Land Rover Freelander 1 MY01 System Description Operation LRL0351ENG 2nd Edition Workshop Manual

Workshop Manual

System Description & Operation

Werkplaatshandboek

Systeem-beschrijving en werking

Manual d'Atelier

Description et fonctionnement du système

Werkstatthandbuch

Systembeschreibung und Functionsweise

Manuale d'Officina

Descrizione e funzionamento del sistema

Manual de Taller

Descripción y funcionamiento del sistema

Manual de Oficina

Funcionamento do Sistema

FREELANDER

2001MY ON

WORKSHOP MANUAL - SYSTEM

DESCRIPTION AND OPERATION

Publication Part No. LRL0351 ENG - 2nd Edition

©2001 Land Rover

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form,

electronic, mechanical, recording or other means without prior written permission from Land Rover.

CONTENTS

ENGINE - Td4 12-1-1

DESCRIPTION AND OPERATION

Td4 Engine – General View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-1-1

Td4 Engine – Internal View. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1-2

Cylinder Block Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1-4

Crankshaft, Sump and Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-1-6

Camshaft Cover and Engine Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1-8

Camshaft Timing Chain Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-1-10

Cylinder Head Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-1-12

Lubrication Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1-14

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1-16

ENGINE - K SERIES 1.8 12-2-1

DESCRIPTION AND OPERATION

External View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2-1

Internal View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2-2

Timing Belt Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2-3

Cylinder Block Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2-4

Crankshaft, Sump and Oil Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2-6

Camshaft Cover, Engine Cover and Inlet Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-2-8

Cylinder Head Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-2-10

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2-12

ENGINE - K SERIES KV6 12-3-1

DESCRIPTION AND OPERATION

KV6 Engine – General View (All Except NAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3-1

KV6 Engine – General View (NAS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3-2

KV6 Engine – Internal View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12-3-3

KV6 Engine – Cylinder Block Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3-4

KV6 Engine – Crankshaft, Sump and Oil Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3-6

KV6 Engine – Cylinder Head Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3-8

KV6 Engine – Manifolds and Engine Cover Components (All Except NAS). . . . . . . . . . . . . . . . . . 12-3-10

KV6 Engine – Manifolds and Engine Cover Components (NAS) . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3-12

KV6 Engine – Camshaft Drive Belt Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3-14

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3-15

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3-19

EMISSION CONTROL - Td4 17-1-1

DESCRIPTION AND OPERATION

Emission Control Component Layout – Crankcase and EGR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1-1

Emission Control Component Layout – Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1-2

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1-3

CONTENTS 1

CONTENTS

EMISSION CONTROL - K SERIES 1.8 17-2-1

DESCRIPTION AND OPERATION

Emission Control Component Layout – Crankcase and Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . 17-2-1

Emission Control Component Layout – EVAP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-2-2

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-2-3

EMISSION CONTROL - K SERIES KV6 17-3-1

DESCRIPTION AND OPERATION

Emission Control Component Layout – Crankcase and Exhaust (All Except NAS) . . . . . . . . . . . 17-3-1

Emission Control Component Layout – Crankcase and Exhaust (NAS) . . . . . . . . . . . . . . . . . . . . 17-3-2

Emission Control Component Layout – EVAP (All Except NAS). . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-3

Emission Control Component Layout – EVAP (NAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-4

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-6

ENGINE MANAGEMENT SYSTEM - EDC 18-1-1

DESCRIPTION AND OPERATION

Engine Management Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1-2

Engine Management Control Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1-4

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1-6

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1-24

DESCRIPTION AND OPERATION

Cruise Control Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1-29

Cruise Control, Control Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1-30

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1-32

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1-34

ENGINE MANAGEMENT SYSTEM - MEMS 18-2-1

DESCRIPTION AND OPERATION

Engine Management Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-2-2

MEMS3 Control Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-2-4

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-2-6

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-2-29

ENGINE MANAGEMENT SYSTEM - SIEMENS (ALL EXCEPT NAS) 18-3-1

DESCRIPTION AND OPERATION

Engine Management System Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3-2

Engine Management System Control Diagram – Sheet 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3-4

Engine Management System Control Diagram – Sheet 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3-6

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3-8

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3-22

2CONTENTS

CONTENTS

DESCRIPTION AND OPERATION

Cruise Control System Component Layout - Sheet 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3-29

Cruise Control System Component Layout - Sheet 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3-30

Cruise Control System Control Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3-32

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3-34

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3-40

ENGINE MANAGEMENT SYSTEM – SIEMENS (NAS) 18-4-1

DESCRIPTION AND OPERATION

Engine Management System Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-4-2

Engine Management System Control Diagram – Sheet 1 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-4-4

Engine Management System Control Diagram – Sheet 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-4-6

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-4-8

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-4-29

DESCRIPTION AND OPERATION

Cruise Control Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18-4-31

Cruise Control System Control Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-4-32

Cruise Control Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18-4-34

Cruise Control Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-4-36

FUEL DELIVERY SYSTEM - Td4 19-1-1

DESCRIPTION AND OPERATION

Fuel Delivery System Component Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-1-1

Fuel Delivery System Schematic Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-1-2

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-1-3

FUEL DELIVERY SYSTEM - K SERIES 1.8 19-2-1

DESCRIPTION AND OPERATION

Fuel Delivery System Component Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-2-1

Fuel Delivery System Schematic Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-2-2

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-2-3

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-2-5

FUEL DELIVERY SYSTEM - K SERIES KV6 19-3-1

DESCRIPTION AND OPERATION

Fuel Delivery System Component Layout (All Except NAS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-3-1

Fuel Delivery System Component Layout (NAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19-3-2

Fuel Delivery System Schematic (All Except NAS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-3-3

Fuel Delivery System Schematic (NAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-3-4

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-3-5

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-3-11

CONTENTS 3

CONTENTS

COOLING SYSTEM - Td4 26-1-1

DESCRIPTION AND OPERATION

Cooling System Component Layout – Manual Gearbox, Sheet 1 of 2 . . . . . . . . . . . . . . . . . . . . . 26-1-2

Cooling System Component Layout – Manual Gearbox, Sheet 2 of 2 . . . . . . . . . . . . . . . . . . . . . 26-1-4

Cooling System Component Layout – Automatic Gearbox, Sheet 1 of 2 . . . . . . . . . . . . . . . . . . . 26-1-6

Cooling System Component Layout – Automatic Gearbox, Sheet 2 of 2 . . . . . . . . . . . . . . . . . . . 26-1-8

Cooling System Coolant Flow – Manual Gearbox Without FBH . . . . . . . . . . . . . . . . . . . . . . . . . . 26-1-10

Cooling System Coolant Flow – Manual Gearbox With FBH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-1-11

Cooling System Coolant Flow – Automatic Gearbox Without FBH . . . . . . . . . . . . . . . . . . . . . . . . 26-1-12

Cooling System Coolant Flow – Automatic Gearbox With FBH . . . . . . . . . . . . . . . . . . . . . . . . . . 26-1-13

Cooling System Coolant Flow – Automatic Gearbox With Air Blast Transmission Cooler . . . . . . 26-1-14

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-1-15

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-1-17

COOLING SYSTEM - K SERIES 1.8 26-2-1

DESCRIPTION AND OPERATION

Cooling System Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-2-1

Cooling System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-2-2

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-2-3

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-2-5

COOLING SYSTEM - K SERIES KV6 26-3-1

DESCRIPTION AND OPERATION

Cooling System Component Layout - Sheet 1 of 2 (All Except NAS and Gulf States) . . . . . . . . . 26-3-2

Cooling System Component Layout - Sheet 1 of 2 (NAS and Gulf States) . . . . . . . . . . . . . . . . . . 26-3-4

Cooling System Component Layout - Sheet 2 of 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-3-6

Cooling System Coolant Flow (All Except NAS and Gulf States) . . . . . . . . . . . . . . . . . . . . . . . . . 26-3-7

Cooling System Coolant Flow (NAS and Gulf States) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-3-8

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-3-9

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-3-10

MANIFOLD AND EXHAUST SYSTEM - Td4 30-1-1

DESCRIPTION AND OPERATION

Exhaust Manifold Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-1-1

Inlet Manifold Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-1-2

Exhaust System Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-1-3

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-1-4

4CONTENTS

CONTENTS

MANIFOLD AND EXHAUST SYSTEM - K SERIES 1.8 30-2-1

DESCRIPTION AND OPERATION

Exhaust Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-2-1

Inlet Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-2-2

Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-2-3

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-2-4

MANIFOLD AND EXHAUST SYSTEM - K SERIES KV6 30-3-1

DESCRIPTION AND OPERATION

Exhaust Manifold Component Layout (All Except NAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30-3-1

Inlet Manifold Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30-3-2

Inlet Manifold Chamber Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-3-3

Exhaust System Component Layout (All Except NAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-3-4

Exhaust System Component Layout – Sheet 1 of 2 (NAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-3-5

