Ingenium I4 2.0l Petrol

PUBLISHED: 25-SEP-2017
2018.0 RANGE ROVER VELAR (LY), 303-01
ENGINE - INGENIUM I4 2.0L PETROL
SPECIFICATIONS
Lubricants, Fluids, Sealers and Adhesives
SPECIFICATIONS
Sealant Loctite 5970 BM Black
Engine Oil SAE 0W20 STJLR.51.5122
Capacities
LITERS
Engine oil and filter, initial fill 7.9
Engine oil, service fill with oil filter change 7.02
Engine oil, service fill without oil filter change 6.47
General Specification
ITEM SPECIFICATION
Type 2.0 litre, inline 4, turbocharged and intercooled petrol engine,

twin overhead camshaft, 4 valves per cylinder
Cylinder arrangement Inline 4
Cylinder numbering No.1 from the accessory drive end
Bore - nominal 83.0 mm (3.270 in)
Stroke 92.29 mm (3.633 in)
Capacity 1997 cm³ (121.9 in³)
Firing order 1-3-4-2
Spark plug gap 0.7-0.8mm
Direction of rotation Clockwise viewed at FEAD

Compression ratio - Low and Mid 10.5:1
spec
Compression ratio - High spec 9.5:1
Cylinder head maximum permitted 0.2 mm (0.008 in)

warp (flatness specification)
Maximum power/torque - Low spec
Maximum power 147 kW (200 PS) @ 5500rpm
Maximum Torque 320 Nm (236 lb/ft) @ 1300 - 4000rpm
Maximum power/torque - Mid spec
Maximum power/torque - High spec
Crankshaft end play:
Minimum 0.15 mm
Maximum 0.35 mm
Main bearing clearance:
Minimum 0.030 mm
Maximum 0.054 mm
Torque Specifications
DESCRIPTION NM LB-FT
Oil pump retaining bolts 25 18
Oil pump chain tensioner retaining bolt 12 9
Oil pump pick-up pipe retaining bolts 12 9
Oil pump chain sprocket retaining bolt*:
Stage 1 60 44
Stage 2 90° 90°
Engine oil drain plug 25 18
Oil filter element cover 27 20
Oil pan retaining bolts 25 18
Transmission to oil pan retaining bolts 48 35

Fuel injection pump retaining bolts 12 9
Lower timing chain idler sprocket retaining bolt 35 26
Lower timing chain guide retaining bolts 25 18
Lower timing chain lever retaining nut 11 8
Lower timing chain tensioner retaining bolts 11 8
Lower timing chain cover retaining bolts A A
Oil cooler retaining bolts:
Stage 1 15 11
Stage 2 25 18
Cylinder head retaining bolts A A
Camshaft cap retaining bolts 11 8
Upper timing chain left side and right side guide retaining 25 18
bolts
Upper timing chain top guide retaining bolts 11 8
Upper timing chain tensioner 55 41
Variable camshaft unit retaining bolt: *
Stage 1 10 7
Stage 2 Loosen ¼ of a Loosen ¼ of a

turn turn
Engine front cover retaining bolts 12 9
Idler pulley retaining bolt 25 18
Coolant pump retaining bolts 12 9
Coolant pump pulley retaining bolts 25 18
Crankshaft pulley bolts:
Stage 1 37 27
Stage 2 90° 90°
Camshaft position (CMP) sensor retaining bolt 8 6
Crankshaft position (CKP) sensor retaining bolt 8 6
Upper timing chain cover retaining bolts A A
Variable camshaft timing solenoid retaining bolts 9 7
Spark plugs 23 17
Ignition coils 8 6
Valve cover retaining bolts A A

oil filter housing retaining bolts 12 9
Cylinder head temperature (CHT) sensor 11 8
Cylinder block temperature sensor 11 8
Manifold absolute pressure (MAP) sensor retaining bolt 5 4
Intake manifold retaining bolts 12 9
Turbocharger to cylinder head retaining nuts 25 18
Turbocharger heatshield retaining bolts 9 7
Turbocharger oil feed pipe unions 18 13
Turbocharger oil drain tube retaining bolt 11 8
High pressure EGR valve retaining bolts 12 9
Throttle body retaining screws 12 9
Oil level gauge tube retaining bolt 8 6
Oil filler neck retaining bolt 12 9
Charge air cooler mounting bracket nuts 12 9
Charge air cooler mounting bracket bolts 47 35
Coolant inlet pipe retaining bolt 8 6
Coolant pipe to cylinder head retaining bolts 12 9
Coolant bypass hose retaining nuts 8 6
Coolant pipe to intake manifold retaining bolts 10 7
Coolant separator retaining bolts 10 7
Engine mount to subframe bolts 47 35
Engine mount to engine bracket nuts 60 44
Engine cover support mounts 6 4
Noise, Vibration and Harshness (NVH) pad retaining nut 8 6
Purge valve front breather pipe retaining bolt 8 6
Engine wiring harness retaining nuts 6 4
Engine wiring harness support bracket retaining bolts 10 7
Transmission oil cooler tubes retaining bolt 12 9
Air Conditioning (A/C) compressor retaining bolts 25 18
AWD models front drive halfsaft support bracket retaining 25 18

bolts
Continuous Variable Valve Lift (CVVL) assembly retaining A A

bolts
* New nuts/bolts must be installed
A = refer to procedure for correct torque sequence

PUBLISHED: 08-JUN-2017
DESCRIPTION AND OPERATION
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 -
INGENIUM I4 2.0L Petrol, Description and Operation).
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

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).
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
For additional information, refer to: Accessory Drive (303-05 Accessory Drive -
Starting system
For additional information, refer to: Starting System (303-06 Starting System -
Turbocharger
For additional information, refer to: Turbocharger (303-04 Fuel Charging and
Controls - Turbocharger - INGENIUM I4 2.0L Petrol, Description and Operation).
Electronic engine controls

For additional information, refer to: Electronic Engine Controls (303-14 Electronic
Engine Controls - INGENIUM I4 2.0L Petrol, Description and Operation).
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
4 Piston cooling oil jets solenoid
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
5 Oil pressure and temperature sensor
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
1 Manifold Absolute Pressure and Temperature (MAPT) sensor
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
3 Active engine mount solenoid
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.
PUBLISHED: 06-APR-2017
FUEL TANK AND LINES - INGENIUM I4

2.0L PETROL
COMPONENT LOCATION
COMPONENT LOCATION - 1 OF 3 - ALL MARKETS, EXCEPT NORTH AMERICAN

SPECIFICATION VEHICLES
ITEM DESCRIPTION
1 Fuel breather pipe
2 Fuel filler pipe
3 Evaporative Emissions (EVAP) canister
4 Fuel Pump Driver Module (FPDM)

5 Fuel tank assembly
6 Purge line - From the Evaporative Emissions (EVAP) canister to the purge valve
7 Fuel delivery line
8 Fuel pressure sensor - Low Pressure (LP) fuel system
9 Fuel pump module
10 Fuel breather pipe to the Evaporative Emissions (EVAP) canister
COMPONENT LOCATION - 2 OF 3 - NORTH AMERICAN SPECIFICATION VEHICLES ONLY
ITEM DESCRIPTION
2 Fuel vapor separator
3 Diagnostic Module Tank Leakage (DMTL) filter
4 Diagnostic Module Tank Leakage (DMTL) pump

5 Evaporative Emissions (EVAP) canister
6 Fuel filler pipe
8 Purge line - from the Evaporative Emissions (EVAP) canister to the purge valve
9 Fuel tank assembly
10 Fuel delivery line
12 Fuel pump module
COMPONENT LOCATION - 3 OF 3 - FUEL FIRED BOOSTER HEATER FUEL SUPPLY - IF

EQUIPPED
ITEM DESCRIPTION
1 Fuel Fired Booster Heater (FFBH) fuel supply line
2 Fuel delivery line to Fuel Fired Booster Heater (FFBH) fuel pump
3 Fuel Fired Booster Heater (FFBH)
4 Fuel Fired Booster Heater (FFBH) fuel pump
OVERVIEW
The fuel delivery system incorporates a Low Pressure (LP) and High Pressure (HP)
circuits to provide the engine with sufficient fuel for all operating conditions.
The HP system is described in 'Fuel Charging and Controls'.

For additional information, refer to: Fuel Charging and Controls (303-04D, Description
and Operation).
The emissions system is described in 'Engine Emission Control'.

For additional information, refer to: Engine Emission Control (303-08D, Description and
Operation).
The LP fuel system features the following components:
Molded plastic saddle type fuel tank
Fuel pump module (with integral in-tank pump)
Two fuel level sensors
Fuel pressure sensor - LP fuel system
Fuel delivery line
Fuel Pump Driver Module (FPDM).
The fuel system uses an electronically controlled return less fuel system. This will allow
the LP pump to deliver fuel to the HP pumps, dependent on engine demand.
The in-tank LP fuel pump also supplies fuel to two jet pumps on either side of the fuel
tank to provide that the fuel pump module swirl pot is kept full.
If the vehicle is equipped with a Fuel Fired Booster Heater (FFBH) the FFBH fuel pump
is mounted on the right side of the fuel tank. A separate fuel line draws fuel from the
fuel pump module to the FFBH fuel pump. An additional fuel line delivers the fuel to the
FFBH located in front of the front left wheel, behind the bumper.
For additional information, refer to: Fuel Fired Booster Heater (412-02, Description and
Operation).
DESCRIPTION
FUEL TANK
ITEM DESCRIPTION
1 Roll over valve
2 Fuel tank inner bracket
3 Breather tube
4 Fuel tank breather pipe connection
5 Flange locking ring - Fuel pump module
6 Fuel pump module flange
7 Fuel pump module
8 Fuel filler pipe connection
9 Active fuel level sensor
10 Suction pipe
11 Passive fuel level sensor
12 Fuel Limit Vent Valve (FLVV)
The fuel tank is manufactured using six-layer co-extruded blow-molding technology

providing both high mechanical strength and complete emissions integrity. The fuel
tank is mounted under the rear seat floorpan, forward of the rear suspension.
The fuel tank provides the following:

Storage of fuel. The system must contain a given quantity of fuel and must avoid
leakage and limit evaporative emissions.
Filling. The fuel tank must be filled in a secure way, without sparks.
Provide a method for measuring the level of fuel in tank.
Venting. The over-pressure is not allowed, the fuel vapors must be managed through
valves.
Provide a method for delivering the fuel to the engine.
The fuel tank has a storage capacity of 63 liters (13.9 gallons).
The fuel tank is a saddle tank design which is secured to the vehicle floorpan with two
straps which are bolted in position. The fuel filler neck is produced from stainless steel.
The fuel tank contains a fuel pump module which collects fuel from both sides of the
tank. The fuel pump provides sufficient fuel is available in the swirl pot to supply the
engines fuel demands. The Low Pressure (LP) fuel pump supplies fuel to the High
Pressure (HP) fuel pump mounted on the engine.
An internal bracket allows for the attachment of the suction pipe and the fuel level
sensor.
The internal breather hose is connected to a stub port passing through the fuel tank
casing. An external pipe and hose connect this port to the top of the filler neck. This
enables the fuel tank to be filled and controls the fuel cut off during filling.
Fuel level inside the tank is monitored by two fuel level sensors.
Roll Over Valve
The three roll over valves allow fuel vapor to escape to prevent tank pressurization in
normal vehicle operating modes. The valves are designed to close to prevent fuel
leakage through the vents in the event of a vehicle roll over. The fuel vapor is routed to
the evaporative emissions canister where it is stored before being purged at intervals
to the engines intake manifold.
Fuel Limit Vent Valve
The Fuel Limit Vent Valve (FLVV) allows the fuel tank to be filled to its maximum. The
air within the fuel tank expelling through an internal breather hose which is connected
to a stub port, passing through the fuel tank casing. A combined fuel vapor and
breather external hose connect to this port. A pipe connection splits the combined hose
to independently connect pipes to the fuel filler neck and the evaporative emissions
canister.
For additional information, refer to: Evaporative Emissions (303-13B, Description and
Operation).
FUEL PUMP MODULE
ITEM DESCRIPTION
1 Fuel return connection
2 Fuel supply connection
3 Fuel level sensor electrical connector
4 Active fuel level sensor
5 Swirl pot
6 Jet pump connection - Left (passive) side of fuel tank
7 Fuel pump electrical connector
8 Fuel Fired Booster Heater (FFBH) fuel supply connection - If equipped
9 Fuel inlet filter
10 Fuel level sensor float
The Low Pressure (LP) fuel pump module is located in the right side of the tank. The
fuel pump module flange is sealed to the tank with an O-ring and secured with a
locking ring.
The top flange of the fuel pump module assembly provides the internal and external
interface for the tank electrical and fuel connections. The flange has external electrical
connectors that are connected to the active and passive fuel level sensors, and the LP
fuel pump.
The lower part of the fuel pump module forms the fuel swirl pot, and provides the
location for the LP fuel pump. The swirl pot provides a constant reservoir of fuel for the
engine drawn fuel supply.
The fuel is transferred using a venturi pump. The venturi effect is the reduction in fluid
pressure that results when a fluid flows through a constricted section of a pipe. The
venturi effect is created by the fuel feed flow from the fuel pump. The rapid flow of fuel
through the suction pipe creates a depression. The depression draws the fuel back from
the left (passive) side of the fuel tank into the fuel pump (active) side of the fuel tank.
The second venturi effect draws fuel from the pump side of the fuel tank into the swirl
pot. The LP fuel pump provides sufficient fuel in the swirl pot to supply the High
Pressure (HP) fuel pump demands.
Depending on vehicle configuration, vehicles can be equipped with a Fuel Fired Booster
Heater (FFBH). The LP fuel pump module has a separate pipe connection for the fuel
supply line that is connected to the FFBH fuel pump. The FFBH fuel pump is mounted
on the exterior right side of the fuel tank. This pipe connection is equipped with a
sealed suction tube which draws fuel from the swirl pot. An additional fuel line connects
the FFBH fuel pump to the FFBH fuel inlet.
For additional information, refer to: Fuel Fired Booster Heater (412-02, Description and
Operation).
FUEL PUMP DRIVER MODULE

The Fuel Pump Driver Module (FPDM) is located behind the right rear seat. The module
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 FILLER HOSE
ITEM DESCRIPTION
1 Bracket
2 Fuel filler pipe
3 Hose clamp
4 Fuel filler hose
5 Fuel breather pipe connector
7 Fuel filler hose cap
The neck of the fuel filler pipe is positioned at the rear of the vehicle, above the rear
right wheel. The filler pipe and cap are covered by a molded plastic fuel flap.
The fuel filler flap has the option to be non-locking or electrically locked when the
vehicle is locked.
The filler cap is a conventional screw-in type which is secured to the vehicle with a
tether. The filler cap must be securely fitted to provide that the tank venting system is
sealed and potential fuel loss prevented. The filler cap has a ratchet locking
mechanism, it should be screwed-in to a torque of three audible clicks to make sure it
is correctly tightened.
The filler pipe is a stainless steel fabrication which is secured to the vehicle body with
two brackets and nuts. A metal stub pipe, attached to the filler neck, provides for the
attachment of the breather pipe.
The fuel filler pipe attaches to a stub port at the rear right of the fuel tank which
incorporates a check valve. The in-line check valve is mounted inside the fuel tank inlet
stub port, and is retained in the closed position by a spring. The check valve is only
opened when the vehicle is refueled.
A breather pipe is connected between the fuel filler neck and the fuel tank. The
breather pipe enables the fuel tank to be filled, allows for expansion of the fuel vapor
and controls the fuel cut off during filling. The fuel vapor is routed to an evaporative
emissions canister.
For additional information, refer to: Engine Emission Control (303-08D, Description and
Operation).
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 delivery line from the fuel pump module and
the LP delivery pipe to the High Pressure (HP) fuel pump. The sensor measures the fuel
pressure being supplied from the tank mounted fuel pump module to the HP fuel pump.
For additional information, refer to: Electronic Engine Controls (303-14D, Description
and Operation).
OPERATION
The Ingenium I4 2.0L Petrol fuel system uses a returnless fuel system. The fuel pump
operation is regulated by the Fuel Pump Driver Module (FPDM), which is controlled by
the Powertrain Control Module (PCM).
The Fuel Pump Driver Module (FPDM) regulates the flow and pressure supplied by
controlling the operation of the fuel pump using a Pulse Width Modulation (PWM)
output. A PWM signal from the Powertrain Control Module (PCM) tells the FPDM the
required speed for the fuel pump. The on time of the PWM signal represents half the
pump speed. For example, if the PWM signal has an on time of 50 %, the FPDM drives
the pump at 100 %.
The FPDM will only energize the fuel pump if it receives a valid PWM signal, with an on
time of between 4 % and 50 %. To switch the fuel pump off, the PCM transmits a PWM
signal with an on time of 75 %.
The output pressure from the fuel pump will change with changes of engine demand
and fuel temperature. The PCM monitors the input from the fuel Low Pressure (LP)
sensor and adjusts the speed of the fuel pump. The nominal output pressure is 4.5 bar
(65.3 lbf/in²) to 6.3 bar (91.4 lbf/in²) absolute, during engine start up and engine shut
down.
If the PCM does not detect pressure in the fuel delivery line, it stops, or refuses to start
the engine and stores the appropriate Diagnostic Trouble Code (DTC).
The PCM receives a monitoring signal from the FPDM. Any DTCs produced by the FPDM
are stored by the PCM.
DTCs can be retrieved from the PCM using the Land Rover approved diagnostic
equipment. The FPDM itself cannot be interrogated by the Land Rover approved
diagnostic equipment.
The FPDM is supplied power via a fuel pump relay in the Rear Junction Box (RJB). The
fuel pump relay is active in all power modes, except in power mode 0 (ignition off). The
Powertrain Control Module (PCM) is connected to the BCM/GWM assembly to receive a
'wake-up' message. In the event of an accident the Restraints Control Module (RCM)
outputs a crash signal to the BCM/GWM assembly to disable the fuel pump relay.
FUEL LEVEL SENSORS
Two fuel level sensors are used to measure the amount of fuel remaining in the left and
right sides of the fuel tank. The left passive fuel level sensor 'B' is attached to the tank
internal bracket. The right active fuel level sensor 'A' is attached to the outside of the
fuel pump swirl pot. Both sensors are connected to the vehicle wiring harness via the
external electrical connector on the fuel pump module top flange assembly.
Both level sensors are MAgnetic Passive Position Sensors (MAPPS) which provide a
variable resistance to ground for the output from the fuel gauge.
The electrical output signal varies to the amount of fuel remaining in each side of the
fuel tank and the position of the float arms. The resistance is measured by the fuel
level sensors. The measured value passed to the Body Control Module/Gateway Module
(BCM/GWM) assembly which implements an anti-slosh function. The anti-slosh function
prevents constant pointer movement caused by fuel movement in the tank due to
cornering or braking. A low level fuel warning indicator is incorporated in the IC which
illuminates when the fuel level in the tank falls below a predetermined level.
The fuel level sensor signals are converted into High Speed (HS) Controller Area
Network (CAN) comfort system bus messages by the BCM/GWM assembly. The
messages are used by the IC to display the remaining fuel level and low fuel warning.
The BCM/GWM assembly messages are monitored by the PCM to store Diagnostic
Trouble Code (DTC) for misfire detection when the fuel level is below a predetermined
capacity.
North American Specification (NAS) market vehicles have a Diagnostic Module Tank
Leakage (DMTL) pump for leak detection requirements which have additional
connections, hoses and pipes.
Operation).
CONTROL DIAGRAM
A = HARDWIRED: AL = PULSE WIDTH MODULATION (PWM): AV = HIGH SPEED (HS)

CONTROLLER AREA NETWORK (CAN) COMFORT SYSTEMS BUS: AX = FLEXRAY BUS.
ITEM DESCRIPTION
1 Powertrain Control Module (PCM)
2 Instrument Cluster (IC)
3 Body Control Module/Gateway Module (BCM/GWM) assembly
4 Fuel pump module
6 Ground
7 Power supply

9 Restraints Control Module (RCM) - Crash signal
PUBLISHED: 30-JAN-2017
ENGINE COOLING - INGENIUM I4 2.0

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
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
For additional information, refer to: Engine (303-01 Engine - INGENIUM I4 2.0L
Petrol, Description and Operation).
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 -
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
1 Hose connection - Radiator upper hose
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
6 Air bleed hose connection
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)
2 Charge air radiator
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.
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).
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
4 Hose connection - Automatic Transmission Fluid (ATF) cooler
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
5 Auxiliary radiator
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
1 Hose connection - Coolant expansion tank
2 Hose connection - Exhaust manifold
3 Hose connection - Turbocharger
4 Hose connection - Thermostatic Valve - Automatic Transmission Fluid (ATF) cooler
5 Hose connection - Auxiliary coolant pump
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.
AUTOMATIC TRANSMISSION FLUID WARMING VALVE
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).
ELECTRIC COOLING FAN
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)
Pulse Width Short circuit to Maximum (provided cooling fan is not Off
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
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
8 Electric cooling fan
11 Electric thermostat
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
19 Radiator outlet temperature sensor
20 Ambient Air Temperature (AAT) sensor
21 Engine coolant level sensor
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.
SPECIFICATIONS
SPECIFICATIONS

Capacities
LITERS
ITEM SPECIFICATION

Stroke 92.29 mm (3.633 in)

spec


Minimum 0.15 mm
Maximum 0.35 mm
Minimum 0.030 mm
Maximum 0.054 mm
Stage 1 60 44
Stage 2 90° 90°
Stage 1 15 11
Stage 2 25 18
bolts

Stage 1 10 7

turn turn
Stage 1 37 27
Stage 2 90° 90°
Spark plugs 23 17
Ignition coils 8 6


bolts

bolts
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.
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.
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
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)

ENGINE EMISSION CONTROL -

INGENIUM I4 2.0L PETROL

COMPONENT LOCATION
ITEM DESCRIPTION
1 Oil separator
2 Oil drain valve
3 Breather pipe - to intake manifold
4 Camshaft cover vent hose
5 Positive crankcase ventilation valve
OVERVIEW
The engine emission control system reduces the level of hydrocarbon emissions
released to atmosphere from the engine. The engine emission control system consists
of an oil separator and a positive crankcase ventilation valve located on the engine
cylinder block and a camshaft cover breather.
DESCRIPTION
ENGINE VENT MODULE OIL SEPARATOR
ITEM DESCRIPTION
A Gas and oil vapor
B Gas vapor
C Oil
1 Breather pipe from turbocharger
2 Positive crankcase ventilation valve

3 Oil drain valve
4 Positive crankcase ventilation baffle
The breather consists of an oil separator, positive crankcase ventilation valve and a
flexible hose. The oil separator and the positive crankcase ventilation valve are
installed in the top of the engine vent module. The flexible hose connects to the
turbocharger input duct connector.
The oil separator is installed in a channel in the top of the camshaft carrier. A baffle
plate, which incorporates a gas intake and an oil drain, is installed over the channel.
The gas and oil vapor pass over the separator. The oil drains to the camshaft carrier,
and via an oil drain valve into the oil pan. The vapor is drawn into the turbocharger via
a flexible hose attached to the turbocharger inlet duct from the camshaft cover.
OPERATION
OIL SEPARATOR
Piston blow-by gases are drawn through the oil separator into the engine air intake
manifold and added to the air charge. The depression caused by the engine air intake
draws gasses from the crankcase, through the oil separator and the hose into the
intake manifold.
The resultant depression in the engine oil pan, front covers and cylinder head covers
reduces the load on the joint seals in those areas. Engine oil drawn into the oil
separator is collected on angled plates in the separator. The oil collects on the plates
and falls back to the oil pan via a hole in the cylinder block.
CAMSHAFT COVER BREATHER
Piston blow-by gases that enter the camshaft cover are drawn through the baffle valve
and into the clean air Low Pressure (LP) intake duct by a venturi effect of the clean air
passing the hose connection. Oil vapor is collected in the baffle valve and drains back
to the cylinder head and the oil pan.
PUBLISHED: 02-MAR-2017
ELECTRONIC ENGINE CONTROLS -

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
11 Oil pump control solenoid
13 Charge air pressure and temperature sensor
16 Compressor Recirculation Valve (CRV)
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
5 Diagnostic Module Tank Leakage (DMTL) pump - North American Specification (NAS) vehicles
only
6 Restraints Control Module (RCM)
7 Transmission Control Switch (TCS)

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)
Ambient Air Temperature (AAT) sensor
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)
Cylinder head temperature sensor
Cylinder block temperature sensor
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
Charge air coolant pump
High Pressure (HP) fuel pump
Fuel Pump Driver Module (FPDM)
Compressor Recirculation Valve (CRV)
Turbocharger wastegate actuator
Heater element - Electric thermostat housing
Auxiliary coolant pump
Active engine mount solenoid

Diagnostic Module Tank Leakage (DMTL) - North American Specification (NAS)
vehicles only
Variable coolant pump
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.
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

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.
VARIABLE COOLANT PUMP

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.
The electric thermostat independently controls the engine coolant flow in the cylinder
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.
Operation of the electric thermostat is controlled by the PCM upon the following inputs:
Engine load
Vehicle speed
Intake air temperature.
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)
Linear variable speed between minimum and maximum speeds
Maximum speed - 2820 RPM
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).
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.
Electrical power for the charge air coolant pump is supplied from the Powertrain Control
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.
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 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
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 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 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
5 Diagnostic connector
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
16 Compressor Recirculation Valve (CRV)
18 Ground
19 Power supply
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
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)
26 Camshaft Position (CMP) sensor (2 Off)

STARTING SYSTEM - INGENIUM I4 2.0

L PETROL
COMPONENT LOCATION
ITEM DESCRIPTION
1 Brake vacuum sensor

3 Starter motor
NOTE:
Right Hand Drive (RHD) variant shown, Left Hand Drive (LHD) variant is similar.
ITEM DESCRIPTION
1 Interactive Control Display Module (ICDM)
2 Ignition switch
3 Accelerator pedal
5 Brake pedal
OVERVIEW
The starting system is fitted with a starter motor incorporating a single solenoid. To
accommodate the increased motor starts, vehicles with the Auto stop/start system are
equipped with an enhanced starter motor.
The starting system is a passive system, controlled by the Powertrain Control Module
(PCM). The PCM initiates starting system operation when a valid Smart key is in the
vehicle and the ignition switch is operated.
The PCM controls operation of the starter motor using a starter relay in the Engine
Junction Box 2 (EJB 2).
The PCM interacts with other vehicle systems to determine when auto stop/start
intervention is required. The auto stop/start warning indicator provides a visual
indication of when the engine is stopped in a stop/start cycle. The auto stop/start
function is automatically activated each time an ignition cycle occurs. However, if
required the driver can deactivate the system using the appropriate menu on the
Interactive Control Display Module (ICDM).
Vehicles with an auto stop/start system incorporate a brake vacuum sensor to enable
the PCM to monitor the pressure in the brake booster during stop/start operation.
The Auto stop/start system uses a Voltage Quality Module (VQM), to provide sufficient
battery power is available for repeated engine starts without affecting the operation of
the vehicle systems.
For additional information, refer to: Battery and Cables (414-01, Description and
Operation).
DESCRIPTION
STARTER MOTOR
ITEM DESCRIPTION
1 Pinion gear
2 Solenoid
3 Motor power connecting stud
4 Solenoid power connecting stud
5 Starter motor
6 Breather pipe
The starter motor is attached to the cylinder block, at the joint between the
transmission and the engine. The pinion gear of the starter motor protrudes through an
aperture in the transmission housing, adjacent to the ring gear on the drive plate.
The motor is geared directly to the pinion gear and is a pre-engaged type comprising a
series wound motor and an over-running clutch.
The starter motor incorporates a snorkel breather pipe to assist with ventilation and
sealing during water submergence.
The starter solenoid is connected to a power supply from the starter relay in the Engine
Junction Box 2 (EJB 2), which is controlled by the Powertrain Control Module (PCM).
When the starter solenoid is energized it closes a high-current contact within the
solenoid. The high-current contact supplies the starter motor with power from the
battery via the Battery Junction Box (BJB).
IGNITION SWITCH
The ignition switch is installed in the instrument panel and is hardwired to the Body
Control Module/Gateway Module (BCM/GWM) assembly. When the ignition switch is
operated two signal wires from the BCM/GWM assembly are connected to ground.
AUTO STOP/START WARNING INDICATOR

