Short circuit to ground
wastegate - Wiring integrity

turbocharger electronic
Turbocharger electronic wastegate, only when
wastegate failure diagnosed as failed
DTCs and retest
P056E- Cold Start Electrical Cause Vehicle Conditions to

85 Turbocharger Yes enable DTC Logging
/Supercharger Strategy
Boost Control Mechanical Cause Engine running
"A" Yes
Performance - Check turbocharger
Control module cavity electronic wastegate for
Signal above Circuit reference O_T_SCPOS
allowable range mechanical integrity
Circuit reference O_T_SCNEG Inspect connectors for signs
Turbocharger electronic of water ingress, and pins
wastegate mechanical integrity for damage and/or corrosion

connector pin corrosion the turbocharger electronic
wastegate circuit for
Turbocharger electronic Short circuit to ground
wastegate - Wiring integrity

turbocharger electronic
Turbocharger electronic wastegate, only when
wastegate failure diagnosed as failed

DTCs and retest
P0571- Brake Switch A The powertrain control module Check anti-lock brake
62 Circuit - Signal detected a failure when system control module for
compare failure comparing two or more input vehicle speed related DTCs
parameters for plausibility and refer to relevant DTC
index
Other vehicle speed related DTCs
Check brake pedal switch
Brake pedal switch adjustment for correct adjustment
Brake pedal switch circuit short Refer to the electrical
circuit to ground, short circuit to circuit diagrams and check
power, open circuit, high the brake pedal switch
resistance circuit for short circuit to
Connector is disconnected, ground, short circuit to
connector pin is backed out, power, open circuit, high
connector pin corrosion resistance
Brake pedal switch failure Inspect connectors for signs


brake pedal switch as
required

DTCs and retest
P0575- Cruise Control The DTC sets if the cancel, set Check speed control
81 Input Circuit - minus, set plus, resume, headway buttons are not jammed
Invalid serial increase and headway decrease /contaminated/damaged.
data received speed control buttons have been Check speed control
pressed for longer than a module for related DTCs
calibrated period of time. The and refer to the relevant
system then assumes a stuck DTC index
/damaged button and will cancel
and/or disable cruise. The failure Check steering wheel clock
will be healed in the next driving spring and connections to
cycle if the failure is removed button pack for damage

cruise control button pack
as required
P0597- Thermostat Electrical Cause Vehicle Conditions to

13 Heater Control Yes enable DTC Logging
Circuit Open - Strategy
Circuit open Mechanical Cause Ignition On, engine
Yes running
Circuit reference O_T_ETC of water ingress, and pins
Coolant thermostat heater - the coolant thermostat
Wiring integrity heater circuit for
Coolant thermostat heater failure Check and install a new

coolant thermostat heater,
failed

DTCs and retest

4B Heater Control Yes enable DTC Logging
Circuit Open - Strategy
Over Mechanical Cause Ignition On, engine
temperature Yes running


failed

DTCs and retest

Circuit Low - Strategy
Circuit short to Mechanical Cause Ignition On, engine
ground Yes running

failed

DTCs and retest

Circuit High - Strategy
Circuit short to Mechanical Cause Ignition On, engine
battery Yes running

failed
DTCs and retest
P05A0- Active Grille Electrical Cause Prioritised Checks to

97 Air Shutter "A" Yes Perform
Stuck On -
Component or Mechanical Cause Check there is not any
system Yes obstruction preventing
operation active grille air shutter
Control Module Cavity movement
obstructed or Circuit reference B_D_LIN
blocked Inspect connectors for signs
The powertrain control module for damage and/or corrosion
has detected that the operation of Refer to the electrical
a component is prevented by an circuit diagrams and check
obstruction the active grille air shutter
Active grille air shutter unable to circuit for
move due to obstruction Short circuit to ground

High resistance
Active grille air shutter circuit -
Wiring integrity
Open circuit
High resistance

Control Circuit
/Open - Mechanical Cause Inspect connectors for signs
General Yes of water ingress, and pins
electrical failure for damage and/or corrosion
Control Module Cavity
Circuit reference B_D_LIN Refer to the electrical
Prioritised List of Possible Causes the active grille air shutter
Active grille air shutter circuit - Open circuit
Wiring integrity
Short circuit to power Check there is not any

obstruction preventing
Open circuit active grille air shutter
High resistance movement
Active grille air shutter unable to Refer to the electrical

move due to obstruction circuit diagrams and check
Active grille air shutter actuator connections to the active
failure grille air shutter actuator
P05A2- Active Grille Electrical Cause

97 Air Shutter "A" Yes Prioritised Checks to
Control Circuit Perform
/Open - Mechanical Cause
Component or Yes Check there is not any
system obstruction preventing
Control Module Cavity active grille air shutter
operation Circuit reference B_D_LIN
obstructed or movement
blocked Prioritised List of Possible Causes Inspect connectors for signs
The powertrain control module of water ingress, and pins
has detected that the operation of for damage and/or corrosion
a component is prevented by an Refer to the electrical
obstruction circuit diagrams and check
Active grille air shutter unable to the active grille air shutter
move due to obstruction circuit for
Active grille air shutter circuit - High resistance
Wiring integrity
Open circuit
High resistance

Supply Voltage
Circuit/Open - Mechanical Cause Inspect connectors for signs
Wiring integrity


P05AF- Active Grille Electrical Cause Prioritised Checks to

97 Air Shutter "B" Yes Perform
Stuck On -
Component or Mechanical Cause Check there is not any
system Yes obstruction preventing
operation active grille air shutter
obstructed or Circuit reference B_D_LIN
blocked
Prioritised List of Possible Causes Inspect connectors for signs
has detected that the operation of
a component is prevented by an Refer to the electrical
obstruction circuit diagrams and check
the active grille air shutter
Active grille air shutter unable to circuit for
move due to obstruction Short circuit to ground

Wiring integrity
Open circuit
High resistance
P05B1- Active Grille Electrical Cause Prioritised Checks to

Control Circuit
/Open - Mechanical Cause Inspect connectors for signs
Wiring integrity



Control Circuit
/Open - Mechanical Cause Check there is not any
Component or Yes obstruction preventing
system active grille air shutter
operation Circuit reference B_D_LIN
obstructed or Inspect connectors for signs
blocked Prioritised List of Possible Causes of water ingress, and pins
has detected that the operation of Refer to the electrical
a component is prevented by an circuit diagrams and check
obstruction the active grille air shutter
circuit for
Active grille air shutter unable to Short circuit to ground
move due to obstruction
connector pin corrosion High resistance
Active grille air shutter circuit -
Wiring integrity
Open circuit
High resistance

Supply Voltage
Circuit/Open - Mechanical Cause Inspect connectors for signs
Wiring integrity


P05C0- Active Grille Electrical Cause Prioritised Checks to

4B Air Shutter Yes Perform
Module "A"
Over Mechanical Cause Check there is not any
Temperature - Yes obstruction preventing
Over active grille air shutter
temperature Circuit reference B_D_LIN
detected an internal temperature Refer to the electrical
above the expected range circuit diagrams and check
Wiring integrity
Short circuit to ground Refer to the electrical
Short circuit to power the power and ground
Open circuit connections to the active
grille air shutter actuator
High resistance
Active grille air shutter actuator active grille air shutter,
failure only when diagnosed as
failed
P05C1- Active Grille Electrical Cause Prioritised Checks to

4B Air Shutter Yes Perform
Module "B"
Over Mechanical Cause Check there is not any
Temperature - Yes obstruction preventing
Over active grille air shutter
temperature Circuit reference B_D_LIN
detected an internal temperature Refer to the electrical
above the expected range circuit diagrams and check
Wiring integrity
Short circuit to ground Refer to the electrical
Short circuit to power the power and ground
Open circuit connections to the active
grille air shutter actuator
High resistance
Active grille air shutter actuator active grille air shutter,
failure only when diagnosed as
failed
P0602- Control Module Mismatch between car Using the Jaguar Land
00 Programming configuration file and powertrain Rover approved diagnostic
Error - No sub control module calibration for equipment check the
type expected engine power output correct powertrain control
information module calibration has
Incorrect powertrain control been downloaded to the
module calibration for vehicle powertrain control module.
specification Clear the DTC and retest
Corrupt powertrain control Using the Jaguar Land
module software download Rover approved diagnostic
equipment re-configure the
powertrain control module.
P0602- Control Module Corrupt powertrain control Refer to the electrical

08 Programming module software download circuit diagrams and check
Error - Bus connections are secure and
Signal / Powertrain control module wiring integrity
Message ground, power supply circuit short
failures circuit to ground, short circuit to
power, open circuit, high Using the Jaguar Land
Powertrain control module failure latest relevant level of
control module, clear the
DTC and retest the system

the powertrain control
module ground, power
resistance

powertrain control module,
failed
P0606- Control Module Electrical Cause Vehicle Conditions to

00 Processor - No No enable DTC Logging
sub type Strategy
information Mechanical Cause Ignition ON for greater
No than 60 seconds
Not applicable of water ingress, and pins
connector pin is backed out, Check and install a new
connector pin corrosion powertrain control module,
Powertrain control module failure only when diagnosed as
failed

DTCs and retest

02 Processor - Yes enable DTC Logging
General signal Strategy
failure Mechanical Cause Ignition ON for greater
No than 60 seconds
Internal 5 volt regulator is Check and install a new
undervoltage powertrain control module,
Internal powertrain control only when diagnosed as
module hardware error failed

DTCs and retest

Circuit voltage Strategy
above threshold Mechanical Cause Ignition ON for greater
No than 60 seconds