Exhaust System Component Layout – Sheet 2 of 2 (NAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-3-6

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-3-7

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30-3-10

CLUTCH 33-1

DESCRIPTION AND OPERATION

Clutch Components – K1.8 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33-1

Clutch Components – Td4 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33-2

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-3

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33-8

MANUAL GEARBOX - GETRAG 37-2-1

DESCRIPTION AND OPERATION

Getrag 5 Speed Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37-2-1

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37-2-2

INTERMEDIATE REDUCTION DRIVE 41-1

DESCRIPTION AND OPERATION

Intermediate Reduction Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41-1

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41-2

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41-3

CONTENTS 5

CONTENTS

AUTOMATIC GEARBOX - JATCO 44-1

DESCRIPTION AND OPERATION

JATCO Automatic Gearbox Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44-1

JATCO Automatic Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44-2

JATCO Automatic Gearbox - Exploded View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44-3

JATCO Automatic Gearbox - Valve Block and Solenoid Valves . . . . . . . . . . . . . . . . . . . . . . . . . . 44-4

JATCO Automatic Gearbox Control Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44-6

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44-8

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44-40

DRIVESHAFTS 47-1

DESCRIPTION AND OPERATION

Drive Shaft and Propeller Shaft Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47-1

Front Drive Shaft Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47-2

Rear Drive Shaft Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47-3

Propeller Shaft and VCU Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47-4

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47-5

REAR AXLE AND FINAL DRIVE 51-1

DESCRIPTION AND OPERATION

Rear Differential. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51-2

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51-4

STEERING 57-1

DESCRIPTION AND OPERATION

Steering Components - Td4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-1

Steering Components - K1.8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-2

Steering Components - KV6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-3

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-4

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-13

FRONT SUSPENSION 60-1

DESCRIPTION AND OPERATION

Front Suspension Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60-1

Front Suspension Component Detail. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60-2

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60-4

6CONTENTS

CONTENTS

REAR SUSPENSION 64-1

DESCRIPTION AND OPERATION

Rear Suspension Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64-1

Rear Suspension Component Detail. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64-2

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64-4

BRAKES 70-1

DESCRIPTION AND OPERATION

Brake System Layout (K1.8 and Td4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70-1

Brake System Layout (KV6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70-2

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70-3

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70-15

DESCRIPTION AND OPERATION

Handbrake Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70-23

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70-24

RESTRAINT SYSTEMS 75-1

DESCRIPTION AND OPERATION

SRS Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-1

SRS Control Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-2

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-3

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-10

DESCRIPTION AND OPERATION

Front Seat Belt Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-11

Rear Seat Belt Components - Three Door Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-12

Rear Seat Belt Components - Five Door Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-13

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-14

HEATING AND VENTILATION 80-1

DESCRIPTION AND OPERATION

Heating and Ventilation System Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80-1

Heater Assembly Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80-2

Fuel Burning Heater Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80-3

PTC Heater System Component Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80-4

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80-5

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80-18

CONTENTS 7

CONTENTS

AIR CONDITIONING 82-1

DESCRIPTION AND OPERATION

A/C Refrigerant System Component Layout – KV6 Series Engines . . . . . . . . . . . . . . . . . . . . . . . 82-1

A/C Refrigerant System Component Layout – K1.8 Series Engines . . . . . . . . . . . . . . . . . . . . . . . 82-2

A/C Refrigerant System Component Layout – Td4 Series Engines . . . . . . . . . . . . . . . . . . . . . . . 82-3

A/C System Schematic Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82-4

A/C Control Component Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82-5

A/C System Control Schematic – K1.8 and Non NAS KV6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82-6

A/C System Control Schematic – Td4 and NAS KV6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82-8

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82-10

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82-23

WIPERS AND WASHERS 84-1

DESCRIPTION AND OPERATION

Windscreen Wiper Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84-1

Rear Screen Wiper Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84-2

Washer Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84-3

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84-4

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84-7

CONTROL UNITS 86-3-1

DESCRIPTION AND OPERATION

Control Unit Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-3-1

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-3-2

COMMUNICATION DATA BUSES 86-4-1

DESCRIPTION AND OPERATION

CAN Bus Control Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-4-1

Diagnostic Buses (Up To 2002 Model Year) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-4-2

Diagnostic Buses (From 2002 Model Year). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-4-4

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-4-6

SECURITY 86-5-1

DESCRIPTION AND OPERATION

Locking and Alarm System Component Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-5-1

Immobilisation System Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-5-2

Immobilisation System Control Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-5-3

Locking and Alarm System Control Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-5-4

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-5-6

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-5-15

8CONTENTS

CONTENTS

WINDOWS 86-6-1

DESCRIPTION AND OPERATION

Window Component Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86-6-2

Side Door Window Control Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86-6-4

Tail Door Window Control Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86-6-6

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-6-7

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-6-10

NAVIGATION SYSTEM 86-7-1

DESCRIPTION AND OPERATION

Navigation System Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-7-1

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86-7-2

INSTRUMENTS 88-1

DESCRIPTION AND OPERATION

Instrument Pack Component Location - Front View (All Markets, Except NAS) . . . . . . . . . . . . . . . 88-1

Instrument Pack Component Location - Front View (NAS Only) . . . . . . . . . . . . . . . . . . . . . . . . . . 88-2

Instrument Pack Component Layout - Rear View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88-3

Instrument Pack Components - Exploded View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88-4

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88-5

CONTENTS 9

CONTENTS

10 CONTENTS

ENGINE - Td4DESCRIPTION AND OPERATION

Td4 Engine – General View

ENGINE - TD4

M12 6830

DESCRIPTION AND OPERATION 12-1-1

ENGINE - TD4

Td4 Engine – Internal View

M12 6831

12-1-2 DESCRIPTION AND OPERATION

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ENGINE - TD4

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DESCRIPTION AND OPERATION 12-1-3

ENGINE - TD4

Cylinder Block Components

12-1-4 DESCRIPTION AND OPERATION

ENGINE - TD4

1 Banjo bolt – turbocharger oil supply
2 Copper washers – banjo bolt (2 off)
3 Cylinder block
4 Dowels – cylinder block to cylinder head (2 off)
5 Plug – coolant jacket
6 Sealing washer
7 Plug – rear engine block (2 off)
8 Gearbox closure assembly plate
9 Gasket – crankshaft rear seal housing to

engine block

10 Crankshaft rear seal housing
11 Bolts – crankshaft rear seal housing to engine

block (4 x M6)

12 Crankshaft rear seal
13 Bolts – crankshaft rear seal housing to engine

block (2 x M8)

14 Dowel – crankshaft
15 Dowels – cylinder block rear (2 off)
16 'O' ring – crankshaft position sensor
17 Screw – crankshaft position sensor
18 Crankshaft position (CKP) sensor
19 Dowels – cylinder block rear (2 off)
20 Oil pressure switch
21 Oil filter element
22 Sealing ring – oil filter
23 Sealing washers – oil filter head (2 off)
24 Oil filter housing head assembly
25 Bolts – oil cooler assembly to oil filter housing

(3 off)

26 Oil cooler assembly
27 'O' rings – oil cooler assembly to oil filter

housing (2 off)

28 Oil filter housing
29 Bolts – oil filter housing to cylinder block (3 off)
30 Gasket – oil filter housing to cylinder block
31 Connecting rod (4 off)
32 Big-end bearing shell (upper)
33 Big-end bearing cap
34 Bolt – big-end bearing cap to connecting rod

(2 off per connecting rod)

35 Big-end bearing shell (lower)
36 Dowels – big end bearing cap to connecting rod

(2 off per connecting rod)

37 Small-end bush
38 Circlips (2 off per Gudgeon pin)
39 Gudgeon pin
40 Piston (4 off)
41 Bolts – main bearing cap (2 off per cap)
42 Main bearing cap (5 off)
43 Oil control ring
44 2nd compression ring
45 Top compression ring
46 'O' ring – cylinder block blanking plate
47 Cylinder block (front) blanking plate
48 Bolt – cylinder block blanking plate
49 Pin – cylinder block, front (drive chain guide)
50 Plug – cylinder block (front)

51 Pins – ancillary chain guide to cylinder block

(2 off)

52 Dowels – cylinder block (front) to lower timing

chain cover (2 off)

53 Bolts – piston cooling jet (4 off)
54 Piston cooling jets (4 off)
55 Studs – fuel injection pump to cylinder block

mounting (3 off)

56 Alternator to engine block mounting bracket
57 Bolt (short) – alternator to engine block

mounting bracket bolt

58 Bolt (long) – alternator to engine block

mounting bracket (4 off)

DESCRIPTION AND OPERATION 12-1-5

ENGINE - TD4

Crankshaft, Sump and Oil Pump

12-1-6 DESCRIPTION AND OPERATION

1 Bolt – TV damper/crankshaft pulley
2 Washer – crankshaft pulley bolt
3 TV damper and crankshaft pulley
4 Crankshaft sprocket
5 Woodruff key
6 Crankshaft
7 Main bearing shells (grooved) – upper halves