The auto stop/start warning indicator is located in the Instrument Cluster (IC). The
warning indicator illuminates when the engine stops during a stop/start cycle, then
expire when the engine restarts. To illuminate the auto stop/start warning indicator,
the Powertrain Control Module (PCM) sends a signal to the Body Control Module
/Gateway Module (BCM/GWM) assembly via the FlexRay bus. The BCM/GWM assembly
transmits the request signal to the IC via the High Speed (HS) Controller Area Network
(CAN) comfort systems bus.
AUTO STOP/START SOFT KEY
NOTE:
Some variation in the illustrations may occur, but the essential information is
always correct.
ITEM DESCRIPTION
1 Auto stop/start soft key

The auto stop/start soft key can be accessed from the Vehicle menu on the Interactive
Control Display Module (ICDM). The ICDM is located in the instrument panel. When the
driver enables or disables the auto stop/start system, using the soft key, the request is
transmitted from the ICDM to the Body Control Module/Gateway Module (BCM/GWM)
assembly via the High Speed (HS) Controller Area Network (CAN) comfort systems bus.
BRAKE VACUUM SENSOR
To make sure that the brake system is never compromised, a brake vacuum sensor is
installed to monitor vacuum reserves in the brake booster. The brake vacuum sensor is
mounted on the brake booster and hardwired to the Anti-lock Brake System (ABS)
control module. If the brake vacuum decreases below a set threshold while auto stop
/start function is enabled, the Powertrain Control Module (PCM) either:
Restarts the engine to replenish the vacuum reserves.
Inhibits the engine shutting down if vacuum reserves are not sufficient.
An example of vacuum depleting is when the driver repeatedly pressing the brake
pedal while the engine stopped during an auto stop/start stop cycle. This action will
initiate an engine restart when vacuum decrease below the set threshold.
If a fault develops with the brake vacuum sensor a Diagnostic Trouble Code (DTC) will
be logged in the PCM.
OPERATION
AUTO STOP/START SYSTEM
If the Remote Function Actuator (RFA) detects a valid Smart key the driver will be able
to start the engine. When the ignition switch is operated the Body Control Module
/Gateway Module (BCM/GWM) assembly transmits a hardwired crank request. The
crank request is transmitted to the Powertrain Control Module (PCM) via FlexRay
connection.
For additional information, refer to: Anti-Theft - Passive (419-01B, Description and
Operation).
Once engine cranking has been granted, the PCM energizes the starter relay located in
the Engine Junction Box 2 (EJB 2). The closing of the starter relay contacts causes the
power feed to be applied to the motor solenoid, which energizes and transmits current
into the motor brushes and armature. The armature rotational force is transferred to
the drive plate ring gear through the pinion gear. This rotates the drive plate and starts
the engine.
When the engine reaches self-sustaining operating speed, the PCM then de-energizes
the starter relay to disconnect power from the starter motor and disengage the pinion
gear from the drive plate ring gear.
The auto stop/start system automatically stops the engine in appropriate conditions,
resulting in zero tailpipe emissions and saving fuel that would otherwise be used idling
the engine when stationary. When the driver is ready to move off, the engine instantly
restarts. Sophisticated controls provide that the auto stop/start system does not
compromise the needs of either the driver or the vehicle.
By default the auto stop/start system is enabled at the start of each ignition cycle. The
auto stop/start system can be enabled/disabled in the Vehicle menu on the Interactive
Control Display Module (ICDM).
Software within the PCM controls the operation of the auto stop/start system. In
addition to its own dedicated components the auto stop/start system encompasses
many other vehicle systems. Complex technology interconnects these systems and
provides all the necessary conditions are satisfied by monitoring, among others:
Brake hydraulic system pressure
Transmission Control Switch (TCS) position
Vehicle speed
The state of vital vehicle systems
Environmental conditions.
If all necessary conditions are satisfied the auto stop/start system will automatically
stop the engine if:
The vehicle stops from a speed greater than 4 km/h (2.5 mph).
Sufficient pressure is applied to the brake pedal to make sure that the vehicle is
stationary and the transmission is in Drive (D) or Sport (S), or the vehicle is
stationary and Park (P) or Neutral (N) selected on the Transmission Control Switch
(TCS).
The driver will be notified that the engine stops by the auto stop/start warning
indicator being illuminated in the Instrument Cluster (IC). Other warnings normally
associated with an engine stoppage, for example the charge warning indicator and low
oil pressure indicators are suppressed, so will not illuminate during an engine stoppage.
To restart the engine, the driver must release the brake pedal or press the accelerator
pedal. The PCM then operates the starter motor and starts the engine.
If system conditions are not approved by the PCM the auto stop/start system will not
behave as expected, examples of this are:
System inhibit: The engine will continue running even though the vehicle is
stationary with the brake pedal pressed and the Transmission Control Switch (TCS)
in Drive (D) or Sport (S). Another condition is when the vehicle is stationary and the
Transmission Control Switch (TCS) is in Park (P) or Neutral (N).
System override: the engine has been stopped by the auto stop/start system but
conditions have since changed, this will activate an early automatic engine restart.
These interventions are to ensure the auto stop/start system does not impact on:
Vehicle and occupant safety
Driver requirements
Occupant comfort
Vehicle on-road and off-road capabilities.
The main control logic for auto stop/start operation resides in the Powertrain Control
Module (PCM). However the Body Control Module/Gateway Module (BCM/GWM)
assembly has software to communicate engine stoppage inhibits to the PCM. In some
instances, depending on the reason for the system intervention the driver will be
notified, via the message center of the reason for the intervention.
Stop Inhibitors
The following conditions will prevent the auto stop/start system from stopping the
engine.
Driver effected stop inhibitors:
Driver disables the auto stop/start system
Brake pedal not fully pressed
Accelerator pedal pressed

Hood is open
Driver door is open
Driver seatbelt is not fastened
Climate control system used above calibrated threshold
Windshield demist is operating
Trailer electrical connection detected.
Vehicle system effected stop inhibitors:
Brake booster vacuum below threshold
Battery cold cranking capability below threshold
Battery state of charge is low
Catalytic converter outside either pre or post calibration range
Engine coolant temperature below threshold
Engine oil temperature below threshold.
Environmental effected stop inhibitors:
Ambient air temperature above 40°C (104°F)
Ambient air temperature below 0°C (32°F)
Start Initiators
When the engine stops within an auto stop/start cycle the following conditions will
initiate an early restart within the same auto stop/start cycle.
Driver effected start initiators:
Driver disables the auto stop/start system
The accelerator pedal is pressed
Reverse (R) gear is selected on the Transmission Control Switch (TCS)
Vehicle speed above calibrated threshold 3 km/h (2 mph) (A restart will only occur if
the transmission is in Neutral (N) and the driver is present. For example: the driver
seatbelt remains fastened and the driver door remains latched)
Brake booster vacuum below threshold (driver operates brake pedal)
A higher climate control blower speed is selected
Windshield demist is activated.
Vehicle system effected start initiators

Battery cranking capability is near its lower threshold
Battery state of charge is near its lower threshold
Windshield demist activates
The passenger compartment temperature decreases below or increases above the

selected thresholds.
Environmental effected start initiators:
Ambient air temperature rises above 40°C (104°F)
Ambient air temperature falls below 0°C (32°F)
The maximum engine stop duration is 270 seconds, the vehicle will restart after this
duration.
Start Inhibitors
When the engine stops within a stop/start cycle certain conditions will prevent an
automatic restart.
Driver effected start inhibitors:
Hood has been opened
Driver seatbelt is disengaged (this is an automatic start inhibitor therefore the

engine can be restarted by release the brake pedal or press the accelerator pedal)
Driver door is unlatched (this is an automatic start inhibitor therefore the engine can
be restarted by release the brake pedal or press the accelerator pedal).
Vehicle system inhibitor
There is a system fault.
AUTO STOP/START STARTER MOTOR STRATEGY
Engine restart without starter motor intervention
The Powertrain Control Module (PCM) detects engine restart parameters resulting from
a driver action or system request. The PCM activates the fuel injection and ignition
systems to allow the engine to continue to operate. This is available at a variable
engine speed threshold which depends on engine type.
Engine restart with starter motor intervention
If the PCM cannot restart the engine without intervention, the restarting of the engine
is controlled via the starter motor. The starter motor has the capability of engaging
with the transmission ring gear whilst still rotating. If an engine restart is initiated, the
PCM activates the starter motor via the starter relay at the earliest opportunity to
rotate the engine. Then on the first available compression the PCM operates the fuel
injection and ignition systems to restart the engine in less than 0.36 seconds.
TRAILER TOWING
The auto stop/start system will automatically disable when trailer lights are detected by
the Deployable Towbar Control Module (DTCM). The DTCM sends a message to the
Body Control Module/Gateway Module (BCM/GWM) assembly via High Speed (HS)
Controller Area Network (CAN) body systems bus when trailer lights are detected. This
information is then transmitted to the Powertrain Control Module (PCM) via the FlexRay
bus to disable the auto stop/start system.
The trailer towing system inhibits auto stop/start operation as it is possible that trailer
power requirements could interfere with the operation of the Battery Monitoring
System (BMS). In particular, a trailer battery could reverse the feed current to the
vehicle during an engine cranking event. This could possibly confuse the BMS into
detecting an unrealistically small current at engine cranking.
CONTROL DIAGRAM
A = HARDWIRED; AM = HIGH SPEED (HS) CONTROLLER AREA NETWORK (CAN)

CHASSIS SYSTEMS BUS; AN = HS CAN POWERTRAIN SYSTEMS BUS; AV = HS CAN
COMFORT SYSTEMS BUS; AZ = HS CAN BODY SYSTEMS BUS; AX = FLEXRAY.
ITEM DESCRIPTION

5 Remote Function Actuator (RFA)
8 Starter relay - Engine Junction Box 2 (EJB 2)
9 Starter motor
10 Ground
11 Power supply
15 Crank signal - Body Control Module/Gateway Module (BCM/GWM) assembly
16 Engine Coolant Temperature (ECT) sensor
17 Park/Neutral signal - Transmission Control Switch (TCS)
19 Ignition switch
20 Brake vacuum sensor
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,
Description and Operation).
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)
UPPER TIMING CHAIN (G2030609)
REMOVAL AND INSTALLATION
SPECIAL TOOL(S)
JLR-303-1630
Locking Tool, Crankshaft
Pulley
JLR-303-1635
Camshaft Setting Tool
JLR-303-1636
Locking Tool, Variable
Camshaft Timing Actuator
PART(S)
STEP PART NAME QUANTITY
Installation Step 2 Upper timing chain guide 1

REMOVAL
NOTE:
This procedure contains some variation in the illustrations depending on the

vehicle specification, but the essential information is always correct.
This procedure contains illustrations showing certain components removed to

provide extra clarity.
1. Raise and support the vehicle on a suitable 2 post lift.

Refer to: Lifting (100-02 Jacking and Lifting, Description and Operation).
2. Disconnect the startup battery ground cable.

Refer to: Battery Disconnect and Connect (414-01 Battery, Mounting and
Cables, General Procedures).
3. Remove the hood.

Refer to: Hood (501-02 Front End Body Panels, Removal and Installation).
4. Remove the upper timing cover.

Refer to: Upper Timing Cover (303-01 Engine - INGENIUM I4 2.0L Petrol,
Removal and Installation).
5. Remove the charge air radiator.

Refer to: Charge Air Cooler (303-12 Intake Air Distribution and Filtering -
INGENIUM I4 2.0L Petrol, Removal and Installation).
6.
Release the 2 fir tree clips.
7.
Release the 3 clips.
8.
Remove the 2 nuts.
9.
Remove the charge air radiator bracket.
10.
Special Tool(s): JLR-303-1630
Install the special tool as illustrated.
Rotate the special tool clockwise untill the timing marks align as
illustrated.
11.
Torque: 13 Nm

12.
Torque: 13 Nm

13.
Install the remaining components of the special tool.
Using the special tool, lock the crankshaft into position.
14.
Loosen but do not fully remove the Variable Camshaft Timing (VCT) bolts.
15.
Remove the upper timing chain tensioner.
16.
Remove the special tool.

17.
Note the location of the VCTs prior to removal, VCTs are paired to
camshafts.
Remove the VCT actuators and bolts.
18.
Remove the timing chain guide.

19.
Remove the left timing chain guide.
Remove the timing chain tensioner guide.
20.
Release the timing chain from the idler sprocket and remove.
INSTALLATION
1.
NOTE:
Maintain tension on the chain to prevent the coloured link from

disengaging with its sprocket position.
Install the upper timing chain.
Make sure that the coloured link is aligned as illustrated.
2.
NOTE:

Install a new left chain guide.
Torque: 25 Nm
Renew Part: Upper timing chain guide Quantity: 1 .
3.
NOTE:

Make sure that the component is installed to the previously noted
location.
Install the intake Variable Camshaft Timing (VCT) actuator.
Make sure that the camshaft locating pin is correctly located into the VCT
actuator as illustrated.
Make sure that the coloured link on the timing chain is aligned with the
groove on the VCT actuator as illustrated.
Torque:
Stage 1: 10 Nm
Stage 2: Loosen: 90°
4.
NOTE:
Install a new timing chain tensioner guide.
5.
NOTE:

location.
Install the exhaust Variable Camshaft Timing (VCT) actuator.
Torque:
Stage 1: 10 Nm
6.
NOTE:

Install a new timing chain guide.
Torque: 11 Nm
7.
Make sure that the ratchet clip is on the first groove.
8.
Torque: 13 Nm
9.
Install the timing chain tensioner.
Torque: 55 Nm
10.
CAUTION:
Make sure that the timing chain tensioner piston is fully deployed.
Release the upper timing chain tensioner piston.
11.
Fully tighten the VCT bolts.

Torque:
Stage 1: 25 Nm
Stage 2: 60°
12.
13.

14. Install the upper timing cover.

15.

16.
Install the charge air radiator bracket.

Torque: 47 Nm
17.
Install the 2 nuts.
Torque: 10 Nm
18.
Install the 3 clips.
19.
Install the 2 fir tree clips.
20. Install the charge air radiator.

21. Install the hood.

22. Connect the startup battery ground cable.

PUBLISHED: 09-MAY-2017
LOWER TIMING CHAIN (G2132026)
CHAIN -
2000 CC,
TIMING - USED
12.65.16 INGENIUM 3.7
SECONDARY WITHINS
PETROL
- RENEW
SPECIAL TOOL(S)
JLR-303-1630
Pulley
JLR-303-1636
PART(S)
Installation Step 4 Lower timing chain guide 1
REMOVAL
NOTE:




3. Remove the hood.


5. Remove the lower timing cover.

Refer to: Lower Timing Cover (303-01 Engine - INGENIUM I4 2.0L Petrol,

7.
8.
9.
Remove the 2 nuts.
10.
11.
illustrated in steps 12 and 13.
12.
Make sure that the timing marks aligns as illustrated.
13.
14.
Torque: 13 Nm
15.
Torque: 13 Nm

16.
17.
18.
19.
20.
camshafts.
21.

22.
23.
24.
Remove the timing chain guide bolt.
25.
Remove the timing chain tensioner.
26.
Remove the timing chain tensioner guide and bolt.
27.
Remove the timing chain guide and bolt.
28.
Remove the idler sprocket.
29.
Remove the lower timing chain.
INSTALLATION
1.
Install the timing chain onto the idler sprocket.
2.
Install the timing chain and idler sprocket
Make sure that the timing marks are aligned as illustrated in step 3.
Torque: 35 Nm
3.
Make sure that the timing marks are aligned as illustrated
4.
Install the lower timing chain guide and bolts.
Make sure that the timing marks remain aligned as illustrated.

Renew Part: Lower timing chain guide Quantity: 1 .
Torque: 25 Nm
5.
Install the timing chain tensioner guide and bolt.

Torque: 11 Nm
6.
7.
Install the lower timing chain tensioner.
Torque: 11 Nm
8.
Release the lower timing chain tensioner piston.
9.
NOTE:
10.
NOTE:

Torque: 25 Nm
11.
NOTE:

location.
Torque:
Stage 1: 10 Nm
12.
NOTE:

13.
NOTE:

location.
Torque:
Stage 1: 10 Nm
14.
NOTE:

Torque: 11 Nm
15.
Torque: 13 Nm
16.
17.
Torque: 55 Nm
18.
CAUTION:
Release the secondary timing chain tensioner piston.
19.

Torque:
Stage 1: 25 Nm
Stage 2: 60°
20.
21.

22.
23.
Torque: 47 Nm
24.
Install the 2 nuts.
Torque: 10 Nm
25.
26.

28. Install the lower timing cover.




PUBLISHED: 15-DEC-2016
DIAGNOSIS AND TESTING
For additional information, REFER to: Engine - V6 S/C 3.0L Petrol (303-00, Diagnosis
and Testing).
ENGINE SYSTEM - GENERAL

INFORMATION
DIAGNOSIS AND TESTING
PRINCIPLES OF OPERATION
For a detailed description of the Ingenium 2.0L Petrol Engine, refer to the relevant
Description and Operation section in the workshop manual.
REFER to: Engine (303-01 Engine - INGENIUM I4 2.0L Petrol, Description and
Operation).
INSPECTION AND VERIFICATION

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
(section B1.2), 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 mechanical or electrical damage
Visual Inspection
MECHANICAL ELECTRICAL
Engine Fuse(s)
Fluid levels Wiring harness and connectors
Fluid leaks Powertrain control module
Sensors
Actuators
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 CHARTS
FLUID LEAKS
SYMPTOM POSSIBLE ACTION

CAUSES
Coolant leak - External Cooling Refer to the relevant section of the workshop manual
system and check the cooling system. Rectify as necessary
hose(s)
damaged
Expansion
tank
damaged
Radiator
damaged
Casings
damaged
Seal(s)
leaking
Seal(s) Check for cross contamination of the coolant and the

NOTE: leaking engine oil. Check for exhaust gases emissions through
the expansion tank. Refer to the relevant section of
Casings the workshop manual and check the cooling system.
This may be damaged Rectify as necessary
indicated by
the emission
of white
smoke from
the exhaust
Coolant leak -
Internal
Engine overheats Insufficient Check the coolant level and condition. Perform a
coolant cooling system pressure test. Rectify any leaks as
necessary. Check the electric thermostat and rectify
Insufficient as necessary. Check the cooling fan operation - Ensure
oil that the cooling fan rotates freely. Check for
Pressure obstructions to the air flow through the radiator. Using
cap fault the Jaguar Land Rover approved diagnostic
equipment. Rectify as necessary
Electric
thermostat
not
opening
Variable
coolant
pump
failure
Cooling
fan failure
Engine takes too long Electric Check the operation of the electric thermostat. Rectify
to reach normal thermostat as necessary
operating temperature stuck open
Oil leaks - External

Seal(s) Clean and confirm the area of the leak. Check the
leaking visual condition of oil carrying components. Refer to
the relevant section of the workshop manual and
Oil pipes check the crankcase ventilation system. Perform a
leaking compression test: Refer to : (303-00 Engine System -
Oil filter General Information - General Procedures - Cylinder
leaking Compression Test - INGENIUM I4 2.0L Petrol)
Oil cooler
leaking
Casings
damaged
Crankcase
ventilation
system
blocked
/leaking
Piston ring
blow-by
Seal(s) Check for traces of oil in the coolant. Check for

NOTE: leaking evidence of oil in the combustion chambers (deposits
on the spark plugs, etc). Confirm oil consumption and
Casings vehicle usage with the owner/driver. Perform an oil
This may be damaged consumption test: GO to Pinpoint Test A.
indicated by
the emission Valve
of blue guides
smoke from worn
the exhaust Cylinder
bores /
piston
rings worn
Oil leaks - Internal
(leaks into the coolant Piston
or the combustion rings
chamber) broken
Crankshaft Rear Oil Seal Inspection
NOTE:
Slight surface oil dampness without drops are acceptable and should not be
repaired as a leak.
1. Remove the engine and / or transmission undershield(s) to gain access to the engine
and transmission mating area (REFER to: Workshop Manual Section 501-02)
NOTE:
Allowing the vehicle to stand for 1 hour will allow any oil to drop to the bottom
of the transmission housing.
2. Make sure the engine is switched off and allow the vehicle to stand for 1 hour before
proceeding to the next step.
NOTE:
Make sure that any Noise, Vibration and Harshness (NVH) pads are peeled back
to clean off any oil residue that may have seeped underneath.
3. Clean the mating faces of the engine and transmission using a suitable degreaser.
Using a suitable rag, wipe the engine and transmission, removing any remaining oil
residue and degreaser.
4. Using a suitable leak detection spray, thoroughly coat the engine and transmission
mating area.
5. Remove the vehicle from the ramp and allow the vehicle to idle for 10 minutes.
6. Increase the engine speed to 2000 RPM for 30 seconds and return to idle.
7. Allow the vehicle to idle for 10 minutes.
8. Switch off the engine and leave the vehicle to stand for 1 hour.
9. Place the vehicle back onto a suitable ramp and re-inspect for signs of leakage.
Crankshaft Rear Oil Seal Inspection Example Images.
The image below shows an OK condition; no visible evidence of oil. No crankshaft rear
oil seal inspection test required.
The image below shows a not OK condition; the oil is a light brown color and is sticky
to the touch. This can indicate an excess amount of shipping wax. Crankshaft rear oil
seal inspection test required.
The image below shows a not OK condition; Oil is present between the engine and
transmission mating faces, including evidence of oil in the 3 breather holes. Crankshaft
rear oil seal inspection test required.
NOISE, VIBRATION AND HARSHNESS
NOTE:
As the checks suggested here are open to interpretation, they should be used as
a guide only. Descriptions of noises, etc, are in general terms, so depend on a
degree of experience on the part of the technician.
SYMPTOM POSSIBLE ACTION

CAUSES
Rattle/ticking Valve gear Perform an engine oil pressure test. Check the operation
from top of noise of the hydraulic tappets and the condition of the
engine camshaft. Check the camshaft bearings, chains and
Camshaft tensioners. Check the high pressure fuel pump. Rectify as
bearing noise necessary
Camshaft
chain noise
Tensioner
noise
High
pressure fuel
pump noise
Squeaking, Accessory Refer to the relevant section of the workshop manual and
creaking or drive belt check the accessory drive belt. Rectify as necessary
squealing from
front of engine Accessory
drive belt
tensioner
Accessory
drive belt
driven
components
Whine, slap or Accessory Refer to the relevant section of the workshop manual and
growl from front drive belt check the accessory drive belt. Rectify as necessary
of engine
Accessory
drive belt
tensioner
Accessory
drive belt
driven
components
Knock from Piston slap Perform an engine oil pressure test. Check pistons,
lower half of cylinder bores, piston pins and connecting rod bearings
engine (often Piston pin for excessive wear. Rectify as necessary
worse with a noise
cold engine) Connecting
rod bearing
noise
Knock or rumble Main bearing Perform an engine oil pressure test. Check connecting
from lower half noise rod bearing for excessive wear. Rectify as necessary
of engine (often
worse on
overrun)
Misfire or rough Engine Refer to the relevant section of the workshop manual and
running management check the engine management system, fuel charging and
system controls. Perform an engine oil pressure test. Check for
excessive wear in engine components. Rectify as
Fuel necessary
charging and
controls
Valves burnt
or sticking
Valve guides
worn
Cylinder
bores /
piston rings
worn
Piston rings
broken
INGENIUM I4 2.0L PETROL - COMPRESSION TEST

For a detailed description of the cylinder compression test, refer to the relevant
powertrain section in the workshop manual. Refer to : (303-00 Engine System -
General Information - General Procedures - Cylinder Compression Test - INGENIUM I4
2.0L Petrol)
INGENIUM I4 2.0L PETROL - ENGINE OIL PRESSURE CHECK
NOTE:
Prior to checking the engine oil pressure, a road test of 6 miles (10 kilometres),
must be carried out. Do not attempt to attain engine normal operating
temperature by allowing the engine to idle.
Refer to owner hand book, check and top-up the engine oil if required
Start and run the engine
Using the Jaguar Land Rover approved diagnostic equipment, check datalogger signal -
Engine Oil Pressure - Raw (0415)
Note the oil pressure readings with the engine running at idle and 3500 RPM
PINPOINT TESTS
NOTE:
Where reference is made to 'suitable equipment', this refers to standard

workshop equipment. Refer to the operating instructions for your own
equipment when performing any tests.
NOTE:
PINPOINT TEST A : OIL CONSUMPTION TEST
Oil consumption will vary, depending on a number of factors. New engines will normally use more oil
than 'run-in' engines, although a guideline would be to expect 16,000 Km (10,000 miles) per liter.
TEST CONDITIONS DETAILS/RESULTS/ACTIONS

Oil consumption will vary, depending on a number of factors. New engines will
normally use more oil than 'run-in' engines, although a guideline would be to
expect 16,000 Km (10,000 miles) per liter.
A1: CHECK FOR EXCESSIVE OIL CONSUMPTION

1 Start the 2 Make 3 Allow 4 Check 5 Correct 6 Make 7 When 8 Top-up 9
engine and sure to the the level, sure the oil the oil to
allow it to the settle oil if that the level the level
run until it vehicle for at level necessary, owner reaches at the
reaches is least and /driver the ADD beginning
normal parked five record the is aware mark, of the
operating on a minutes reading that a the test and
temperature level and test is customer record
surface mileage in being should the
and the carried bring the amount
set vehicle out, vehicle of oil
ignition history and in to be needed
status that checked to do so,
to OFF they and the
should mileage
not top- covered
up their in the
oil level course of
for the the test
duration
of the
test,
but
should
check
the
level
every
160-
240 Km
(100-
150
miles)
Is the consumption excessive for the mileage and/or use?

Yes
Disassembly will be required to check the components indicated in the symptom chart
No
No further action is required
DTC INDEX
For a list of Diagnostic Trouble Codes (DTCs) that could be logged on this vehicle,
please refer to Section 100-00. REFER to: Diagnostic Trouble Code Index - INGENIUM
I4 2.0L Petrol, DTC: Powertrain Control Module (100-00 General Information,
Description and Operation)
ENGINE OIL DRAINING AND FILLING

(G1997674)
GENERAL PROCEDURES
ENGINE
OIL -
DRAIN
AND 2000 CC,
USED
12.60.05 REFILL - INGENIUM 0.8
WITHINS
INCLUDES PETROL
OIL
FILTER
RENEW
PART(S)
Check Step 6 Oil pan drain plug 1
Check Step 10 Oil filter and O-ring seal kit 1
CHECK
WARNING:
The spilling of hot engine oil is unavoidable during this procedure, care must be
taken to prevent scalding.
NOTE:



2. Remove the engine cover.

Refer to: Engine Cover - INGENIUM I4 2.0L Petrol (501-05 Interior Trim and
Ornamentation, Removal and Installation).
3.
Loosen the element cover 4 complete turns to allow engine oil to drain
from the filter cover.
Allow the engine oil to drain from the oil filter element housing for two
minutes.
4. Remove the engine undershield.
Refer to: Engine Undershield (501-02 Front End Body Panels, Removal and
Installation).
5.
WARNING:
Be prepared to collect escaping oil.
CAUTION:
Allow at least 10 minutes for the engine oil to drain.
Allow the engine oil to drain.
Discard the oil pan drain plug.

6.
Install a new oil pan drain plug.

Renew Part: Oil pan drain plug Quantity: 1 .
Torque: 26 Nm
7. Install the engine undershield.

Installation).
8.
WARNING:
Remove the oil filter element housing.

9.
Remove and discard the oil filter element from the oil filter housing.
Remove and discard the O-ring seal.

10.
NOTE:
Lubricate the oil filter O-ring seal with clean engine oil.
Install a new O-ring seal and oil filter.

Renew Part: Oil filter and O-ring seal kit Quantity: 1 .
11.
Install the oil filter element cap.

Torque: 25 Nm
12.
Remove the engine oil filler cap.
13. Fill the engine with the recommended oil to the correct level.
Refer to: Specifications (303-01 Engine - INGENIUM I4 2.0L Petrol - PHEV
/INGENIUM I4 2.0L Petrol, Specifications).
14.
Install the engine oil filler cap.
15. Check the engine oil level.
16.
NOTE:
Make sure that the component is correctly installed.
Check the engine oil level.

17.
Start the engine and allow to idle for 2 minutes.
Check for leaks.
Stop the engine.
18. Top up as required.
19. Install the engine cover.