Monitor Description
Internal 5 volt regulator is Check and install a new
over voltage powertrain control module,
Internal powertrain control failed
module hardware error

48 Processor No enable DTC Logging
Supervision Strategy
software failure Mechanical Cause Ignition ON for greater
No than 60 seconds
connector pin is backed out, Check and install a new
connector pin corrosion powertrain control module,
Powertrain control module failure only when diagnosed as
failed

DTCs and retest

Signal invalid Strategy
Mechanical Cause Ignition ON for greater
No than 60 seconds
Communication error Check and install a new
between monitoring module powertrain control module,
and powertrain control only when diagnosed as
module powerstage shut off failed
paths (hardware fault within
powertrain control module Using the Jaguar Land
prevents required Rover approved diagnostic
observation of valid equipment, clear all stored
powerstage shut off control) DTCs and retest

Performance or Strategy
incorrect Mechanical Cause Ignition ON and engine
operation No idling for greater than
30 seconds
Not applicable Inspect connectors for signs
To determine the software
functional fault Using the Jaguar Land
A software reset has occurred for equipment, clear all stored
an abnormal reason DTCs and retest
Software reset, low battery reset Carry out vehicle test
during start attempt drive (including at least
five ignition cycles
Connector is disconnected, during the drive)
connector pin corrosion Re-check for DTC's
Powertrain control module failure If P0606-92 DTC is not

but only after multiple repeat present, hand vehicle
case of this DTC back to customer
If DTC appears again,

repeat clear DTCs and
vehicle test drive. If
DTC repeatedly
returns, replace
powertrain control
module

powertrain control module,
failed

DTCs and retest

96 Processor - No enable DTC Logging
Component Strategy
internal failure Mechanical Cause The reset monitor runs
No continuously
Control module cavity Using the Jaguar Land
Not applicable Rover approved diagnostic
Monitor Description equipment check and install
To provide visibility of latest relevant level of
software traps and resets software to the powertrain
control module
The powertrain control
module internal reset monitor Inspect connectors for signs
logs, reset and trap of water ingress, and pins
exceptions, which are for damage and/or corrosion
triggered by defects in the Check and install a new
normal software flow. For powertrain control module,
each software reset type the only when diagnosed as
visibility in the fault event failed
storage can be configured
P060A- Internal Electrical Cause Vehicle Conditions to
00 Control Module No enable DTC Logging
Monitoring Strategy
Processor Mechanical Cause Ignition ON for greater
Performance - No than 60 seconds
Internal software fault of the Check and install a new
powertrain control module powertrain control module,
(processing order, internal only when diagnosed as
communication to monitoring failed
modules
Monitors software processing Rover approved diagnostic
order, verifies valid data equipment, clear all stored
processing by monitoring DTCs and retest
intermediate unused data
from the safety system,
inserts pseudo errors within
intermediate data points and
checks for valid fault
detection via monitoring
module. All failures indicate
PCM internal error and force
power stage shutdown via
internal hardware resulting in
engine stall
P060B- Internal Electrical Cause Vehicle Conditions to

00 Control Module Yes enable DTC Logging
A/D Processing Strategy
Performance - Mechanical Cause Ignition ON for greater
No sub type No than 60 seconds
The PCM's internal ADC is Check and install a new
verified for correct operation powertrain control module,
via cyclically forcing a fixed only when diagnosed as
voltage test pulse through failed
the ADC, the low idle test
pulse that is output from the Using the Jaguar Land
ADC is checked for correct Rover approved diagnostic
magnitude, should the value equipment, clear all stored
be out of acceptable voltage DTCs and retest
P060B- Internal Electrical Cause Vehicle Conditions to

02 Control Module Yes enable DTC Logging
A/D Processing Strategy
Mechanical Cause Ignition ON for greater
No than 60 seconds
Performance - Control module cavity Inspect connectors for signs
General signal Not applicable of water ingress, and pins
failure for damage and/or corrosion
Monitor Description
The PCM's internal ADC is Check and install a new
verified for correct operation powertrain control module,
via cyclically forcing a test only when diagnosed as
pulse through the ADC, the failed
low idle test pulse that is
output from the ADC is Using the Jaguar Land
checked for being updated at Rover approved diagnostic
the ADC output within equipment, clear all stored
expected time frame, should DTCs and retest
the output not be updated
the ADC has failed and the
PCM must be replaced
P060C- Internal Electrical Cause Vehicle Conditions to

Main Processor Strategy
Performance - Mechanical Cause Engine running greater
No sub type No than 60 seconds, full
information Control module cavity speed range of engine
Not applicable must be exercised,
"Rev engine" or short
Monitor Description drive cycle
Engine speed calculation was
found not plausible due to Using the Jaguar Land
internal software error, Rover approved diagnostic
(speed calculated equipment check and install
synchronously is compared to latest relevant level of
speed from 30° segment software to the powertrain
time) control module
Engine speed calculation not Check and install a new

plausible due to internal powertrain control module,
powertrain control module only when diagnosed as
software error failed
Powertrain control module failure Using the Jaguar Land

DTCs and retest
P060D- Internal Electrical Cause Vehicle Conditions to

Accelerator Strategy
Pedal Position Mechanical Cause Ignition ON 5 seconds,
Performance - No slowly depress
No sub type Control module cavity accelerator pedal from
information Not applicable upper rest point to the
floor and release slowly
Monitor Description
Internal software fault of the Using the Jaguar Land
powertrain control module. Rover approved diagnostic
This DTC indicates that the equipment check and install
PCM has failed to correctly latest relevant level of
detect a synchronisation software to the powertrain
difference between the two control module
accelerator pedal input signals
Accelerator pedal diagnostics Check and install a new
have not captured a powertrain control module,
synchronisation fault of the only when diagnosed as
accelerator pedal due to an PCM failed
software error
Powertrain control module failure Rover approved diagnostic
DTCs and retest
ENGINE COOLING - INGENIUM I4 2.0L PETROL
COOLING SYSTEM CONCENTRATION

CHECK (G2154751)
GENERAL PROCEDURES
GENERAL EQUIPMENT
EQUIPMENT NAME
Refractometer / Hydrometer
CHECK
CAUTION:
The engine cooling system must be maintained with the correct concentration
and type of anti-freeze solution to prevent corrosion and frost damage.
NOTE:
This procedure contains illustrations showing certain components removed to

provide extra clarity.
1.
Raise the cover plate.

General Equipment: Refractometer / Hydrometer
2.
Clean the prism surface with a soft cloth.

3.
Put 2 drops of pure distilled water on the prism surface.
4.
Lower the cover plate.

5.
Observe the shadow line on the scale.
6.
If required, use the adjustment screw to align the shadow line as shown.
7.
8.

9.
WARNING:
Release the cooling system pressure by slowly turning the coolant

expansion tank cap a quarter of a turn. Cover the expansion tank cap
with a thick cloth to prevent the possibility of scalding.
CAUTION:
Be prepared to collect escaping coolant.
Remove the coolant expansion tank cap.

10.
Use the pipette to extract a coolant sample.
11.

12.
Put 2 drops of coolant on the prism surface.
13.
Lower the cover plate.

14.
NOTE:
50% coolant concentration mix provides a freeze point of -37°C.
Observe the shadow line on the scale.

15.
16.

17.
If the coolant concentration mix is at 50%, proceed to Step 20.
If the coolant concentration mix is below 50%, proceed to Step 18.
If the coolant concentration mix is below 50%, proceed to Step 19.
18.
NOTE:
Coolant concentration mix % must divided by 100. 50% would be

calculated as 0.5
If the coolant concentration mix is below 50%, the following calculation

steps must be followed.
Step 1. Multiply the required coolant concentration mix % by the cooling

system capacity.
Step 2. Multiply the current coolant concentration mix % by the cooling

system capacity.
Step 3. Subtract the total of step 1 by total of step 2.
Step 4. Subtract the current coolant concentration mix % from 1.
Step 5. Divide the total of step 3 by the total of step 4.
Drain the coolant quantity given by the calculations and replace with
concentrated antifreeze.
Proceed to Step 20.

19.
NOTE:
Coolant concentration mix % must divided by 100. 50% would be

calculated as 0.5
If the coolant concentration mix is above 50%, the following calculation

steps must be followed.
Step 1. Multiply the current coolant concentration mix % by the cooling

system capacity.
Step 2. Multiply the required coolant concentration mix % by the cooling

system capacity.
Step 3. Subtract the total of step 1 by total of step 2.
Step 5. Divide the total of step 3 by the current coolant concentration

mix %.
Drain the coolant quantity given by the calculations and replace with
distilled water.
20.
CAUTION:
Correct installation of the coolant expansion tank cap can be obtained

by tightening the cap until 3 audible clicks are heard.
Install the coolant expansion tank pressure cap.

COOLING SYSTEM DRAINING,

FILLING AND BLEEDING (G2152754)
GENERAL PROCEDURES
DRAINING
WARNING:
Injury such as scalding could be caused by escaping steam or coolant. Make

sure the vehicle cooling system is cool prior to carrying out this procedure.
CAUTION:
The cooling system must be maintained with the correct concentration and type
of anti-freeze solution to prevent corrosion and frost damage. Failure to follow
this instruction may result in damage to the engine.
NOTE:
This procedure contains some variation in the illustrations depending on the

vehicle specification, but the essential information is always correct.

1. Perform the procedure from step 7 in the draining section up to step 35 in the
filling section 3 times, filling the cooling system with clean water after the first
2 drains.
2. Raise and support the vehicle on a suitable 2 post lift.