(4 off)

8 No. 4 main bearing with integral thrust washers

(grooved) – upper half

9 Dowel – flywheel to crankshaft
10 Bolts – flywheel to crankshaft (8 off)
11 Bolts – impulse wheel to crankshaft (4 off)
12 Crankshaft timing impulse wheel
13 Cylinder block stiffener plate
14 Main bearing shells (plain) – lower (4 off)
15 No. 4 main bearing shell (plain with integral

thrust washers) – lower

16 Bolts – stiffener plate to cylinder block (6 off)
17 Bolts – oil pick-up pipe to oil pump assembly

(2 off)

18 Bolt – oil pick-up pipe to stiffener plate
19 Oil pick-up pipe and strainer
20 Gasket – oil pick-up pipe to oil pump assembly
21 Bolts – sump to cylinder block – M6 x 40 mm

(2 off)

22 Dipstick
23 'O' ring – dipstick to dipstick tube
24 Screw – dipstick tube to oil filter housing
25 Dipstick tube
26 Bolts – sump to cylinder block – M8 x 110 mm

(2 off)

27 'O' ring – dipstick tube to sump
28 Sump bottom plate
29 Bolts – sump bottom plate to sump (16 off)
30 Washer – oil drain plug sealing
31 Plug – sump oil drain
32 Gasket – sump bottom plate to sump
33 Bolts – sump to cylinder block – M8 x 30 mm

(15 off)

34 Sump
35 Gasket – sump to cylinder block
36 Oil pump sprocket
37 Bolt – oil pump sprocket
38 Bolts – oil pump assembly to cylinder block
39 Oil pump drive chain
40 Oil pump assembly

ENGINE - TD4

DESCRIPTION AND OPERATION 12-1-7

ENGINE - TD4

Camshaft Cover and Engine Cover

12-1-8 DESCRIPTION AND OPERATION

1 Bolts – air cleaner cover (3 off)

2 Air cleaner cover

3 Acoustic cover

4 Grommet

5 Air filter

6 Mass air flow (MAF) sensor assembly

7 Grommet – air cleaner upper

8 Fixings – duct to airflow sensor assembly (2 x

clips + 2 x capscrews)

9 Duct – Air cleaner assembly to turbocharger
10 Screws – mass airflow (MAF) sensor assembly

to air cleaner assembly (2 off)

11 Grommet – air cleaner lower
12 Turbocharger
13 Bolts – camshaft cover to cylinder head (14 off)
14 Camshaft cover blanking plate
15 Gasket – camshaft cover to cylinder head
16 'O' ring – camshaft sensor
17 Camshaft sensor
18 Screw – camshaft sensor to camshaft cover
19 Camshaft cover
20 Pillar bolts – camshaft cover to cylinder head

(8 off)

21 Oil depression limiter (filter housing)
22 Screws – oil separator housing to camshaft

cover (4 off)

23 Oil filler cap
24 Plugs – camshaft cover (3 off)
25 Inlet manifold cover (tangential port side) lower

adaptors (5 off)

26 Gasket (tangential ports) – inlet manifold (4 off)
27 Inlet manifold assembly
28 Sealing ring – EGR valve to inlet manifold
29 EGR valve
30 Screws – EGR valve to inlet manifold (4 off)
31 Inlet manifold cover (tangential port side)

inserts (8 off)

32 Inlet manifold cover (tangential port side) top

adaptors (5 off)

33 Nuts – inlet manifold (tangential port side) to

cylinder head (4 off)

34 Bolt – inlet manifold to cylinder head
35 Bolts – inlet manifold assembly (swirl port side)

to camshaft cover (8 off)

36 Gasket (swirl ports) – inlet manifold (4 off)

ENGINE - TD4

DESCRIPTION AND OPERATION 12-1-9

ENGINE - TD4

Camshaft Timing Chain Components

12-1-10 DESCRIPTION AND OPERATION

1 Bolts – ancillary drive chain automatic

tensioner (2 off)

2 Timing chain and ancillary drive chain

automatic tensioner

3 Pin – timing chain guide (2 off)

4 Timing chain guide (lower)

5 Bolts – camshaft sprocket to camshaft (2 off)

6 Exhaust camshaft sprocket

7 Timing chain

8 Timing chain guide (top)

9 Bolts – timing chain guide (top) to cylinder head

(2 off)

10 'O' ring
11 Intake camshaft sprocket
12 Pin – timing chain guide (upper)
13 Gasket – timing chain lower cover to cylinder

block

14 Timing chain guide (upper)
15 Fuel injection pump sprocket
16 Pin – ancillary chain guide (lower)
17 Ancillary chain guide (lower)
18 Ancillary drive chain
19 Nut – fuel injection pump sprocket to fuel

injection pump driveshaft

20 Bolt – ancillary drive chain guide (lower) to

cylinder block

21 Ancillary drive belt automatic tensioner
22 Nut – ancillary drive belt automatic tensioner to

timing chain lower cover

23 Screws – ancillary drive belt automatic

tensioner to timing chain lower cover (2 off)

24 Ancillary drive belt deflection pulley
25 Bolt – ancillary drive belt deflection pulley
26 Sealing washer
27 Ancillary drive belt automatic tensioner pulley
28 Blanking plug – timing chain lower cover
29 'O' ring
30 Crankshaft front oil seal
31 Bolts – timing chain cover to cylinder block

(14 off)

32 Blanking plug – timing chain lower cover
33 Washer
34 Timing chain lower cover
35 Crankshaft Woodruff key
36 Crankshaft sprocket
37 Ancillary drive chain guide (upper)
38 Pin – ancillary drive chain guide (upper)

ENGINE - TD4

DESCRIPTION AND OPERATION 12-1-11

ENGINE - TD4

Cylinder Head Components

12-1-12 DESCRIPTION AND OPERATION

1 Bolt – cylinder head fixing

2 Plug – cylinder head oil channel

3 Studs – exhaust manifold to cylinder head

mounting (8 off)

4 Bolt – cylinder head to cylinder block

5 Valve guides (16 off)

6 Bolt – cylinder head to cylinder block

7 Camshaft bearing caps (10 off, 5 per camshaft)

8 Screws – camshaft bearing cap (20 off; 2 per

camshaft bearing cap)

9 Cylinder head bolts (10 off)
10 Pillar screws – vacuum pump bracket
11 Vacuum pump bracket
12 Plugs – cylinder head (rear) oil gallery (2 off)
13 Plug – cylinder head (rear) blanking
14 Engine lifting bracket (rear)
15 'O' ring – vacuum pump to cylinder head
16 Vacuum pump
17 Bolts – vacuum pump to cylinder head (2 off)
18 Exhaust camshaft
19 Hydraulic tappets (16 off)
20 Rockers (16 off)
21 Valve spring collets (32 off)
22 Valve spring retainers (16 off)
23 Valve springs (16 off)
24 Valve stem seals (16 off)
25 Valves (8 x inlet, 8 x exhaust)
26 Intake camshaft
27 Bolts – engine lifting bracket to cylinder head

(rear) (2 off)

28 Screw – oil gallery blanking
29 Studs – intake manifold to cylinder head

mounting (4 off)

30 Glow plugs (4 off)
31 Bolts – coolant outlet elbow (3 off)
32 Coolant outlet elbow
33 Gasket – coolant outlet elbow to cylinder block
34 Coolant temperature sensor
35 Cylinder head gasket
36 Cylinder head
37 Engine lifting bracket (front)
38 Bolts – engine lifting bracket (front) (2 off)
39 Bolts – cylinder head to lower timing cover

(4 off)

ENGINE - TD4

DESCRIPTION AND OPERATION 12-1-13

ENGINE - TD4

Lubrication Circuit

12-1-14 DESCRIPTION AND OPERATION

1 Hydraulic tappet gallery

2 Hydraulic tappet – exhaust side (8 off)

3 Channels to camshaft bearings – exhaust side

(4 off)

4 Channels to camshaft bearings – intake side

(4 off)

5 Hydraulic tappet – intake side (8 off)

6 Riser channel to tappet gallery – intake side

7 Cylinder block main gallery feed to lubrication

jets

8 Piston lubrication jets (4 off)

9 Cylinder block main oil gallery feed for

crankshaft bearings

10 Oil filter housing to cylinder block main oil

gallery supply

11 Oil cooler
12 Oil filter element
13 Oil filter housing
14 Oil pump to oil filter housing channel (through

cylinder block)

15 Oil pick-up pipe
16 Pressure relief valve
17 Oil pump assembly
18 Port to cylinder block main gallery RH side
19 Oil feed channels to crankshaft main bearings
20 Riser channel for chain lubrication jets
21 Pressure supply to chain tensioner
22 Pressure supply channel for turbocharger

bearing lubrication

23 Output port (banjo connection) for turbocharger

oil feed

24 Riser channel for upper chain lubrication
25 Pressure supply for upper chain lubrication
26 Riser channel to tappet gallery – exhaust side

ENGINE - TD4

DESCRIPTION AND OPERATION 12-1-15

ENGINE - TD4

Description

General

The Td4 diesel engine is a 2.0 litre, 4 cylinder, in-line direct injection unit having four valves per cylinder operated by
twin overhead camshafts. The engine emissions comply with EU-3 (European Commission Directive) legislative
requirements and employs a catalytic converter, positive crankcase ventilation and exhaust gas recirculation to limit
the emission of pollutants. The unit is water cooled and turbo-charged and is controlled by an electronic engine
management system. Fuel injection features common rail technology.