SPECIFICATIONS
SPECIFICATIONS
Capacities
LITERS

ITEM SPECIFICATION

Stroke 92.29 mm (3.633 in)

spec

Minimum 0.15 mm
Maximum 0.35 mm
Minimum 0.030 mm
Maximum 0.054 mm
Stage 1 60 44
Stage 2 90° 90°
Stage 1 15 11
Stage 2 25 18
bolts
Stage 1 10 7

turn turn

Stage 1 37 27
Stage 2 90° 90°
Spark plugs 23 17
Ignition coils 8 6


bolts

bolts
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.
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.

PUBLISHED: 16-OCT-2017
ENGINE OIL VACUUM DRAINING AND

FILLING (G1997675)
GENERAL PROCEDURES
LUBRICATION
SYSTEM
2000 CC,
DRAINREFILL USED
12.60.99 INGENIUM 0.3
- TOP-DOWN WITHINS
PETROL
SERVICE
STRATEGY
SPECIAL TOOL(S)
303-1484
Vacuum Pump, Oil Drain
PART(S)
CHECK
WARNING:
NOTE:


1.
CAUTION:
Make sure the engine is warm.
Start the engine and allow to run for 10 minutes, stop the engine.

Refer to: Engine Cover - INGENIUM I4 2.0L Petrol (501-05, Removal and
Installation).
3.
4.
Allow the engine oil to drain from the oil filter element housing for 2
minutes.
5.
Remove the engine oil level indicator.
6.
Using the special tool, drain the oil.

Special Tool(s): 303-1484
7.

8.
WARNING:
Remove the oil filter element cover.

9.
WARNING:
Remove and discard oil filter element from oil filter housing.
Remove and discard the seal.

10.
NOTE:
Install a new O-ring seal and oil filter element.

11.
Install the oil filter element cover.

Torque: 25 Nm
Refer to: Specifications (303-01F, Specifications).
13.

15.
NOTE:
16.
Check for leaks.
Stop the engine.
17.
Top up as required.

Installation).
SPECIFICATIONS
SPECIFICATIONS
Capacities
LITERS
ITEM SPECIFICATION

Stroke 92.29 mm (3.633 in)

spec

Minimum 0.15 mm
Maximum 0.35 mm
Minimum 0.030 mm
Maximum 0.054 mm
Stage 1 60 44
Stage 2 90° 90°

Stage 1 15 11
Stage 2 25 18
bolts
Stage 1 10 7

turn turn
Stage 1 37 27
Stage 2 90° 90°
Spark plugs 23 17
Ignition coils 8 6


bolts

bolts


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

1.
2.
INSTALLATION
1.
CAUTION:

ENGINE (G2148992)
INSTALLATION
INSTALLATION
SPECIAL TOOL(S)
JLR-303-1633
Lifting Bracket, Engine
GENERAL EQUIPMENT
EQUIPMENT NAME
2 post lift
Hydraulic jib crane

NOTE:

1. Before working on the fuel system make sure to study the fuel system health
and safety section of this manual.
Refer to: Petrol and Petrol-Ethanol Fuel Systems Health and Safety
Precautions (100-00 General Information, Description and Operation).

General Equipment: 2 post lift
3.
Using the special tool and a suitable hydraulic crane, carefully install the
engine.
General Equipment: Hydraulic jib crane
4.
Install the left engine mount to engine bracket nut.

Torque: 60 Nm
5.
Install the right engine mount to engine bracket nut.

Torque: 60 Nm
6.
7.
Connect the coolant top hose to the engine.

8.
Connect the 3 coolant hoses at the rear of the engine.
9.
Connect the 2 coolant hoses at the right side of the engine.

10.
Connect the engine management wiring harness to the main engine

compartment harness.
Torque: 3.6 Nm
11.
Remove the left side body brace.

Torque: 55 Nm
12.
WARNING:
Be prepared to collect escaping fuel.
CAUTION:
Before disconnecting any components, make sure the area is clean and
free from foreign material. When disconnected all openings must be
sealed.
Connect the fuel supply and purge tube quick release connections.
13.
Connect the startup battery positive cable to the starter motor junction box.
Torque: 12 Nm
14.
Connect the block heater wiring harness.

15.
Install (A/C) compressor.

Torque: 25 Nm
16.
Install the charge air radiator bracket and spacers.

Torque: 47 Nm
17.
Install the 2 charge air radiator bracket nuts.

Torque: 10 Nm
18.
Install the wiring harness to the charge air radiator bracket.

19.
Install the wiring harness to the charge air radiator bracket.

21. Install both the front halfshafts.

Refer to: Front Halfshaft (205-04 Front Drive Halfshafts, Removal and
Installation).
22. Install the transmission.

Refer to: Transmission - INGENIUM I4 2.0L Petrol, AWD (307-01 Automatic
Transmission/Transaxle - AWD, Installation).
Transmission/Transaxle - AWD, Installation).
23. Install the cowl vent screen.

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


26. Check and top up the engine oil.
Refer to: Engine Oil Draining and Filling (303-01 Engine - INGENIUM I4 2.0L
Petrol, General Procedures).
27. Fill and bleed the cooling system.

Refer to: Cooling System Draining, Filling and Bleeding (303-03 Engine
Cooling - INGENIUM I4 2.0L Petrol, General Procedures).
BATTERY, MOUNTING AND CABLES
BATTERY DISCONNECT AND

CONNECT (G2020197)
GENERAL PROCEDURES
NOTE:
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.
INTAKE AIR DISTRIBUTION AND FILTERING - INGENIUM I4 2.0L PETROL
CHARGE AIR COOLER (G1998338)
REMOVAL
NOTE:



Refer to: Specifications (414-00, Specifications).

Refer to: Lifting (100-02, Description and Operation).
3. Remove the air intake resonator.

Refer to: Intake Air Resonator (303-12E, Removal and Installation).

Refer to: Engine Undershield (501-02, Removal and Installation).
5. Partially drain the cooling system.

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.
Disconnect the electrical connector.
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
Connect the electrical connector.
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.
7. Vacuum fill the cooling system.

Procedures).

9. Install the air intake resonator.


ENGINE COOLING - INGENIUM I4 2.0L PETROL
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:


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:
Release the cooling system pressure by slowly turning the coolant

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
to follow this instruction may result in personal injury.
CAUTION:
Be prepared to collect escaping coolant.
Remove the coolant expansion tank cap.

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:
Correct installation of the coolant expansion tank cap can be obtained

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.

Installation).
JACKING AND LIFTING
CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:
AUTOMATIC TRANSMISSION/TRANSAXLE
TRANSMISSION - INGENIUM I4 2.0L

PETROL, AWD (G2044698)
INSTALLATION
2000 CC,
GEARBOX USED
44.20.01 INGENIUM 4.5
- RENEW WITHINS
PETROL
INSTALLATION
GENERAL EQUIPMENT
EQUIPMENT NAME
Transmission jack
PART(S)
Step 26 Transmission fluid cooler tubes to transmission O-ring seals 1
CAUTION:
New transmission assemblies are supplied pre-filled with transmission fluid.
NOTE:


1.
Remove the 3 bolts and the toque converter transportation brace.
2.
CAUTION:
Apply grease of the correct specification to the torque converter spigot.
Make sure the torque converter is fitted with the measurements as show.
3.
Install the transmission plug.
4.
Install the emergency park release lever and the nut.

Torque: 12 Nm
5.
Install the transmission covers.

6.
CAUTION:
Make sure that the mating faces are clean and free of foreign
material.
Apply grease of the correct specification to the input shaft.
Make sure the transfer case bolts are installed in the correct
orientation.
Install the transfer case and the bolts.

Refer to: Specifications (307-07 Transfer Case - Vehicles With: 8HP70 8-
Speed Automatic Transmission AWD/8HP45 8-Speed Automatic Transmission
AWD/8HP45 8-Speed Automatic Transmission RWD, Specifications).
Torque: 43 Nm
7.
Install the wiring harness.
8.
Connect the plug and install clips.

9.
CAUTION:
Care must be taken not to damage the component.
NOTE:
Make sure the electrical connector is correctly secured.
Install the electrical connector and secure the 3 clips.

10.
Install the heatshield.

Torque: 9 Nm
11.
Install the exhaust bracket.

Torque: 25 Nm
12.
CAUTION:
Make sure the seal is installed correctly.
To prevent water ingress and subsequent transmission damage,

make sure that the breather is fully pushed home into the
transmission casing. The white line around the circumference of
the pipe should not be visible when correctly installed.
NOTE:
Remove and discard all blanking caps.
Install the transmission breather.

13.
NOTE:
Do not fully tighten at this stage.
Install the transfer case mounting finger tight.

14.
WARNING:
This step requires the aid of another technician.
CAUTION:
Make sure that the transmission is secured with suitable retaining

straps.
NOTE:
Remove and discard the tie straps securing the torque converter.
Install the transmission.

15.
Install the bolts.

Torque: 48 Nm
16.
Install the bolts.

Torque: 48 Nm
17.
Install the bolts in the correct orientation.

Torque: 48 Nm
18.
Using a suitable stand, support the transmission.

General Equipment: Transmission jack
Install the 5 bolts.

Torque: 45 Nm
Fully tighten the transfer case mounting bolt shown in step 13.
Torque: 48 Nm
19.
NOTE:
Only turn the engine in the normal direction of rotation.
Install the torque converter bolts.

Torque: 65 Nm
20.
Install the wiring harness bracket.

Torque: 10 Nm
21.
Connect the wiring harness and the clips.
22.
Install the clips.

23.
Connect the electrical connector and install the bolt.

Torque: 110 Nm
24.
Secure the clips.

25.
Connect the emergency park release lever.

Torque: 11 Nm
26.
CAUTION:
Make sure that new O-ring seals are installed.
NOTE:
Remove and discard the blanking caps.
Install the transmission cooler pipes.

Renew Part: Transmission fluid cooler tubes to transmission O-ring seals
Quantity: 1 .
Torque: 22 Nm
27.
Install the bolt.

Torque: 22 Nm
28. Install the driveshaft.

Refer to: Driveshaft - INGENIUM I4 2.0L Petrol (205-01 Driveshaft, Removal
and Installation).
29. Install the starter motor.

Refer to: Starter Motor (303-06 Starting System - INGENIUM I4 2.0L Petrol,
30. Install the front driveshaft.

Refer to: Front Driveshaft - AWD (205-01 Driveshaft, Removal and
Installation).
31.
Install the breather nuts

Torque: 22 Nm
32.
Remove the engine support beam.

33.
Install the clip.
34. Install the cowl vent screen.

Refer to: Cowl Vent Screen (501-02 Front End Body Panels, Removal and
Installation).

36. Connect the battery ground cable.

37. Check the transmission fluid level.

Refer to: Transmission Fluid Level Check (307-01 Automatic Transmission
/Transaxle - Vehicles With: 8HP70 8-Speed Automatic Transmission AWD
/8HP45 8-Speed Automatic Transmission AWD/8HP45 8-Speed Automatic
Transmission RWD, General Procedures).
COWL PANEL (G2056049)
REMOVAL
CAUTION:
Always protect paintwork and windows when removing exterior components.
1. Remove the windshield wiper arms.

Refer to: Windshield Wiper Pivot Arm (501-16 Wipers and Washers, Removal
and Installation).
2.
Release the seal.

3.
CAUTION:
Disconnect the heated windshield washer hose.
4.
Remove the access cover.

5.
6.
NOTE:
Use a suitable trim tool.
Remove the clips.
Carefully release the foam retainers, remove the foam.

7.
Release the hose.
8.
Disconnect the 2 electrical connectors.
Remove the 12 retaining clips.
Remove the cowl panel.

9.
CAUTION:
Disconnect the windshield washer hose.
Release the hose.

10.
Remove the 2 heated windshield washer jets.
INSTALLATION
1. Install the 2 heated windshield washer jets.
2.
Install the heated windshield washer jet hose.
Secure the washer hose.
3. Connect the 2 electrical connectors.
4. Install the cowl panel.
5. Secure the washer hose.
6. Install the 2 foam pads.
7. Install the 2 access covers.
8. Connect the windshield washer hoses.
9. Install the seal.
10. Install both windshield wiper arms.

and Installation).
GENERAL INFORMATION

WARNING:
Fuel may not give adequate warning before toxic or harmful effects arise.
CAUTION:
Fuel injection equipment is manufactured to very precise tolerances and fine

clearances. It is essential that absolute cleanliness is observed when working
with these components.
FRONT DRIVE HALFSHAFTS
FRONT HALFSHAFT (G1895699)
PART(S)
Installation Step 1 Circlip 1
Installation Step 3 Yoke to shock absorber nut (s) 1
Installation Step 3 Yoke to shock absorber bolt (s) 1
Installation Step 4 Yoke to lower arm bolt (s) 1

REMOVAL
NOTE:


1. Raise and support the vehicle using a suitable 2 post lift.

2. Drain the differential.

Refer to: Differential Draining and Filling (205-03, General Procedures).
3. Remove the front wheel knuckle for access only.

Refer to: Wheel Knuckle (204-01 Front Suspension, Removal and Installation).
4.
CAUTION:
Discard the bolt.
Disconnect the lower arm from the yoke.

5.
CAUTION:
Discard the nut and bolt.
Remove the yoke from the shock absorber.

6.
CAUTION:
Remove the halfshaft.
7.
Discard the circlip.
INSTALLATION
1.
Install a new circlip.

Renew Part: Circlip Quantity: 1 .
2.
CAUTION:
Take extra care not to damage the seal.
Install the halfshaft.

3.
CAUTION:
Install a new nut and bolt.
Install the yoke to the shock absorber.

Renew Part: Yoke to shock absorber nut (s) Quantity: 1 .
Renew Part: Yoke to shock absorber bolt (s) Quantity: 1 .
Torque: 73 Nm
4.
CAUTION:
Install a new bolt.
Connect the yoke to the lower arm.

Renew Part: Yoke to lower arm bolt (s) Quantity: 1 .
Torque: 170 Nm
5. Install the wheel knuckle.

6. Fill the differential.


(G1997674)
GENERAL PROCEDURES
ENGINE
OIL -
DRAIN
AND 2000 CC,
USED
WITHINS
INCLUDES PETROL
OIL
FILTER
RENEW
PART(S)
CHECK
WARNING:
NOTE:



3.
minutes.

Installation).
5.
WARNING:
CAUTION:

6.

Torque: 26 Nm

Installation).
8.
WARNING:

9.

10.
NOTE:

11.

Torque: 25 Nm
12.
14.
16.
NOTE:

17.
Check for leaks.
Stop the engine.

HOOD (G2018925)
HOOD - ALL USED

76.16.01 0.9
RENEW DERIVATIVES WITHINS
REMOVAL
NOTE:

The hood is manufactured from aluminum.
1. Open the hood.
2.
NOTE:
Release the 2 support struts.

3.
WARNING:
Remove the hood.

4.
NOTE:
Only carry out the following step(s) if a new component is to be

installed.
Remove the hood insulation pad.

5.
Remove the hood finishers.
6.
Remove the hood latches.

7.
Remove the 4 rubber bumpers.
INSTALLATION
1. Install the 4 hood rubber bumpers.
2. Install the hood latches.

Torque: 24 Nm
3. Install the hood insulation pad.
4.
WARNING:
Install the hood.

Torque: 24 Nm
5.
WARNING:
Install the hood supporting struts.
6. Align the hood.

Refer to: Hood Alignment (501-03 Body Closures, General Procedures).
PUBLISHED: 26-JUL-2017
CAMSHAFT CARRIER (G2172631)
PART(S)
Installation Step 3 Oil fill pipe O-ring seal 1
Installation Step 5 Camshaft carrier gasket 1
REMOVAL
NOTE:


Refer to: Battery Disconnect and Connect (414-01, General Procedures).

3. Remove the upper timing chain.

Refer to: Upper Timing Chain (303-01B, Removal and Installation).
4. Remove the Continuous Variable Valve Lift (CVVL) assembly.

Refer to: Continuous Variable Valve Lift (303-01B, Removal and Installation).
5. Remove the fuel injectors.
Refer to: Fuel Injectors (303-04B, Removal and Installation).
6. Remove the valve cover vent oil separator.

Refer to: Valve Cover Vent Oil Separator (303-08B, Removal and Installation).
7. Remove the evaporative emission canister purge valve.

Refer to: Evaporative Emission Canister Purge Valve (303-13B, Removal and
Installation).
8. Remove the accessory drive belt.

Refer to: Accessory Drive Belt (303-05B, Removal and Installation).
9. Remove the high pressure fuel pump.

Refer to: High Pressure Fuel Pump (303-04B, Removal and Installation).
10.
Remove the 2 bolts.
Release the wiring harness and reposition away from the valve cover
assembly.
11.
Remove the 2 engine cover support mounts.
12.
Remove the 2 retaining nuts and reposition the coolant bypass hose away
from the valve cover assembly.
13.
Remove the 19 bolts.
Remove the camshaft carrier assembly.
14.
Remove and discard the camshaft carrier gasket.

15.
NOTE:
Do not disassemble further if the component is removed for access

only.
Remove the Camshaft Position (CMP) sensors. Inspect the O-ring seals, install
a new component if damaged.
16.
CAUTION:
Remove the oil filler pipe.

17.
NOTE:
Note the orientation of the component prior to removal.
Release the 20 camshaft bearing cap bolts evenly 1 turn at a time.
Remove the camshafts.
Inspect the components and renew if damaged or worn.
INSTALLATION
1.
NOTE:
Install the inlet camshaft.
Install the camshaft bearing caps into the previously noted position.
Lubricate the camshaft and the camshaft bearing caps with a small
quantity of clean engine oil.
Tighten the 10 camshaft bearing cap bolts following the tightening

sequence as illustrated.
Torque: 11 Nm
2.
NOTE:
Install the exhaust camshaft.

Torque: 11 Nm
3.
NOTE:
Install the oil filler pipe and tighten the retaining bolt to the correct torque.
Make sure that a new O-ring seal is installed.
Renew Part: Oil fill pipe O-ring seal Quantity: 1 .
Torque: 12 Nm
4.
NOTE:
Install the Camshaft Position (CMP) sensors.

Torque: 8 Nm
5. Install a new camshaft carrier gasket.

Renew Part: Camshaft carrier gasket Quantity: 1 .
6.
Install the valve cover.
Install and tighten the bolts in the sequence illustrated to the joining
torque figure.
Torque: 10 Nm
Tighten the bolts in the sequence illustrated to the final torque figure.
Torque: 28 Nm
7. Install the coolant bypass hose into the correct position. Tighten the 2
retaining nuts to the correct torque.
Torque: 8 Nm
8. Install the 2 engine cover support mounts and tighten to the correct torque.
Torque: 6 Nm
9. Install the fuel injection pump and tighten the 2 bolts to the correct torque.
Torque: 12 Nm
10.
Install the wiring harness into the correct position.
Install the 2 retaining bolts and tighten to the correct torque.

Torque: 6 Nm
Connect the 8 electrical connectors.
11. Install the high pressure fuel pump.

12. Install the accessory drive belt.

Refer to: Accessory Drive Belt (303-05B, Removal and Installation).
13. Install the evaporative emission canister purge valve.

Refer to: Evaporative Emission Canister Purge Valve (303-13B, Removal and
Installation).
14. Install the oil separator and crankcase vent assembly.

15. Install the fuel injectors.

Refer to: Fuel Injectors (303-04B, Removal and Installation).
16. Install the Continuous Variable Valve Lift (CVVL) assembly.

Refer to: Continuous Variable Valve Lift (303-01B, Removal and Installation).
17. Install the upper timing chain.

Refer to: Upper Timing Chain (303-01B, Removal and Installation).


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.
FUEL CHARGING AND CONTROLS - INGENIUM I4 2.0L PETROL
FUEL INJECTORS (G1998238)
INJECTORS 2000 CC,

USED
19.60.12 - SET - INGENIUM 0.9
WITHINS
RENEW PETROL
SPECIAL TOOL(S)
100-012
Slide Hammer
310-198
Installer, Teflon Seal
JLR-310-254A
Injector Remover
JLR-310-255
Guide pins threaded
JLR-310-256
Guide pins unthreaded
JLR-310-257
Teflon Seal Resize Tool
PART(S)
Installation Step 1 Fuel Injector replacement kits 4
REMOVAL
CAUTION:
Extreme cleanliness must be exercised when handling these components. Make

sure that all tools and the surrounding area is clean before commencing work.
NOTE:

1. Always follow the fuel system health and safety precautions, when carrying
out any repairs to the fuel system.
Precautions (100-00, Description and Operation).
2. Release the fuel pressure.

Refer to: Fuel System Pressure Release - INGENIUM I4 2.0L Petrol (310-00,
General Procedures).

4.
5.
Remove the Noise, Vibration and Harshness (NVH) material.

6.
Disconnect the breather.
7.
Disconnect the High Pressure (HP) fuel pump electrical connector.

8.
Disconnect and reposition the engine wiring harness.
9. Clean all the fuel pipe unions and the surrounding area before working on the
fuel system.
10.
WARNING:
CAUTION:
sealed.
Remove the 2 fuel pipes.
11. Remove the spark plugs.

Refer to: Spark Plugs (303-07D, Removal and Installation).
12.
CAUTION:
Discard the clips if damaged or worn.
Release the fuel injector wiring harness.

13.
WARNING:
CAUTION:
sealed.
Remove the fuel rail.

14.
Remove the fuel injector wiring harness.
15.
Remove and discard the 4 fuel injector spring clamps.

16.
CAUTION:
Make sure that the special tool is correctly installed.
Install the special tool to the fuel injector.

Special Tool(s): JLR-310-254A
17.
CAUTION:
Make sure that the special tools are held square to the fuel injector
during removal.
NOTE:
Make sure that the fuel injector is removed smoothly.
Using the special tools, carefully remove the fuel injector.

18. Remove the special tools from the fuel injector.

19.
CAUTION:
Do not use any sharp tools to remove the O-ring seal as damage could
occur to the fuel injector.
Remove and discard the O-ring seal and washer.

20.
CAUTION:
Do not use a knife to remove the Teflon™ seal as damage could occur
to the fuel injector.
Remove and discard the Teflon™ seal.
21. Repeat removal steps 16 to 20 for the remaining fuel injectors.
INSTALLATION
1.
CAUTION:
New fuel injector replacement kits must be installed.
Installation steps 2 to 7 must be completed for each of the fuel injectors.

Renew Part: Fuel Injector replacement kits Quantity: 4 .
2.
Install the new O-ring seal and washer.
3.
Install the special tool to the fuel injector with the 'T' symbol towards the top
of the fuel injector as shown.
4.
Using the special tool, install the new Teflon™ seal to the fuel injector.
5. Wait 2 minutes to allow the Teflon™ seal to recover its shape.

6.
1. Remove the special tool.
1. Check for correct installment of the Teflon™ seal.
7.
Install the new fuel injector spring clamp.

8.
Carefully install all the fuel injectors into the fuel rail.
9.
Make sure the fuel injectors are correctly aligned.

10.

11.
CAUTION:
Install new clips if damaged or worn.
Install the fuel injector wiring harness.
12.
Install the appropriate special tools. If a new cylinder head has not been
installed then the special tool JLR-310-255 with the threaded section must be
used. If a new cylinder head has been installed then the special tool JLR-310-
256 without the threaded section must be used.
Special Tool(s): JLR-310-255 , JLR-310-256
13.
1. Install the fuel rail and fuel injector assembly allowing the guide pins
to control position.
1. Tighten the bolts 1 turn at a time.

Torque: 20 Nm
14. Remove the special tools.

15. Install the remaining 2 bolts.

Torque: 20 Nm
16.
Tighten the bolts in the sequence illustrated.

Torque: 30 Nm
17. Install the spark plugs.

18.
CAUTION:
Fuel pipes may be used a maximum of 4 times, paint mark fuel pipe
after each full tightening sequence.
1. Install the High Pressure (HP) fuel pump to fuel rail pipe hand tight
until the 2 unions are fully seated.
1. Fully tighten the HP fuel pump union.

Torque: 21 Nm
1. Fully tighten the fuel rail union.

Torque: 21 Nm
1. Wait for 30 seconds.
1. Check the HP fuel pump union torque.

Torque: 21 Nm
1. Check the fuel rail union torque.

Torque: 21 Nm
19.
CAUTION:
1. Install the HP fuel pump supply pipe hand tight until the union is fully
seated.
1. Install the HP fuel pump supply pipe mounting bracket bolts hand
tight, then loosen by 90 degrees.
1. Fully tighten the HP fuel pump supply pipe union.

Torque: 21 Nm
1. Fully tighten the HP fuel pump supply pipe mounting bracket bolts.
Torque: 11.5 Nm
1. Check the HP fuel pump supply pipe union torque.

Torque: 21 Nm
1. Connect the fuel supply pipe connector.
20. Connect the engine wiring harness.

Torque: 8.5 Nm
21. Connect the breather.
22. Install the Noise, Vibration and Harshness (NVH) material.

EVAPORATIVE EMISSIONS - V6 S/C 3.0L PETROL
EVAPORATIVE EMISSION CANISTER

PURGE VALVE (G1791799)
VALVE -
EVAPORATIVE
2000 CC,
EMISSION USED
17.15.39 INGENIUM 0.3
CANISTER WITHINS
PETROL
PURGE -
RENEW
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:



2.
3.

4.
Disconnect the purge valve electrical connector.
Disconnect the vacuum pipe connectors.
Release the purge valve.
5.
Remove the purge valve assembly.

INSTALLATION
1. Install the purge valve assembly.
2.
Secure the purge valve.
Connect the vacuum pipe connectors.
Connect the purge valve electrical connector.
3.
Install the Noise, Vibration and Harshness (NVH) material.

HIGH PRESSURE FUEL PUMP (G2043272)
PART(S)
Installation Step 2 Fuel pump O-ring seal 1
Installation Step 3 High pressure fuel pump retaining bolts 1

REMOVAL
CAUTION:

NOTE:


Refer to: Fuel System Pressure Release (310-00 Fuel System - General
Information, General Procedures).

4.
5.

6.
CAUTION:
Release the coolant hose and wiring harness clips.

7.
8.
Remove the engine lifting eye.

9.
fuel system.
Refer to: Fuel Injection Component Cleaning (303-04 Fuel Charging and
Controls - V6 S/C 3.0L Petrol, General Procedures).
11.
WARNING:
CAUTION:
sealed.

12.
CAUTION:
Loosen each of the bolts half a turn at a time until the spring tension is
fully released.
Remove the HP fuel pump. Discard the bolts.

13.
Remove and discard the HP fuel pump O-ring seal.
14.
CAUTION:
Remove and inspect the HP fuel pump tappet, replace if damaged or worn.
INSTALLATION
1.
CAUTION:
Lubricate the component with clean engine oil.
Install the High Pressure (HP) fuel pump tappet in the correct orientation.
2.
CAUTION:
Apply clean engine oil to the O-ring seal.
Install a new HP fuel pump O-ring seal.

Renew Part: Fuel pump O-ring seal Quantity: 1 .
3.
1. Install the HP fuel pump. Install new bolts.
1. Tighten the bolts half a turn at a time until the HP fuel pump is fully
seated.
1. Fully tighten the bolts.

Renew Part: High pressure fuel pump retaining bolts Quantity: 1 .
Torque: 11.5 Nm
4.
CAUTION:
1. Install the HP fuel pump to fuel rail pipe hand tight until the 2 unions
are fully seated.

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm
5.
CAUTION:
seated.

Torque: 21 Nm
Torque: 11.5 Nm

Torque: 21 Nm

6. Install the engine lifting eye.
Torque:
M8 Bolts 25 Nm
M10 Bolt 48 Nm
7. Connect the HP fuel pump electrical connector.
8.
CAUTION:
Install the coolant hose and wiring harness clips.

Torque: 8.5 Nm

JACKING AND LIFTING

CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:
ENGINE EMISSION CONTROL - INGENIUM I4 2.0L PETROL
VALVE COVER VENT OIL SEPARATOR

(G2142088)
PART(S)
Installation Step 1 Valve cover vent oil separator to cylinder head seal 1
REMOVAL
NOTE:


1.

2.
Disconnect the 2 valve cover breather hoses.
3.
Remove the valve cover vent oil separator.
INSTALLATION
1.
CAUTION:
Make sure that all mating surfaces are clean and free from foreign
material.
Install a new seal.

Renew Part: Valve cover vent oil separator to cylinder head seal
Quantity: 1 .
Install the valve cover vent oil separator.