Refer to: Lifting (100-02, Description and Operation).
3.
WARNING:

expansion tank cap a quarter of a turn. Cover the coolant expansion
tank cap with a thick cloth to prevent the possibility of scalding. Failure
CAUTION:
4. Remove the engine cover.

Refer to: Engine Cover - INGENIUM I4 2.0L Petrol (501-05, Removal and
Installation).
5.
Remove the front tow eye cover.
6. Remove the air deflector.

Refer to: Air Deflector (501-02, Removal and Installation).
7.
CAUTION:
Be prepared to collect escaping fluids.
Remove the radiator drain plug and allow the coolant to drain into a
suitable container.
Install the radiator drain plug.

Torque: 2 Nm
8.
CAUTION:
Disconnect the right side auxiliary radiator hose and allow the coolant to
drain into a suitable container.
Connect the right side auxiliary radiator hose.

9.
CAUTION:
Disconnect the left side auxiliary radiator hose and allow the coolant to
Connect the left side auxiliary radiator hose.

10.
CAUTION:
Disconnect the charge air cooler radiator hose and allow the coolant to
Connect the charge air cooler radiator hose.

11.
CAUTION:
Disconnect the transmission oil cooler inlet hose from the radiator and
allow the coolant to drain into a suitable container.
Connect the transmission oil cooler inlet hose.

12.
CAUTION:
Disconnect the heater core hose and allow the coolant to drain into a
suitable container.
Connect the heater core hose.

13.
CAUTION:
Disconnect the radiator top hose and allow the coolant to drain into a
suitable container.
Connect the radiator top hose.
14. Record the total volume of coolant drained from the vehicle.
FILLING
1.
NOTE:
Take care not to restrict coolant flow within the coolant hoses.
Remove the coolant expansion tank retaining bolt.
Raise and support the coolant expansion tank in a horizontal position

above the radiator bleed screw.
2.
Open the bleed screw.

3.
4.

5.
6. Remove the radiator grille

Refer to: Radiator Grille (501-08, Removal and Installation).
7.

8.
Disconnect the right side auxiliary radiator inlet hose.
9.
CAUTION:
Record the volume of coolant added to the coolant expansion tank.
Fill the coolant expansion tank to the maximum mark and continue until
coolant is visible from the outlet or the coolant expansion tank remains
full.
If coolant is visible from the outlet, close the bleeding point.

Torque: 2 Nm
10.
CAUTION:
full.

Torque: 2 Nm
11.
CAUTION:
full.

Torque: 2 Nm
12.
CAUTION:
full.

Torque: 2 Nm
13.
CAUTION:
full.
Connect the auxiliary radiator feed hose.

14.
CAUTION:
full.

Torque: 2 Nm
15. Connect exhaust extraction hoses to the tail pipes.
16.
CAUTION:
Do not accelerate the engine above idle speed.
Select sand driving mode.
Set the heating system to 'MAX' heat, the blower motor to 'MAX' speed
and the air distribution to the instrument panel vents.
Start and run the engine at idle until warm.

17.
CAUTION:
Observe the engine temperature warning indicator. If the warning

indicator is displayed, switch off immediately and allow to cool. Failure
to follow this instruction may cause damage to the vehicle.
Maintain the coolant level at the maximum mark of the coolant

expansion tank.
Observe the remaining open bleeding points.
Once coolant is visible from each bleeding point, close the bleeding point.
18.
CAUTION:

Once all the bleeding points are closed, increase the engine speed
between 2500 rpm and 3500 rpm.
Run the engine until the thermostat opens and hot air is emitted from
the heater vents.
19.
CAUTION:
Maintain the coolant level in the coolant expansion tank at the maximum
mark using a 50% mixture of Land Rover Premium Cooling System Fluid or
equivalent, meeting Land Rover specification WSS-M97B44-D and 50% water.
20.
CAUTION:
Continue running the engine until the coolant level in the coolant expansion
tank has stabilized.
21.
CAUTION:
If the volume of coolant added to the vehicle is less than the volume of
coolant drained from the vehicle, the bleeding procedure must be
repeated. Failure to follow this instruction may cause damage to the
vehicle.
Compare the volume of coolant added to the vehicle with the volume of
coolant drained from the vehicle.
22.
CAUTION:
Switch off the engine and allow the coolant temperature to go cold.
Switch the engine off and allow to cool.
23. Install the coolant expansion tank into the correct position and tighten the
retaining bolt.
Torque: 7 Nm
24. If required, top up the coolant level to the maximum mark of the coolant
expansion tank.
25.
CAUTION:

by tightening the cap until an audible click is heard.
Install the coolant expansion tank cap.
26. Install the radiator grille.

27. Install the air deflector.

28. Install the front tow eye cover.
29. Install the engine cover.

Installation).
PUBLISHED: 11-DEC-2015
FRONT END BODY PANELS
AIR DEFLECTOR (G1898644)
REMOVAL AND INSTALLATION
SWITCH -
FRONT ALL USED
86.25.07 0.4
DOOR - DERIVATIVES WITHINS
RENEW
REMOVAL
1.
WARNING:
Do not work on or under a vehicle supported only by a jack. Always

support the vehicle on safety stands.
Raise and support the vehicle.

2.
If equipped.
3.
Torque: 7 Nm
INSTALLATION
1. To install, reverse the removal procedure.

PUBLISHED: 04-MAY-2017
EXTERIOR TRIM AND ORNAMENTATION
RADIATOR GRILLE (G2020326)
GRILLE -
ALL USED
76.55.03 FRONT - 0.1
DERIVATIVES WITHINS
RENEW
REMOVAL
CAUTION:
Make sure that the vehicle paintwork is protected.

1.
CAUTION:
Take extra care not to damage the surrounding components.
NOTE:
Make sure that the outside clips clipping to the bumper are released
first.
Carefully release the 2 clips.

2.
CAUTION:
3.
Remove the 8 push pins.
Remove the radiator grille.

INSTALLATION
1.
NOTE:
An audible click is heard when the clips are fully latched.
Install the radiator grille.
Install the 8 push pins.
Install the 6 clips.
INTERIOR TRIM AND ORNAMENTATION
ENGINE COVER - INGENIUM I4 2.0L

PETROL (G2020024)
ACOUSTIC
2000 CC,
COVER - USED
12.30.50 INGENIUM 0.1
ENGINE - WITHINS
PETROL
RENEW
REMOVAL
NOTE:

1.
Remove the engine cover.
2.
Remove the Noise, Vibration and Harshness (NVH) pad.

INSTALLATION
1.
CAUTION:
Make sure that the component is correctly located.
Install the NVH pad.
JACKING AND LIFTING
LIFTING AND SUPPORT POINTS
CAUTION:
Do not allow the hoist adapters to contact the steering linkage, suspension
arms, stabilizer bar, rear subframe stabilizer brackets or to compress the lower
suspension arm stabilizer bar insulator. Damage to the suspension, exhaust and
steering linkage components may occur if care is not exercised when positioning
the hoist adapters of two-post hoists prior to lifting the vehicle.
1. Twin-post hoist and floor jack points
2. Axle stand support points
VEHICLE RECOVERY
NOTE:
Prior to vehicle recovery, make sure that the vehicle keys are available and the
security system is disarmed.
Vehicle recovery methods are:
By flat-bed transporter.
By rear suspended tow.
TRANSPORTER OR TRAILER RECOVERY

When the vehicle is being recovered by transporter or trailer:
The parking brake must be applied and the wheels chocked.
The gear selector lever must be in Neutral. Do not select Park on automatic
transmission vehicles, as the parking lock mechanism may be damaged by the
forward and backward rocking motion of the vehicle.
The vehicle must be securely tied down to the transporter or trailer.
REAR SUSPENDED TOW
When the vehicle is being recovered by rear suspended tow:
The ignition key must be removed from the ignition switch to lock the steering.
The rear wheels must be correctly positioned in the lifting cradle and securely tied
down.
EMERGENCY TOWING
WARNING:
If the engine is not running, the steering will become heavy and the force
necessary to effectively apply the brakes will be greatly increased.
CAUTION:
A vehicle with a defective transmission must be towed by rear suspended tow.
When the vehicle is being towed on its own wheels:
Local regulations for the towing of vehicles must be followed. In some countries the
registration number of the towing vehicle and an On Tow sign or warning triangle
must be displayed at the rear of the towed vehicle.
The gear selector lever must be in Neutral.
The ignition switch must be in position II to release the steering lock and make the
direction indicators, horn and stop lamps operate.
A distance of 0,8 km (0.5 mile) must not be exceeded.
A speed of 48 km/h (30 mph) must not be exceeded.
The tow rope must be attached to the front towing eye.

COOLING SYSTEM PARTIAL DRAINING

AND VACUUM FILLING (G2152755)
GENERAL PROCEDURES
COOLANT
- PARTIAL
2000 CC,
DRAINING, USED
26.10.08 INGENIUM 0.7
FILLING WITHINS
PETROL
AND
BLEEDING
SPECIAL TOOL(S)
HU-919
Coolant System Vacuum
Refill Kit
DRAINING
WARNING:

CAUTION:
NOTE:



2.
WARNING:

CAUTION:

3.

4.
CAUTION:
suitable container.

Torque: 2 Nm
FILLING

Torque: 7 Nm
2.
NOTE:
The drained coolant can be reused.
Prepare a sufficient volume of coolant using a 50% mixture of Land Rover

Premium Cooling System Fluid or equivalent, meeting Land Rover
specification WSS-M97B44-D and 50% water.
3.
NOTE:
Make sure the coolant supply valve is in the closed position on the
vacuum filler gauge assembly.
Special Tool(s): HU-919
Connect the hose from the vacuum refill adaptor into a container of clean
coolant.
Connect a regulated compressed air supply to the venturi tube assembly.
Install the cooling system vacuum refill adaptor to the expansion tank.
4.
Open the air supply valve until -0.8 Bar is shown on the gauge.
5.
Close the air supply valve.
Allow 1 minute to check the vacuum is held.