The engine is controlled by a DDE 4.0 engine management system.

+ ENGINE MANAGEMENT SYSTEM - EDC, DESCRIPTION AND OPERATION, Description.

The cylinder block is of cast iron construction with a cast aluminium stiffening plate bolted to the bottom to improve
lower structure rigidity. The cylinder head is cast aluminium with a moulded plastic camshaft cover. The engine sump
is a two-piece cast aluminium assembly. A moulded plastic acoustic cover is fitted over the upper engine to reduce
engine generated noise.

The engine utilises the following features:
l Direct fuel injection utilising a common rail and high pressure injectors controlled by an engine management

system for precise fuel delivery under all prevailing operating conditions. A high pressure intermediary fuel pump
is chain driven from the crankshaft to supply fuel to the common rail

l 4 valves per cylinder with centrally arranged injection nozzle
l Turbocharging which delivers compressed air via an intercooler to the combustion chambers for improved power

output

l Exhaust gas recirculation to improve emissions through the reduction of NO2
l Oil cooler to keep engine lubrication oil cool under heavy loads and high ambient temperatures

Cylinder Block Components

The cylinder block components are described below:

Cylinder Block

The cylinders and crankcase are contained in a single grey cast iron construction with hollow beam structure. The
cylinders are direct bored. Lubrication oil is supplied via lubrication jets for piston and gudgeon pin lubrication and
cooling.

Lubrication oil is distributed throughout the block via the main oil gallery to critical moving parts through channels
bored in the block which divert oil to the main bearings, and to the big-end bearings via holes machined into the
crankshaft.

An oil cooler is fitted to the side of the oil filter assembly with ports in the oil cooler mating with ports in the oil filter
assembly, to facilitate coolant and oil flow from the cylinder block. An oil pressure switch is included in a tapping in
the oil filter assembly which is used to determine whether sufficient oil pressure is available to provide engine
lubrication and cooling.

A tapping at the front RH side of the cylinder block connects a pipe to the turbocharger by means of a banjo
connection. Oil under pressure from the oil pump provides lubrication for the turbocharger bearings.

Cylinder cooling is achieved by coolant circulating through chambers in the engine block casting. Note that the water
jacket does not have core plugs.

Two hollow metal dowels are used to locate the cylinder block to the cylinder head, one on each side at the front of
the unit. Two additional hollow metal dowels are used to locate the timing cover to the cylinder block.

Connecting Rods

The connecting rods are machined, H-sectioned steel forgings. The big-end bearing shells are plain split halves. The
upper half bearing shell fitted to the connecting rod is treated using the sputtering process (cathodic surface coating
process) to improve its resistance to wear.

The small-end of the connecting rod has a bushed solid eye which is free to move on the gudgeon pin. The small-end
bushing is a hand-push transition fit.

12-1-16 DESCRIPTION AND OPERATION

ENGINE - TD4

Pistons

The four pistons have graphite-compound coated aluminium alloy skirts, which are gravity die cast and machined.
Each of the pistons has a swirl chamber machined in the head which partly contains the inlet air during the combustion

process and helps provide turbulence for efficient air/fuel mixture to promote complete combustion. The recesses in
the piston's crown also provide clearance for the valve heads.

The pistons are attached to the small-end of the connecting rods by fully floating gudgeon pins which are retained in
the piston by circlips.

The pistons incorporate an oil cooling channel for piston and gudgeon pin cooling, oil being supplied under pressure
from the piston lubrication jets.

Piston Rings

Each piston is fitted with two compression rings and an oil control ring.
The top ring is barrel-edged and chrome plated, the 2nd compression ring is taper-faced and the oil control ring is

chrome plated and features a bevelled ring with spring.

Piston Lubrication Jets

The four lubrication jets (one for each cylinder) have a long hook-type nozzle and are fitted at the bottom right hand
side of each cylinder by two socket screws.

The jets provide lubrication to the cylinder walls, and to the piston underskirt for cooling the pistons and lubricating
the gudgeon pins and small-end bearings. The input port to each lubrication jet mates with a port provided in each
mounting position, tapped at the underside of the cylinder block from a main gallery on the RH side of the block.

Oil Cooler and Oil Filter Housing

The engine oil cooler assembly is located on the oil filter housing and is connected to the vehicle cooling system. Oil
from the cylinder block passes through the oil filter housing and partial flow is directed through the oil cooler before it
is returned to the cylinder block. The oil filter housing has an integral thermostatic valve which controls the amount of
oil flowing through the oil cooler, dependent on the oil temperature.

The oil filter is a disposable paper type. The filter is removed by unscrewing the cap of the oil filter housing.

Oil Pressure Switch

The oil pressure switch is located in a port in the oil filter housing. It detects when a low oil pressure condition occurs
and initiates the illumination of a warning light in the instrument pack if the pressure drops below a given value.

High Pressure Fuel Pump

The high pressure fuel pump supplying the common fuel rail is fixed to a flange on the front LH side of the cylinder
block. The pump is a 3 radial piston type controlled by the DDE 4.0 engine management system and chain driven
from the crankshaft at 0.75 x engine speed.

+ ENGINE MANAGEMENT SYSTEM - EDC, DESCRIPTION AND OPERATION, Description.

Crankshaft Position (CKP) Sensor

The crankshaft position sensor is mounted on the rear LH side of the cylinder block. The sensor is a Hall-effect type
which acts on a profiled target on the flywheel.

+ ENGINE MANAGEMENT SYSTEM - EDC, DESCRIPTION AND OPERATION, Description.

Sump, Crankshaft and Oil Pump Components

The sump, crankshaft and oil pump components are described below:

Sump

The sump is a two piece aluminium die-cast construction. The sump assembly is sealed to the bottom of the engine
block by means of a rubber and metal gasket and 19 fixing bolts. The four bolts at the gearbox end of the engine block
are longer than the remaining 15 bolts. Liquid sealing compound is used to seal the sump to the engine block at
defined points.

DESCRIPTION AND OPERATION 12-1-17

ENGINE - TD4

A thermal oil level sensor is fitted through the bottom plate of the sump and is fixed to the bottom plate by means of
three studs and nuts. The oil drain plug with sealing washer is also fitted to the RH side of the bottom plate. The bottom
plate is attached to the upper portion of the sump by means of 16 bolts, and a rubber-metal gasket seals the interface
between the two components.

A port for the dipstick tube is included in the casting on the LH side of the sump.
An oil pick-up pipe with integral strainer locates in the centre of the sump oil pan to provide oil to the crankshaft driven

oil pump.

Stiffener Plate

The stiffener plate increases the rigidity of the lower engine block and is secured to the bottom of the cylinder block
by 6 bolts.

Oil Pump

The oil pump assembly is bolted to the bottom of the cylinder block and is located in front of the engine block stiffener
plate. The pump is an internal rotor type with sintered rotors and is driven through a chain and sprocket system from
the crankshaft.

A pressure relief valve is included at the outlet side of the oil pump to restrict oil pressure at high engine speeds by
recirculating oil through the relief valve back around the pump to the inlet. The relief valve and spring is a plunger type;
when oil pressure is great enough to lift the plunger, oil is allowed to escape past the plunger to relieve pressure and
prevent further rise.

Oil is delivered to the pump from the pick-up pipe, and the outlet side of the oil pump delivers pressurised oil flow to
the engine block main oil delivery gallery.

Crankshaft and Main Bearings

The crankshaft is carried in 5 main bearings, number 4 main bearing having integral thrust washers for controlling
end-float.

Cross-drillings in the crankshaft between adjoining main and big-end bearings are used to divert oil from the main
bearings to lubricate the big-end bearings.

The crankshaft seals are made from PTFE. The front end of the crankshaft has a torsional vibration damper with
integrated pulley attached for driving the ancillary components.

Each of the bearing caps are of cast iron construction and are attached to the cylinder block by two bolts. The bearing
shells are of the split cylindrical type. The upper half shells are grooved to facilitate the supply of lubrication oil to the
bearings and fit into a recess in the underside of the cylinder block. The lower half bearing shells are plain and fit into
the bearing caps.