Torque: 12 Nm
2. Connect the 2 valve cover breather hoses.
CONTINUOUS VARIABLE VALVE LIFT

(G2142081)
SPECIAL TOOL(S)
JLR-303-1639
CVVL brake unit reset tool
JLR-303-1647
CVVL Locating Pins
GENERAL EQUIPMENT
EQUIPMENT NAME
LandRoverapproved diagnostic tool
PART(S)
Removal Step 7 Hydraulic valve control unit to cylinder head gasket 1
REMOVAL
NOTE:
This procedure contains some variation in the illustration depending on the

vehicle specification, but essential information is always correct.



Refer to: Fuel Injectors (303-04 Fuel Charging and Controls - INGENIUM I4
2.0L Petrol, Removal and Installation).
3.
Loosen the 4 Continuous Variable Valve Lift (CVVL) assembly bolts as

illustrated.
4.
Fully remove the 2 CVVL assembly bolts as illustrated.
5.
Install the appropriate special tools.

6.
WARNING:
Fully remove the 8 bolts securing the CVVL assembly in the indicated
sequence.
Remove the CVVL assembly from the engine.
If the CVVL assembly is being replaced under warranty, Make sure that
an engine oil sample is taken and the data sheet is completed and sent
back with the returned CVVL assembly.
7.
NOTE:
This step is only required if the CVVL is removed for access, and not
being replaced with a new CVVL assembly.
Remove and discard the CVVL gasket.

Renew Part: Hydraulic valve control unit to cylinder head gasket Quantity: 1 .
8.
NOTE:
Using the special tool press down all 8 CVVL brakes to make sure that they
are all in the reset position.
INSTALLATION
1. Install a new Continuous Variable Valve Lift (CVVL) gasket.

2.
CAUTION:
Make sure that the mating surfaces are clean and free from debris and
foreign material.
Inspect the CVVL brakes and make sure that they are in the reset
position.
Make sure that the CVVL gasket is fitted in the correct position.
Install the CVVL assembly using the special tools to make sure that the
CVVL assembly is in the correct position. If a new cylinder head has not
been installed then the special tool with the threaded section must be
used. If a new cylinder head has been installed then the special tool
without the threaded section must be used.
Partially install the 8 CVVL assembly bolts as illustrated.

3.
Tighten the 2 bolts in the indicated sequence until contact between the bolt
head and the CVVL has been made, and then further tighten the 2 bolts 2 full
revolutions.
4.
Tighten the 2 bolts in the indicated sequence.

Torque: 6 Nm
5.
Remove the special tools from the CVVL assembly.

6.
Partially install 2 bolts into the CVVL where the special tool was previously
located.
7.
Tighten the 10 CVVL bolts to the correct torque the indicated sequence.
Torque: 12 Nm


10. Carry out CVVL software calibration using the approved diagnostic equipment.
General Equipment: LandRoverapproved diagnostic tool
11.
Disconnect the electrical connector for the fuel injector wiring harness.
12.
Crank the engine for a 10 second interval.
Allow the starter motor to cool for 5 seconds .
Repeat this step 4 times until suitable oil pressure is obtained within the
CVVL assembly to allow the vehicle to start.
13. Connect the electrical connector for the fuel injector wiring harness.
14. Using the approved diagnostic equipment, read and clear any diagnostics
trouble codes (DTCs).
15.
CAUTION:
Make sure this step is carried out, as failure to observe this instruction
may result in damage to the engine or the CVVL assembly.
Run the engine at idle for 1 minute to allow the correct oil pressure to be
obtained within the CVVL assembly.
SPECIAL TOOL(S)
JLR-303-1630
Pulley
JLR-303-1635
JLR-303-1636
PART(S)
REMOVAL
NOTE:



3. Remove the hood.



6.

7.
8.
Remove the 2 nuts.

9.
10.
illustrated.
11.
Torque: 13 Nm

12.
Torque: 13 Nm

13.
14.
15.
16.

17.
camshafts.
18.

19.
20.
INSTALLATION
1.
NOTE:


2.
NOTE:

Torque: 25 Nm

3.
NOTE:


location.
Torque:
Stage 1: 10 Nm
4.
NOTE:


5.
NOTE:


location.
Torque:
Stage 1: 10 Nm
6.
NOTE:

Torque: 11 Nm

7.
8.

Torque: 13 Nm
9.
Torque: 55 Nm
10.
CAUTION:

11.

Torque:
Stage 1: 25 Nm
Stage 2: 60°
12.

13.


15.

16.

Torque: 47 Nm
17.
Install the 2 nuts.

Torque: 10 Nm
18.

19.



ACCESSORY DRIVE - INGENIUM I4 2.0L PETROL
ACCESSORY DRIVE BELT (G1998262)

BELT -
FRONT END
2000 CC,
ACCESSORY USED
12.10.40 INGENIUM 0.7
DRIVE WITHINS
PETROL
(FEAD) -
RENEW
REMOVAL
NOTE:




4. Remove the left air cleaner outlet pipe.

Refer to: Left Air Cleaner Outlet Pipe (303-12F, Removal and Installation).
5. Remove the charge air cooler.

Refer to: Charge Air Cooler (303-12, Removal and Installation).
6.
Release the accessory drive belt tensioner.
Install a suitable tool to hold the accessory drive belt tensioner.
Remove the accessory drive belt.
INSTALLATION
1.
Install the accessory drive belt.
Remove the tensioner holding tool.
Tension the accessory drive belt.
2. Install the charge air cooler.

3. Install the left air cleaner outlet pipe.



PUBLISHED: 22-AUG-2017

OIL TEMPERATURE SENSOR (G2148902)
REMOVAL
NOTE:


1.
2.
Remove the air intake breather.

3.
Remove the Continuous Variable Valve Lift (CVVL) oil temperature sensor.
INSTALLATION
1.
CAUTION:
Do not touch the tip of the sensor.
Lubricate the threaded section of the sensor with a small amount

of clean engine oil.
Install the Continuous Variable Valve Lift (CVVL) oil temperature sensor.
Torque: 18 Nm
Connector the electrical connector.
2. Install the air intake breather.


(G2142081)
SPECIAL TOOL(S)
JLR-303-1639
JLR-303-1647
CVVL Locating Pins
GENERAL EQUIPMENT
EQUIPMENT NAME
PART(S)
REMOVAL
NOTE:




3.

illustrated.
4.

5.

6.
WARNING:
sequence.
7.
NOTE:

8.
NOTE:
INSTALLATION

2.
CAUTION:
foreign material.
position.

3.
revolutions.
4.

Torque: 6 Nm
5.

6.
located.
7.
Torque: 12 Nm


11.
12.
15.
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.
INJECTORS 2000 CC,

USED
19.60.12 - SET - INGENIUM 0.9
WITHINS
RENEW PETROL
SPECIAL TOOL(S)
100-012
Slide Hammer
310-198
JLR-310-254A
Injector Remover
JLR-310-255
Guide pins threaded
JLR-310-256
JLR-310-257
PART(S)
REMOVAL
CAUTION:

NOTE:



4.
5.

6.
7.

8.
fuel system.
10.
WARNING:
CAUTION:
sealed.

12.
CAUTION:

13.
WARNING:
CAUTION:
sealed.

14.
15.

16.
CAUTION:

17.
CAUTION:
during removal.
NOTE:


19.
CAUTION:

20.
CAUTION:
INSTALLATION
1.
CAUTION:

2.
3.
4.

6.
7.

8.
9.

10.

11.
CAUTION:
12.
13.

Torque: 20 Nm


Torque: 20 Nm
16.

Torque: 30 Nm

18.
CAUTION:

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm
19.
CAUTION:
seated.

Torque: 21 Nm
Torque: 11.5 Nm

Torque: 21 Nm

Torque: 8.5 Nm

CRANKSHAFT FRONT SEAL (G1997931)
OIL SEAL -
2000 CC,
CRANKSHAFT USED
12.21.14 INGENIUM 1.5
- FRONT - WITHINS
PETROL
RENEW
SPECIAL TOOL(S)
JLR-303-1628
Remover/Installer, Front
Crankshaft Seal
REMOVAL
NOTE:



2. Remove the startup battery ground cable.

3. Remove the crankshaft damper.

Refer to: Crankshaft Pulley (303-01, Removal and Installation).
4.
Using a suitable tool, remove and discard the front crankshaft oil seal.
INSTALLATION
1.
CAUTION:
Using a suitable tool, install the front crankshaft oil seal.

Torque: 26 Nm
2. Install the crankshaft damper.

Refer to: Crankshaft Pulley (303-01, Removal and Installation).


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.
CRANKSHAFT PULLEY (G1997933)
PULLEY - 2000 CC,

USED
12.21.01 CRANKSHAFT INGENIUM 1.5
WITHINS
- RENEW PETROL
SPECIAL TOOL(S)
JLR-303-1630
Pulley
PART(S)
Installation Step 2 Crankshaft pulley bolts 1
REMOVAL
NOTE:




Refer to: Accessory Drive Belt (303-05C, Removal and Installation).
4.
CAUTION:
Make sure that the special tool is correctly located.
Install the special tool onto the crankshaft pulley.

5.
CAUTION:
Discard the bolts.
Remove the 4 crankshaft pulley retaining bolts.
6.
Remove the crankshaft pulley special tool.

Remove the crankshaft pulley.

INSTALLATION
1.
CAUTION:
Make sure that the component is correctly located on the dowel.
Install the crankshaft pulley.

Install the crankshaft pulley special tool.
2.
CAUTION:
Tighten the bolts in a diagonal sequence.
Install the 4 crankshaft pulley retaining bolts.

Renew Part: Crankshaft pulley bolts Quantity: 1 .
Torque:
Stage 1: 37 Nm
Stage 2: 90°
3. Remove the crankshaft pulley special tool.

5. Connect the startup battery ground lead.

JACKING AND LIFTING
CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:

PULLEY - 2000 CC,

USED
WITHINS
- RENEW PETROL
SPECIAL TOOL(S)
JLR-303-1630
Pulley
PART(S)

REMOVAL
NOTE:





4.
CAUTION:

5.
CAUTION:
Discard the bolts.
6.


INSTALLATION
1.
CAUTION:

2.
CAUTION:

Torque:
Stage 1: 37 Nm
Stage 2: 90°



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:
BELT -
FRONT END
2000 CC,
ACCESSORY USED
12.10.40 INGENIUM 0.7
DRIVE WITHINS
PETROL
(FEAD) -
RENEW
REMOVAL
NOTE:






6.
INSTALLATION
1.




CRANKSHAFT REAR SEAL (G2110219)
OIL SEAL -
2000 CC,
CRANKSHAFT USED
12.21.20 INGENIUM 5.7
- REAR - WITHINS
PETROL
RENEW
SPECIAL TOOL(S)
100-012
Slide Hammer
303
-53
8-2
Remov
er,
Cranks
haft
Oil
Seal
308-615
Remover, Seals
JLR-303-1632
Installer, Rear Crankshaft
Seal
REMOVAL
NOTE:



3. Remove the flexplate.

Refer to: Flexplate (303-01B, Removal and Installation).
4.
Using the special tool, center punch the crankshaft rear oil seal.
Special Tool(s): 303-538-2
5.
Install the special tool to the crankshaft rear oil seal.

6.
Using the special tools, remove the crankshaft rear oil seal.
Special Tool(s): 308-615 , 100-012
INSTALLATION
1.
CAUTION:
Make sure that the area around the component is clean and free of
foreign material.
Position the new crankshaft rear oil seal and plastic alignment spacer
provided (A) onto the crankshaft, and partially install the crankshaft rear
oil seal on the crankshaft using the special tool.
2. Remove the crankshaft rear oil seal plastic alignment spacer.

3.
Using the special tool, install the crankshaft rear oil seal into its fitted
position.
Once the crankshaft rear oil seal is installed remove the 2 retaining bolts
and the special tool.
4. Install the flexplate.


SPECIFICATIONS
Battery Specifications
VARIANT BATTERY AMP HOUR COLD CRANKING

TYPE (AH) AMPS (CCA)
Petrol engine vehicles without Fuel Fired Booster H7 AGM 80 800

Heater (FFBH)
Diesel engine, temperate market vehicles without H7 AGM 80 800

FFBH
Petrol engine vehicles fitted with FFBH H8 AGM 90 850
Diesel engine, temperate market vehicles fitted H8 AGM 90 850

with FFBH
Diesel engine, standard market vehicles fitted H8 AGM 90 850

with FFBH
Diesel engine, cold market vehicles H8 AGM 90 850
DESCRIPTION NM LB- LB-

FT IN
Battery post clamp nuts 6 4.5 54
Rear junction box to battery clamp nuts 7 5 60
Spare wheel / battery retention bracket 25 18.5 222
Battery monitoring system (BMS) electrical connector to battery positive clamp 6 4.5 54
bolt
JACKING AND LIFTING

CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:
FLEXPLATE (G1997940)
DRIVE
2000 CC,
PLATE - USED
12.53.13 INGENIUM 5.6
AUTOMATIC WITHINS
PETROL
- RENEW
SPECIAL TOOL(S)
JLR-303-1630
Pulley
PART(S)
Installation Step 2 Flexplate bolts 1
REMOVAL
CAUTION:
Under no circumstances should the flexplate retaining bolts be inserted into the
crankshaft with the flexplate removed. Failure to follow this instruction will
result in damage to the engine.
NOTE:



3. Remove the transmission assembly.

Refer to: Transfer Case (307-07 Transfer Case, Description and Operation).
4.
CAUTION:
Only rotate the crankshaft clockwise.
The four locating pegs of the special tool must be installed

correctly into the crankshaft pulley.

Rotate the engine so the special tool can be installed into the cylinder
block as illustrated.
5.
CAUTION:
Discard the bolts.
Remove the 8 retaining bolts.
Remove the driveplate.
INSTALLATION
CAUTION:
1.
NOTE:
Do not insert the bottoming tap more than the depth of the threaded
holes (16mm). Apply tape to the bottoming tap 16mm from the end as
a visual guide.
Using a suitable bottoming tap, clean out the threads.
Using suitable brake cleaner, remove any foreign material from the
threads.
2.
NOTE:
The driveplate will only locate in one position.
Install the driveplate.
Install the 8 retaining bolts from the driveplate kit.

Renew Part: Flexplate bolts Quantity: 1 .
Torque:
Stage 1 30 Nm
Stage 2 120°
3.

4. Install the transmission assembly.

Refer to: Ride and Handling Optimization (204-06 Ride and Handling
Optimization, Description and Operation).

CYLINDER HEAD (G2133657)
GENERAL EQUIPMENT
EQUIPMENT NAME
2 post lift
PART(S)
Installation Step 4 Cylinder head gasket 1
Installation Step 6 Cylinder head bolts 1
Installation Step 15 Oil filter housing inlet / outlet O-ring seals 1
REMOVAL
NOTE:


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

3. Remove the oil filter element.

Refer to: Oil Filter Element (303-01D, Removal and Installation).
4. Remove the intake manifold.

Refer to: Intake Manifold (303-01D, Removal and Installation).
5. Remove the turbocharger.

Refer to: Turbocharger (303-04G, Removal and Installation).
6. Remove the valve cover.

Refer to: Valve Cover (303-01D, Removal and Installation).
7.
Release the engine wiring harness bracket and reposition the wiring
harness away from the cylinder head assembly.
8.
Remove the oil temperature sensor.
9.
CAUTION:
Remove the 2 bolts.
Remove the coolant pipe assembly.

10.
WARNING:
Remove the oil filter housing.

11.
CAUTION:
Remove and discard the O-ring seals.
Remove and discard the 5 O-ring seals.

12.
CAUTION:
Remove the coolant inlet pipe from the cylinder head assembly.
13.
Remove the front Noise, Vibration and Harshness (NVH) pad.

14.
Remove the side Noise, Vibration and Harshness (NVH) pad.

15.
CAUTION:
Make sure that the components are clean, dry and free from
corrosion and foreign material.
Check all timing components for wear and install new components
if required.
NOTE:
Mark each camshaft follower and hydraulic lash adjuster. Make sure
each component is returned to its original fitted position.
Remove the camshaft followers.
Remove the 8 hydraulic lash adjusters.

16.
Remove the 3 bolts from the rear of the cylinder head assembly.
17.
NOTE:
Remove the bolts in the indicated sequence.
Remove the 11 cylinder head bolts.

18.
WARNING:
CAUTION:
Take extra care not to damage the surrounding components.
Take extra care not to damage the edges of the component.
Remove the cylinder head.

19.
NOTE:
Discard the gasket.
Remove and discard the cylinder head gasket.

20.
CAUTION:
Make sure that the dowels and dowel holes are clean and free from
debris and foreign material.
Remove the cylinder head locating dowels.

21.
CAUTION:
Only use a plastic scraper to clean off the old gasket.
Clean and inspect the cylinder head and cylinder block.
INSTALLATION
1. Check cylinder head face for distortion, across the center and from corner to
corner.
Refer to: Cylinder Head Distortion (303-00, General Procedures).
2. Select the correct cylinder head gasket thickness.

Refer to: Cylinder Head Gasket Selection - INGENIUM I4 2.0L Petrol (303-00,
3.
CAUTION:
Install the cylinder head locating dowels.
4.
NOTE:
The cylinder head gasket must be installed onto the cylinder block so
that it aligns with the dowels.
Install a new cylinder head gasket.

Renew Part: Cylinder head gasket Quantity: 1 .
5.
CAUTION:
Make sure that the component is correctly located on the locating

dowels.
NOTE:
With assistance, install the component.
Install the cylinder head.

6.
CAUTION:
Make sure that the new cylinder head bolts are installed.
Tighten the cylinder head bolts following the indicated sequence.

Renew Part: Cylinder head bolts Quantity: 1 .
Torque:
Stage 1: 30 Nm
Stage 2: 62 Nm
7.
CAUTION:
Perform the following procedure in the indicated sequence.
Release each cylinder head bolt by 180° and then tighten to 62 Nm. Repeat
this step for each bolt following the indicated sequence.
Torque:
Stage 2: 62 Nm
8.
CAUTION:

Torque: 115°
9.
Tighten the remaining cylinder head bolt.

Torque: 25 Nm
10.
Install the 3 bolts from the rear of the cylinder head assembly.
Torque: 13 Nm
11.
CAUTION:
if required.
NOTE:
Make sure each component is returned to its original fitted position.
Install the 8 tappets.
Install the camshaft followers.
12. Install the side Noise, Vibration and Harshness (NVH) pad.
13. Install the front Noise, Vibration and Harshness (NVH) pad.
14. Install the coolant inlet pipe onto the cylinder head assembly.
Torque: 8 Nm
15. Install 5 new O-ring seals to the oil filter housing assembly.
Renew Part: Oil filter housing inlet / outlet O-ring seals Quantity: 1 .
16. Install the oil filter housing and tighten the 3 bolts.
Torque: 12 Nm
17.
Install the coolant pipe assembly.
Install the 2 bolts and tighten.

Torque: 12 Nm
18. Install the oil temperature sensor.

Torque: 11 Nm
19.
Install the engine wiring harness bracket and tighten the retaining bolt,
and install the wiring harness back in the correct position.
20. Install the valve cover

21. Install the turbocharger.

22. Install the intake manifold.

23. Install the oil filter element.


25. Lower the vehicle.

INTAKE MANIFOLD (G2029661)
GENERAL EQUIPMENT
EQUIPMENT NAME
2 post lift
PART(S)
Installation Step 1 Throttle body to intake manifold seal 1
Installation Step 3 Intake manifold seals 1
REMOVAL
WARNING:
NOTE:


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

3. Drain the coolant system.

Refer to: Cooling System Partial Draining and Vacuum Filling (303-03 Engine
4.

5.
Remove the front Noise, Vibration and Harshness (NVH) material.
6.
NOTE:
If equipped.
Remove the NVH material.

7.
Remove the breather.
8.
Disconnect the upper coolant hose.

9.
Remove the upper coolant pipe.
10.
Remove the purge valve.

11.
Release the vacuum pipe.
12.
Remove the lower coolant pipe.

13.
Disconnect and release the wiring harness.
14.

15.
Disconnect the charge air pipe.
16.
Disconnect the oil level gauge from the intake manifold assembly.
17.
Disconnect the coolant hose from the thermostat assembly.
18.
Release the 7 bolts and then remove the intake manifold.

19.
Remove and discard the intake manifold gaskets.
20.
NOTE:

only.
Remove the manifold absolute pressure sensor.

21.
Remove the throttle body. Discard the seal.
INSTALLATION
NOTE:
Only perform steps 1 and 2 if the components were previously removed.
1. Install the throttle body. Renew the seal.

Renew Part: Throttle body to intake manifold seal Quantity: 1 .
Torque: 12 Nm
2.
CAUTION:
Inspect the seal and renew the component if damaged or worn.
Install the manifold absolute pressure sensor.

Torque: 5 Nm
3. Install the intake manifold assembly. Renew the seals.
Renew Part: Intake manifold seals Quantity: 1 .
Torque: 12 Nm
4. Connect the coolant pipe to the thermostat assembly.
5. Install the oil level gauge.

Torque: 8 Nm
6. Connect the charge air pipe.
7. Connect and secure the wiring harnesses.
8. Install the vacuum pipe.
9. Install the purge valve.
10. Install the lower coolant pipe.

Torque: 10 Nm
11. Install the upper coolant pipe.

Torque: 10 Nm
12. Connect the upper coolant hose.
13. Install the breather.
14.
NOTE:
If equipped.
Install the rear Noise, Vibration and Harshness (NVH) material.

Torque: 8 Nm
15. Install the front NVH material.

17. Fill the coolant system.

18. Connect the battery startup ground cable.

PUBLISHED: 02-FEB-2017
ENGINE SYSTEM - GENERAL INFORMATION
CYLINDER HEAD GASKET SELECTION

- INGENIUM I4 2.0L PETROL (G2033422)
GENERAL PROCEDURES
SPECIAL TOOL(S)
303-979
Measuring Bridge, Piston
Protusion
NOTE:


1.
CAUTION:
Make sure that the surface is clean and free of foreign material.
Zero the gauge on the cylinder block machined face.

2.
CAUTION:
Make sure that the surface is clean and free of foreign material.
NOTE:
Note the dial gauge readings.
Take 2 measurements on each piston crown.

3.
Use the highest piston protrusion measurment, to select the correct thickness
cylinder head gasket.
Refer to: Specifications (303-01E, Specifications).
JACKING AND LIFTING
SAFETY PRECAUTIONS
WARNING:
The jack provided with the vehicle is intended to be used in an emergency for
changing a deflated tire. To avoid damage to the vehicle, never use the jack to
raise the vehicle for any other purpose. Refer to the Driver Handbook when
using the jack supplied with the vehicle. Failure to follow these instructions may
result in personal injury.
The following safety precautions must be observed when raising the vehicle to carry
out service operations:
Never rely on a jack alone to support a vehicle. Always use suitable vehicle stands to
provide rigid support.
When working beneath a vehicle, whenever possible use a vehicle hoist instead of a
jack and vehicle stands.
Make sure that the vehicle is standing on firm, level ground before using a jack.
Do not rely on the parking brake alone; chock the wheels and put the automatic
transmission into Park if possible.
Check that any lifting equipment used has adequate capacity for the load being lifted
and is in correct working order.

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.
VALVE COVER (G2029687)
COVER -
CAMSHAFT
/ROCKER
2000 CC,
OR USED
12.29.43 CYLINDER INGENIUM 5.2 WITHINS
HEAD - PETROL
EACH -
RENEW
PART(S)
Installation Step 5 Camshaft cover gasket 1
REMOVAL
NOTE:




Refer to: Upper Timing Chain (303-01 Engine - INGENIUM I4 2.0L Petrol,

Refer to: Continuous Variable Valve Lift (303-01 Engine - INGENIUM I4 2.0L
Petrol, Removal and Installation).

Refer to: Valve Cover Vent Oil Separator (303-08 Engine Emission Control -

Refer to: Evaporative Emission Canister Purge Valve (303-13 Evaporative
Emissions - INGENIUM I4 2.0L Petrol, Removal and Installation).


Refer to: Accessory Drive Belt (303-05 Accessory Drive - INGENIUM I4 2.0L
10.
Remove the 2 bolts.
assembly.
11.
12.
Remove the 2 retaining studs and reposition the coolant bypass hose away
13.
Remove the valve cover assembly.
14.
Remove and discard the valve cover gasket.

15.
NOTE:

only.
16.
CAUTION:

17.
NOTE:
INSTALLATION
1.
NOTE:

Torque: 11 Nm
2.
NOTE:

Torque: 11 Nm
3.
NOTE:
Torque: 12 Nm
4.
NOTE:

Torque: 8 Nm
5. Install a new valve cover gasket.

Renew Part: Camshaft cover gasket Quantity: 1 .
6.
torque figure.
Torque: 10 Nm
Torque: 28 Nm
retaining studs to the correct torque.
Torque: 10 Nm
Torque: 6 Nm
9.

Torque: 6 Nm








FUEL CHARGING AND CONTROLS - TURBOCHARGER - INGENIUM I4 2.0L PETROL
TURBOCHARGER (G2027776)
2000 CC,
TURBOCHARGER USED
19.42.01 INGENIUM 1.5
- RENEW WITHINS
PETROL
PART(S)
Installation Step 1 Turbocharger to exhaust manifold gasket 1
Installation Step 5 Turbocharger oil return pipe seals 1
Installation Step 8 Exhaust pipe to turbocharger gasket 1
Installation Step 8 Front exhaust clamp 1
Installation Step 10 Turbocharger oil feed pipe banjo bolt washers 1
Installation Step 10 Turbocharger oil feed pipe banjo bolt 1
REMOVAL
WARNING:
Observe due care when working near a hot exhaust system.
CAUTION:
Make sure that all openings are sealed.

NOTE:



2. Disconnect the battery ground cable.

3. Remove the intake air resonator.

Refer to: Intake Air Resonator (303-12, Removal and Installation).


Refer to: Cooling System Partial Draining and Vacuum Filling (303-03F,
6.
Remove the turbocharger upper heatshield.
7.

8.
9.
Remove the turbocharger lower heatshield.

10.
CAUTION:
Release the turbocharger oil feed pipe.
Remove and discard the banjo bolt and washers.

11.
CAUTION:
Release the coolant pipes.

12.
Release the catalytic converter from the turbocharger.
Remove and discard the gasket.
Remove and discard the clamp.
13.
Release the catalytic converter.

14.
Remove the turbocharger outlet pipe.

15.
CAUTION:
Remove the turbocharger oil return tube using the sequence illustrated.
16.

17.
Remove the turbocharger.
18.
Remove and discard the turbocharger gasket.
INSTALLATION
1.
CAUTION:
Make sure that the mating faces are clean and free of foreign material.
Install a new turbocharger gasket.

Renew Part: Turbocharger to exhaust manifold gasket Quantity: 1 .
2.
Install the turbocharger.
Install 2 retaining nuts in the illustrated positions.

Torque: 10 Nm
3.
Install the turbocharger in the illustrated sequence.

Torque: 25 Nm
4. Connect the electrical connector.
5.
Install the turbocharger oil return tube.
Install new O-ring seals.

Renew Part: Turbocharger oil return pipe seals Quantity: 1 .
Torque: 11 Nm
6. Install the turbocharger outlet pipe.
7. Secure the catalytic converter to the lower bracket.

Torque: 25 Nm
8.
Secure the catalytic converter to the turbocharger.
Install a new gasket.

Renew Part: Exhaust pipe to turbocharger gasket Quantity: 1 .
Install a new clamp.

Renew Part: Front exhaust clamp Quantity: 1 .
Torque: 12 Nm
9.
Install the coolant pipes to the turbocharger.
Torque: 12 Nm
10.
Install the turbocharger oil feed pipe.
Install new banjo bolt washers.

Renew Part: Turbocharger oil feed pipe banjo bolt washers Quantity: 1 .
Install a new banjo bolt.

Renew Part: Turbocharger oil feed pipe banjo bolt Quantity: 1 .
Torque: 18 Nm
11. Install the turbocharger lower heatshield.

Torque: 9 Nm
12. Install the turbocharger upper heatshields.