6.
NOTE:
Close the coolant supply valve when the coolant expansion tank MAX
mark is reached or coolant movement has ceased.
Open the coolant supply valve and allow the coolant to be drawn into the
system.
7. Remove the vacuum filler gauge and cooling system vacuum refill adaptor
assembly.
9.
CAUTION:

Start and run the engine.

10.
CAUTION:

Hold the engine speed between 2500 rpm and 3500 rpm until warm air is
expelled from the heater.
11. Switch the engine off and allow to cool.
12. Clean any spilt coolant from the vehicle.
13.
WARNING:
Since injury such as scalding could be caused by escaping steam or

coolant, allow the vehicle cooling system to cool prior to carrying out
this procedure.
If required, top up the coolant level to the maximum mark of the coolant
expansion tank.
14.
CAUTION:


JACKING AND LIFTING
CAUTION:
VEHICLE RECOVERY
NOTE:
REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:

COOLING SYSTEM PARTIAL

DRAINING, FILLING AND BLEEDING
(G2152753)
GENERAL PROCEDURES
DRAINING
WARNING:

CAUTION:
NOTE:


2.
WARNING:

CAUTION:

Installation).
4.

5.
CAUTION:
suitable container.

Torque: 2 Nm
FILLING
1.
NOTE:

2.

3.
4.

5.

7.

8.
9.
CAUTION:
full.

Torque: 2 Nm
10.
CAUTION:
full.

Torque: 2 Nm
11.
CAUTION:
full.

Torque: 2 Nm
12.
CAUTION:
full.

Torque: 2 Nm
13.
CAUTION:
full.

14.
CAUTION:
full.

Torque: 2 Nm
16.
CAUTION:

17.
CAUTION:


expansion tank.
18.
CAUTION:

the heater vents.
19.
CAUTION:
20.
CAUTION:
21.
CAUTION:
vehicle.
22.
CAUTION:
retaining bolt.
Torque: 7 Nm
expansion tank.
25.
CAUTION:



Installation).
EXTERIOR TRIM AND ORNAMENTATION
RADIATOR GRILLE (G2020326)
GRILLE -
ALL USED
76.55.03 FRONT - 0.1
DERIVATIVES WITHINS
RENEW
REMOVAL
CAUTION:
Make sure that the vehicle paintwork is protected.

1.
CAUTION:
NOTE:
Make sure that the outside clips clipping to the bumper are released
first.

2.
CAUTION:
3.
Remove the 8 push pins.

INSTALLATION
1.
NOTE:
An audible click is heard when the clips are fully latched.
Install the 8 push pins.

PETROL (G2020024)
ACOUSTIC
2000 CC,
COVER - USED
12.30.50 INGENIUM 0.1
ENGINE - WITHINS
PETROL
RENEW
REMOVAL
NOTE:

1.
2.

INSTALLATION
1.
CAUTION:
JACKING AND LIFTING
CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:

ACTIVE GRILLE AIR SHUTTER (G2135195)
GRILLE -
ACTIVE ALL USED
76.55.25 0.9
VANES - DERIVATIVES WITHINS
RENEW
REMOVAL
NOTE:


1. Remove the front bumper for access.
Refer to: Front Bumper (501-19, Removal and Installation).
2.
Disconnect the electrical connector.
Release the 2 retaining clips.
Remove the 4 retaining bolts
Remove the active grille air shutter.
INSTALLATION
1.
Install the active grille air shutter.
Install the 4 retaining bolts.

Torque: 1.9 Nm
Secure the 2 retaining clips.
Connect the electrical connector.
2. Install the front bumper.

Refer to: Front Bumper (501-19, Removal and Installation).
AUXILIARY COOLANT PUMP (G2034835)
REMOVAL
NOTE:



2. Partially drain the cooling system.

Refer to: Cooling System Partial Draining and Vacuum Filling (303-03,
General Procedures).
3.
Release the coolant valve assembly.
4.
CAUTION:
Release the clips and disconnect the 2 coolant hoses.

5.
6.
NOTE:
Do not disassemble further if the component is removed for access

only.
Remove the auxiliary coolant pump mounting bracket.

7.
Remove the auxiliary coolant pump.
INSTALLATION
1.
NOTE:
Only carry out this step if previously removed.
Install the auxiliary coolant pump to the mounting bracket.
2. Install the auxiliary coolant pump mounting bracket.
3. Connect the electrical connector.
4. Connect the 2 coolant hoses.
5. Secure the coolant valve assembly.
6. Fill and bleed the cooling system.


GENERAL PROCEDURES
COOLANT
- PARTIAL
2000 CC,
DRAINING, USED
26.10.08 INGENIUM 0.7
FILLING WITHINS
PETROL
AND
BLEEDING
SPECIAL TOOL(S)
HU-919
Refill Kit
DRAINING
WARNING:

CAUTION:
NOTE:



2.
WARNING:

CAUTION:

3.

4.
CAUTION:
suitable container.

Torque: 2 Nm
FILLING

Torque: 7 Nm
2.
NOTE:

3.
NOTE:
coolant.
4.
5.

6.
NOTE:
system.
assembly.
9.
CAUTION:


10.
CAUTION:

13.
WARNING:

this procedure.
expansion tank.
14.
CAUTION:


JACKING AND LIFTING
CAUTION:
VEHICLE RECOVERY
NOTE:
REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:

AUXILIARY RADIATOR (G1998223)
REMOVAL
NOTE:


1.
Raise and support the vehicle on a suitable 2 post lift.
Refer to: Lifting (100-02 Jacking and Lifting, Description and Operation).

Refer to: Air Deflector (501-02 Front End Body Panels, Removal and
Installation).

Refer to: Cooling System Partial Draining and Vacuum Filling (303-03 Engine
Cooling - INGENIUM I4 2.0L Petrol, General Procedures).
4. Remove the front right wheel.

Refer to: Wheel and Tire (204-04 Wheels and Tires, Removal and Installation).
5.
Remove the 3 bolts and 2 screws.
6.
Remove the 2 screws.

7.
Remove the 4 bolts.
Remove the screw.
8.
Remove the 3 clips.
Remove the wheel arch liner.

9.
CAUTION:
Disconnect the coolant hose.

10.
CAUTION:
Disconnect the coolant hose.
11.
Remove the auxiliary radiator bracket bolt.

12.
Remove the auxiliary radiator.
INSTALLATION
1. Install the auxiliary radiator.

Torque: 7 Nm
2. Install the auxiliary radiator bracket bolt.

Torque: 7 Nm
3. Connect the coolant hoses.
4. Install the wheel arch liner.
5. Install the front right wheel.

Refer to: Wheel and Tire (204-04 Wheels and Tires, Removal and Installation).
6. Vacuum fill the cooling system.


Refer to: Air Deflector (501-02 Front End Body Panels, Removal and
Installation).

GENERAL PROCEDURES
COOLANT
- PARTIAL
2000 CC,
DRAINING, USED
26.10.08 INGENIUM 0.7
FILLING WITHINS
PETROL
AND
BLEEDING
SPECIAL TOOL(S)
HU-919
Refill Kit
DRAINING
WARNING:

CAUTION:
NOTE:



2.
WARNING:

CAUTION:

3.

4.
CAUTION:
suitable container.

Torque: 2 Nm
FILLING

Torque: 7 Nm
2.
NOTE:

3.
NOTE:
coolant.
4.
5.

6.
NOTE:
system.
assembly.
9.
CAUTION:


10.
CAUTION:

13.
WARNING:

this procedure.
expansion tank.
14.
CAUTION:


PUBLISHED: 11-DEC-2015
FRONT END BODY PANELS
AIR DEFLECTOR (G1898644)
SWITCH -
FRONT ALL USED
86.25.07 0.4
DOOR - DERIVATIVES WITHINS
RENEW
REMOVAL
1.
WARNING:
Do not work on or under a vehicle supported only by a jack. Always

support the vehicle on safety stands.
Raise and support the vehicle.

2.
If equipped.
3.
Torque: 7 Nm
INSTALLATION
1. To install, reverse the removal procedure.

WHEELS AND TIRES
WHEEL AND TIRE (G2020312)
WHEEL
AND TIRE
ASSEMBLY
- EACH - ALL USED
74.10.06 0.2
REMOVE DERIVATIVES WITHINS
FOR
ACCESS
AND REFIT
REMOVAL
NOTE:
Using power tools may result in damage to the wheel nuts. Make sure the
releasing or tightening of the wheel nuts using with hand tools only.
2.
Remove the wheel and tire.
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.
Install the wheel and tire.
Tighten the nuts in the indicated sequence.

Torque:
Stage1 4 Nm
Stage2 70 Nm
Stage3 140 Nm
JACKING AND LIFTING
CAUTION:

VEHICLE RECOVERY
NOTE:
REAR SUSPENDED TOW

down.
EMERGENCY TOWING
WARNING:
CAUTION:

BLOCK HEATER (G2033416)
REMOVAL
NOTE:



2. Disconnect the startup battery ground cable.

Refer to: Battery Disconnect and Connect (414-01, General Procedures).
3. Drain the cooling system.

Refer to: Cooling System Partial Draining and Vacuum Filling (303-03E,
4. Remove the generator.