Cylinder Head Components

The cylinder head components are described below:

Cylinder Head

The cylinder head is of aluminium gravity die casting construction. The cylinder head is bolted to the cylinder block by
means of M12 cylinder head bolts arranged beneath each camshaft.

The cylinder head gasket is a multi-layer steel type and is available in three thicknesses. The choice of gasket
thickness is dependent on the maximum piston protrusion.

The cylinder head has four ports machined at each cylinder location, two exhaust ports and two inlet ports. One of the
inlet ports is helical and functions as a swirl port, the other is arranged laterally as a tangential port and functions as
a charge port.

The cylinder head cooling system features combined longitudinal/transverse coolant flow. Coolant outlet is through a
moulded plastic outlet elbow fixed to the cylinder head by three screws at the centre LH side of the cylinder head. The
coolant thermostat is contained in a cast assembly at the inlet side and is bolted to the water pump which is driven
from the ancillary drive belt. The coolant temperature sensor is screwed into an aperture at the rear LH side of the
cylinder head.

+ ENGINE MANAGEMENT SYSTEM - EDC, DESCRIPTION AND OPERATION, Description.
+ COOLING SYSTEM - Td4, DESCRIPTION AND OPERATION, Description.

12-1-18 DESCRIPTION AND OPERATION

ENGINE - TD4

The four fuel injection nozzles are centrally mounted above each cylinder and each is fixed to the cylinder head by
means of two stud bolts. The central position of the injectors provides a symmetrical spray pattern to the central
combustion bowl of the piston.

+ ENGINE MANAGEMENT SYSTEM - EDC, DESCRIPTION AND OPERATION, Description.

Glow plugs are arranged centrally on the inlet side of the cylinder head, between the tangential port and the swirl port
of each cylinder.

+ ENGINE MANAGEMENT SYSTEM - EDC, DESCRIPTION AND OPERATION, Description.

A support bracket for the camshaft driven vacuum pump is located at the rear RH side of the cylinder head.

Vacuum Pump

The vacuum pump is located on a support bracket at the rear RH side of the cylinder head and is driven from the
exhaust camshaft.

Camshafts

There is one exhaust camshaft and one intake camshaft. Each of the camshafts are located in five bearings and
maintained in position by five bearing caps. Each of the bearing caps are fixed to the cylinder head by two bolts. The
camshafts are made using the clear chill casting process and are hollow cast. The cam lobes have a negative cam
radius. The camshafts are driven from the crankshaft using a simplex chain and sprocket arrangement.

Each camshaft has eight machined lobes for operating the inlet and exhaust valves through lash adjusters and roller­type finger levers. The exhaust camshaft is machined at the rear end to provide a drive connection for the vacuum
pump.

Inlet and Exhaust Valves

The inlet and exhaust valves are identical and have ground, solid one-piece head and stems made from Nimonic alloy
material.

The valve springs are made from spring steel and are of the parallel single-coil type. The bottom end of each spring
rests on the flange of a spring retainer which has an integral valve stem seal. The top end of the spring is held in place
by a spring retainer which is held in position at the top end of the valve stem by split taper collets. The taper collets
have grooves on the internal bore that locate to grooves ground into the upper stems of the valves.

Valve seats and valve guides are an interference fit in the cylinder head.

Hydraulic Tappets and Roller Finger Rockers

The valves are operated through roller-type finger rockers and hydraulic tappets, actuated by the camshaft lobes.
When the camshaft lobe presses down on the top of a finger rocker, roller mechanism, the respective valve is forced
down, opening the effected inlet or exhaust port. The use of this type of actuation method helps reduce friction in the
valve timing mechanism.

The body of the hydraulic tappets contains a plunger and two chambers for oil feed and pressurised oil. The
pressurised oil is supplied to the tappets via the main oil galleries in the cylinder head and through a hole in the side
of the tappet body. The oil passes into a feed chamber in the tappet and then through to a separate pressure chamber
via a one way ball valve.

Oil flow from the pressure chamber is determined by the amount of clearance between the tappet outer body and the
centre plunger. Oil escapes up the side of the plunger every time the tappet is operated, the downward pressure on
the plunger forcing a corresponding amount of oil in the tappet body to be displaced. When the downward pressure
from the camshaft and finger rocker is removed (i.e. after the trailing flank of the camshaft lobe has passed), oil
pressure forces the tappet's plunger up again. This pressure is not sufficient to effect the valve operation, but
eliminates the clearance between the finger rocker and top of the valve stem.

Camshaft Cover Components

The camshaft cover and engine cover components are described below:
The cover is of moulded plastic construction and is used to seal off the oil chamber in the cylinder head. It shields the

oil spray from the camshaft and the chain drive gear and provides the valve gear housing.
An oil separator for the crankcase ventilation system is mounted at the centre top of the cover, which provides

preliminary oil separation by cyclone, and fine separation using an internal yarn wrap filter. The separator unit also
contains a pressure control valve.

DESCRIPTION AND OPERATION 12-1-19

ENGINE - TD4

The camshaft cover includes an integrated air filter housing which is de-coupled from the cylinder head to absorb and
minimise the transmission of engine noise. The air cleaner is designed in the form of an oval cartridge. The camshaft
cover also provides a mounting for the Mass Air Flow (MAF) sensor.

Camshaft Timing Train Components

The timing chain cover and timing chain components are described below:

Timing Chain Cover

The timing chain cover is cast and machined aluminium alloy and is attached to the cylinder block by 14 bolts. Five
bolts are used to fix the upper flange of the timing cover to the cylinder head casting, and a further four bolts secure
the front of the sump to the timing cover. The bottom of the timing cover is located to the front face of the cylinder
block by two metal dowels.

The front of the crankshaft passes through a hole in the timing cover, and an oil seal is used to seal the interface
between the front of the crankshaft and the timing cover.

Timing Chains

Two chain drives are utilised. The timing chain between the crankshaft sprocket and the fuel injection pump sprocket
is a simplex type. The timing chain is contained between one fixed and one hydraulically adjustable tensioning rail.

The chain drive from the fuel injection pump sprocket to the two camshaft sprockets is also a simplex type. The chain
between the camshaft and injection pump runs between one fixed guide rail and a hydraulically adjustable tensioning
rail to minimise chain flutter. An additional plastic chain guide is located above the two camshaft sprockets.

The adjustable tensioning rails are of aluminium die casting construction with clip-fastened plastic slide linings. The
fixed guide rails are moulded plastic. The tensioner rails are attached to the front of the cylinder blocks using pivot
bolts which allow the tensioner rail to pivot about its axis.

The hydraulic tensioner for both chains is provided from a single unit which contains two hydraulically operated
plungers that operate on the tensioning rails at the slack side of each of the timing chains. Pressurised oil for the
adjuster is supplied through the back of the unit from an oil supply port in the front of the cylinder block. The lateral
movement in the tensioner arm causes the timing chain to tension and consequently, compensation for chain flutter
and timing chain wear is automatically controlled.

The timing chains are oil splash lubricated via the oil pump and chain tensioner. Oil spray is directed to the chain from
several oil supply ports in the front of the cylinder block and cylinder head.

An additional chain from the crankshaft sprocket connects to the oil pump sprocket for oil pump operation.

Lubrication Circuit

Oil from the sump is drawn up through a fabricated metal pick-up pipe which contains a mesh to filter out any relatively
large pieces of material which could cause damage to the oil pump. The head of the pick-up is centrally immersed in
the sump oil and oil is delivered to the inlet side of the eccentric rotary pump.

The oil pump is driven from the crankshaft by a chain and sprocket system. Pressurised oil from the pump is passed
through a port in the bottom of the cylinder block and is directed up to the oil inlet port of the oil filter housing via a port
in the RH side of the cylinder block. The oil pump contains an oil pressure relief valve which opens to allow oil to be
recirculated back around the pump if the oil pressure increases to a high enough level.

The inlet port of the oil filter housing has an integral non-return valve which allows flow into the filter, but prevents
unfiltered oil draining back out of the filter housing when oil pressure is reduced.

The oil passes through the oil filter element and out to the oil cooler. The percentage of oil flow passed through to the
oil cooler is dependent on a thermostatic by-pass valve which is integrated into the oil filter housing. An increase in
oil temperature causes the by-pass valve to open and allow a greater percentage of oil flow to be directed through the
oil cooler. The remainder of the oil flow from the outlet side of the filter element is directed to the outlet port of the oil
filter housing where it combines with the oil flow being returned from the oil cooler before being passed back into the
cylinder block.

An oil pressure switch is included in the outlet port of the oil filter housing to sense the oil pressure level before the oil
flow enters the main oil gallery in the engine block. A warning lamp in the instrument pack is switched on if the oil
pressure is detected to be too low.

+ INSTRUMENTS, DESCRIPTION AND OPERATION, Description.