Torque: 9 Nm


15. Install the intake air resonator.




ENGINE SYSTEM - GENERAL INFORMATION
CYLINDER HEAD DISTORTION (G1676086)
GENERAL PROCEDURES
CHECK
1.
Using a suitable metallic straight edge and feeler gauge, measure the cylinder
head face in the areas illustrated. Note the maximum value .
2.
CAUTION:
Machine the minimum thickness of material from the cylinder head to

meet specification. If a selection of cylinder head gaskets are available,
increase the thickness of the cylinder head gasket by one size.
NOTE:
Prior to having the cylinder head machined, prior approval is required

by Jaguar or Land Rover engineering.
If the cylinder head exceeds the maximum value (0.2mm), the cylinder head
must be machined.
OIL FILTER ELEMENT (G1997942)
ELEMENT
2000 CC,
- OIL USED
12.60.02 INGENIUM 0.1
FILTER - WITHINS
PETROL
RENEW
PART(S)

Installation Step 1 Oil filter and O-ring seal kit 1
REMOVAL
WARNING:
NOTE:



Installation).
2.
Loosen the oil filter element cover 4 complete turns to allow the engine
oil to drain.
Allow the engine oil to drain from the oil filter element cover for 2
minutes.
3.
Remove and discard the oil filter element.
INSTALLATION
1.
NOTE:
Lubricate the O-ring seal with clean engine oil.
Install a new oil filter element and a new O-ring seal.

2. Install the oil filter element cover.

Torque: 25 Nm
3. Check and top-up the engine oil.

Installation).
ENGINE FRONT COVER (G2046459)
ACOUSTIC
2000 CC,
COVER - USED
12.30.50 INGENIUM 0.1
ENGINE - WITHINS
PETROL
RENEW
SPECIAL TOOL(S)
303-1433
Lower Timing Cover
Alignment tool
JLR-303-1628
Remover/Installer, Front
Crankshaft Seal
PART(S)
Installation Step 2 Crankshaft front oil seal 1
REMOVAL
NOTE:



3. Remove the crankshaft pulley.

Refer to: Crankshaft Pulley (303-01 Engine - INGENIUM I4 2.0L Petrol,
4.
Remove the accessory drive belt idler pulleys.
5.
Remove the engine front cover.

INSTALLATION
1.
NOTE:
This step only applies if the original front cover is to be installed.
Using a suitable tool, remove the oil seal.
Remove and discard the crankshaft front seal.

2.
CAUTION:
Do not over tighten the crankshaft front seal. Failure to follow this
instruction may result in damage to the vehicle.
NOTE:
This step only applies if the original front cover is to be installed.
Install the crankshaft front oil seal.

Renew Part: Crankshaft front oil seal Quantity: 1 .
3.
Position the engine front cover.

4.
Secure the 4 bolts using the illustrated sequence.

Torque: 12 Nm
Secure the remaining bolts using a diagonal sequence.

Torque: 12 Nm
5.
6.
Install the front left accessory drive belt pulley.
Torque: 48 Nm
7.
Install the centre accessory drive belt pulley.
Torque: 25 Nm
8. Install the crankshaft pulley.

Refer to: Crankshaft Pulley (303-01 Engine - INGENIUM I4 2.0L Petrol,


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.
PULLEY - 2000 CC,

USED
WITHINS
- RENEW PETROL
SPECIAL TOOL(S)
JLR-303-1630
Pulley
PART(S)
REMOVAL
NOTE:




4.
CAUTION:

5.
CAUTION:
Discard the bolts.
6.


INSTALLATION
1.
CAUTION:

2.
CAUTION:

Torque:
Stage 1: 37 Nm
Stage 2: 90°


JACKING AND LIFTING
CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:

EXHAUST CAMSHAFT (G2029693)
SPECIAL TOOL(S)
JLR-303-1647
CVVL Locating Pins
PART(S)
REMOVAL
NOTE:





Refer to: Upper Timing Chain (303-01C, Removal and Installation).
4. Remove the Continuous Variable Valve Lift (CVVL) assembly

Refer to: Continuous Variable Valve Lift (303-01C, Removal and Installation).

Refer to: Fuel Injectors (303-04, Removal and Installation).
6. Remove the valve cover vent oil separator assembly.

Refer to: Valve Cover Vent Oil Separator (303-08C, Removal and Installation).
7. Remove the purge valve assembly.

Refer to: Evaporative Emission Canister Purge Valve (303-13, Removal and
Installation).

Refer to: High Pressure Fuel Pump (303-04C, Removal and Installation).

Refer to: Horn (413-06, Removal and Installation).
10.
Disconnect the 8 wiring harness electrical connectors.
assembly.
11.

12.
Remove the 2 retaining nuts and reposition the engine coolant bypass hose
away from the valve cover assembly.
13.

14.
CAUTION:
Discard the gasket.
Remove the valve cover gasket.

15.
Remove the 10 retaining bolts and the 5 camshaft caps.
Remove the exhaust camshaft.
INSTALLATION
1.
NOTE:
CAUTION:
Tighten the retaining bolts in the sequence shown.
Install the 5 camshaft caps and 10 retaining bolts.

Torque: 12 Nm
2.
CAUTION:
Install a new valve cover gasket.

3.
Install the 3 guide pins as illustrated.

4.
CAUTION:
Install the 16 retaining bolts.

Torque: 10 Nm
5.
CAUTION:
Remove the 3 guide pins, and install the 3 retaining bolts.

Torque: 10 Nm
Tighten all retaining bolts to final torque.

Torque: 27 Nm
6.
Install the engine coolant bypass hose into the correct position.

Torque: 12 Nm
7.
Install the 2 engine cover support mounts.

8.
Connect the 8 engine wiring harness electrical connectors.

Torque: 10 Nm



Installation).
12. Install the valve cover vent oil separator assembly.




EVAPORATIVE EMISSIONS - INGENIUM I4 2.0L PETROL

VALVE -
EVAPORATIVE
2000 CC,
EMISSION USED
17.15.39 INGENIUM 0.3
CANISTER WITHINS
PETROL
PURGE -
RENEW
REMOVAL
CAUTION:
NOTE:




Installation).
3. Remove the secondary bulkhead centre panel.

Refer to: Secondary Bulkhead Centre Panel (501-02, Removal and
Installation).
4.
Remove the Noise Vibration and Harshness (NVH) material.

5.
Release the evaporative emission canister to purge valve pipe.
6.
Remove the NVH material from the rear right side of the engine.
7.
Release the purge valve pipe to air intake pipe.
8.
Release the purge valve to intake manifold pipe.

9.
Release the purge valve to turbocharger pipe.
10.
Release the clip.

11.
INSTALLATION
2.
Install the clip.
3. Install the purge valve to turbocharger pipe.
4. Install the purge valve to intake manifold pipe.
5. Install the purge valve pipe to air intake pipe.
6. Install the Noise Vibration Harshness (NVH) material.
7. Install the evaporative emission canister to purge valve pipe.
8. Install the NVH material.
9. Install the secondary bulkhead centre panel.

Installation).

Installation).


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.
INJECTORS 2000 CC,

USED
19.60.12 - SET - INGENIUM 0.9
WITHINS
RENEW PETROL
SPECIAL TOOL(S)
100-012
Slide Hammer
310-198
JLR-310-254A
Injector Remover
JLR-310-255
Guide pins threaded
JLR-310-256
JLR-310-257
PART(S)
REMOVAL
CAUTION:

NOTE:



4.
5.

6.
7.

8.
fuel system.
10.
WARNING:
CAUTION:
sealed.

12.
CAUTION:

13.
WARNING:
CAUTION:
sealed.

14.
15.

16.
CAUTION:

17.
CAUTION:
during removal.
NOTE:


19.
CAUTION:

20.
CAUTION:
INSTALLATION
1.
CAUTION:

2.
3.
4.

6.
7.

8.
9.

10.

11.
CAUTION:
12.
13.

Torque: 20 Nm


Torque: 20 Nm
16.

Torque: 30 Nm

18.
CAUTION:

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm
19.
CAUTION:
seated.

Torque: 21 Nm
Torque: 11.5 Nm

Torque: 21 Nm

Torque: 8.5 Nm

PART(S)
REMOVAL
CAUTION:

NOTE:


4.
5.

6.
CAUTION:

7.
8.

9.
fuel system.
11.
WARNING:
CAUTION:
sealed.

12.
CAUTION:
fully released.

13.
14.
CAUTION:
INSTALLATION
1.
CAUTION:
2.
CAUTION:

3.
seated.

Torque: 11.5 Nm
4.
CAUTION:
are fully seated.

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm
5.
CAUTION:
seated.

Torque: 21 Nm
Torque: 11.5 Nm

Torque: 21 Nm

Torque:
M8 Bolts 25 Nm
M10 Bolt 48 Nm
8.
CAUTION:

Torque: 8.5 Nm

JACKING AND LIFTING

CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:

(G2142088)
PART(S)
REMOVAL
NOTE:


1.

2.
3.
INSTALLATION
1.
CAUTION:
material.
Install a new seal.

Quantity: 1 .

Torque: 12 Nm

(G2142081)
SPECIAL TOOL(S)
JLR-303-1639
JLR-303-1647
CVVL Locating Pins
GENERAL EQUIPMENT
EQUIPMENT NAME
PART(S)
REMOVAL
NOTE:




3.

illustrated.
4.
5.

6.
WARNING:
sequence.
7.
NOTE:

8.
NOTE:
INSTALLATION

2.
CAUTION:
foreign material.
position.

3.
revolutions.
4.

Torque: 6 Nm
5.

6.
located.
7.
Torque: 12 Nm


11.
12.
15.
CAUTION:
SPECIAL TOOL(S)
JLR-303-1630
Pulley
JLR-303-1635
JLR-303-1636
PART(S)
REMOVAL
NOTE:



3. Remove the hood.



6.

7.
8.
Remove the 2 nuts.

9.
10.
illustrated.
11.
Torque: 13 Nm

12.
Torque: 13 Nm

13.
14.
15.
16.

17.
camshafts.
18.

19.
20.
INSTALLATION
1.
NOTE:


2.
NOTE:

Torque: 25 Nm

3.
NOTE:


location.
Torque:
Stage 1: 10 Nm
4.
NOTE:


5.
NOTE:


location.
Torque:
Stage 1: 10 Nm
6.
NOTE:

Torque: 11 Nm

7.
8.

Torque: 13 Nm
9.
Torque: 55 Nm
10.
CAUTION:

11.

Torque:
Stage 1: 25 Nm
Stage 2: 60°
12.

13.


15.

16.

Torque: 47 Nm
17.
Install the 2 nuts.

Torque: 10 Nm
18.

19.




BELT -
FRONT END
2000 CC,
ACCESSORY USED
12.10.40 INGENIUM 0.7
DRIVE WITHINS
PETROL
(FEAD) -
RENEW
REMOVAL
NOTE:






6.
INSTALLATION
1.




FLEXPLATE (G1997940)
DRIVE
2000 CC,
PLATE - USED
12.53.13 INGENIUM 5.6
AUTOMATIC WITHINS
PETROL
- RENEW
SPECIAL TOOL(S)
JLR-303-1630
Pulley
PART(S)
Installation Step 2 Flexplate bolts 1

REMOVAL
CAUTION:
NOTE:




3. Remove the transmission assembly.

Refer to: Transfer Case (307-07 Transfer Case, Description and Operation).
4.
CAUTION:
Only rotate the crankshaft clockwise.
The four locating pegs of the special tool must be installed

correctly into the crankshaft pulley.

Rotate the engine so the special tool can be installed into the cylinder
block as illustrated.
5.
CAUTION:
Discard the bolts.
Remove the driveplate.
INSTALLATION
CAUTION:
1.
NOTE:
Do not insert the bottoming tap more than the depth of the threaded
holes (16mm). Apply tape to the bottoming tap 16mm from the end as
a visual guide.
Using a suitable bottoming tap, clean out the threads.
Using suitable brake cleaner, remove any foreign material from the
threads.
2.
NOTE:
The driveplate will only locate in one position.
Install the driveplate.
Install the 8 retaining bolts from the driveplate kit.

Renew Part: Flexplate bolts Quantity: 1 .
Torque:
Stage 1 30 Nm
Stage 2 120°
3.

4. Install the transmission assembly.

Refer to: Ride and Handling Optimization (204-06 Ride and Handling
Optimization, Description and Operation).


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.
RIDE AND HANDLING OPTIMIZATION

COMPONENT LOCATION
ITEM DESCRIPTION
1 Interactive Control Display Module (IDCM)
2 Chassis Control Module (CHCM)
3 Transfer Case Control Module (TCCM)
6 Automatic transmission
7 Power Steering Control Module (PSCM)
OVERVIEW
The Terrain Response® (TR) system allows the driver to select a program which aims
to provide the optimum settings for traction and performance for the prevailing terrain
conditions. The system cannot be switched off. The default 'Comfort program' is an
active program that covers all general driving conditions. Seven specific terrain
programs are selectable to cover all terrain surfaces.
The system is controlled by the Body Control Module/Gateway Module (BCM/GWM)

assembly.
Selection of different programs is allowed by the Interactive Control Display Module

(ICDM). The seven programs are the following
NOTE:
The available Terrain Response® programs may vary depending on vehicle

specification.
Dynamic program
ECO program
Comfort program (special programs off)
Grass Gravel Snow program
Mud-Ruts program
Sand program
Auto program.
The Instrument Cluster (IC) and the Interactive Control Display Module (IDCM)
displays the selected program excluding 'Automatic program'.
The TR system uses a combination of a number of vehicle sub-systems to achieve the

required vehicle characteristics for the terrain selected. The following sub-systems are
used in the TR system:
Transfer Case Control Module (TCCM)
Transmission Control Module (TCM)

Powertrain Control Module (PCM)
Power Steering Control Module (PSCM)
Anti-lock Brake System (ABS) control module
Chassis Control Module (CHCM).
The Terrain Response Auto2® system is controlled by the CHCM.
DESCRIPTION
INTERACTIVE CONTROL DISPLAY MODULE
ITEM DESCRIPTION
1 Dynamic program
2 ECO program
3 Comfort program
4 Grass Gravel Snow program
5 Mud-Ruts program
6 Sand program
7 AUTO program
8 Auto stop/start switch
9 All Terrain Progress Control (ATPC)
10 4x4i
11 Configurable dynamics
12 Rotary control switch
13 Access height locked
14 Access height
15 Normal height
16 Off-road height
OPERATION
Each sub-system operates in different ways in relation to the selected Terrain

Response® program to achieve the optimum traction, stability and ease of control for
the terrain encountered.
CONFIGURABLE DYNAMICS
Vehicles supplied with the configurable dynamics feature, allow the Dynamic program
settings to be configured via the Interactive Control Display Module (ICDM) for selected
characteristics.
LOW TRACTION LAUNCH
Low traction launch helps to further enhance low speed maneuvering and pulling away
from a standstill, in adverse conditions.
Low traction launch operates with either the Automatic (AUTO) driving program,
Comfort program, or Grass Gravel Snow program selected.
To enable low traction launch, the vehicle must also be stationary, with no accelerator
pedal input and All Terrain Progress Control (ATPC) off or in descent control mode.
Low traction launch only operates at vehicle speeds below 30 km/h (19 mph).
The operation of low traction launch is optimized if the Grass Gravel Snow driving
program is selected. Low speed maneuvers, and pulling away from a standstill are
complete when the vehicle speed reaches 30 km/h (19 mph). Low traction launch is
then automatically disabled.
TERRAIN RESPONSE AUTO2®
Terrain Response Auto2® selects between the available 'Comfort', 'Grass Gravel Snow',
'Mud-Ruts' ans 'Sand' programs to provide optimal traction and performance. The
driver can manually override the AUTO mode.
USER ERROR
NOTE:
In these circumstances the message center displays the following message:

'Program change in progress'
The following incorrect usage of the system may be misinterpreted as a system fault:
Engine not running - when Terrain Response® (TR) program change is attempted
the Interactive Control Display Module (ICDM) enters to showroom mode, where
information about the selected program is displayed.
Special program change attempted with Dynamic Stability Control (DSC) or Anti-lock
Brake System (ABS) active. This includes ABS cycling which is operational when Hill
Descent Control (HDC) is being used on slippery or loose surfaces.
Special program change attempted with overheat condition present on the active on-
demand coupling.
TRACTION CONTROL
Traction control uses different slip/acceleration thresholds to improve traction and

vehicle composure. For example, the system sensitivity is increased on slippery
surfaces such as wet grass or snow to reduce wheel spin. If wheel spin was allowed in
these circumstances, loss of traction may result from surface damage (wet grass) or
the car being unable to move (snow) due to wheel spin.
DYNAMIC STABILITY CONTROL

If Dynamic Stability Control (DSC) is switched off (with the DSC switch) when using a
Terrain Response® (TR) special program, if the special program is subsequently
changed for a different program, DSC is automatically switched back on.
DSC uses different threshold values for the selected TR program to minimize DSC
intervention. It removes the requirement for the driver to disable the DSC system in
order to reduce engine intervention which is sometimes induced in extreme off-road
conditions. In extreme sand conditions, there may be an additional benefit of disabling
the DSC function manually in addition to selecting the sand program.
In the mud/ruts program the DSC system is calibrated to tolerate a higher yaw
threshold. This allows a greater differential between the actual and desired wheel
turning behavior before DSC intervenes. This allows the DSC system to ignore the
effect of ruts 'jarring' the car or adjusting the front wheel steering angle.
The Anti-lock Brake System (ABS) can alter the balance between engine and brake
intervention.
HILL DESCENT CONTROL

ITEM DESCRIPTION
1 Hill Descent Control (HDC) soft key
2 Set speed '+' switch - Engage speed control/increase speed
3 Set speed '-' switch - Decrease speed
The Hill Descent Control (HDC) system restricts the vehicle's speed to a set limit when
travelling downhill.
HDC is automatically switched on or off and target speeds are adjusted in response to
the Terrain Response® (TR) program selected. The responsiveness of the HDC function
is also increased where required.
The HDC capacitive switch is located on the base of the Interactive Control Display
Module (ICDM). The speed limits for the HDC system are adjusted via the right steering
wheel switchpack.
Touch and hold the HDC capacitive switch for 2 seconds will enable the HDC system.
The HDC warning indicator will illuminate to confirm selection.
Touch and hold the HDC capacitive switch again for 2 seconds will disable the HDC
system.
If the HDC system is deselected while operating, the indicator extinguishes and HDC
operation fades out, allowing the vehicle's speed to gradually increase.
The HDC system only operates at vehicle speeds of less than 50 km/h (31 mph). If this
criteria is not met, the indicator illuminates grey and a warning message displays. The
HDC indicator also flashes.
If the brake pedal is pressed when the HDC system is active, a pulsation might be felt
through the brake pedal. When the brake pedal is released, HDC operation resumes.
If an HDC system fault is detected, the instrument panel displays the ' HDC Fault
System Not Available ' message. If a fault is detected during operation of the HDC
system, HDC operation fades out.
NOTE:
The Hill Descent Control system is automatically selected by some of the Terrain
Response® driving programs.
GRADIENT RELEASE CONTROL
Gradient release control operates when the vehicle is pulling away from standstill on an
incline or a decline. When the vehicle's brakes are released, gradient release control
automatically delays and graduates the brake release to allow the vehicle to pull away
smoothly.
Gradient release control automatically operates in forward and reverse gears. No driver
intervention is required.
If the brakes are applied with Hill Descent Control (HDC) switched on, gradient release
control activates to allow a smooth transition into HDC operation.
ADAPTIVE DYNAMICS CONTROL SYSTEM
In dynamic program, the suspension delivers tighter body control, with flatter handling
and sharper responses.
TRANSMISSION CONTROL
The Transmission Control Module (TCM) changes the shift maps for the Terrain
Response® (TR) program selected. This changes the shift points providing early or late
upshifts and downshifts when compared to Comfort program.
Sport Gear Selection Map
When Sport (S) is selected in Terrain Response® (TR) Grass Gravel Snow, Mud-Ruts
and Sand programs the transmission will change to manual gear selection mode.
When (S) is selected in TR Dynamic, Comfort, Eco programs the transmission will use
the sport drive maps.
ENGINE MANAGEMENT SYSTEM
The Powertrain Control Module (PCM) changes the accelerator pedal maps to modify
the amount of torque per percentage of pedal travel.
Each Terrain Response® (TR) program uses a combination of operating parameters for
each sub-system. Changing between terrain programs initiates a different set of
operating characteristics which will be noticeable to the driver. For example, if the
accelerator pedal is held in constant position and the terrain program is changed from
Grass Gravel Snow to Sand, the driver will notice the torque and engine speed
increase. If the terrain program is changed from Sand to Grass Gravel Snow, the driver
will notice a reduction in torque and engine speed.
TRANSFER CASE AND REAR DIFFERENTIAL CONTROL
The transfer case and the rear electric differential (if fitted) are treated as one system.
The rear electric differential is an optional fitment on vehicles equipped with the Terrain
Response® (TR) system. The differential control has two operating strategies:
Pre-emptive
Reactive.
The pre-emptive strategy anticipates and predicts the locking torque value required for
each differential to minimize slip and maximize stability. Each TR program has a
different threshold and input criteria for the pre-emptive strategy. The pre-emptive
strategy improves vehicle traction and composure by avoiding wheel spin. This is
achieved by anticipating the amount of differential lock required for the program
selected. For example, a high locking torque would be applied for slippery surfaces.
The reactive strategy varies the amount of locking torque in response to the actual slip
level and the dynamic behavior of the vehicle. Each TR program has a different
threshold and input for the reactive strategy. The reactive strategy improves vehicle
traction and composure by eliminating any wheel spin which has occurred after the pre-
emptive strategy was applied. The locking response applied is applicable to the terrain
program selected, for example, very sensitive on slippery surfaces to provide maximum
traction and minimize surface damage.
The locking torque calculations use various signals from other sub-systems, for
example, engine torque, throttle position, selected gear, steering angle, vehicle speed,
lateral acceleration, yaw behavior.
The Dynamic Stability Control (DSC) function of the Anti-lock Brake System (ABS) can
override the TR differential control and reduce any applied locking torque during DSC
action.
For additional information, refer to: Braking Control System (206-11, Description and
Operation).
ANTI-LOCK BRAKE SYSTEM CONTROL MODULE

The Anti-lock Brake System (ABS) control module controls several functions and
adjusts the operating parameters of these functions to optimize the selected Terrain
Response® (TR) program.
INCORRECT PROGRAM USAGE
Selection of an inappropriate program is discouraged in the following way:
The Terrain Response Control Module (TRCM) 'locks out' certain functions in some
programs, for example:
Cruise control is only available with the Comfort program or Grass Gravel Snow
program.
Eco Stop/Start is available for Dynamic, Eco, Comfort and Grass Gravel Snow
programs.
Selection of an inappropriate program for the terrain conditions will not endanger the
driver or cause damage to the vehicle. Continued use of an inappropriate program may
reduce the life of some components. The driver may notice reduced vehicle response,
with the engine and transmission being less responsive than in Comfort program. Also,
in some programs, HDC will remain on, signified by illumination of the HDC indicator in
the IC.
DRIVER INFORMATION
The message center in the Instrument Cluster (IC) contains the Terrain Response®
(TR) program warning indicators which display the currently selected program. No
symbol is displayed when Auto program is selected.
Any required changes to the sub-systems are also passed to the driver in the form of
indicator illumination in the IC or appropriate messages in the message center, HDC
OFF for example.
In certain operating conditions, the Terrain Response® system also displays advice or
warning messages to ensure that the driver is using the vehicle to its full potential.
ALL TERRAIN PROGRESS CONTROL
NOTE:
All Terrain Progress Control is only available for automatic transmission variants.
All Terrain Progress Control (ATPC) helps the driver to maneuver the vehicle on
slippery surfaces, like ice, snow, grass, gravel, sand, mud. ATPC operates in either a
forward or a reverse direction at low speeds. ATPC is useful when pulling away from a
standstill, ascending or descending an incline and when driving on unstable and
slippery driving surfaces.
ATPC is an all terrain low speed control function. By precisely controlling the braking
and powertrain systems, the function delivers optimum traction in low grip conditions.
The feature offers the driver a speed based control where a desired vehicle speed can
be set. This allows the vehicle to travel at the set speed from the current speed or from
rest. The function operates without any brake/accelerator pedal inputs being required
by the driver once the brake is released, thus reducing workload, improving driveability
and composure.
NOTE:
The driver can always intervene by pressing the accelerator or brake pedal.
The system functions in the following conditions:
Forward or reverse direction
Driver seatbelt is buckled or all doors are closed.
When the system is active the switch indicator lamp is illuminated.
When ATPC is selected the system status enters either 'active' or 'standby', determined
by the vehicle speed and functions as follows:
The system will not enter active or standby if the vehicle speed is above 80 km/h (50
mph). The message center displays the following message: – 'Speed too high for
ATPC'.
The system enters standby when the vehicle speed is within the selectable speed
range (below 80 km/h (50 mph) but out of the operational range - above 30 km/h
(18.6 mph). Pressing 'SET +' between 30 and 80 km/h (18 and 50 mph) , while
ATPC is enabled, triggers the following message center display: – 'ATPC active below
30 km/h (18.6 mph)'
The system becomes active when the vehicle speed is within the operational range 0
km/h (0 mph) and 30 km/h (18.6 mph). The message center displays the following
advisory message to inform the driver of the action needed to engage the full system
functionality: – 'ATPC selected, press SET+ to set speed'.
Selectable range: 0-80 kmh (0-50 mph)
Operational range: 0-30 km/h (0-18.6 mph)
Standby range: 30-80 km/h (18.6-50 mph)
Set speed range: 3.5-30 km/h (1.1-18.6 mph)