Refer to: Generator (414-02C, Removal and Installation).
5.
Inspect the seal. Replace if damaged.
6.
Remove the block heater.
INSTALLATION
1. Install the block heater.
Torque: 55 Nm
3. Install the generator.

Refer to: Generator (414-02C, Removal and Installation).
4. Connect the startup battery ground cable.

5. Fill the cooling system.


GENERAL PROCEDURES
COOLANT
- PARTIAL
2000 CC,
DRAINING, USED
26.10.08 INGENIUM 0.7
FILLING WITHINS
PETROL
AND
BLEEDING
SPECIAL TOOL(S)
SPECIAL TOOL(S)
HU-919
Refill Kit
DRAINING
WARNING:

CAUTION:
NOTE:



2.
WARNING:

CAUTION:

3.

4.
CAUTION:
suitable container.

Torque: 2 Nm
FILLING

Torque: 7 Nm
2.
NOTE:

3.
NOTE:
coolant.
4.
5.

6.
NOTE:
system.
assembly.
9.
CAUTION:


10.
CAUTION:

13.
WARNING:

this procedure.
expansion tank.
14.
CAUTION:


BATTERY, MOUNTING AND CABLES
BATTERY DISCONNECT AND

CONNECT (G2020197)
GENERAL PROCEDURES
NOTE:
Some variation in the illustrations may occur, but the essential information is
always correct.
1. Refer to: Battery and Battery Charging Health and Safety Precautions (100-00
General Information, Description and Operation).
2. Obtain and record the audio unit preset radio frequencies.
3.
4.
NOTE:
If equipped.
5.
Torque: 6 Nm
6.
CAUTION:
Ensure the clamping lug on the BMS is below the top of the negative
terminal post as shown.
7.
CAUTION:
Make sure the battery monitoring system (BMS) electrical connector is

connected to the module, before installing the BMS on to the battery
terminal.
To install, reverse the removal procedure.

8.
NOTE:
This step is only necessary when installing a new component.
Using Jaguar approved diagnostic equipment, reset the battery monitoring

system.
9. Door Window Motor Initialization
10. Enter the audio unit preset radio frequencies.
11. Reset the clock to the correct time.
12. Start the engine and allow to idle until the engine reaches normal operating
temperature.
13. Switch the engine off.
PUBLISHED: 01-FEB-2017
GENERATOR AND REGULATOR - INGENIUM I4 2.0L PETROL
GENERATOR (G2027796)
2000 CC,
ALTERNATOR USED
86.10.02 INGENIUM 1.6
- RENEW WITHINS
PETROL
REMOVAL
NOTE:
This procedure contains some variation in the illustration depending on the

vehicle specification, but essential information is always correct.

1. Disconnect the battery ground cable.


3. Remove the charge air radiator.

Refer to: Charge Air Cooler (303-12E, Removal and Installation).
4.
Remove the 2 clips.

5.
Remove the 3 clips.
6.
Remove the 2 nuts.

7.
Remove the charge air radiator bracket.
8. Remove the accessory drive belt.

Refer to: Accessory Drive Belt (303-05, Removal and Installation).
9.
Remove the left side idler pulley.

10.
disconnect the electrical connector.
Remove the 2 clips.
11.
Release the cap.

12.
NOTE:

only.
Remove the generator.
13.
INSTALLATION
1.
NOTE:
Install the electrical connector.
2.
Install the generator.
Torque: 47.5 Nm
3.
Torque: 12 Nm
4.
5.
Install the left side idler pulley.
Torque: 47.5 Nm
6. Install the accessory drive belt.

Refer to: Accessory Drive Belt (303-05, Removal and Installation).
7.
Instal the charge air radiator bracket.
Torque: 47.5 Nm
8.
Install the 2 nuts.
Torque: 10 Nm
9. Install the 3 clips.
10. Install the 2 clips.
11. Install the charge air radiator.

Refer to: Charge Air Cooler (303-12E, Removal and Installation).
12. Connect the battery ground cable.

JACKING AND LIFTING
CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:

COOLANT EXPANSION TANK (G2132055)
TANK - ALL USED

26.15.01 0.3
RENEW DERIVATIVES WITHINS
REMOVAL
WARNING:
Since injury such as scalding could be caused by escaping steam or coolant,

make sure the vehicle cooling system is cool prior to carrying out this procedure.
NOTE:

1.
Disconnect and release the air intake temperature sensor wiring harness.
2.
WARNING:
When releasing the cooling system pressure, cover the coolant

expansion tank cap with a thick cloth.
3. Using a syringe, remove the cooling fluid from the expansion tank.
4.
Remove the coolant expansion tank 2 upper coolant hoses

5.
NOTE:
Clamp the hose to minimize coolant loss.
Remove the expansion tank. Disconnect the lower coolant hose and coolant
level sensor wiring harness.
INSTALLATION
1. Install the expansion tank. Connect the lower coolant hose and coolant level
sensor wiring harness.
Torque: 7 Nm
2. Remove the hose clamp.
3. Install the coolant expansion tank 2 upper coolant hoses
4. Connect and secure the air intake temperature sensor wiring harness.
5. Top up the coolant level.
6. Install the coolant expansion tank cap.

COOLANT PUMP (G1998226)
PUMP - 2000 CC,

USED
26.50.01 WATER - INGENIUM 0.9
WITHINS
RENEW PETROL
REMOVAL
NOTE:



Refer to: Jacking and Lifting (100-02 Jacking and Lifting, Description and
Operation).

Refer to: Specifications (414-00 Battery and Charging System - General
Information, Specifications).

4. Remove the intake air resonator.
Refer to: Intake Air Resonator (303-12 Intake Air Distribution and Filtering -
INGENIUM I4 2.0L Petrol, Removal and Installation).
5.
Loosen the bolts, but do not fully remove.

6.
NOTE:
Note the position of the accessory drive belt to aid installation.
1. Release the accessory drive belt tension.
1. Insert a suitable tool, where illustrated, to prevent tension being

applied to the accessory drive belt.
7.
Release the accessory drive belt from the pulleys, as illustrated.
8.
Remove the coolant pump pulley.

9.
CAUTION:
Make sure that the wiring harness is positioned securely to one side, to
prevent it being trapped between the coolant pump and engine block
when the coolant pump is installed.
Disconnect the coolant pump electrical connectors.

10.
CAUTION:
Remove the coolant pump.
INSTALLATION
1. Install the coolant pump.
Torque: 12 Nm
2. Connect the electrical connectors.
3. Install the water pump pulley. Hand tighten the bolts at this stage.
4.
CAUTION:
Make sure that the accessory drive belt is correctly located on each
pulley.
1. Install the accessory drive belt.
1. Release the accessory drive belt tensioner.
5. Fully tighten the water pump pulley bolts.

Torque: 25 Nm
6. Install the intake air resonator.

Refer to: Intake Air Resonator (303-12 Intake Air Distribution and Filtering -
INGENIUM I4 2.0L Petrol, Removal and Installation).


Refer to: Specifications (414-00 Battery and Charging System - General
Information, Specifications).

GENERAL PROCEDURES
COOLANT
- PARTIAL
2000 CC,
DRAINING, USED
26.10.08 INGENIUM 0.7
FILLING WITHINS
PETROL
AND
BLEEDING
SPECIAL TOOL(S)
HU-919
Refill Kit
DRAINING
WARNING:

CAUTION:
NOTE:



2.
WARNING:

CAUTION:

3.

4.
CAUTION:
suitable container.

Torque: 2 Nm
FILLING

Torque: 7 Nm
2.
NOTE:

3.
NOTE:
coolant.
4.
5.

6.
NOTE:
system.
assembly.
9.
CAUTION:


10.
CAUTION:

13.
WARNING:

this procedure.
expansion tank.
14.
CAUTION:



CONNECT (G2020197)
GENERAL PROCEDURES
NOTE:
always correct.
3.
4.
NOTE:
If equipped.
5.
Torque: 6 Nm
6.
CAUTION:
7.
CAUTION:

terminal.

8.
NOTE:

system.
temperature.
JACKING AND LIFTING

CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:
INTAKE AIR DISTRIBUTION AND FILTERING - INGENIUM I4 2.0L PETROL
INTAKE AIR RESONATOR (G2020091)
REMOVAL
NOTE:


Refer to: Engine Cover - INGENIUM I4 2.0L Petrol (501-05 Interior Trim and
Ornamentation, Removal and Installation).
2.
Release the intake air pipes.

3.
NOTE:

only.
Remove the intake air resonator.

4.
Remove the intake air pipes from the intake air resonator.
INSTALLATION
1.
NOTE:
This step is only required if previously removed.
Install the intake air pipes to the intake air resonator.

Torque: 3.5 Nm
2.
Install the intake air resonator.

Torque: 9 Nm
3.
Secure the intake air pipes.

Torque:
Clamp 'A' 3.5 Nm
Clamp 'B' 5 Nm
COOLING FAN MOTOR AND SHROUD

(G2135451)
FAN AND
MOTOR -
2000 CC,
ASSEMBLY - USED
26.25.39 INGENIUM 1.5
ENGINE WITHINS
PETROL
COMPARTMENT
- RENEW
REMOVAL
NOTE:



3.
Release the coolant return hose from the retaining clip.
Remove the air intake pipe.
4.
Remove the front bumper upper finisher panel.

5.
Remove the cooling fan and motor shroud upper finisher cover.
6.
Remove the radiator support bracket.
7. Remove the charge air cooler.

Refer to: Charge Air Cooler (303-12D, Removal and Installation).
8. Remove the auxiliary coolant pump.