12-1-20 DESCRIPTION AND OPERATION

ENGINE - TD4

The oil entering the cylinder block main gallery passes through drillings to the crankshaft main bearings and cross
drillings in the crankshaft direct oil to the big-end bearings. An additional four drillings in the cylinder block supply oil
at reduced pressure to the lubrication jets for piston and cylinder cooling and gudgeon pin lubrication.

A cross channel from the LH main oil gallery crosses to the RH side of the cylinder block where there is an outlet port
which provides a pressurised oil supply to the turbocharger bearings via a banjo connection and external piping.

Riser channels at the front RH side and rear LH side of the cylinder block are used to channel oil to mating ports in
the cylinder head and provide a source for cylinder head lubrication and operating pressure for the hydraulic tappets.

Oil is fed through oil galleries at the LH and RH side of the engine and four cross channels from each gallery directs
oil to the camshaft bearings. Lubrication oil fed to the tappets passes up through the tappet body to the finger rockers
for lubrication of the surfaces between the finger rockers and the camshaft lobes.

Tapered plugs seal the cylinder head main oil galleries at the rear of the cylinder head, and an additional tapered plug
is included inside the cylinder head at the front of the RH gallery.

An additional riser channel from the cylinder block LH main oil gallery is used to supply lubrication to the timing chain
system through several outlet ports at the front of the cylinder block and cylinder head.

DESCRIPTION AND OPERATION 12-1-21

ENGINE - TD4

12-1-22 DESCRIPTION AND OPERATION

ENGINE - K SERIES 1.8DESCRIPTION AND OPERATION

External View

ENGINE - K SERIES 1.8

M12 6832

DESCRIPTION AND OPERATION 12-2-1

ENGINE - K SERIES 1.8

Internal View

M12 6833

12-2-2 DESCRIPTION AND OPERATION

Timing Belt Components

ENGINE - K SERIES 1.8

1 Screws – upper front to upper rear drive belt

cover (5 off)

2 Upper front drive belt cover

3 Drive belt

4 Bolt – tensioner to cylinder head

5 Tensioner

6 Bolt – camshaft drive gear to camshaft

7 Washer – camshaft drive gear to camshaft

8 Inlet camshaft drive gear

9 Upper rear drive belt cover assembly
10 Screw (long) – upper rear drive belt cover to

cylinder block

11 Screws (short) – upper rear drive belt cover to

cylinder block (4 off)

12 Exhaust camshaft drive gear
13 Seal – lower front drive belt cover
14 Lower front drive belt cover assembly
15 Screw – lower front drive belt cover to oil pump
16 Crankshaft drive gear
17 Screw – lower front drive belt cover to upper

rear drive belt cover

18 Screw – tensioner index wire stop to cylinder

head

19 Crankshaft pulley
20 Bolt and washer – crankshaft pulley
21 Seal – upper front drive belt cover

DESCRIPTION AND OPERATION 12-2-3

ENGINE - K SERIES 1.8

Cylinder Block Components

12-2-4 DESCRIPTION AND OPERATION

1 'O' ring – thermostat housing to coolant pump

2 Thermostat housing

3 Screw – dipstick tube and thermostat housing

to cylinder block

4 Thermostat

5 Seal – thermostat

6 Cover – thermostat

7 'O' ring – thermostat to coolant pipe

8 Bolt – connecting rod (2 off per connecting rod)

9 Big-end bearing cap
10 Big-end bearing shell (lower)
11 Big-end bearing shell (upper)
12 Connecting rod (4 off)
13 Piston (4 off)
14 Oil control ring
15 2nd compression ring
16 Top compression ring
17 Sealing washer – vent screw to coolant pipe
18 Cylinder liner (4 off)
19 Vent screw
20 Coolant pipe
21 Screw – coolant pipe to cylinder block
22 Cylinder head gasket
23 Bolts – thermostat cover to housing (3 off)
24 Cylinder block
25 'O' ring –coolant pump
26 Pillar bolt – coolant pump to cylinder block

(coolant pump belt cover support)

27 Screws – coolant pump to cylinder block (4 off)
28 Coolant pump
29 Dowels – coolant pump to cylinder block (2 off)

ENGINE - K SERIES 1.8

DESCRIPTION AND OPERATION 12-2-5

ENGINE - K SERIES 1.8

Crankshaft, Sump and Oil Pump Assembly

12-2-6 DESCRIPTION AND OPERATION

1 Oil pump assembly

2 Gasket – oil pump

3 Crankshaft

4 Thrust washers (2 off at No.3 main bearing)

5 Main bearing shells (upper) – (5 off; plain in

No.1 and 5, grooved in No.2, 3 and 4)

6 Dowel

7 Crankshaft rear oil seal

8 Flywheel assembly

9 Bolts – flywheel to crankshaft (6 off)
10 Main bearing shells (lower) – (5 off)
11 Dowels – bearing ladder to cylinder block
12 Bearing ladder
13 Dowels – bearing ladder to transmission case

(2 off)

14 Oil rail
15 Studs – bearing ladder to oil rail (2 off)
16 Nuts – bearing ladder to oil rail (2 off)
17 Gasket – oil filter adapter to bearing ladder
18 Screws – oil filter adapter to bearing ladder

(4 off)

19 Taper plug
20 Oil filter cartridge
21 Oil filter adapter insert
22 Oil filter head
23 Oil temperature sensor
24 Oil pressure switch
25 Sump
26 Bolts (long) – sump to bearing ladder (2 off)
27 Sealing washer – sump plug
28 Plug – sump oil drain
29 Screws (short) – sump to bearing ladder (12 off)
30 Screw – oil suction pipe to bearing ladder
31 Oil suction pipe
32 Seal – oil suction pipe
33 Oil rail core plug
34 Bolts (long) – bearing ladder to cylinder block
35 Bolts (short) – bearing ladder to cylinder block

(9 off)

36 Bolts – oil pump to cylinder block
37 Crankshaft front oil seal
38 Gasket – dipstick tube to bearing ladder
39 Screws – dipstick tube to bearing ladder (2 off)
40 Dipstick tube
41 Bolt – dipstick tube to thermostat and cylinder

block

42 Dipstick

ENGINE - K SERIES 1.8

DESCRIPTION AND OPERATION 12-2-7

ENGINE - K SERIES 1.8

Camshaft Cover, Engine Cover and Inlet Manifold

12-2-8 DESCRIPTION AND OPERATION

1 Bolts – spark plug cover to camshaft cover

(3 off)

2 Spark plug cover

3 Bolts – camshaft cover to camshaft carrier

(15 off)

4 Oil filler cap

5 Oil filler cap seal

6 Bolt – camshaft sensor to camshaft cover

7 Camshaft sensor

8 'O' ring – camshaft sensor

9 Gasket – camshaft cover to camshaft carrier
10 Inlet air temperature (IAT) sensor
11 Nuts – inlet manifold to cylinder head studs

(3 off)

12 Copper washer – IAT sensor to inlet manifold
13 Studs – inlet manifold to cylinder head (3 off)
14 Gasket – inlet manifold to cylinder head
15 Inlet manifold
16 Bolts – inlet manifold to cylinder head (4 off)
17 Spring clip – vacuum regulator to inlet manifold

pipe

18 Pipe – vacuum regulator to inlet manifold
19 Cap screws – Manifold Absolute Pressure

(MAP) sensor to inlet manifold (2 off)

20 Manifold Absolute Pressure (MAP) sensor
21 Camshaft cover assembly
22 Spring clip – breather hose to camshaft cover
23 Hose – camshaft cover to inlet manifold

breather

24 Spring clip – breather hose to camshaft cover
25 Hose – camshaft cover to throttle body breather
26 Spring clip – breather hose to throttle body

ENGINE - K SERIES 1.8

DESCRIPTION AND OPERATION 12-2-9

ENGINE - K SERIES 1.8

Cylinder Head Components

12-2-10 DESCRIPTION AND OPERATION

1 Bolts – camshaft carrier to cylinder head

(26 off)

2 Camshaft carrier

3 Inlet camshaft

4 Oil seal – camshaft (4 off)

5 Exhaust camshaft

6 Cylinder head

7 Cover plate – inlet camshaft

8 Screws – cover plate to camshaft cover (2 off)

9 Cover plate – exhaust camshaft
10 Screws – cover plate to camshaft cover (2 off)
11 Gasket – coolant outlet elbow
12 Coolant outlet elbow
13 Screws – coolant outlet elbow to cylinder head

(2 off)

14 Washer – coolant temperature sensor
15 Coolant temperature sensor
16 Exhaust manifold
17 Bolts – exhaust heat shield (2 off)
18 Washer – exhaust heat shield
19 Nut – exhaust heat shield
20 Exhaust heat shield
21 Bolts – exhaust manifold to exhaust down pipe
22 Nuts – exhaust manifold to cylinder head studs

(5 off)

23 Gasket – exhaust manifold to cylinder head
24 Studs – exhaust manifold to cylinder head
25 Valve guides (16 off)
26 Exhaust valves (8 off – 2 per cylinder)
27 Exhaust valve seat inserts (8 off)
28 Inlet valves (8 off – 2 per cylinder)
29 Inlet valve seat inserts (8 off)
30 Valve stem oil seal (16 off)
31 Valve spring (16 off)
32 Valve spring cap (16 off)
33 Collets – cap (16 off)
34 Hydraulic tappets (16 off)
35 Ring dowel – cylinder head to camshaft carrier

(2 off)

36 Drive pin – camshaft (2 off, 1 per camshaft)
37 Bolts – cylinder head (10 off)

ENGINE - K SERIES 1.8

DESCRIPTION AND OPERATION 12-2-11

ENGINE - K SERIES 1.8

Operation

General

The 'K' Series engine is built up from aluminium castings bolted together. These consist of three major castings; the
cylinder head, cylinder block and a bearing ladder, which is line bored to provide the main bearing bores. Attached to
these are three minor castings; above the cylinder head, the camshaft carrier and the camshaft cover. Below the
bearing ladder is an oil rail.