ATPC has the following operational modes:
Off
Descent control mode
Full function mode.
When first enabled ATPC will start in descent control mode.
The system is manually deactivated by pressing the ATPC switch or automatically

deactivated when the vehicle speed exceeds 80 km/h (50 mph).
ATPC is automatically deselected if the ignition is switched off for more than 6 hours.
On deactivation, the system either 'fades out' or switches off immediately. This is
determined by whether the system was either in active or in standby mode
respectively, at the time the ATPC switch was pressed. The driver is alerted as follows:
If ATPC switches off immediately the IC message center displays 'ATPC off' and the
warning indicator is extinguished.
If ATPC fades out, the IC warning indicator flashes at a rate of 2 Hz for

approximately 60ms 2s before switching off, prior to the message center displaying
'ATPC off'.
NOTE:
ATPC fade out mode is triggered to protect the driver when the system is
inadvertently switched off during a manoeuver. This mode allows the vehicle
speed to gradually increase/decrease depending on the characteristics of the
terrain.
Descent Control Mode
Descent control mode will operate only when the vehicle is travelling downhill and uses
the brakes only to control the vehicle to the driver selected speed.
Descent control mode can be used in Drive (D), Neutral (N), Sport (S) - either in
automatic and manual gear selection modes - and Reverse (R).
The system remains in descent control mode, until it detects the use of the speed
control SET+ switch. The system functions in the following manner when pressing the
accelerator or brake pedal:
Pressing the accelerator pedal while in descent control mode: – ATPC stops
intervention while the driver is overriding the vehicle speed.
Pressing the brake pedal will not affect the set speed.
Whilst in descent control mode the set speed can only be adjusted by operating the
Set- switch on the right steering wheel switchpack. Pressing Set + switch will enable
full function mode.
The currently selected Terrain Response® program determines the default speed of
descent control mode. The default speed varies from a minimum of 3.5 km/h (2.2
mph) up to a maximum of 12 km/h (7.5 mph):
Comfort, Dynamic, Eco programs: 10 km/h (6.2 mph)
Grass Gravel Snow program: 7 km/h (4.32 mph)
Mud-Ruts program: 3.5 km/h (2.17 mph)
Sand program: 12 km/h (7.45 mph)
The above is applicable irrespective to the vehicle speed descent control was enabled
at.
System feedback, provided by the IC and ATPC switch indicator lamp, informs the
driver of the ATPC system status.
Full Function Mode
Full function mode is selected manually by pressing the speed control SET+ switch
when descent control mode is active.
Full function mode is used when speed control is required. For example, while making
an ascent, pulling away on level ground, or when driving on difficult terrains. Full
function mode can be used in reverse (R) and either in automatic and manual gear
selection modes in Drive (D) or Sport (S). If full function mode is selected when the
vehicle is in either Park (P) or Neutral (N), the full function mode is inhibited, and
displays the following message in the IC message center: – 'ATPC on, descent only,
select gear'.
Full function mode can be selected whilst the Electric Park Brake (EPB) is applied, but
the vehicle will not pull away automatically until the park brake is manually released by
the driver. If the EPB is applied whilst full function mode is active the All Terrain
Progress Control (ATPC) status will default to descent control mode.
NOTE:
The park brake may be released automatically when the driver selects Drive (D)
Sport (S) or Reverse (R) and presses the accelerator pedal. But since ATPC
operation is meant to promote a 'pedals off' operation, preventing loss of
traction when driving the vehicle in adverse conditions (ice, snow), this action
would override the system and might affect the launch composure or induce a
wheel slip event.
The system remains in descent control mode, until it detects the use of the speed
control SET+ switch. The system functions in the following manner when pressing the
accelerator or brake pedal:
Pressing the accelerator pedal while in full function mode: – ATPC stops intervention
while the driver is overriding the vehicle speed - only acceptable if the request
through the accelerator pedal is higher than ATPC requested.
Pressing the brake pedal or operating the SET- switch in full function mode: - Set
speed is decreased.
If full function mode is selected when the vehicle is brought to standstill by using the
brakes, the ATPC will default to descent control mode.
If full function mode is enabled at standstill the full function mode set speed would be
carried over from descent control mode set speed.
If full function mode is enabled while the vehicle is moving, the current vehicle speed
will become the full function mode set speed.
Full function mode set speed is modified by the driver as follows:
Increase the set speed by pressing the cruise control SET+ switch.
Decrease the set speed by pressing the speed control SET- switch or by gently
applying the brake pedal.
NOTE:
For safety reasons if the driver applies a brake pressure above 40 bar (580 lbf
/in²), the system cancels the full function mode.
Full function mode can be canceled in the following ways:
Pressing Cancel switch - defaults ATPC status to descent control mode
Pressing ATPC switch - switches ATPC off, allowing for the fadeout phase
Automaticaly, when passing 80 km/h (50 mph)
All Terrain Progress Control Faults
In extreme circumstances, the All Terrain Progress Control (ATPC) system may cause
brake temperatures to exceed their pre-set limits. If this occurs the ATPC system may
become temporarily unavailable. However prior to unavailability the system will 'fade
out', allowing the vehicle speed to gradually increase/decrease, depending on the
characteristics of the terrain (gradient, friction). Under these circumstances the
following warnings are displayed:
The Instrument Cluster (IC) message center displays 'ATPC Temporarily Not
Available'.
The IC warning indicator flashes during the fade out phase.
The IC warning indicator indicates the system is not available, once the system
completes the fade out phase. The warning indicator is accompanied by an amber
warning triangle icon.
Once the brakes have reached an acceptable temperature, the IC message and the
amber warning lamp triangle will extinguish. ATPC descent control mode will be
reinstated.
If a fault is detected in the ATPC system, the IC displays the following permanent
caution message, 'ATPC Not Available'.
If a fault is detected in the engine torque management system when ATPC is active,
the system defaults to a safe mode for the rest of the ignition cycle. In this fault mode
pressing the SET+ switch will adjust the ATPC descent control mode set speed.
The IC message center displays 'ATPC Only Descent Control Available'.
The message center warning indicator indicates the system is not available. The
warning indicator is accompanied by an amber warning triangle icon.
Restarting the engine might clear the engine torque management faults.
DIAGNOSTICS
The Body Control Module/Gateway Module (BCM/GWM) assembly stores information on

detected Terrain Response® faults and Controller Area Network (CAN) errors which can
be interrogated using approved diagnostic equipment. The Terrain Response® (TR)
sub-systems and the IC also store information relating to CAN errors from the TRCM.
The BCM/GWM assembly also stores the distance traveled and time elapsed for the
individual programs which can also be retrieved using approved diagnostic equipment.
This information aids diagnosis of the TR system and also provides an indication of TR
system abuse by the driver which can lead to premature component failure. This
information can also be used to check customer concerns, for example, high fuel
consumption which may be due to continued use of a certain program.
TERRAIN RESPONSE® SYSTEM FAULT DIAGNOSTICS
Terrain Response® (TR) relies on the correct functionality of the sub-systems. If one of
the sub-systems develops a fault, the TR system will not function, even though the
fault is not in the TR system.
It is not possible for the Body Control Module/Gateway Module (BCM/GWM) assembly
to cause any fault behavior (warning indicator illumination or message generation) in
any of the sub-systems. Illumination of a sub-system warning indicator and/or a sub-
system related message will never be associated with a BCM/GWM assembly or TR
system fault.
The TR switchpack should only be investigated if there are no apparent faults in any of
the sub-systems. If a fault in a sub-system is subsequently corrected, the TR system
will function normally after an ignition cycle.
TERRAIN RESPONSE® SUB-SYSTEM FAULTS
When a fault occurs in a sub-system, the driver is alerted by the illumination of a

warning indicator and/or an appropriate message for that sub-system in the IC
message center. There will be no warning of a Terrain Response® (TR) system fault.
When a sub-system fault is present and the driver attempts to select a different TR
program, or at the next ignition mode 2 (on), the message 'Terrain Response Special
Programs Not Available' will appear in the message center. This implies that the TR
system has a fault, but only because a sub-system fault is preventing its operation.
This message will be displayed for 5 seconds per power mode 6 (ignition on)
occurrence, but is repeated if a further selection is made by the driver using the TR
switchpack or at the next power mode 6 occurrence. When a sub system fault is
present, the TR switchpack will show a Comfort program as selected.
TERRAIN RESPONSE AUTO2® AND CONTROL MODULE FAULTS
If a fault occurs in the Terrain Response® (TR) switchpack, the Interactive Control
Display Module (ICDM) turns off and program selection is not possible. The Instrument
Cluster (IC) message center displays the message 'Terrain Response Special Programs
Not Available' when the fault occurs. The message will be displayed if the fault is
present and the driver attempts to select a special program (if the control module is
able to do this) or at the next ignition cycle.
If a fault exists and prevents TR system operation, Comfort program only is

illuminated. When a fault exists all symbols are greyed out and can not be selected..
If the Instrument Cluster (IC) does not receive a Terrain Response® system message
from the Chassis Control Module (CHCM) , the message 'Terrain Response Special
Programs Not Available' will be displayed when the fault occurs and will be repeated at
every time, when the ignition is switched on.
CONTROL DIAGRAM
A = HARDWIRED: AM = HIGH SPEED (HS) CONTROLLER AREA NETWORK (CAN)

CHASSIS SYSTEMS BUS: AN = HS CAN POWERTRAIN SYSTEMS BUS: AX = FLEXRAY
BUS.
ITEM DESCRIPTION
4 Transfer Case Control Module (TCCM)
5 Power Steering Control Module (PSCM)
6 Chassis Control Module (CHCM)

7 Ground
8 Power supply
9 Terrain Response® (TR) switchpack
JACKING AND LIFTING
CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:
TRANSFER CASE

COMPONENT LOCATION
ITEM DESCRIPTION
1 Front differential
2 Transmission
3 Transfer case
4 Rear differential
5 Mass damper
6 Transfer case control module

ITEM DESCRIPTION
1 Output flange rear driveshaft
2 Bleed valve
3 Breather
4 Fill/level plug (upper sump)
5 Drain plug (upper sump)
6 Transfer case control module (TCCM)
7 Transfer case actuator

ITEM DESCRIPTION
1 Transmission input
2 Cover
3 Output front driveshaft
4 Drain plug (lower sump)
5 Fill/level plug (lower sump)
OVERVIEW
The All-Wheel Drive (AWD) system is an intelligent torque on-demand system which is
continuously variable.
The vehicle’s driveline system operates in an AWD condition until the system
determines that traction conditions are acceptable to operate in a Rear Wheel Drive
(RWD) condition. If wheel slip is then encountered when in RWD the driveline system
will then return to AWD.
The system automatically routes torque to all 4 wheels, varying the distribution
between front and rear axles as necessary.
The design includes several innovative features, for example:
The transfer case actuator that provides clutch actuation with immediate response.
Pump-less lubrication which helps to enhance fuel economy.
Active oil sump level control.
The AWD system is designed to intervene earlier than the stability control system, to
provide greater stability and traction. This is achieved by distributing torque to the axle
with the most available grip to maximise traction and reduce the amount of
intervention required by the stability control system.
The continuously variable AWD system also has the added benefit of being more fuel
efficient than permanent AWD systems.
DESCRIPTION
TRANSFER CASE
The transfer case is an On-Demand All Wheel Drive (AWD) system with compact chain
and sprocket arrangement which provides a compact and low weight design.
The transfer case is mounted on the rear of the transmission housing and includes a
multi-plate wet clutch, with electro-hydraulic actuation. It is controlled by the Transfer
Case Control Module (TCCM), which automatically controls the amount of torque being
transmitted to the rear and front axles.
The TCCM monitors inputs from many of the vehicle’s systems including the Electronic
Traction Control (ETC) and Anti-lock Brake (ABS) systems; these inputs include:
wheel speed
steering wheel angle
yaw rate
torque supplied by the engine
position of the acceleration pedal.
Using these inputs the TCCM calculates and delivers an output to the transfer case
actuator. The actuator in turn, provides pressure to the multi-plate clutch to distribute
the required torque between the front and rear axles.
The system provides continuously variable response within 165 milliseconds, with high
torque accuracy to provide exceptional dynamic performance.
The transfer case also improves fuel economy by providing only the requested amount
of torque to the front axle. If necessary, full locking torque is available at any given
time and vehicle speed, depending on road conditions and vehicle load distribution.
The transfer case incorporates a pump-less lubrication system with active sump
management. The pump-less lubrication system comprises a lower sump and an upper
sump. The drive chain that transfers torque to the front axle also transfers oil from the
lower sump to upper sump. Oil in the upper sump lubricates the clutch pack, bearing
and upper seal.
In addition to the omission of an oil pump, the active sump management system also
has the added benefit of also enhancing fuel economy by reducing drag losses in the
transfer case.
The transfer case has 2 drain plugs and 2 level plugs.
Transfer case internals
ITEM DESCRIPTION
1 Multiplate clutch
2 Bleed valve
3 Output flange rear driveshaft
5 Transfer case control module (TCCM)
6 Lower sump - lubrication fluid
7 Output flange front driveshaft
8 Drive chain
9 Transmission input
TRANSFER CASE ACTUATOR
The transfer case is equipped with an innovative electro-hydraulic clutch control for
optimum all-wheel drive performance, with pre-emptive clutch actuation.
Electro-hydraulic axial pump with centrifugal pressure control for pre-emptive and
response within 165 milliseconds.
AWD
Actuator Active
Clutch Apply Piston:

Pressure from the actuator compresses the clutch pack, enabling the transfer of
torque from the vehicle’s rear axle to the front axle.
The clutch pressure is varied to control the amount of torque which can be
transferred to the front axle.
2WD
Actuator Off
Clutch Apply Piston:

No clutch apply pressure.
Clutch in open state; no torque transfer to the front axle.
Vehicle operates in Rear Wheel Drive (RWD) only.
Outputs
Output to rear axle.
Output to front axle is via the chain.

ITEM DESCRIPTION
A Working pressure
B Atmospheric pressure
1 Multiplate clutch
2 Bleed valve
3 Pressure regulating valves closed

The latest innovation in electro-hydraulic control provides the system with pre-emptive
and response within 165 milliseconds. The axial piston pump with innovative
centrifugal pressure control eliminates the need for an accumulator and solenoid valve.
The transfer case actuator is powered by an electric motor and consists of:
a barrel with pistons
a pump-lid with suction and discharge ports
a swash plate and pressure regulating valves.
Rotary motion is converted to linear motion by the angular swash plate. As the barrel
rotates, the pistons start to reciprocate inside the barrel. Hence the oil from the suction
port is delivered to the discharge port, creating a flow. As the flow to the coupling
piston increases, the pressure on this working side also increases.
The pressure, in turn, is controlled by the pressure-regulating valves. The valves are
located on the circumference of the barrel. Pressure is regulated because of the force
balance between the centrifugal force from the arms and the oil pressure acting on the
ball.
When the required pressure is built up, the centrifugal force will be greater than the
hydraulic force and the valves will remain closed. The valves remain open when the
pressure is reduced. With this design, an accumulator as used on earlier actuators is
removed without compromising the response time.
The level of pressure conveyed by the pump depends on the required torque. For
instance, high pressure is delivered under traction or high-slip conditions, while much
lower pressure is provided when making tight curves, for example to park the vehicle
or when driving at high speed.
OPERATION
The Transfer Case Control Module (TCCM) is connected to the:
High Speed (HS) Controller Area Network (CAN) chassis systems bus, and
High Speed (HS) Controller Area Network (CAN) powertrain systems bus.
The TCCM receives data from various control modules including the PCM (Powertrain
Control Module) and the ABS (Anti-lock Brake System) control module. Using this
information the TCCM determines the required torque to be applied to the front wheels
via an electro-hydraulic controlled clutch and chain gear drive to the front driveshaft.
There are 2 stages of operation the first stage is a pre-emptive stage. In this stage, the
vehicle systems are evaluating road surface conditions and assessing the level of
traction.
Once the level of traction is understood, the system moves into a second stage of
control. This is where an optimum front to rear torque split is determined, based on
vehicle speed and cornering conditions.
The TCCM also features a reactive feedback loop to increase torque to the front axle if
traction is lost and slip occurs. The TCCM works in conjunction with the:
Dynamic Stability Control (DSC)
Electronic Traction Control (ETC)
and Anti-lock Brake (ABS) systems to maintain the vehicle’s traction and stability.
Torque on Demand Benefits:
Full traction capability when required.
Supports a Wide range of vehicle handling characteristics.
MULTIPLATE CLUTCH
The multiplate clutch comprises an inner drive hub, a clutch basket and set of drive
/reaction plates and friction plates.
The friction plates are located on splines on the input shaft and rotate when the input
shaft is rotating. The drive/reaction plates are located on splines in the clutch basket
which is positively attached to the front drive gear.
The front drive sprocket and clutch basket are located on bearings to allow speed
difference relative to the input shaft when no locking torque is applied.
When the vehicle is moving the:
front driveshaft,
front driveshaft output flange,
output drive gear,
front drive gear,
and clutch basket all rotate.
Torque is not applied to the front driveshaft until the TCCM engages the multiplate
clutch. The front drive gear is attached to the front output shaft by the drive chain.
POWER SUPPLY
The TCCM receives power via an All-Wheel Drive (AWD) relay located in the EJB
(Engine Junction Box).
The Battery Control Module/Gateway Module (BCM/GWM) supplies a direct ignition

input signal for system wake-up.
DIAGNOSTICS
If a Transfer Case fault occurs the driver will be informed with the message ‘2WD ONLY
TRACTION REDUCED’ being displayed in the message centre.
The nature of the fault can be diagnosed using approved diagnostic equipment which
reads the fault codes stored in the Transfer Case Control Module (TCCM) memory.
The diagnostic system will detect electrical faults related to the transfer case actuator
motor. For example; short circuit to ground or an open circuit.
NOTE:
The diagnostic system cannot detect mechanical faults. For example; clutch
stuck in the open or closed position, broken chain or low oil level.
OVER TEMPERATURE PROTECTION
Centre clutch pack opens full, fixed rear wheel drive. This is done to reduce load on the
clutch pack and circulate the fluid to add cooling, when the temperature has reduced to
the normal operating temperature the TCCM restores normal functionality.
CONTROL DIAGRAM
A = HARDWIRE; AM = HIGH SPEED (HS) CONTROLLER AREA NETWORK (CAN)
CHASSIS SYSTEMS BUS; AN = HIGH SPEED (HS) CONTROLLER AREA NETWORK (CAN)
POWERTRAIN SYSTEMS BUS.
ITEM DESCRIPTION
1 Transfer case control module - Integrated intelligent driveline dynamics
2 Hydraulic control pump
3 All-Wheel Drive (AWD) relay located in the EJB

4 Switched battery voltage supply – controlled by BCM/GWM
5 Transfer case control module - ground
6 Integrated suspension control module
7 Power steering control module
8 Steering wheel module
9 Anti-lock brake system control module
10 Infotainment master controller
11 Image processing control module
12 Body control module/Gateway module assembly
13 Restraints control module
14 Brake switch
15 Accelerator pedal
16 Powertrain control module
17 Diagnostic connector
18 Instrument cluster
19 Transmission control switch
20 Transmission control module
21 Anti-lock brake system control module
22 Steering angle sensor
23 Wheel speed sensor

INTAKE CAMSHAFT (G2029692)
SPECIAL TOOL(S)
JLR-303-1647
CVVL Locating Pins
PART(S)
REMOVAL
NOTE:





4. Remove the Continuous Variable Valve Lift (CVVL) assembly


6. Remove the valve cover vent oil separator assembly.

7. Remove the purge valve assembly.

Installation).


10.
Disconnect the 8 wiring harness electrical connectors.
assembly.
11.

12.
Remove the 2 retaining nuts and reposition the engine coolant bypass hose
away from the valve cover assembly.
13.

14.
CAUTION:
Discard the gasket.
Remove the valve cover gasket.

15.
Remove the 10 retaining bolts and the 5 camshaft caps.
Remove the inlet camshaft.
INSTALLATION
1.
NOTE:
CAUTION:
Install the 5 camshaft caps and 10 retaining bolts.

Torque: 12 Nm
2.
CAUTION:
Install a new valve cover gasket.

3.
Install the 3 guide pins as illustrated.

4.
CAUTION:

Torque: 10 Nm
5.
CAUTION:
Remove the 3 guide pins, and install the 3 retaining bolts.

Torque: 10 Nm
Tighten all retaining bolts to final torque.

Torque: 27 Nm
6.
Install the engine coolant bypass hose into the correct position.

Torque: 12 Nm
7.
Install the 2 engine cover support mounts.

8.
Connect the 8 engine wiring harness electrical connectors.

Torque: 10 Nm



Installation).
12. Install the valve cover vent oil separator assembly.





VALVE -
EVAPORATIVE
2000 CC,
EMISSION USED
17.15.39 INGENIUM 0.3
CANISTER WITHINS
PETROL
PURGE -
RENEW
REMOVAL
CAUTION:
NOTE:




Installation).

Installation).
4.

5.
6.
7.
8.

9.
10.
Release the clip.

11.
INSTALLATION
2.
Install the clip.

Installation).

Installation).


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.
INJECTORS 2000 CC,

USED
19.60.12 - SET - INGENIUM 0.9
WITHINS
RENEW PETROL
SPECIAL TOOL(S)
100-012
Slide Hammer
310-198
JLR-310-254A
Injector Remover
JLR-310-255
Guide pins threaded
JLR-310-256
JLR-310-257
PART(S)
REMOVAL
CAUTION:

NOTE:



4.
5.

6.
7.

8.
fuel system.
10.
WARNING:
CAUTION:
sealed.

12.
CAUTION:

13.
WARNING:
CAUTION:
sealed.

14.
15.

16.
CAUTION:

17.
CAUTION:
during removal.
NOTE:


19.
CAUTION:

20.
CAUTION:
INSTALLATION
1.
CAUTION:

2.
3.
4.

6.
7.

8.
9.

10.

11.
CAUTION:
12.
13.

Torque: 20 Nm


Torque: 20 Nm
16.

Torque: 30 Nm

18.
CAUTION:

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm
19.
CAUTION:
seated.

Torque: 21 Nm
Torque: 11.5 Nm

Torque: 21 Nm

Torque: 8.5 Nm

PART(S)
REMOVAL
CAUTION:

NOTE:


4.
5.

6.
CAUTION:

7.
8.

9.
fuel system.
11.
WARNING:
CAUTION:
sealed.

12.
CAUTION:
fully released.

13.
14.
CAUTION:
INSTALLATION
1.
CAUTION:
2.
CAUTION:

3.
seated.

Torque: 11.5 Nm
4.
CAUTION:
are fully seated.

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm
5.
CAUTION:
seated.

Torque: 21 Nm
Torque: 11.5 Nm

Torque: 21 Nm

Torque:
M8 Bolts 25 Nm
M10 Bolt 48 Nm
8.
CAUTION:

Torque: 8.5 Nm

JACKING AND LIFTING

CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:

(G2142088)
PART(S)
REMOVAL
NOTE:


1.

2.
3.
INSTALLATION
1.
CAUTION:
material.
Install a new seal.

Quantity: 1 .

Torque: 12 Nm

(G2142081)
SPECIAL TOOL(S)
JLR-303-1639
JLR-303-1647
CVVL Locating Pins
GENERAL EQUIPMENT
EQUIPMENT NAME
PART(S)
REMOVAL
NOTE:




3.

illustrated.
4.
5.

6.
WARNING:
sequence.
7.
NOTE:

8.
NOTE:
INSTALLATION

2.
CAUTION:
foreign material.
position.

3.
revolutions.
4.

Torque: 6 Nm
5.

6.
located.
7.
Torque: 12 Nm


11.
12.
15.
CAUTION:
SPECIAL TOOL(S)
JLR-303-1630
Pulley
JLR-303-1635
JLR-303-1636
PART(S)
REMOVAL
NOTE:



3. Remove the hood.



6.

7.
8.
Remove the 2 nuts.

9.
10.
illustrated.
11.
Torque: 13 Nm

12.
Torque: 13 Nm

13.
14.
15.
16.

17.
camshafts.
18.

19.
20.
INSTALLATION
1.
NOTE:


2.
NOTE:

Torque: 25 Nm

3.
NOTE:


location.
Torque:
Stage 1: 10 Nm
4.
NOTE:


5.
NOTE:


location.
Torque:
Stage 1: 10 Nm
6.
NOTE:

Torque: 11 Nm

7.
8.

Torque: 13 Nm
9.
Torque: 55 Nm
10.
CAUTION:

11.

Torque:
Stage 1: 25 Nm
Stage 2: 60°
12.

13.


15.

16.

Torque: 47 Nm
17.
Install the 2 nuts.

Torque: 10 Nm
18.

19.




BELT -
FRONT END
2000 CC,
ACCESSORY USED
12.10.40 INGENIUM 0.7
DRIVE WITHINS
PETROL
(FEAD) -
RENEW
REMOVAL
NOTE:






6.
INSTALLATION
1.




INTAKE MANIFOLD (G2029661)
GENERAL EQUIPMENT
EQUIPMENT NAME
2 post lift
PART(S)
Installation Step 1 Throttle body to intake manifold seal 1
Installation Step 3 Intake manifold seals 1
REMOVAL
WARNING:
NOTE:




4.

5.
Remove the front Noise, Vibration and Harshness (NVH) material.
6.
NOTE:
If equipped.
Remove the NVH material.

7.
8.
Disconnect the upper coolant hose.

9.
Remove the upper coolant pipe.
10.

11.
Release the vacuum pipe.
12.
Remove the lower coolant pipe.

13.
14.

15.
Disconnect the charge air pipe.
16.
Disconnect the oil level gauge from the intake manifold assembly.
17.
Disconnect the coolant hose from the thermostat assembly.
18.
Release the 7 bolts and then remove the intake manifold.

19.
Remove and discard the intake manifold gaskets.
20.
NOTE:

only.
Remove the manifold absolute pressure sensor.

21.
Remove the throttle body. Discard the seal.
INSTALLATION
NOTE:
Only perform steps 1 and 2 if the components were previously removed.
1. Install the throttle body. Renew the seal.

Renew Part: Throttle body to intake manifold seal Quantity: 1 .
Torque: 12 Nm
2.
CAUTION:
Inspect the seal and renew the component if damaged or worn.
Install the manifold absolute pressure sensor.

Torque: 5 Nm
3. Install the intake manifold assembly. Renew the seals.
Renew Part: Intake manifold seals Quantity: 1 .
Torque: 12 Nm
4. Connect the coolant pipe to the thermostat assembly.
5. Install the oil level gauge.

Torque: 8 Nm
6. Connect the charge air pipe.
7. Connect and secure the wiring harnesses.
8. Install the vacuum pipe.
10. Install the lower coolant pipe.

Torque: 10 Nm
11. Install the upper coolant pipe.

Torque: 10 Nm
12. Connect the upper coolant hose.
13. Install the breather.
14.
NOTE:
If equipped.
Install the rear Noise, Vibration and Harshness (NVH) material.

Torque: 8 Nm
15. Install the front NVH material.

17. Fill the coolant system.

18. Connect the battery startup ground cable.

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
SAFETY PRECAUTIONS
WARNING:


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.

LEFT ENGINE MOUNT (G1997936)
MOUNTING 2000 CC,

USED
12.45.11 - LH - INGENIUM 0.7
WITHINS
RENEW PETROL
GENERAL EQUIPMENT
EQUIPMENT NAME
2 post lift
Trolley jack
REMOVAL
NOTE:

1.
Remove the engine mount to engine bracket nut.
2.
Remove the engine mount to subframe bolts.

4.
Disconnect the vacuum pipe from the engine mount.

Refer to: Air Deflector (501-02 Front End Body Panels, Removal and
Installation).
6. Lower the vehicle on the lift to an appropriate working height.

7.
CAUTION:
Care must be taken to avoid damaging the surrounding components.
Using a suitable vehicle jack and wooden block to protect the oil pan, raise
the engine off the engine mount.
General Equipment: Trolley jack
8.
Remove the engine mount from the vehicle.
INSTALLATION
1. Install the engine mount to the vehicle.
2. Lower the vehicle jack until the engine bracket rests on the engine mount.
3. Install the engine mount to subframe bolts finger tight at this stage.
4. Install the engine mount to engine bracket nut finger tight at this stage.
5. Remove the vehicle jack.
6. Fully tighten the engine mount to subframe bolts.

Torque: 47 Nm
7. Fully tighten the engine mount to engine bracket nut.

Torque: 60 Nm
8. Raise the vehicle on the lift to an appropriate working height.
9. Connect the vacuum pipe to the engine mount.

Installation).
11. Lower the vehicle to the floor.

SWITCH -
FRONT ALL USED
86.25.07 0.4
RENEW
REMOVAL
1.
WARNING:

2.
If equipped.
3.
Torque: 7 Nm
INSTALLATION
JACKING AND LIFTING

CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:

LOWER TIMING CHAIN (G2132026)
CHAIN -
2000 CC,
TIMING - USED
12.65.16 INGENIUM 3.7
SECONDARY WITHINS
PETROL
- RENEW
SPECIAL TOOL(S)
JLR-303-1630
Pulley
JLR-303-1636
PART(S)
REMOVAL
NOTE:




3. Remove the hood.


5. Remove the lower timing cover.


7.
8.

9.
Remove the 2 nuts.
10.

11.
illustrated in steps 12 and 13.
12.

13.
14.
Torque: 13 Nm

15.
Torque: 13 Nm
16.

17.
18.

19.
20.
camshafts.

21.
22.

23.
24.
Remove the timing chain guide bolt.

25.
Remove the timing chain tensioner.
26.
Remove the timing chain tensioner guide and bolt.

27.
Remove the timing chain guide and bolt.
28.
Remove the idler sprocket.

29.
Remove the lower timing chain.
INSTALLATION
1.
Install the timing chain onto the idler sprocket.
2.
Install the timing chain and idler sprocket
Make sure that the timing marks are aligned as illustrated in step 3.
Torque: 35 Nm
3.
Make sure that the timing marks are aligned as illustrated

4.
Install the lower timing chain guide and bolts.
Make sure that the timing marks remain aligned as illustrated.

Torque: 25 Nm
5.
Install the timing chain tensioner guide and bolt.

Torque: 11 Nm
6.
7.
Install the lower timing chain tensioner.

Torque: 11 Nm
8.
Release the lower timing chain tensioner piston.
9.
NOTE:


10.
NOTE:

Torque: 25 Nm

11.
NOTE:


location.
Torque:
Stage 1: 10 Nm
12.
NOTE:


13.
NOTE:


location.
Torque:
Stage 1: 10 Nm
14.
NOTE:

Torque: 11 Nm

15.
Torque: 13 Nm
16.
17.
Torque: 55 Nm
18.
CAUTION:
Release the secondary timing chain tensioner piston.

19.

Torque:
Stage 1: 25 Nm
Stage 2: 60°
20.

21.
22.

23.
Torque: 47 Nm
24.
Install the 2 nuts.

Torque: 10 Nm
25.
26.

28. Install the lower timing cover.



UPPER TIMING COVER (G2030666)
GENERAL EQUIPMENT
EQUIPMENT NAME
2 post lift
PART(S)
Installation Step 1 Timing chain cover gasket 1
REMOVAL
NOTE:





Refer to: Engine Cover - INGENIUM I4 2.0L Diesel (501-05 Interior Trim and

5. Remove the left side secondary bulkhead panel.

Refer to: Secondary Bulkhead Left Panel - INGENIUM I4 2.0L Petrol (501-02
Front End Body Panels, Removal and Installation).
6.
CAUTION:
Release the 2 coolant pipes from the underside of the coolant separator.
Release the coolant pipe from the left side of the oil separator.
7.
CAUTION:
Release the 2 coolant pipes from the right side of the coolant separator.
Release the coolant pipe bracket from the upper timing cover assembly.
8.
CAUTION:
Remove the coolant separator.
9.
Remove the 3 clips and release the upper wiring harness from the support
bracket.
10.
Remove the upper wiring harness support bracket.
11.
Disconnect the 2 electrical connectors from the variable valve timing

solenoids.
12.
Remove the variable valve timing wiring harness from the 3 clips.
13.
CAUTION:
Inspect the O-ring seals, install a new component if damaged.
Remove the variable valve timing solenoids.