Refer to: Auxiliary Coolant Pump (303-03D, Removal and Installation).
9.
CAUTION:
Release the 2 upper coolant hoses from the right side of the radiator
assembly.
10.
CAUTION:
Release the upper coolant hose from the left side of the radiator.
11.
Disconnect the cooling fan electrical connector.

12.
Release the 5 coolant hoses from the cooling fan and motor shroud assembly.
13.
CAUTION:
Release the 2 lower coolant hoses from the bottom of the radiator assembly.
14.
Remove the cooling fan and motor shroud from the radiator assembly.
INSTALLATION
1.
Install the cooling fan and motor shroud into the correct position. Make
sure that the 4 retaining clips are correctly located.
Secure the cooling fan and motor shroud in position with the 2 retaining
bolts and tighten to the correct torque.
Torque: 7 Nm
2. Install the 2 lower coolant hoses onto the bottom of the radiator assembly.
3. Install the 5 coolant hoses onto the cooling fan and motor shroud assembly
and secure with the 7 retaining clips and 1 bolt.
Torque: 5 Nm
4. Connect the cooling fan electrical connector.
5. Install the upper coolant hose for the left side of the radiator.
6. Install the 2 upper coolant hoses for the right side of the radiator assembly.
7. Install the auxiliary coolant pump.

8. Install the charge air cooler.

9. Install the radiator support bracket and tighten the 4 bolts to the correct
torque.
Torque: 9 Nm
10. Install the cooling fan and motor shroud upper finisher cover.
11. Install the front bumper upper finisher panel and tighten the 8 retaining bolts.
12.
Install the air intake pipe.
Install and secure the coolant return hose with the retaining clip.


CONNECT (G2020197)
GENERAL PROCEDURES
NOTE:
always correct.
3.
4.
NOTE:
If equipped.
5.
Torque: 6 Nm
6.
CAUTION:
7.
CAUTION:

terminal.

8.
NOTE:

system.
temperature.
PUBLISHED: 01-NOV-2017
INTAKE AIR DISTRIBUTION AND FILTERING - INGENIUM I4 2.0L PETROL
CHARGE AIR COOLER (G1998338)
REMOVAL
NOTE:



Refer to: Specifications (414-00, Specifications).

3. Remove the air intake resonator.

Refer to: Intake Air Resonator (303-12E, Removal and Installation).
4. Remove the engine undershield.

Refer to: Engine Undershield (501-02, Removal and Installation).

Refer to: Cooling System Draining and Vacuum Filling (303-03G, General
Procedures).
6.
CAUTION:
Protect the accessory drive belt to prevent engine coolant

contamination.
NOTE:
Inspect the seals. Replace if damaged.
Disconnect the 3 engine coolant hoses from the charge air cooler.
7.
NOTE:
Release the charge air cooler inlet pipe.
8.
Remove the 2 retaining bolts and the Noise, Vibration and Harshness (NVH)
material.
9.
NOTE:
Remove the charge air cooler outlet pipe.

10.
Remove the 4 retaining bolts and the charge air cooler.

11.
NOTE:
Inspect the seal. Replace if damaged.
Remove the retaining bolts and the charge air cooler temperature and
pressure sensor.
INSTALLATION
1.
NOTE:
This step is only required if previously removed.
Install the charge air cooler temperature and pressure sensor and the
retaining bolt.
Torque: 6 Nm
2.
Install the charge air cooler and the 4 retaining bolts.
Torque: 10 Nm
3. Install the charge air cooler outlet pipe.
4. Install the Noise, Vibration and Harshness (NVH) material and the 2 retaining
bolts.
Torque: 9 Nm
5. Secure the charge air cooler inlet pipe.
6. Connect the 3 engine coolant hoses to the charge air cooler.

Refer to: Cooling System Draining and Vacuum Filling (303-03G, General
Procedures).
8. Install the engine undershield.

Refer to: Engine Undershield (501-02, Removal and Installation).
9. Install the air intake resonator.

Refer to: Intake Air Resonator (303-12E, Removal and Installation).

JACKING AND LIFTING
CAUTION:

VEHICLE RECOVERY
NOTE:
REAR SUSPENDED TOW

down.
EMERGENCY TOWING
WARNING:
CAUTION:

REMOVAL
NOTE:




3.
Release the coolant valve assembly.

4.
CAUTION:
Release the clips and disconnect the 2 coolant hoses.
5.

6.
NOTE:

only.
Remove the auxiliary coolant pump mounting bracket.
7.
Remove the auxiliary coolant pump.
INSTALLATION
1.
NOTE:
Install the auxiliary coolant pump to the mounting bracket.
2. Install the auxiliary coolant pump mounting bracket.
5. Secure the coolant valve assembly.

COOLING MODULE (G2142596)
PART(S)
STEP PART NAME QUANTITY
Removal Step 15 Air conditioning pipes to condenser O-ring seals 1
REMOVAL
CAUTION:
Before disconnecting any components, make sure the area is clean and free
from foreign material. When disconnected all openings must be sealed.
NOTE:



Refer to: Battery Disconnect and Connect (414-01 Battery, Mounting and
Cables, General Procedures).
3. Recover the Air Conditioning (AC) system.

Refer to: Air Conditioning System Recovery, Evacuation and Charging (412-00
Climate Control System - General Information, General Procedures).
4. Remove the front bumper.

Refer to: Front Bumper (501-19 Bumpers, Removal and Installation).

6.
Release the clip and remove the air duct.

7.
Remove the radiator support brackets.
8.
Disconnect the electrical connectors.

9.
CAUTION:
Disconnect the electrical connector and release the clip.
Release the 2 coolant hoses.

10.
Release the 8 coolant hose clips and remove the bolt.
11.

12.
WARNING:
Disconnect the charge air cooler radiator lower hose and release the clip.
Release the auxiliary water pump.

13.
Disconnect the 2 upper coolant hoses and pipe.
14.
Disconnect the charge air cooler radiator upper hose.

15.
Disconnect the AC pipes.

Renew Part: Air conditioning pipes to condenser O-ring seals Quantity: 1 .
16.
CAUTION:
Make sure that the cooling module is supported for this step.
Remove the left cooling module bracket.

17.
CAUTION:
Remove the right cooling module bracket.

18.
CAUTION:
This step must be carried out with the assistance of another technician.
Remove the cooling module.
INSTALLATION
1.
CAUTION:
This step must be carried out with the assistance of another technician.
Install the coolant module.

2.
CAUTION:
Install the right cooling module bracket.

Torque: 9 Nm
3.
CAUTION:
Install the left cooling module bracket.

Torque: 9 Nm
4. Connect the Air Conditioning (AC) pipes

Torque: 20 Nm
5. Connect the upper charge air cooler radiator hose.
6. Connect the 2 upper coolant hoses and pipe.
7.
Install the auxiliary water pump.
Torque: 9 Nm
Connect the lower charge air cooler radiator hose and install the clip.
9. Secure the 8 coolant hose clips and install the bolt.

Torque: 9 Nm
10.
Install the 2 coolant hoses and secure the clips.
Connect the electrical connector and secure the clip.
11. Connect the electrical connectors.

12. Install the radiator support brackets
Torque: 9 Nm
13. Install the air duct and secure the clip.
14. Install the front bumper.

Refer to: Front Bumper (501-19 Bumpers, Removal and Installation).
15. Fill the coolant system.

16. Recharge the AC system.

Refer to: Air Conditioning System Recovery, Evacuation and Charging (412-00
Climate Control System - General Information, General Procedures).

BUMPERS
FRONT BUMPER (G2018931)
BUMPER
VALANCE ALL USED
76.22.72 1.9
- FRONT - DERIVATIVES WITHINS
RENEW
REMOVAL
CAUTION:
Please remove the licence plate, if fitted.
NOTE:

1.
CAUTION:
NOTE:
Make sure that the outer retaining clips are released first.
Carefully release the 2 retaining clips.

2.
CAUTION:
Carefully release the 4 retaining clips.
3.
Remove the 8 retaining screws and clips.

4.
Remove the front bumper upper screws.

6.
NOTE:
Repeat the step for the other side.
Release the front section of the wheel arch liner.

7.
Disconnect the front bumper wiring harness electrical connector.
8.
CAUTION:
Disconnect the washer hose.

9.
10.
Remove the front bumper lower screws.

11.
NOTE:
Remove the bolt.
12.
NOTE:
Remove the 3 bolts.

13.
NOTE:
Release the side of the bumper.

14.
CAUTION:
Protect the surrounding paintwork to avoid damage.
Remove the front bumper.

15.
NOTE:
Only carry out the following step(s) if the new component is to be

installed.
Disconnect the 4 electrical connectors.
16.
Disconnect the 5 electrical connectors.

17.
Remove the bumper harness.

18.
CAUTION:
Take extra care not to damage the component.
Use a suitable plastic trim tool to release the component.
NOTE:
Remove the washer jet cover.

19.
NOTE:
Release the washer jet assembly.
20.
CAUTION:
Take extra care not to damage the clips.
Remove the washer jets with the hose assembly.

21.
NOTE:
Note the orientation of the component prior to removal.
Remove the front camera.

22.
NOTE:
Remove the parking assist sensor.
23.
Remove the 4 parking aid sensors.

24.
NOTE:
Remove the front fog lamp.

25.
NOTE:
Remove the brake cooling duct lower finisher.

26.
NOTE:
Remove the brake cooling duct.

27.
NOTE:
Remove the front bumper side bracket.

28.
CAUTION:
Remove the bumper center finisher.

29.
CAUTION:
NOTE:
Remove the fog lamp bezel.

30.
CAUTION:
NOTE:
Remove the bumper lower finisher.

31.
CAUTION:
NOTE:
Remove the bumper side finisher.

32.
Remove the bumper center grille.
33.
Remove the lower trim panel.
INSTALLATION
1. Install the lower trim panel.
2. Install the bumper center grille.