Each of the ten cylinder head bolts passes through the cylinder head, cylinder block and bearing ladder to screw into
the oil rail. This puts the cylinder head, cylinder block and bearing ladder into compression with all the tensile loads
being carried by the cylinder head bolts.

When the cylinder head bolts are removed; additional fixings are used to retain the bearing ladder to the cylinder block
and the oil rail to the bearing ladder.

The cross flow cylinder head is based on a four valve, central spark plug, combustion chamber with the inlet ports
designed to induce swirl and control the speed of the induction charge. This serves to improve combustion and hence
fuel economy, performance and exhaust emissions. The twin overhead camshafts operate the valves via hydraulic
tappets, one camshaft operates the exhaust valves while the other operates the inlet valves. The camshafts are driven
from the crankshaft by a timing belt, belt tension being maintained by an automatic tensioner. The camshafts are
retained by the camshaft carrier, which is line bored with the cylinder head.

The plug-top coil ignition system utilises a camshaft sensor located in the camshaft carrier, adjacent to the exhaust
camshaft. The camshafts have an integral reluctor ring, which provides an input to the camshaft sensor. Twin coils
are fitted on top of the camshaft cover, each coil supplying HT voltage to one pair of spark plugs.

Self-adjusting hydraulic tappets are fitted on top of each valve and are operated directly by the camshafts. The valve
stem oil seals are moulded onto a metal base which also act as the valve spring seat on the cylinder head.

Exhaust valves are of the carbon break-type. A machined profile on the valve stem removes any build up of carbon
in the combustion chamber end of the valve guide thereby preventing valves from sticking.

The stainless steel cylinder head gasket has moulded seals around all coolant, breather and oil apertures and has
steel cylinder bore eyelets. Limiters at each end of the gasket control compression of the gasket.

The cylinder block is fitted with 'damp' cylinder liners, the bottom, stepped half of the damp liner, being a sliding fit into
the lower part of the cylinder block. The liners are sealed in the block with a bead of Hylomar. The bead is applied
around the stepped portion of the liner. The cylinder head gasket effects the seal at the cylinder head with the liner
top acting as a break between the combustion chamber and gasket.

The aluminium alloy, thermal expansion pistons have a semi- floating gudgeon pin, which is offset towards the thrust
side and has interference fit in the small end of the connecting rod. Pistons and cylinder liners are supplied in two
grades. Big-end bearing diametric clearance is controlled by three grades of selective shell bearing.

The five bearing, eight balance weight crankshaft has its end-float controlled by thrust washer halves at the top of the
central main bearing. Bearing diametric clearance is controlled by three grades of selective shell bearing. Oil grooves
are provided in the upper halves of main bearings No. 2, 3 and 4 to supply oil, via drillings in the crankshaft, to the
connecting rod big-end bearings.

12-2-12 DESCRIPTION AND OPERATION

Engine Lubrication System

ENGINE - K SERIES 1.8

The lubrication system is of the full-flow filtration, forced fed type. The oil sump is of either pressed steel or alloy
manufacture. Pressed steel sumps are sealed to the bearing ladder using a positively located gasket incorporating
compression limiters. Alloy sumps are sealed to the bearing ladder with a bead of sealant applied to the sump flange.

Oil is drawn, via a strainer and suction pipe (1) in the sump, into the crankshaft driven oil pump (2) of the trochoid type
which has an integral pressure relief valve (3), excess oil is diverted into the intake (4) of the oil pump. Oil is pumped
through the full-flow cartridge-type oil filter (5), mounted on an adapter attached to the oil pump housing. The low-oil
pressure sensor (6) is also screwed into the adapter and registers the oil pressure in the main oil gallery on the outflow
side of the filter.

The main oil gallery (7) is fed through the oil rail below the main bearing ladder in which drillings direct the oil to the
main bearings. Cross drillings in the crankshaft from No. 2 and 4 main bearings carry the oil to the big-end bearings.
A passage in the oil pump housing connects to a drilling (8) in the cylinder block to oil ways (9) in the cylinder head.

Oil is fed through the cylinder head to twin full-length oil ways (10) in the camshaft carrier to supply oil to each
hydraulic tappet and camshaft bearing.

DESCRIPTION AND OPERATION 12-2-13

ENGINE - K SERIES 1.8

Crankcase Ventilation

A positive crankcase ventilation system is used to vent blow-by gas from the crankcase to the air intake system.
Crankcase gas is drawn through a gauze oil separator in the camshaft cover and passes via hoses into the throttle

housing.

12-2-14 DESCRIPTION AND OPERATION

ENGINE - K SERIES KV6DESCRIPTION AND OPERATION

KV6 Engine – General View (All Except NAS)

ENGINE - K SERIES KV6

M12 6812

DESCRIPTION AND OPERATION 12-3-1

ENGINE - K SERIES KV6

KV6 Engine – General View (NAS)

M12 7452

12-3-2 DESCRIPTION AND OPERATION

KV6 Engine – Internal View

ENGINE - K SERIES KV6

M12 6813

DESCRIPTION AND OPERATION 12-3-3

ENGINE - K SERIES KV6

KV6 Engine – Cylinder Block Components

1 Clip – coolant pump to thermostat pipe
2 'O' ring – coolant pump to thermostat pipe
3 Pipe – coolant pump to thermostat
4 'O' ring – coolant pump to thermostat pipe
5 Clip – coolant pump to thermostat pipe
6 Thermostat housing
7 'O' ring – coolant outlet elbow to cylinder block
8 Bolt – coolant outlet elbow to cylinder block

9 Coolant outlet elbow
10 'O' ring – thermostat housing to cylinder block
11 Blanking plate – coolant outlet
12 Seal – blanking plate
13 Screw – blanking plate (2 off)
14 Bolt – engine lifting bracket, rear (2 off)
15 Engine lifting bracket – rear
16 Screw – crankshaft rear oil seal (5 off)
17 2nd compression ring

18 Top compression ring
19 Oil control ring
20 Piston
21 Big-end upper bearing shell
22 Big-end bearing cap
23 Bolt – big-end bearing cap to connecting rod

(2 off per piston)

24 Big-end lower bearing shell
25 Crankshaft rear oil seal
26 Cylinder liner (6 off)
27 Dowel – cylinder block to cylinder head (4 off)
28 Cylinder block
29 Dowel – cylinder block to lower crankcase

(4 off)

30 Engine coolant pump
31 Screw – coolant pump to cylinder block (7 off)
32 Seal – coolant pump to cylinder block

12-3-4 DESCRIPTION AND OPERATION

ENGINE - K SERIES KV6

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DESCRIPTION AND OPERATION 12-3-5

ENGINE - K SERIES KV6

KV6 Engine – Crankshaft, Sump and Oil Pump Assembly

12-3-6 DESCRIPTION AND OPERATION

1 'O' rings – oil filter housing to oil cooler pipes
2 Oil pressure switch
3 Screw – oil pump to cylinder block (16 off)
4 Oil pump and oil filter housing assembly
5 Gasket – oil pump housing
6 Bearing ladder
7 Crankshaft
8 Dipstick

9 Dipstick tube
10 Baffle plate – lower crankcase extension
11 Lower crankcase extension
12 Screw – dipstick tube to cylinder block
13 'O' ring – oil pick-up pipe
14 Oil pick-up pipe with integral strainer
15 Screw – oil pick-up pipe to lower crankcase
16 Connector (quick fit) – dipstick tube to sump
17 Sump
18 Bolt – sump to lower crankcase (10 off;

5 x short, 5 x long)

19 Oil cooler
20 Bolt – oil cooler to sump (3 off)
21 Oil drain plug
22 Seal – oil drain plug
23 Pipe – oil cooler to oil filter housing
24 Pipe – oil filter housing to oil cooler
25 Oil filter cartridge
26 Bolt (long) – bearing ladder to cylinder block