14.
15.
Remove the upper timing cover.

16.
NOTE:
Remove the upper timing chain cover gasket.
INSTALLATION
1.
NOTE:
Make sure that a new gasket is installed.
Apply a 3mm diameter bead of RTV sealant to the upper timing chain cover
gasket in the position shown.
Refer to: Specifications (303-01 Engine - INGENIUM I4 2.0L Petrol,
Specifications).
Renew Part: Timing chain cover gasket Quantity: 1 .
2.
Install the upper timing chain cover gasket.
3.
CAUTION:
Install the component in the sequence shown.
Install the upper timing cover in the sequence shown.

Torque:
Stage 1: 5 Nm
Stage 2: 13 Nm
Stage 4: 13 Nm
4. Install the noise, vibration and harshness (NVH) pad.
5.
Lubricate the variable valve timing solenoid bore with clean engine oil.
6.
CAUTION:
foreign material.
Install the variable valve timing solenoids.

Torque: 9 Nm
7. Install the variable valve timing solenoid wiring harness and secure with the
clips.
8. Connect the 2 electrical connectors for the variable valve timing solenoids.
9. Install the upper wiring harness support bracket.

Torque: 10 Nm
10. Install the wiring harness onto the support bracket and secure with the 3 clips.
11. Install the coolant separator.

Torque: 10 Nm
12.
Install the coolant pipe bracket onto the upper timing cover assembly.
Install the 2 right side coolant pipes to the coolant separator.
13.
Install the left side coolant pipe to the coolant separator.
Install the 2 coolant pipes to the underside of the oil separator.
14. Install the left side secondary bulkhead panel.

15. Fill and bleed the coolant system.



LOWER TIMING COVER (G1998105)
COVER -
TIMING 2000 CC,
USED
12.65.43 GEAR - INGENIUM 6.4
WITHINS
LOWER - PETROL
RENEW
REMOVAL
NOTE:



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

Refer to: Specifications (414-01 Battery, Mounting and Cables, Specifications).
3. Remove the crankshaft rear oil seal.

Refer to: Crankshaft Rear Seal (303-01D, Removal and Installation).
4.
Remove the coolant pipe bracket.
5.
Remove the crankshaft position (CKP) sensor.

6.
Remove the 2 dowel locating bolts.

7.
CAUTION:
Remove the remaining 14 bolts.
Remove the lower timing chain cover.

8.
CAUTION:
Using a suitable tool, position the dowels as shown in the illustration.
9. Using a suitable scraping tool, Make sure that all traces of the old sealant are
removed from the mating faces.
INSTALLATION
1.
CAUTION:
Apply a 3 mm diameter continuous bead of sealant, to the area shown.

Specifications).
2.
Take care not to damage the cylinder head gasket when installing the
lower timing cover.
Make sure the locating dowels are installed correctly.
Tighten the 2 bolts to allow the dowels to be pushed into the correct
position.
Torque: 5 Nm
3.
Install 2 more bolts as illustrated and tighten the 4 bolts to the final correct
torque.
Torque: 25 Nm
4.
Install the remaining 12 bolts and tighten to the correct torque.

Torque:
M8 x 35 bolts 25 Nm
M8 x 30 Torx bolts 25 Nm
M6 x 30 bolts 12 Nm
5. Install the crankshaft position (CKP) sensor.
Torque: 8 Nm
6. Install the coolant pipe bracket.
7. Install the rear crankshaft oil seal.



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.
REMOVAL
NOTE:







Procedures).
6.
CAUTION:

contamination.
NOTE:
7.
NOTE:
8.
material.
9.
NOTE:

10.

11.
NOTE:
pressure sensor.
INSTALLATION
1.
NOTE:
retaining bolt.
Torque: 6 Nm
2.
Torque: 10 Nm
bolts.
Torque: 9 Nm

Procedures).



JACKING AND LIFTING
CAUTION:

VEHICLE RECOVERY
NOTE:
REAR SUSPENDED TOW

down.
EMERGENCY TOWING
WARNING:
CAUTION:
HOOD (G2018925)
HOOD (G2018925)
HOOD - ALL USED

76.16.01 0.9
REMOVAL
NOTE:

1. Open the hood.

2.
NOTE:

3.
WARNING:
Remove the hood.

4.
NOTE:

installed.

5.
6.

7.
INSTALLATION

Torque: 24 Nm
4.
WARNING:
Install the hood.

Torque: 24 Nm
5.
WARNING:
6. Align the hood.

LOWER TIMING COVER (G1998105)
COVER -
TIMING 2000 CC,
USED
12.65.43 GEAR - INGENIUM 6.4
WITHINS
LOWER - PETROL
RENEW
REMOVAL
NOTE:



Operation).

3. Remove the crankshaft rear oil seal.

4.
Remove the coolant pipe bracket.
5.
Remove the crankshaft position (CKP) sensor.

6.
Remove the 2 dowel locating bolts.

7.
CAUTION:
Remove the remaining 14 bolts.
Remove the lower timing chain cover.

8.
CAUTION:
Using a suitable tool, position the dowels as shown in the illustration.
9. Using a suitable scraping tool, Make sure that all traces of the old sealant are
removed from the mating faces.
INSTALLATION
1.
CAUTION:
Apply a 3 mm diameter continuous bead of sealant, to the area shown.

Specifications).
2.
Take care not to damage the cylinder head gasket when installing the
lower timing cover.
Make sure the locating dowels are installed correctly.
Tighten the 2 bolts to allow the dowels to be pushed into the correct
position.
Torque: 5 Nm
3.
Install 2 more bolts as illustrated and tighten the 4 bolts to the final correct
torque.
Torque: 25 Nm
4.
Install the remaining 12 bolts and tighten to the correct torque.

Torque:
M8 x 35 bolts 25 Nm
M8 x 30 Torx bolts 25 Nm
M6 x 30 bolts 12 Nm
5. Install the crankshaft position (CKP) sensor.
Torque: 8 Nm
6. Install the coolant pipe bracket.
7. Install the rear crankshaft oil seal.


JACKING AND LIFTING
SAFETY PRECAUTIONS
WARNING:
SPECIFICATIONS
SPECIFICATIONS
Capacities
LITERS

ITEM SPECIFICATION

Stroke 92.29 mm (3.633 in)

spec

Minimum 0.15 mm
Maximum 0.35 mm
Minimum 0.030 mm
Maximum 0.054 mm
Stage 1 60 44
Stage 2 90° 90°
Stage 1 15 11
Stage 2 25 18
bolts
Stage 1 10 7

turn turn

Stage 1 37 27
Stage 2 90° 90°
Spark plugs 23 17
Ignition coils 8 6


bolts

bolts

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.
CRANKSHAFT REAR SEAL (G2110219)
OIL SEAL -
2000 CC,
CRANKSHAFT USED
12.21.20 INGENIUM 5.7
- REAR - WITHINS
PETROL
RENEW
SPECIAL TOOL(S)
100-012
Slide Hammer
303
-53
8-2
Remov
er,
Cranks
haft
Oil
Seal
308-615
Remover, Seals
JLR-303-1632
Installer, Rear Crankshaft
Seal
REMOVAL
NOTE:



3. Remove the flexplate.

4.
Using the special tool, center punch the crankshaft rear oil seal.
Special Tool(s): 303-538-2
5.
Install the special tool to the crankshaft rear oil seal.

6.
Using the special tools, remove the crankshaft rear oil seal.
Special Tool(s): 308-615 , 100-012
INSTALLATION
1.
CAUTION:
foreign material.
Position the new crankshaft rear oil seal and plastic alignment spacer
provided (A) onto the crankshaft, and partially install the crankshaft rear
oil seal on the crankshaft using the special tool.
2. Remove the crankshaft rear oil seal plastic alignment spacer.

3.
Using the special tool, install the crankshaft rear oil seal into its fitted
position.
Once the crankshaft rear oil seal is installed remove the 2 retaining bolts
and the special tool.
4. Install the flexplate.


OIL COOLER (G1997941)
COOLER - 2000 CC,

USED
12.60.68 OIL - INGENIUM 1.6
WITHINS
RENEW PETROL
PART(S)
Installation Step 1 Oil cooler gasket 1
REMOVAL
NOTE:




Refer to: Turbocharger (303-04 Fuel Charging and Controls - Turbocharger -
3.
CAUTION:
Remove the oil cooler hose.

4.
CAUTION:
Remove the oil cooler.
INSTALLATION
1.

Renew Part: Oil cooler gasket Quantity: 1 .
Install and tighten the bolts in the sequence illustrated.

Torque:
Stage 1: 10 Nm
Stage 2: 25 Nm
2. Connect the oil cooler hose.

Refer to: Turbocharger (303-04 Fuel Charging and Controls - Turbocharger -
JACKING AND LIFTING

CAUTION:
VEHICLE RECOVERY
NOTE:
REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:
FUEL CHARGING AND CONTROLS - TURBOCHARGER - INGENIUM I4 2.0L PETROL
TURBOCHARGER (G2027776)
2000 CC,
TURBOCHARGER USED
19.42.01 INGENIUM 1.5
- RENEW WITHINS
PETROL
PART(S)
Installation Step 1 Turbocharger to exhaust manifold gasket 1
Installation Step 5 Turbocharger oil return pipe seals 1
Installation Step 8 Exhaust pipe to turbocharger gasket 1
Installation Step 8 Front exhaust clamp 1
Installation Step 10 Turbocharger oil feed pipe banjo bolt washers 1
Installation Step 10 Turbocharger oil feed pipe banjo bolt 1
REMOVAL
WARNING:
Observe due care when working near a hot exhaust system.
CAUTION:
Make sure that all openings are sealed.
NOTE:



3. Remove the intake air resonator.



6.
7.
8.

9.
Remove the turbocharger lower heatshield.
10.
CAUTION:
Release the turbocharger oil feed pipe.

11.
CAUTION:
Release the coolant pipes.
12.
Release the catalytic converter from the turbocharger.
Remove and discard the clamp.
13.
Release the catalytic converter.
14.
Remove the turbocharger outlet pipe.
15.
CAUTION:

Remove the turbocharger oil return tube using the sequence illustrated.
16.
17.
Remove the turbocharger.
18.
Remove and discard the turbocharger gasket.
INSTALLATION
1.
CAUTION:
Install a new turbocharger gasket.

Renew Part: Turbocharger to exhaust manifold gasket Quantity: 1 .
2.
Install the turbocharger.
Install 2 retaining nuts in the illustrated positions.

Torque: 10 Nm
3.
Install the turbocharger in the illustrated sequence.
Torque: 25 Nm
4. Connect the electrical connector.
5.
Install the turbocharger oil return tube.
Install new O-ring seals.

Renew Part: Turbocharger oil return pipe seals Quantity: 1 .
Torque: 11 Nm
6. Install the turbocharger outlet pipe.

7. Secure the catalytic converter to the lower bracket.
Torque: 25 Nm
8.
Secure the catalytic converter to the turbocharger.

Renew Part: Exhaust pipe to turbocharger gasket Quantity: 1 .
Install a new clamp.

Renew Part: Front exhaust clamp Quantity: 1 .
Torque: 12 Nm
9.
Install the coolant pipes to the turbocharger.
Torque: 12 Nm
10.
Install the turbocharger oil feed pipe.
Install new banjo bolt washers.

Renew Part: Turbocharger oil feed pipe banjo bolt washers Quantity: 1 .
Install a new banjo bolt.

Renew Part: Turbocharger oil feed pipe banjo bolt Quantity: 1 .
Torque: 18 Nm
11. Install the turbocharger lower heatshield.

Torque: 9 Nm
12. Install the turbocharger upper heatshields.

Torque: 9 Nm


15. Install the intake air resonator.


ELEMENT
2000 CC,
- OIL USED
12.60.02 INGENIUM 0.1
FILTER - WITHINS
PETROL
RENEW
PART(S)
REMOVAL
WARNING:
NOTE:


Installation).
2.
oil to drain.
minutes.
3.

INSTALLATION
1.
NOTE:


Torque: 25 Nm

Installation).
OIL FILTER HOUSING (G2121105)
HOUSING
2000 CC,
- OIL USED
12.60.27 INGENIUM 0.2
FILTER - WITHINS
PETROL
RENEW
PART(S)
Installation Step 3 Turbocharger oil supply tube to turbocharger sealing washers 2
REMOVAL
WARNING:
NOTE:


Cooling - INGENIUM I4 2.0L Diesel, General Procedures).
3. Remove the oil filter cover and oil filter element.

Refer to: Oil Filter Element (303-01 Engine - INGENIUM I4 2.0L Petrol,
4.
Remove the heat shield.
Release and reposition the wiring harness.

5.
Remove the retaining bolt.
Remove the bracket.
6.

7.
Remove the engine coolant hose.
8.
Remove the retaining bolt.

9.
Reposition the wiring harness.
10.
WARNING:
Remove the oil pressure and temperature sensor.

11.
12.
WARNING:

13.
INSTALLATION
1. Install the new O-ring seals.

2.
Install the oil filter housing.
Torque: 12 Nm
3.
Install the turbocharger oil feep pipe.
Renew Part: Turbocharger oil supply tube to turbocharger sealing washers
Quantity: 2 .
Torque: 18 Nm
4.
Install the oil pressure and temperature sensor.
Torque: 15 Nm
6. Install the heat shield.

7. Install the coolant hose.
8. Install the heat shield.
9. Install the bracket.
10.
Install the heat shield.
11. Install the oil filter cover and oil filter element.
Refer to: Oil Filter Element (303-01 Engine - INGENIUM I4 2.0L Petrol,
12. Fill the cooling system.

Cooling - INGENIUM I4 2.0L Diesel, General Procedures).


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:



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

1.
2.
INSTALLATION
1.
CAUTION:
ELEMENT
2000 CC,
- OIL USED
12.60.02 INGENIUM 0.1
FILTER - WITHINS
PETROL
RENEW
PART(S)
REMOVAL
WARNING:
NOTE:



Installation).
2.
oil to drain.
minutes.

3.
INSTALLATION
1.
NOTE:


Torque: 25 Nm

Installation).
OIL PAN - AWD (G2043357)
2000 CC,
PAN - OIL USED
12.60.44 INGENIUM 5.9
- RENEW WITHINS
PETROL
GENERAL EQUIPMENT
EQUIPMENT NAME
2 post lift
REMOVAL
NOTE:




3. Drain the engine oil.
Refer to: Engine Oil Draining and Filling (303-01, General Procedures).
4. Remove the front final drive differential case.

Refer to: Differential Case - INGENIUM I4 2.0L Diesel (205-03, Removal and
Installation).
5. Remove the crankshaft pulley.

Refer to: Crankshaft Pulley (303-01E, Removal and Installation).
6.
Remove the 3 bolts securing the front drive halfshaft support bracket in
position.
Remove the front drive halfshaft support bracket.

7.
Remove the 3 nuts securing the air conditioning (A/C) compressor in

position.
Reposition and secure with suitable straps the air conditioning (A/C)
compressor away from the engine.
8.
Remove the idler pulleys.

9.
CAUTION:
Inspect the seal and replace if necessary.
Remove the 12 bolts securing the front engine cover in position.
Remove the front engine cover.

10.
CAUTION:
Inspect the O-ring seal, install a new component if damaged.
Remove the bolt securing the dipstick tube in position.
Remove the dipstick tube.
11.
Remove the bolt securing the transmission tubes to the oil pan assembly.
Reposition the transmission fluid cooler tubes away from the oil pan.
12.
Remove the 4 clips securing the Noise Vibration Harshness (NVH) to the
oil pan assembly.
Remove the NVH pad.
13.
Remove the 4 bolts securing the transmission assembly to the oil pan
assembly.
14.
CAUTION:
Note the position of the bolts, prior to removal.
Fully remove the 17 oil pan bolts.

15.
CAUTION:
Note the position of the bolts, prior to removal.
NOTE:
Loosen, but do not fully remove the bolts.
Partially remove the remaining 2 oil pan bolts.

16.
Using a suitable prybar, release the oil pan assembly.

17.
CAUTION:
Fully remove the remaining 2 oil pan bolts.
Remove the oil pan assembly.
INSTALLATION
1.
NOTE:
Make sure that all traces of the old sealant are removed from the
mating faces.
Apply silicone gasket sealant or equivalent meeting Jaguar specification as

illustrated.
2.
CAUTION:
Install the bolts in the noted position.
Install the oil pan.
Partially install the 2 oil pan bolts finger tight to make sure the oil pan is
fitted in the correct position.
3.
CAUTION:
Partially tighten the 2 fitted oil pan bolts.

Torque: 10 Nm
4.
CAUTION:
Install the remaining bolts and tighten fully following the sequence illustrated.
Torque: 25 Nm
5.
CAUTION:
Install the remaining 3 oil pan bolts and tighten to the correct torque.
Torque: 25 Nm
6.
Install the 4 bolts securing the transmission assembly to the oil pan assembly.
Torque: 48 Nm
7.
Install the 4 clips securing the Noise Vibration Harshness (NVH) to the oil
pan assembly.
8.
Install the transmission fluid cooler tubes into the correct position.
Install and tighten the bolt securing the transmission tubes to the oil pan
assembly.
Torque: 12 Nm
9.
CAUTION:
Inspect the O-ring seal, install a new component if damaged.
Install the dipstick tube.
Install and tighten the bolt securing the dipstick tube in position.
Torque: 8 Nm
10.
NOTE:
Make sure that all traces of the old sealant are removed from the
mating faces.
Apply silicone gasket sealant or equivalent meeting Jaguar specification as

illustrated.
11.
Install the front engine cover.
Install and tighten the 12 bolts securing the front engine cover in
position.
Torque: 12 Nm
12. Install the 2 timing belt idler pulleys.

Torque: 25 Nm
13.
Install the air conditioning (A/C) compressor into the correct position.
Install and tighten the 3 nuts securing the air conditioning (A/C)
compressor in position.
Torque: 25 Nm
14.
Install the front drive halfshaft support bracket into the correct position.
Install and tighten the 3 bolts securing the front drive halfshaft support
bracket in position.
Torque: 25 Nm
15. Install the crankshaft damper.

Refer to: Crankshaft Pulley (303-01E, Removal and Installation).
16. Install the front final drive differential case.

Refer to: Differential Case - INGENIUM I4 2.0L Diesel (205-03, Removal and
Installation).
17. Refill the engine with oil.

Refer to: Engine Oil Draining and Filling (303-01, General Procedures).

SPECIFICATIONS
SPECIFICATIONS

Capacities
LITERS
ITEM SPECIFICATION

Stroke 92.29 mm (3.633 in)

spec


Minimum 0.15 mm
Maximum 0.35 mm
Minimum 0.030 mm
Maximum 0.054 mm
Stage 1 60 44
Stage 2 90° 90°
Stage 1 15 11
Stage 2 25 18
bolts

Stage 1 10 7

turn turn
Stage 1 37 27
Stage 2 90° 90°
Spark plugs 23 17
Ignition coils 8 6


bolts

bolts

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.
PULLEY - 2000 CC,

USED
WITHINS
- RENEW PETROL
SPECIAL TOOL(S)
JLR-303-1630
Pulley
PART(S)
REMOVAL
NOTE:




4.
CAUTION:

5.
CAUTION:
Discard the bolts.
6.


INSTALLATION
1.
CAUTION:

2.
CAUTION:

Torque:
Stage 1: 37 Nm
Stage 2: 90°


JACKING AND LIFTING
CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:
FRONT DRIVE AXLE/DIFFERENTIAL
DIFFERENTIAL CASE (G2132168)
PART(S)
Installation Step 1 Front differential case to engine oil pan O-ring seal 1
Installation Step 2 Differential case front bolt(s) 1

REMOVAL
CAUTION:
NOTE:





Refer to: Differential Draining and Filling (205-03 Front Drive Axle
/Differential, General Procedures).
4. Remove the front driveshaft.

Refer to: Front Driveshaft (205-01 Driveshaft, Removal and Installation).
5. Remove the front subframe.

Refer to: Front Subframe - TDV6 3.0L Diesel (502-00 Uni-Body, Subframe
and Mounting System, Removal and Installation).
Refer to: Front Subframe - V6 S/C 3.0L Petrol (502-00 Uni-Body, Subframe
Refer to: Front Subframe - INGENIUM I4 2.0L Petrol (502-00 Uni-Body,
Subframe and Mounting System, Removal and Installation).
Refer to: Front Subframe - INGENIUM I4 2.0L Diesel (502-00 Uni-Body,
6.
Disconnect the front differential breather.
7.
Remove and discard the 4 front differential retaining bolts.
Remove the front differential assembly.

8.
NOTE:
If a new differential is to be installed this step is not required.
INSTALLATION
1.
CAUTION:
Clean all the mating faces and reusable parts thoroughly and check for
damage.
Install a new O-ring seal.

Renew Part: Front differential case to engine oil pan O-ring seal Quantity: 1 .
2. Install the front differential assembly using new bolts.

Renew Part: Differential case front bolt(s) Quantity: 1 .
Torque: 115 Nm
3. Connect the front differential breather.
4. Install the front subframe.

Refer to: Front Subframe - TDV6 3.0L Diesel (502-00 Uni-Body, Subframe
Refer to: Front Subframe - V6 S/C 3.0L Petrol (502-00 Uni-Body, Subframe
Refer to: Front Subframe - INGENIUM I4 2.0L Petrol (502-00 Uni-Body,
Refer to: Front Subframe - INGENIUM I4 2.0L Diesel (502-00 Uni-Body,
5. Install the front driveshaft.

Refer to: Front Driveshaft (205-01 Driveshaft, Removal and Installation).

Refer to: Differential Draining and Filling (205-03 Front Drive Axle
/Differential, General Procedures).


(G1997674)
GENERAL PROCEDURES
ENGINE
OIL -
DRAIN
AND 2000 CC,
USED
WITHINS
INCLUDES PETROL
OIL
FILTER
RENEW
PART(S)
CHECK
WARNING:
NOTE:




3.
minutes.
Installation).
5.
WARNING:
CAUTION:

6.

Torque: 26 Nm

Installation).
8.
WARNING:

9.

10.
NOTE:

11.

Torque: 25 Nm
12.
14.
16.
NOTE:

17.
Check for leaks.
Stop the engine.

OIL PUMP (G1997945)
PUMP - 2000 CC,

USED
12.60.26 OIL - INGENIUM 6.1
WITHINS
RENEW PETROL
REMOVAL
NOTE:



3. Remove the oil pump chain.

Refer to: Oil Pump Chain (303-01E, Removal and Installation).
4.
Disconnect the oil pump electrical connector.
5.
Release the connector from the engine and release the wiring from the
retaining clip.
6.
Release the 2 retaining clips and remove the 5 retaining bolts.
Remove the oil pump.
7.
Inspect the seal, replace if damaged.

8.
NOTE:

only.
Remove the 2 bolts and remove the oil pick-up pipe.
INSTALLATION
1.
NOTE:
Only carry out this step if previously removed.
Install the oil pick-up pipe and tighten the bolts to the correct torque.
Torque: 12 Nm
2.
Install the oil pump and the 5 retaining bolts.
Torque: 25 Nm
Secure the wiring harness in the correct position.
3. Install the oil pump electrical connector to the correct position and secure the
wiring harness to the retaining clip.
4. Connect the oil pump electrical connector.
5. Install the oil pump chain.

Refer to: Oil Pump Chain (303-01E, Removal and Installation).

SPECIFICATIONS
Battery Specifications
VARIANT BATTERY AMP HOUR COLD CRANKING
TYPE (AH) AMPS (CCA)
Petrol engine vehicles without Fuel Fired Booster H7 AGM 80 800

Heater (FFBH)
Diesel engine, temperate market vehicles without H7 AGM 80 800

FFBH
Petrol engine vehicles fitted with FFBH H8 AGM 90 850
Diesel engine, temperate market vehicles fitted H8 AGM 90 850

with FFBH
Diesel engine, standard market vehicles fitted H8 AGM 90 850

with FFBH
Diesel engine, cold market vehicles H8 AGM 90 850
DESCRIPTION NM LB- LB-

FT IN
Battery post clamp nuts 6 4.5 54
Rear junction box to battery clamp nuts 7 5 60
Spare wheel / battery retention bracket 25 18.5 222
Battery monitoring system (BMS) electrical connector to battery positive clamp 6 4.5 54
bolt
OIL PUMP CHAIN (G2131434)
PART(S)
Installation Step 1 Oil pump gear bolt 1
REMOVAL
NOTE:


Operation).

3. Remove the oil pan.

Refer to: Oil Pan (303-01 Engine - INGENIUM I4 2.0L Petrol, Removal and
Installation).
4.
CAUTION:
Using a suitable tool, hold the oil pump gear when removing the centre
bolt.
Remove and discard the oil pump gear bolt.
Remove the oil pump gear and chain.
INSTALLATION
1.
CAUTION:
Install a new bolt.
Install the oil pump gear and chain.

Renew Part: Oil pump gear bolt Quantity: 1 .
2. Install the oil pan.

Installation).

JACKING AND LIFTING

CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:

OIL PUMP CHAIN (G2131434)
PART(S)
Installation Step 1 Oil pump gear bolt 1
REMOVAL
NOTE:


Operation).

3. Remove the oil pan.

Installation).
4.
CAUTION:
Using a suitable tool, hold the oil pump gear when removing the centre
bolt.
Remove and discard the oil pump gear bolt.
Remove the oil pump gear and chain.
INSTALLATION
1.
CAUTION:
Install a new bolt.
Install the oil pump gear and chain.

Renew Part: Oil pump gear bolt Quantity: 1 .
2. Install the oil pan.

Installation).


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:

RIGHT ENGINE MOUNT (G1997937)
MOUNTING 2000 CC,

USED
12.45.12 - RH - INGENIUM 0.7
WITHINS
RENEW PETROL
GENERAL EQUIPMENT
EQUIPMENT NAME
2 post lift
Trolley jack
REMOVAL
NOTE:

1.
Remove the engine mount to engine bracket nut.
2.
Remove the engine mount to subframe bolts.


Installation).
5.
Disconnect the vacuum pipe from the engine mount.
6. Lower the vehicle on the lift to an appropriate working height.

7.
CAUTION:
Care must be taken to avoid damaging the surrounding components.
Using a suitable vehicle jack and wooden block to protect the oil pan, raise
the engine off the engine mount.
General Equipment: Trolley jack
8.
Remove the engine mount from the vehicle.
INSTALLATION
1. Install the engine mount to the vehicle.
2. Lower the vehicle jack until the engine bracket rests on the engine mount.
3. Install the engine mount to subframe bolts finger tight at this stage.
4. Install the engine mount to engine bracket nut finger tight at this stage.
5. Remove the vehicle jack.
6. Fully tighten the engine mount to subframe bolts.

Torque: 47 Nm
7. Fully tighten the engine mount to engine bracket nut.

Torque: 60 Nm
8. Raise the vehicle on the lift to an appropriate working height.
9. Connect the vacuum pipe to the engine mount.

Installation).

SWITCH -
FRONT ALL USED
86.25.07 0.4
RENEW
REMOVAL
1.
WARNING:

2.
If equipped.
3.
Torque: 7 Nm
INSTALLATION
JACKING AND LIFTING

CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:

SPECIAL TOOL(S)
JLR-303-1630
Pulley
JLR-303-1635
JLR-303-1636
PART(S)
REMOVAL
NOTE:



3. Remove the hood.



6.

7.
8.
Remove the 2 nuts.

9.
10.
illustrated.
11.
Torque: 13 Nm

12.
Torque: 13 Nm

13.
14.
15.
16.

17.
camshafts.
18.

19.
20.
INSTALLATION
1.
NOTE:


2.
NOTE:

Torque: 25 Nm

3.
NOTE:


location.
Torque:
Stage 1: 10 Nm
4.
NOTE:


5.
NOTE:


location.
Torque:
Stage 1: 10 Nm
6.
NOTE:

Torque: 11 Nm

7.
8.