3.
NOTE:
Install the bumper side finisher.
4.
NOTE:
Install the bumper lower finisher.
5.
NOTE:
Install the front fog lamp bezel.
6. Install the bumper center finisher.
7.
NOTE:
Install the front bumper side bracket.

Torque: 1.5 Nm
8.
NOTE:
Install the brake cooling duct.

9.
NOTE:
Install the brake cooling duct lower finisher.
Tighten the 8 screws.

Torque: 1.5 Nm
10.
NOTE:
Install the front fog lamp.

Torque: 1.5 Nm
11.
NOTE:
Make sure that the sensor is correctly located to the bracket. Audible
clicks will be heard to confirm connection.
Install the 4 parking aid sensors.
Install the 2 parking assist sensors.
12.
CAUTION:
Make sure that the component is correctly located on the locating

dowels.
Install the front camera.
13.
Install the headlamp washer jets.

Torque: 1.5 Nm
14. Install the washer jet covers.

15.
Install the bumper harness.
Connect the 8 electrical connectors.
16.
CAUTION:
Care must be taken to avoid damaging the surrounding paintwork.
Install the front bumper.
17.
CAUTION:
Care must be taken to avoid damaging the surrounding paintwork.
Position the bumper at both sides.
18. Install and tighten the 6 bolts.

Torque: 2.5 Nm
19. Install and tighten the 2 bolts.

Torque: 2.5 Nm
20.
Install the front bumper lower section.

Torque: 5.4 Nm
21.
Install the front tow eye cover.

Torque: 5.4 Nm
22.
Install the front bumper upper section.
Tighten the 2 bolts.

Torque: 2.2 Nm
23.
CAUTION:
Install the 8 retaining clips and screws.
24. Connect the washer hose.
25. Connect the front bumper wiring harness electrical connector.
26.
NOTE:
Install the forward section of the front wheel arch liner.

GENERAL PROCEDURES
COOLANT
- PARTIAL 2000 CC,
USED
26.10.08 DRAINING, INGENIUM 0.7
WITHINS
FILLING PETROL
AND
BLEEDING
SPECIAL TOOL(S)
HU-919
Refill Kit
DRAINING
WARNING:

CAUTION:
NOTE:



2.
WARNING:

CAUTION:

3.

4.
CAUTION:
suitable container.

Torque: 2 Nm
FILLING

Torque: 7 Nm
2.
NOTE:

3.
NOTE:
coolant.
4.
5.

6.
NOTE:
system.
assembly.
9.
CAUTION:


10.
CAUTION:

13.
WARNING:

this procedure.
expansion tank.
14.
CAUTION:



CONNECT (G2020197)
GENERAL PROCEDURES
NOTE:
always correct.
3.
4.
NOTE:
If equipped.
5.
Torque: 6 Nm
6.
CAUTION:
7.
CAUTION:

terminal.

8.
NOTE:

system.
temperature.
JACKING AND LIFTING

CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:
CLIMATE CONTROL SYSTEM - GENERAL INFORMATION
AIR CONDITIONING SYSTEM

RECOVERY, EVACUATION AND
CHARGING (G2135524)
GENERAL PROCEDURES
AIR
CONDITIONING
SYSTEM -
DEPRESSURISE ALL USED
82.30.02 0.5
- EVACUATE - DERIVATIVES WITHINS
CAPTURE AND
RECHARGE
GENERAL EQUIPMENT
EQUIPMENT NAME
Air conditioning system refrigerant recovery / recharging station(s)
EVACUATION
WARNING:
Servicing must be carried out by personnel familiar with both vehicle system
and the charging and testing equipment. All operations must be carried out in a
well ventilated area away from open flame and heat sources.
NOTE:
Before disconnecting any components, make sure the area is clean and free
from foreign material. When disconnected all openings must be sealed.
1.
WARNING:
Always follow the health and safety precautions when handling the
refrigerant R-1234yf.
Refer to air conditioning health and safety.

Refer to: Health and Safety Precautions (100-00, Description and Operation).
2.
Remove the dust covers from the high and low pressure connections.
3. Connect the air conditioning system high and low pressure lines to the
appropriate connections.
General Equipment: Air conditioning system refrigerant recovery / recharging
station(s)
4. Recover the refrigerant.

station(s)
EVACUATION
1.
NOTE:
Measure and record the quantity of refrigerant oil recovered from the
air conditioning system.
Evacuate the air conditioning system.

station(s)
2.
NOTE:
The receiver drier needs only be changed under the following

circumstances: There is dirt in the refrigerant circuit (eg. compressor
seizure), the system is leaking and all the refrigerant has been lost to
atmosphere, or the refrigerant circuit has been open more than 1
hour, due to repair.
Replace receiver drier if necessary.

Refer to: Condenser - TDV6 3.0L Diesel /V6 S/C 3.0L Petrol (412-01, Removal
and Installation).
Refer to: Condenser - INGENIUM I4 2.0L Diesel (412-01, Removal and
Installation).
Refer to: Condenser - V6 S/C 3.0L Petrol (412-01, Removal and Installation).
CHARGING
1.
CAUTION:
The system must be evacuated for 30 minutes immediately before

recharging commences. Delay between evacuation and recharging is
not permitted.
Make sure the correct amount of oil is added to the air conditioning system.
station(s)
2. Recharge the system to the correct specification.

station(s)
3. Disconnect the high and low pressure connections.
4.
Install and firmly tighten the caps that cover the high and low pressure
connections.
Torque: 6 Nm
ENGINE COOLANT DEGAS SEPERATOR

(G2046485)
REMOVAL
WARNING:
Be prepared to collect escaping coolant
NOTE:




3.
Release the 3 upper coolant hoses.
4.
Release the 2 lower coolant hoses.

5.
Remove the coolant degas separator.
INSTALLATION
1. Install the coolant degas separator.

Torque: 12 Nm
2. Connect the 2 lower coolant hoses.
3.
CAUTION:
Inspect the seals and renew the components if damaged or worn.
Connect the 3 upper coolant hoses.


GENERAL PROCEDURES
COOLANT
- PARTIAL
2000 CC,
DRAINING, USED
26.10.08 INGENIUM 0.7
FILLING WITHINS
PETROL
AND
BLEEDING
SPECIAL TOOL(S)
HU-919
Refill Kit
DRAINING
WARNING:

CAUTION:
NOTE:



2.
WARNING:

CAUTION:

3.

4.
CAUTION:
suitable container.

Torque: 2 Nm
FILLING

Torque: 7 Nm
2.
NOTE:

3.
NOTE:
coolant.
4.
5.

6.
NOTE:
system.
assembly.
9.
CAUTION:


10.
CAUTION:

13.
WARNING:

this procedure.
expansion tank.
14.
CAUTION:


JACKING AND LIFTING
CAUTION:
VEHICLE RECOVERY
NOTE:
REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:

ENGINE COOLANT LEVEL SWITCH (G2132077)
REMOVAL
WARNING:

NOTE:

1. Remove the coolant expansion tank.
Refer to: Coolant Expansion Tank (303-03 Engine Cooling - INGENIUM I4 2.0L
Diesel, Removal and Installation).
2.
CAUTION:
Care must be taken not to damage the component.
Remove the engine coolant level switch.
INSTALLATION
1.
Install the engine coolant level switch.
2. Install the coolant expansion tank.

Refer to: Coolant Expansion Tank (303-03 Engine Cooling - INGENIUM I4 2.0L
Diesel, Removal and Installation).
ENGINE COOLING - INGENIUM I4 2.0L DIESEL
COOLANT EXPANSION TANK (G2132055)
TANK - ALL USED

26.15.01 0.3
RENEW DERIVATIVES WITHINS
REMOVAL
WARNING:

NOTE:

1.
Disconnect and release the air intake temperature sensor wiring harness.
2.
WARNING:
When releasing the cooling system pressure, cover the coolant

expansion tank cap with a thick cloth.
3. Using a syringe, remove the cooling fluid from the expansion tank.
4.
Remove the coolant expansion tank 2 upper coolant hoses

5.
NOTE:
Clamp the hose to minimize coolant loss.
Remove the expansion tank. Disconnect the lower coolant hose and coolant
level sensor wiring harness.
INSTALLATION
1. Install the expansion tank. Connect the lower coolant hose and coolant level
sensor wiring harness.
Torque: 7 Nm
2. Remove the hose clamp.
3. Install the coolant expansion tank 2 upper coolant hoses
4. Connect and secure the air intake temperature sensor wiring harness.
5. Top up the coolant level.
6. Install the coolant expansion tank cap.

RADIATOR (G2135455)
RADIATOR 2000 CC,

USED
26.40.01 ASSEMBLY INGENIUM 1.6
WITHINS
- RENEW PETROL
REMOVAL
NOTE:




Refer to: Cooling System Partial Draining and Vacuum Filling (303-03B,
4. Remove the cooling fan and motor shroud.

Refer to: Cooling Fan Motor and Shroud (303-03 Engine Cooling - INGENIUM
I4 2.0L Petrol, Removal and Installation).
5.
6.
CAUTION:
Remove the radiator assembly.

INSTALLATION
1. Install the radiator assembly into the correct position. Make sure that the 2
retaining clips are correctly located.
torque.
Torque: 9 Nm
3. Install the cooling fan and motor shroud.

Refer to: Cooling Fan Motor and Shroud (303-03 Engine Cooling - INGENIUM
I4 2.0L Petrol, Removal and Installation).

Refer to: Cooling System Partial Draining and Vacuum Filling (303-03B,


GENERAL PROCEDURES
COOLANT
2000 CC,
- PARTIAL USED
26.10.08 INGENIUM 0.7
DRAINING, WITHINS
PETROL
FILLING
AND
BLEEDING
SPECIAL TOOL(S)
HU-919
Refill Kit
DRAINING
WARNING:

CAUTION:
NOTE:



2.
WARNING:

CAUTION:

3.

4.
CAUTION:
suitable container.

Torque: 2 Nm
FILLING

Torque: 7 Nm
2.
NOTE:

3.
NOTE:
coolant.
4.
5.

6.
NOTE:
system.
assembly.
9.
CAUTION:


10.
CAUTION:

13.
WARNING:

this procedure.
expansion tank.
14.
CAUTION:



CONNECT (G2020197)
GENERAL PROCEDURES
NOTE:
always correct.
3.
4.
NOTE:
If equipped.
5.
Torque: 6 Nm
6.
CAUTION:
7.
CAUTION:

terminal.

8.
NOTE:

system.
temperature.
JACKING AND LIFTING

CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:
COOLING FAN MOTOR AND SHROUD

(G2135451)
FAN AND
MOTOR -
2000 CC,
ASSEMBLY - USED
26.25.39 INGENIUM 1.5
ENGINE WITHINS
PETROL
COMPARTMENT
- RENEW
REMOVAL
NOTE:



3.
Release the coolant return hose from the retaining clip.
Remove the air intake pipe.

4.
Remove the front bumper upper finisher panel.
5.
Remove the cooling fan and motor shroud upper finisher cover.
6.
7. Remove the charge air cooler.

8. Remove the auxiliary coolant pump.

9.
CAUTION:
Release the 2 upper coolant hoses from the right side of the radiator
assembly.
10.
CAUTION:
Release the upper coolant hose from the left side of the radiator.
11.
Disconnect the cooling fan electrical connector.

12.
Release the 5 coolant hoses from the cooling fan and motor shroud assembly.
13.
CAUTION:
Release the 2 lower coolant hoses from the bottom of the radiator assembly.
14.
Remove the cooling fan and motor shroud from the radiator assembly.
INSTALLATION
1.
Install the cooling fan and motor shroud into the correct position. Make
sure that the 4 retaining clips are correctly located.
Secure the cooling fan and motor shroud in position with the 2 retaining
bolts and tighten to the correct torque.
Torque: 7 Nm
2. Install the 2 lower coolant hoses onto the bottom of the radiator assembly.
3. Install the 5 coolant hoses onto the cooling fan and motor shroud assembly
and secure with the 7 retaining clips and 1 bolt.
Torque: 5 Nm
4. Connect the cooling fan electrical connector.
5. Install the upper coolant hose for the left side of the radiator.
6. Install the 2 upper coolant hoses for the right side of the radiator assembly.
7. Install the auxiliary coolant pump.

8. Install the charge air cooler.

torque.
Torque: 9 Nm
10. Install the cooling fan and motor shroud upper finisher cover.
11. Install the front bumper upper finisher panel and tighten the 8 retaining bolts.
12.
Install the air intake pipe.
Install and secure the coolant return hose with the retaining clip.

THERMOSTAT HOUSING (G1998228)
REMOVAL
NOTE:



Refer to: Jacking and Lifting (100-02 Jacking and Lifting, Description and
Operation).


Refer to: Cooling System Draining, Filling and Bleeding (303-03 Engine
4.
5.
CAUTION:
Release the coolant hoses.

6.
Remove the coolant outlet hose from the thermostat housing.
7.
Remove the coolant bypass hose from the thermostat housing.

8.
Disconnect the electrical connectors.
9.
Remove the thermostat housing.
INSTALLATION
1.
Install the thermostat housing.
Torque: 12 Nm
2. Connect the 2 electrical connectors.
3.
Connect the coolant bypass hose to the thermostat housing.
Torque: 7 Nm
4. Connect the coolant outlet hose to the thermostat housing.
6. Install the NVH pad.
7. Fill the cooling system.

Refer to: Cooling System Draining, Filling and Bleeding (303-03 Engine


PETROL (G2020024)
ACOUSTIC
2000 CC,
COVER - USED
12.30.50 INGENIUM 0.1
ENGINE - WITHINS
PETROL
RENEW
REMOVAL
NOTE:

1.
2.
INSTALLATION
1.
CAUTION:
COOLING SYSTEM DRAINING,

FILLING AND BLEEDING (G2152754)
GENERAL PROCEDURES
DRAINING
WARNING:

CAUTION:
NOTE:


1. Perform the procedure from step 7 in the draining section up to step 35 in the
filling section 3 times, filling the cooling system with clean water after the first
2 drains.

3.
WARNING:

CAUTION:

Installation).
5.

7.
CAUTION:
suitable container.

Torque: 2 Nm
8.
CAUTION:
Disconnect the right side auxiliary radiator hose and allow the coolant to
Connect the right side auxiliary radiator hose.

9.
CAUTION:
Disconnect the left side auxiliary radiator hose and allow the coolant to
Connect the left side auxiliary radiator hose.

10.
CAUTION:
Disconnect the charge air cooler radiator hose and allow the coolant to
Connect the charge air cooler radiator hose.

11.
CAUTION:
Disconnect the transmission oil cooler inlet hose from the radiator and
allow the coolant to drain into a suitable container.
Connect the transmission oil cooler inlet hose.

12.
CAUTION:
Disconnect the heater core hose and allow the coolant to drain into a
suitable container.
Connect the heater core hose.

13.
CAUTION:
Disconnect the radiator top hose and allow the coolant to drain into a
suitable container.
Connect the radiator top hose.
FILLING
1.
NOTE:

2.

3.
4.

5.

7.

8.
9.
CAUTION:
full.

Torque: 2 Nm
10.
CAUTION:
full.

Torque: 2 Nm
11.
CAUTION:
full.

Torque: 2 Nm
12.
CAUTION:
full.

Torque: 2 Nm
13.
CAUTION:
full.

14.
CAUTION:
full.

Torque: 2 Nm
16.
CAUTION:

17.
CAUTION:


expansion tank.
18.
CAUTION:

the heater vents.
19.
CAUTION:
20.
CAUTION:
21.
CAUTION:
vehicle.
22.
CAUTION:
retaining bolt.
Torque: 7 Nm
expansion tank.
25.
CAUTION:




Installation).
JACKING AND LIFTING
CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:

Engine Cooling - INGENIUM I4 2.0L Petrol

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Engine Cooling - INGENIUM I4 2.0L Petrol

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PUBLISHED: 28-MAR-2017

2018.0 RANGE ROVER VELAR (LY), 303-03

ENGINE COOLING - INGENIUM I4 2.0

ITEM NM LB-FT LB-IN

Radiator Drain Plug 2 1 -

Coolant Bleed Screws 2 1 -

Coolant Expansion Tank Bolt 7 5 -

Auxiliary Radiator Bolts 7 5 -

Charge Air Radiator Water Pump Bolt 9 7

Cooling Fan and Motor Shroud Bolts 10 7 -

Coolant Pump Bolts 12 9 -

Coolant Pump Pulley Bolts 25 18 -

Radiator Mounting Bracket to Body Bolts 7 5 -

Radiator Mounting Bracket to Radiator Bolts 5 4 -

Thermostat Body Bolts 12 9 -

Coolant Bypass Hose Bolt 7 5 -

Coolant Degas Separator 12 9 -

Coolant concentration - Will 50% (+10%/-0%)

Specific gravity of coolant at 20°C 1.068

Amount of anti-freeze to use for 5.5 liters

ITEM CAPACITY (LITERS/PINTS/US QUARTS)

Cooling system capacity 11.2 / 19.7 / 11.8

Cooling Fan 400 W

Cooling System Type Pressurised with integrated level sensor

Expansion Tank 140 kPa

Pressure Cap Rating Crossflow 27 mm core with integrated drain plug

Thermostat Wax element (heated)

Starts To Open 95 °C (203 °F)

Fully Open 108 °C (226 °F)

ENGINE COOLING - INGENIUM I4 2.0

DESCRIPTION AND OPERATION

COMPONENT LOCATION - 1 OF 3 - FRONT VIEW

4 Thermostatic valve - Automatic Transmission Fluid (ATF) cooler

5 Auxiliary coolant pump

7 Fuel Fired Booster Heater (FFBH) - If equipped

8 Charge air radiator

COMPONENT LOCATION - 2 OF 3 - REAR VIEW

1 Electric cooling fan

2 Automatic Transmission Fluid (ATF) warming valve

3 Variable coolant pump

4 Engine coolant inlet tube

7 Radiator outlet temperature sensor

8 Charge air coolant pump

9 Charge air cooler

COMPONENT LOCATION - 3 OF 3 - ACTIVE GRILLE AIR SHUTTER - IF EQUIPPED

1 Active grille air shutter

The electric throttle.

The Automatic Transmission Fluid (ATF) cooler

The charge air cooler

The primary components of the engine cooling system are the:

Variable coolant pump

Electric cooling fan

Coolant expansion tank

Engine oil cooler

Cylinder block inlet tube

Auxiliary coolant pump

Connecting hoses and pipes

Charge air cooler

Charge air coolant pump

Charge air radiator

Thermostatic valve - ATF cooler

ATF warming valve

In hot climate markets, an additional auxiliary radiator is installed to improve the