Torque: 13 Nm
9.
Torque: 55 Nm
10.
CAUTION:

11.

Torque:
Stage 1: 25 Nm
Stage 2: 60°
12.

13.


15.

16.

Torque: 47 Nm
17.
Install the 2 nuts.

Torque: 10 Nm
18.

19.



UPPER TIMING COVER (G2030666)
GENERAL EQUIPMENT
EQUIPMENT NAME
2 post lift
PART(S)
Installation Step 1 Timing chain cover gasket 1
REMOVAL
NOTE:





5. Remove the left side secondary bulkhead panel.

6.
CAUTION:
Release the 2 coolant pipes from the underside of the coolant separator.
Release the coolant pipe from the left side of the oil separator.
7.
CAUTION:
Release the 2 coolant pipes from the right side of the coolant separator.
Release the coolant pipe bracket from the upper timing cover assembly.
8.
CAUTION:
Remove the coolant separator.
9.
Remove the 3 clips and release the upper wiring harness from the support
bracket.
10.
Remove the upper wiring harness support bracket.
11.
Disconnect the 2 electrical connectors from the variable valve timing

solenoids.
12.
Remove the variable valve timing wiring harness from the 3 clips.
13.
CAUTION:
Inspect the O-ring seals, install a new component if damaged.
Remove the variable valve timing solenoids.

14.
15.
Remove the upper timing cover.

16.
NOTE:
Remove the upper timing chain cover gasket.
INSTALLATION
1.
NOTE:
Make sure that a new gasket is installed.
Apply a 3mm diameter bead of RTV sealant to the upper timing chain cover
gasket in the position shown.
Specifications).
Renew Part: Timing chain cover gasket Quantity: 1 .
2.
Install the upper timing chain cover gasket.
3.
CAUTION:
Install the component in the sequence shown.
Install the upper timing cover in the sequence shown.

Torque:
Stage 1: 5 Nm
Stage 2: 13 Nm
Stage 4: 13 Nm
4. Install the noise, vibration and harshness (NVH) pad.
5.
Lubricate the variable valve timing solenoid bore with clean engine oil.
6.
CAUTION:
foreign material.
Install the variable valve timing solenoids.

Torque: 9 Nm
7. Install the variable valve timing solenoid wiring harness and secure with the
clips.
8. Connect the 2 electrical connectors for the variable valve timing solenoids.
9. Install the upper wiring harness support bracket.

Torque: 10 Nm
10. Install the wiring harness onto the support bracket and secure with the 3 clips.
11. Install the coolant separator.

Torque: 10 Nm
12.
Install the coolant pipe bracket onto the upper timing cover assembly.
Install the 2 right side coolant pipes to the coolant separator.
13.
Install the left side coolant pipe to the coolant separator.
Install the 2 coolant pipes to the underside of the oil separator.
14. Install the left side secondary bulkhead panel.

15. Fill and bleed the coolant 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
SAFETY PRECAUTIONS
WARNING:

SPECIFICATIONS
SPECIFICATIONS
Capacities
LITERS
ITEM SPECIFICATION

Stroke 92.29 mm (3.633 in)

spec

Minimum 0.15 mm
Maximum 0.35 mm
Minimum 0.030 mm
Maximum 0.054 mm
Stage 1 60 44
Stage 2 90° 90°

Stage 1 15 11
Stage 2 25 18
bolts
Stage 1 10 7

turn turn
Stage 1 37 27
Stage 2 90° 90°
Spark plugs 23 17
Ignition coils 8 6


bolts

bolts


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.

DIESEL (G1817285)
ACOUSTIC
2000 CC,
COVER - USED
12.30.50 ENGINE - INGENIUM 0.1 WITHINS
RENEW PETROL
REMOVAL
NOTE:

1.
INSTALLATION

SECONDARY BULKHEAD LEFT PANEL -

INGENIUM I4 2.0L PETROL (G2020320)
CLOSING
PANEL -
2000 CC,
ENGINE USED
76.10.90 INGENIUM 1.1
COMPARTMENT WITHINS
PETROL
- BULKHEAD -
LEFT - RENEW
REMOVAL
NOTE:


2. Remove the secondary bulkhead right panel.

Refer to: Secondary Bulkhead Right Panel - INGENIUM I4 2.0L Petrol (501-02,
3.
Remove 4 bolts.
Remove the engine compartment brace.
4.
Disconnect the brake booster vacuum hose quick release connector.

5.
Remove the 3 bolts.
Remove the secondary bulkhead left panel.
INSTALLATION
1.
Install the secondary bulkhead left panel.
Install and tighten the 3 bolts.

Torque: 5.4 Nm
2. Connect the brake booster vacuum hose quick release connector.
3.
Install the engine compartment brace.
Install and tighten the 4 bolts.

Torque: 55 Nm
4. Install the secondary bulkhead right panel.

Refer to: Secondary Bulkhead Right Panel - INGENIUM I4 2.0L Petrol (501-02,

VALVE COVER (G2029687)
COVER -
CAMSHAFT
/ROCKER
2000 CC,
OR USED
12.29.43 INGENIUM 5.2
CYLINDER WITHINS
PETROL
HEAD -
EACH -
RENEW
PART(S)
REMOVAL
NOTE:









10.
Remove the 2 bolts.
assembly.
11.

12.
Remove the 2 retaining studs and reposition the coolant bypass hose away
13.

14.
Remove and discard the valve cover gasket.
15.
NOTE:

only.
16.
CAUTION:

17.
NOTE:
INSTALLATION
1.
NOTE:

Torque: 11 Nm
2.
NOTE:

Torque: 11 Nm
3.
NOTE:
Torque: 12 Nm
4.
NOTE:

Torque: 8 Nm
5. Install a new valve cover gasket.

6.
torque figure.
Torque: 10 Nm
Torque: 28 Nm
retaining studs to the correct torque.
Torque: 10 Nm
Torque: 6 Nm
9.

Torque: 6 Nm









VALVE -
EVAPORATIVE
2000 CC,
EMISSION USED
17.15.39 INGENIUM 0.3
CANISTER WITHINS
PETROL
PURGE -
RENEW
REMOVAL
CAUTION:
NOTE:



Installation).

Installation).
4.
5.

6.
7.

8.

9.
10.
Release the clip.

11.
INSTALLATION
2.
Install the clip.

Installation).

Installation).


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.
INJECTORS 2000 CC,

USED
19.60.12 - SET - INGENIUM 0.9
WITHINS
RENEW PETROL
SPECIAL TOOL(S)
100-012
Slide Hammer
310-198
JLR-310-254A
Injector Remover
JLR-310-255
Guide pins threaded
JLR-310-256
JLR-310-257
PART(S)
REMOVAL
CAUTION:

NOTE:



4.
5.

6.
7.

8.
fuel system.
10.
WARNING:
CAUTION:
sealed.

12.
CAUTION:

13.
WARNING:
CAUTION:
sealed.

14.
15.

16.
CAUTION:

17.
CAUTION:
during removal.
NOTE:


19.
CAUTION:

20.
CAUTION:
INSTALLATION
1.
CAUTION:

2.
3.
4.

6.
7.

8.
9.

10.

11.
CAUTION:
12.
13.

Torque: 20 Nm


Torque: 20 Nm
16.

Torque: 30 Nm

18.
CAUTION:

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm
19.
CAUTION:
seated.

Torque: 21 Nm
Torque: 11.5 Nm

Torque: 21 Nm

Torque: 8.5 Nm

PART(S)
REMOVAL
CAUTION:

NOTE:


4.
5.

6.
CAUTION:

7.
8.

9.
fuel system.
11.
WARNING:
CAUTION:
sealed.

12.
CAUTION:
fully released.

13.
14.
CAUTION:
INSTALLATION
1.
CAUTION:
2.
CAUTION:

3.
seated.

Torque: 11.5 Nm
4.
CAUTION:
are fully seated.

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm

Torque: 21 Nm
5.
CAUTION:
seated.

Torque: 21 Nm
Torque: 11.5 Nm

Torque: 21 Nm

Torque:
M8 Bolts 25 Nm
M10 Bolt 48 Nm
8.
CAUTION:

Torque: 8.5 Nm

JACKING AND LIFTING

CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:

(G2142088)
PART(S)
REMOVAL
NOTE:


1.

2.
3.
INSTALLATION
1.
CAUTION:
material.
Install a new seal.

Quantity: 1 .

Torque: 12 Nm

(G2142081)
SPECIAL TOOL(S)
JLR-303-1639
JLR-303-1647
CVVL Locating Pins
GENERAL EQUIPMENT
EQUIPMENT NAME
PART(S)
REMOVAL
NOTE:




3.

illustrated.
4.
5.

6.
WARNING:
sequence.
7.
NOTE:

8.
NOTE:
INSTALLATION

2.
CAUTION:
foreign material.
position.

3.
revolutions.
4.

Torque: 6 Nm
5.

6.
located.
7.
Torque: 12 Nm


11.
12.
15.
CAUTION:
SPECIAL TOOL(S)
JLR-303-1630
Pulley
JLR-303-1635
JLR-303-1636
PART(S)
REMOVAL
NOTE:



3. Remove the hood.



6.

7.
8.
Remove the 2 nuts.

9.
10.
illustrated.
11.
Torque: 13 Nm

12.
Torque: 13 Nm

13.
14.
15.
16.

17.
camshafts.
18.

19.
20.
INSTALLATION
1.
NOTE:


2.
NOTE:

Torque: 25 Nm

3.
NOTE:


location.
Torque:
Stage 1: 10 Nm
4.
NOTE:


5.
NOTE:


location.
Torque:
Stage 1: 10 Nm
6.
NOTE:

Torque: 11 Nm

7.
8.

Torque: 13 Nm
9.
Torque: 55 Nm
10.
CAUTION:

11.

Torque:
Stage 1: 25 Nm
Stage 2: 60°
12.

13.


15.

16.

Torque: 47 Nm
17.
Install the 2 nuts.

Torque: 10 Nm
18.

19.




BELT -
FRONT END
2000 CC,
ACCESSORY USED
12.10.40 INGENIUM 0.7
DRIVE WITHINS
PETROL
(FEAD) -
RENEW
REMOVAL
NOTE:






6.
INSTALLATION
1.




VALVES (G1998039)
SPECIAL TOOL(S)
303-252
Compressor, Valve Spring
GENERAL EQUIPMENT
EQUIPMENT NAME
2 post lift
PART(S)

Installation Step 2 Valve stem oil seals 1
REMOVAL
CAUTION:
If the cylinder head valve components are to be reused, mark position of the
valve components to make sure they are reassembled in the same position.
NOTE:



3. Remove the cylinder head.

Refer to: Cylinder Head (303-01E, Removal and Installation).
4.
Position the special tools as illustrated.

5.
Tighten the special tool until the valve spring retaining collets can be
removed.

7.
Remove the valve spring and cap.
8.
Remove and inspect the valve.

9.
Remove and discard the valve stem seal.
10. Repeat the removal procedure for the remaining valves.
INSTALLATION
1.
1. Apply a small amount of fine grinding paste to the face of the valve.
1. Install the valve into the cylinder head valve guide.
1. Using a suitable tool, lap in the valve until a continuous mark is

visible on both the valve and the valve seat.
1. Remove the valve and clean off all the grinding paste from the valve
and the valve seat.
2. Install a new valve stem seal.

Renew Part: Valve stem oil seals Quantity: 1 .
3. Lubricate the valve stem with clean engine oil.
4. Install the valve into the cylinder head valve guide.
5. Install the valve spring and cap.
6. Using the special tool, install the valve spring retaining collets.
7. Repeat the installation procedure for the remaining valves.
8. Install the cylinder head.

Refer to: Cylinder Head (303-01E, Removal and Installation).

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.
CYLINDER HEAD (G2133657)
GENERAL EQUIPMENT
EQUIPMENT NAME
2 post lift
PART(S)
Installation Step 4 Cylinder head gasket 1
Installation Step 6 Cylinder head bolts 1
REMOVAL
NOTE:



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

3. Remove the oil filter element.

4. Remove the intake manifold.


6. Remove the valve cover.

7.
Release the engine wiring harness bracket and reposition the wiring
harness away from the cylinder head assembly.
8.
Remove the oil temperature sensor.

9.
CAUTION:
Remove the 2 bolts.
Remove the coolant pipe assembly.

10.
WARNING:

11.
CAUTION:
Remove and discard the 5 O-ring seals.

12.
CAUTION:
Remove the coolant inlet pipe from the cylinder head assembly.
13.
Remove the front Noise, Vibration and Harshness (NVH) pad.

14.
Remove the side Noise, Vibration and Harshness (NVH) pad.

15.
CAUTION:
if required.
NOTE:
Mark each camshaft follower and hydraulic lash adjuster. Make sure
each component is returned to its original fitted position.
Remove the camshaft followers.
Remove the 8 hydraulic lash adjusters.

16.
Remove the 3 bolts from the rear of the cylinder head assembly.
17.
NOTE:
Remove the bolts in the indicated sequence.
Remove the 11 cylinder head bolts.

18.
WARNING:
CAUTION:
Take extra care not to damage the edges of the component.
Remove the cylinder head.

19.
NOTE:
Discard the gasket.
Remove and discard the cylinder head gasket.

20.
CAUTION:
Remove the cylinder head locating dowels.

21.
CAUTION:
Only use a plastic scraper to clean off the old gasket.
Clean and inspect the cylinder head and cylinder block.
INSTALLATION
1. Check cylinder head face for distortion, across the center and from corner to
corner.
Refer to: Cylinder Head Distortion (303-00, General Procedures).
2. Select the correct cylinder head gasket thickness.

Refer to: Cylinder Head Gasket Selection - INGENIUM I4 2.0L Petrol (303-00,
3.
CAUTION:
Install the cylinder head locating dowels.
4.
NOTE:
The cylinder head gasket must be installed onto the cylinder block so
that it aligns with the dowels.
Install a new cylinder head gasket.

Renew Part: Cylinder head gasket Quantity: 1 .
5.
CAUTION:
Make sure that the component is correctly located on the locating

dowels.
NOTE:
With assistance, install the component.
Install the cylinder head.

6.
CAUTION:
Make sure that the new cylinder head bolts are installed.

Renew Part: Cylinder head bolts Quantity: 1 .
Torque:
Stage 1: 30 Nm
Stage 2: 62 Nm
7.
CAUTION:
Release each cylinder head bolt by 180° and then tighten to 62 Nm. Repeat
this step for each bolt following the indicated sequence.
Torque:
Stage 2: 62 Nm
8.
CAUTION:

Torque: 115°
9.
Tighten the remaining cylinder head bolt.

Torque: 25 Nm
10.
Install the 3 bolts from the rear of the cylinder head assembly.
Torque: 13 Nm
11.
CAUTION:
if required.
NOTE:
Make sure each component is returned to its original fitted position.
Install the 8 tappets.
Install the camshaft followers.
12. Install the side Noise, Vibration and Harshness (NVH) pad.
13. Install the front Noise, Vibration and Harshness (NVH) pad.
14. Install the coolant inlet pipe onto the cylinder head assembly.
Torque: 8 Nm
15. Install 5 new O-ring seals to the oil filter housing assembly.
16. Install the oil filter housing and tighten the 3 bolts.
Torque: 12 Nm
17.
Install the coolant pipe assembly.
Install the 2 bolts and tighten.

Torque: 12 Nm
18. Install the oil temperature sensor.

Torque: 11 Nm
19.
Install the engine wiring harness bracket and tighten the retaining bolt,
and install the wiring harness back in the correct position.
20. Install the valve cover


22. Install the intake manifold.

23. Install the oil filter element.



JACKING AND LIFTING
CAUTION:

VEHICLE RECOVERY
NOTE:
REAR SUSPENDED TOW

down.
EMERGENCY TOWING
WARNING:
CAUTION:

ENGINE (G2148991)
REMOVAL
REMOVAL
SPECIAL TOOL(S)
JLR-303-1633
Lifting Bracket, Engine
GENERAL EQUIPMENT
EQUIPMENT NAME
2 post lift
Hydraulic jib crane

NOTE:

1. Before working on the fuel system make sure to study the fuel system health
and safety section of this manual.

3. Drain the cooling system.

Refer to: Cooling System Draining, Filling and Bleeding (303-03 Engine

5. Remove the hood.

6. Remove the cowl vent screen.

Refer to: Cowl Panel (501-02 Front End Body Panels, Removal and
Installation).
7. Remove the transmission.

Transmission/Transaxle - AWD, Removal).
Transmission/Transaxle - AWD, Removal).
8. Remove both the front halfshafts.

Refer to: Front Halfshaft (205-04 Front Drive Halfshafts, Removal and
Installation).
10.
Release the wiring harness from the charge air radiator bracket.
11.
Release the wiring harness from the charge air radiator bracket.
12.
Remove the 2 charge air radiator bracket nuts.
13.
Remove the charge air radiator bracket and spacers.

14.
Remove the 3 Air Conditioning (A/C) compressor retaining bolts.
Secure the A/C compressor away from the engine.
15.
Disconnect the block heater wiring harness.

16.
Disconnect the startup battery positive cable from the starter motor junction
box.
17.
Remove the left side body brace.

18.
Disconnect the engine management wiring harness from the main engine
compartment harness.
19.
WARNING:
CAUTION:
sealed.
Disconnect the fuel supply and purge tube quick release connections.
20.
Disconnect the coolant top hose from the engine.
21.
Disconnect the 3 coolant hoses from rear of the engine.

22.
Disconnect the 2 coolant hoses from right side of the engine.
23.
Install the special tool.

Torque: 25 Nm
24.
Remove the right side engine mount to engine bracket nut.
25.
Remove the left side engine mount to engine bracket nut.

26.
Using the special tool and a suitable hydraulic crane, carefully remove the
engine.
General Equipment: Hydraulic jib crane
27.
NOTE:
Do not carry out this step if the engine is removed for access only.
Drain the engine oil.

Refer to: Engine Oil Draining and Filling (303-01 Engine - INGENIUM I4 2.0L
Petrol, General Procedures).

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.
REMOVAL
NOTE:







Procedures).
6.
CAUTION:

contamination.
NOTE:
7.
NOTE:
8.
material.
9.
NOTE:

10.

11.
NOTE:
pressure sensor.
INSTALLATION
1.
NOTE:
retaining bolt.
Torque: 6 Nm
2.
Torque: 10 Nm
bolts.
Torque: 9 Nm

Procedures).



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.
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.

3.
4.

5.
6. Remove the radiator grille

7.

8.
Disconnect the right side auxiliary radiator inlet hose.
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.
Connect the auxiliary radiator feed hose.

14.
CAUTION:
full.

Torque: 2 Nm
16.
CAUTION:
Do not accelerate the engine above idle speed.
Start and run the engine at idle until warm.

17.
CAUTION:

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:

26. Install the radiator grille.



Installation).
AUTOMATIC TRANSMISSION/TRANSAXLE
TRANSMISSION - INGENIUM I4 2.0L

PETROL, AWD (G2044696)
REMOVAL
2000 CC,
GEARBOX USED
44.20.01 INGENIUM 4.5
- RENEW WITHINS
PETROL
REMOVAL
GENERAL EQUIPMENT
EQUIPMENT NAME
Engine support beam
Transmission jack
CAUTION:
NOTE:





Installation).
4. Remove the cowl panel.

Refer to: Cowl Vent Screen (501-02, Removal and Installation).
5.
6.
Using a suitable engine support beam support the engine.

General Equipment: Engine support beam
7.
8. Remove the front driveshaft.

Refer to: Front Driveshaft - AWD (205-01, Removal and Installation).
9. Remove the starter motor.

Refer to: Starter Motor (303-06, Removal and Installation).
10. Remove the driveshaft.

Refer to: Driveshaft - INGENIUM I4 2.0L Petrol (205-01, Removal and
Installation).
11.
Disconnect the transmission fluid cooler pipes support bracket.

12.
CAUTION:
Disconnect the transmission fluid cooler pipes and discard the O-ring seals.
13.
Disconnect the Emergency Park Release (EPR) lever.

14.
Release the EPR cable from the clips.
15.
Disconnect the solenoid electrical connector and remove the retaining bolt.
16.
Disconnect the 2 transmission wiring harness electrical connectors.
Release the transmission wiring harness from the 3 clips.
17.
Release the transmission wiring harness from the 3 clips.

18.
Remove the wiring harness bracket.
19.
NOTE:
Only turn the engine in the normal direction of rotation.
Remove and discard the 4 flexplate bolts.

20.
WARNING:
Make sure that the transmission is secured with suitable retaining

straps.
Using a suitable stand, support the transmission.

General Equipment: Transmission jack
Remove the 5 transmission support bolts.

21.
NOTE:
Note the orientation of the bolts prior to removal.
Remove the 4 left side transmission to engine bolts.
22.
Remove the 4 right side transmission to engine bolts.

23.
Remove the 2 lower transmission to engine bolts.

24.
WARNING:
CAUTION:
Care must be taken to avoid damaging the surrounding

components.
Make sure that the torque converter remains in the transmission.
NOTE:
Secure the torque converter to the transmission using suitable cable

ties.
Remove the transmission.

25.
NOTE:

only.
Remove the transmission support insulator.
26.

27.
Remove the exhaust mount from the transmission.
28.
Remove the transmission heat shield.

29.
Disconnect the transmission electrical connector and release the 3 clips.
30.
Disconnect the electrical connector and remove the 2 clips.

31.
Remove the transmission wiring harness.

32.
WARNING:
This requires the aid of another technician.
NOTE:
Remove the transfer case.

33.
Remove the transmission Noise, Vibration and Harshness (NVH) material.
34.
Remove the EPR lever.

35.
Remove the transmission cap.
JACKING AND LIFTING

CAUTION:
VEHICLE RECOVERY
NOTE:

REAR SUSPENDED TOW
down.
EMERGENCY TOWING
WARNING:
CAUTION:
COWL PANEL (G2056049)
REMOVAL
CAUTION:
Always protect paintwork and windows when removing exterior components.

1. Remove the windshield wiper arms.
and Installation).
2.
Release the seal.

3.
CAUTION:
Disconnect the heated windshield washer hose.
4.

5.
6.
NOTE:
Use a suitable trim tool.
Remove the clips.
Carefully release the foam retainers, remove the foam.

7.
Release the hose.
8.
Remove the 12 retaining clips.
Remove the cowl panel.

9.
CAUTION:
Disconnect the windshield washer hose.
Release the hose.

10.
Remove the 2 heated windshield washer jets.
INSTALLATION
1. Install the 2 heated windshield washer jets.
2.
Install the heated windshield washer jet hose.
Secure the washer hose.
4. Install the cowl panel.
5. Secure the washer hose.
6. Install the 2 foam pads.
7. Install the 2 access covers.
8. Connect the windshield washer hoses.
9. Install the seal.
10. Install both windshield wiper arms.

and Installation).
GENERAL INFORMATION

WARNING:
Fuel may not give adequate warning before toxic or harmful effects arise.
CAUTION:
Fuel injection equipment is manufactured to very precise tolerances and fine

clearances. It is essential that absolute cleanliness is observed when working
with these components.
FRONT DRIVE HALFSHAFTS
FRONT HALFSHAFT (G1895699)
PART(S)
Installation Step 1 Circlip 1
Installation Step 3 Yoke to shock absorber nut (s) 1
Installation Step 3 Yoke to shock absorber bolt (s) 1
Installation Step 4 Yoke to lower arm bolt (s) 1

REMOVAL
NOTE:


1. Raise and support the vehicle using a suitable 2 post lift.


3. Remove the front wheel knuckle for access only.

4.
CAUTION:
Discard the bolt.
Disconnect the lower arm from the yoke.

5.
CAUTION:
Discard the nut and bolt.
Remove the yoke from the shock absorber.

6.
CAUTION:
Remove the halfshaft.
7.
Discard the circlip.
INSTALLATION
1.
Install a new circlip.

Renew Part: Circlip Quantity: 1 .
2.
CAUTION:
Install the halfshaft.

3.
CAUTION:
Install a new nut and bolt.
Install the yoke to the shock absorber.

Renew Part: Yoke to shock absorber nut (s) Quantity: 1 .
Renew Part: Yoke to shock absorber bolt (s) Quantity: 1 .
Torque: 73 Nm
4.
CAUTION:
Install a new bolt.
Connect the yoke to the lower arm.

Renew Part: Yoke to lower arm bolt (s) Quantity: 1 .
Torque: 170 Nm
5. Install the wheel knuckle.



(G1997674)
GENERAL PROCEDURES
ENGINE
OIL -
DRAIN
AND 2000 CC,
USED
WITHINS
INCLUDES PETROL
OIL
FILTER
RENEW
PART(S)
CHECK
WARNING:
NOTE:



3.
minutes.

Installation).
5.
WARNING:
CAUTION:

6.

Torque: 26 Nm

Installation).
8.
WARNING:

9.

10.
NOTE:

11.

Torque: 25 Nm
12.
14.
16.
NOTE:

17.
Check for leaks.
Stop the engine.

HOOD (G2018925)
HOOD - ALL USED

76.16.01 0.9
REMOVAL
NOTE:

1. Open the hood.
2.
NOTE:

3.
WARNING:
Remove the hood.

4.
NOTE:

installed.

5.
6.

7.
INSTALLATION

Torque: 24 Nm
4.
WARNING:
Install the hood.

Torque: 24 Nm
5.
WARNING:
6. Align the hood.


Ingenium I4 2.0l Petrol

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Ingenium I4 2.0l Petrol

Uploaded by

Copyright:

Available Formats

PUBLISHED: 25-SEP-2017

2018.0 RANGE ROVER VELAR (LY), 303-01

ENGINE - INGENIUM I4 2.0L PETROL

Lubricants, Fluids, Sealers and Adhesives

Sealant Loctite 5970 BM Black

Engine Oil SAE 0W20 STJLR.51.5122

Engine oil and filter, initial fill 7.9

Engine oil, service fill with oil filter change 7.02

Engine oil, service fill without oil filter change 6.47

Type 2.0 litre, inline 4, turbocharged and intercooled petrol engine,

Cylinder arrangement Inline 4

Cylinder numbering No.1 from the accessory drive end

Bore - nominal 83.0 mm (3.270 in)

Stroke 92.29 mm (3.633 in)

Capacity 1997 cm³ (121.9 in³)

Firing order 1-3-4-2

Spark plug gap 0.7-0.8mm

Direction of rotation Clockwise viewed at FEAD

Compression ratio - High spec 9.5:1

Cylinder head maximum permitted 0.2 mm (0.008 in)

Maximum power/torque - Low spec

Maximum power 147 kW (200 PS) @ 5500rpm

Maximum Torque 320 Nm (236 lb/ft) @ 1300 - 4000rpm

Maximum power/torque - Mid spec

Maximum power 184 kW (250 PS) @ 5500rpm

Maximum Torque 365 Nm (269 lb/ft) @ 1200 - 4500rpm

Maximum power/torque - High spec

Maximum power 221 kW (300 PS) @ 5500rpm

Maximum Torque 400 Nm (295 lb/ft) @ 1500 - 4500rpm

Crankshaft end play:

Main bearing clearance:

Oil pump retaining bolts 25 18

Oil pump chain tensioner retaining bolt 12 9

Oil pump pick-up pipe retaining bolts 12 9

Oil pump chain sprocket retaining bolt*:

Stage 2 90° 90°

Engine oil drain plug 25 18

Oil filter element cover 27 20

Oil pan retaining bolts 25 18

Transmission to oil pan retaining bolts 48 35

Lower timing chain idler sprocket retaining bolt 35 26

Lower timing chain guide retaining bolts 25 18

Lower timing chain lever retaining nut 11 8

Lower timing chain tensioner retaining bolts 11 8

Lower timing chain cover retaining bolts A A

Oil cooler retaining bolts:

Cylinder head retaining bolts A A

Camshaft cap retaining bolts 11 8

Upper timing chain top guide retaining bolts 11 8

Upper timing chain tensioner 55 41

Variable camshaft unit retaining bolt: *

Stage 2 Loosen ¼ of a Loosen ¼ of a

Engine front cover retaining bolts 12 9

Idler pulley retaining bolt 25 18

Coolant pump retaining bolts 12 9

Coolant pump pulley retaining bolts 25 18

Crankshaft pulley bolts:

Stage 2 90° 90°

Camshaft position (CMP) sensor retaining bolt 8 6

Crankshaft position (CKP) sensor retaining bolt 8 6

Upper timing chain cover retaining bolts A A

Variable camshaft timing solenoid retaining bolts 9 7