(8 off)

27 Bolt (short) – bearing ladder to cylinder block

(8 off)

ENGINE - K SERIES KV6

DESCRIPTION AND OPERATION 12-3-7

ENGINE - K SERIES KV6

KV6 Engine – Cylinder Head Components

12

13

14

15

11

1

16

17

18

5

4

3

2

8

9

10

19

6

7

20

42

43

44

39

45

40

41

46

29

27

28

26

30

25

32

31

24

37

21

23

33

34

22

35

36

M12 6646

LH cylinder bank shown, RH cylinder bank similar

12-3-8 DESCRIPTION AND OPERATION

38

1 Rear drive belt inner cover

2 Bolt – camshaft rear drive belt inner cover

(4 off)

3 Camshaft gear – rear inlet

4 Drive belt – rear camshaft

5 Bolt – inlet camshaft gear

6 Bolt – camshaft rear drive belt outer cover

(3 off)

7 Rear drive belt outer cover

8 Bolt – exhaust camshaft gear

9 Camshaft gear – rear exhaust
10 Seal – inlet camshaft, rear oil
11 Inlet camshaft
12 Seal – inlet camshaft, front oil
13 Stud – cylinder head to intake manifold (2 off)
14 Valve stem oil seal – inlet (6 off)
15 Valve spring – inlet (6 off)
16 Valve spring cap – inlet (6 off)
17 Collet – inlet valve (12 off)
18 Tappet – inlet valve (6 off)
19 Camshaft carrier
20 Bolt – cylinder head (8 off)
21 Bolt – camshaft carrier to cylinder head (22 off)
22 Seal – exhaust camshaft, rear oil
23 Exhaust camshaft
24 Tappet – exhaust valve (6 off)
25 Collet – exhaust valve (12 off)
26 Valve spring cap – exhaust (6 off)
27 Valve stem oil seal – exhaust (6 off)
28 Valve spring – exhaust (6 off)
29 Seal – exhaust camshaft, front oil
30 Bolt – camshaft cover (14 off)
31 Seal – oil filler cap
32 Oil filler cap
33 'O' ring – CMP sensor
34 CMP sensor
35 Bolt – CMP sensor
36 Spark plug (3 off)
37 Camshaft cover
38 Gasket – camshaft cover
39 Inlet valve (6 off)
40 Valve seat insert – inlet (6 off)
41 Valve guide – inlet (6 off)
42 Gasket – cylinder head
43 Exhaust valves (6 off)
44 Valve seat insert – exhaust (6 off)
45 Valve guides – exhaust (6 off)
46 Cylinder head

ENGINE - K SERIES KV6

DESCRIPTION AND OPERATION 12-3-9

ENGINE - K SERIES KV6

KV6 Engine – Manifolds and Engine Cover Components (All Except NAS)

3

1

2

4

6

5

7

19

11

20

18

21

8

12

9

10

14

13

15

16

17

22

M12 6647

12-3-10 DESCRIPTION AND OPERATION

25

23

24

1 Strap – engine acoustic cover

2 Bolt – engine acoustic cover strap to manifold

chamber

3 Engine acoustic cover

4 Bolt – manifold chamber to RH inlet manifold

(4 off)

5 Manifold chamber

6 Screw – IAT/MAP sensor to manifold chamber

(2 off)

7 IAT/MAP sensor

8 Seal – throttle body assembly to manifold

chamber

9 Bolt – throttle body assembly to manifold

chamber (4 off)

10 Throttle body assembly
11 'O' rings – inlet manifold to top cover, RH (3 off)
12 Inlet manifold, RH
13 Seal – manifold chamber to LH inlet manifold

(3 off)

14 Guide block – HT lead
15 Stud – HT lead guide block/acoustic cover

fixing

16 Inlet manifold, LH
17 Bolt – inlet manifold to cylinder head, LH (7 off)
18 Bolt – inlet manifold to cylinder head, RH
19 Gasket – inlet manifold to cylinder head, RH
20 Fuel rail
21 Gasket – inlet manifold to cylinder head, LH
22 Gasket – exhaust manifold to cylinder head, LH
23 Stud – exhaust manifold to cylinder head, LH

(4 off)

24 Nut – exhaust manifold to cylinder head, LH

(4 off)

25 Exhaust manifold, LH

ENGINE - K SERIES KV6

DESCRIPTION AND OPERATION 12-3-11

ENGINE - K SERIES KV6

KV6 Engine – Manifolds and Engine Cover Components (NAS)

12-3-12 DESCRIPTION AND OPERATION

1 Strap – engine acoustic cover

2 Bolt – engine acoustic cover strap to manifold

chamber

3 Engine acoustic cover

4 Bolt – manifold chamber to RH inlet manifold

(4 off)

5 Manifold chamber

6 Bolt – throttle body assembly to manifold

chamber (4 off)

7 Throttle body assembly

8 Inlet manifold, RH

9 Seal - manifold chamber to LH inlet manifold

(3 off)

10 Guide block – HT lead
11 Stud – HT lead guide block/acoustic cover

fixing

12 Inlet manifold, LH
13 Bolt – inlet manifold to cylinder head LH (7 off)
14 Gasket - inlet manifold to cylinder head (LH)
15 Fuel rail
16 Bolt – inlet manifold to cylinder head
17 Gasket – inlet manifold to cylinder head, RH
18 'O' ring - inlet manifold to top cover RH (3 off)

ENGINE - K SERIES KV6

DESCRIPTION AND OPERATION 12-3-13

ENGINE - K SERIES KV6

KV6 Engine – Camshaft Drive Belt Components

1 Bolt – timing gear to inlet camshaft (RH)
2 Hub – camshaft front timing gear (RH)
3 Camshaft front timing gear (RH)
4 Drive belt (front) backplate cover – RH
5 Engine mounting bracket
6 Bolt – engine mounting bracket to front plate

(4 off)

7 Cover plate – drive belt
8 Blanking plug

9 Engine front plate
10 Engine lifting bracket – front
11 Cover – lower drive belt
12 Drive belt (front) backplate cover – LH

12-3-14 DESCRIPTION AND OPERATION

13 Camshaft front timing gear (LH)
14 Hub – camshaft front timing gear (LH)
15 Idler pulley – drive belt
16 Crankshaft timing gear
17 Drive belt – front
18 Front drive belt outer cover (LH)
19 Screw – front drive belt outer cover to inner

cover, LH (3 off)

20 Front drive belt outer cover (RH)
21 Screw – front drive belt outer cover to inner

cover, RH (3 off)

22 Tensioner assembly – front drive belt
23 Bolt – timing gear to inlet camshaft (LH)

ENGINE - K SERIES KV6

Description

General

The KV6 is of all aluminium construction, with a 90
in threads 70 mm below the mating face of the cylinder block to attach the cylinder head to the cylinder block. This
ensures sufficient structural stiffness to take advantage of the compressive strength of aluminium alloy and minimise
tensile loadings. There are 8 cylinder head bolts for each cylinder head, located below the camshafts.

The engine features 24 valves, sequential fuel injection, liquid cooling and is transverse mounted. It is controlled by
a Siemens engine management system utilising a range of sensors to constantly monitor and optimise engine
performance.

+ ENGINE MANAGEMENT SYSTEM - SIEMENS (ALL EXCEPT NAS), DESCRIPTION AND OPERATION,

Description.

+ ENGINE MANAGEMENT SYSTEM – SIEMENS (NAS), DESCRIPTION AND OPERATION, Description.

Cylinder Block Components

The cylinder block components are described below:

Cylinder Block and Main Bearing Ladder

The cylinder block is constructed of an aluminium alloy and is cast in three sections:

l Cylinder block.
l Main bearing ladder.
l Lower crankcase extension.

° V configuration. The KV6 uses long cylinder head bolts engaging

For strength and rigidity, the main bearing ladder is manufactured from special alloy A357TF as used in manufacturing
components in the aerospace industry. The main bearing ladder is secured to the cylinder block with 16 bolts, thus
creating a very rigid crankcase 'box'. A separate outer crankcase extension adds further strength to the lower end of
the cylinder block. The lower crankcase extension is sealed to the underside of the cylinder block, using jointing
compound, and secured with 10 bolts. Fitted to the lower crankcase is an aluminium alloy sump.

Pistons and Cylinder Liners

The aluminium alloy, thermal expansion, lightweight pistons, with semi-floating gudgeon pins, are offset to the thrust
side and are carried on forged steel connecting rods. Pistons and cylinder liners are supplied in two grades, 'A' and
'B' and are also colour coded to assist identification. The pistons are marked to ensure they are correctly oriented in
the cylinder liner; the 'FRONT' mark should be toward the front of the engine.

The cylinder block is fitted with 'damp' cylinder liners, the bottom stepped half of the cylinder liner being a sliding fit
into the lower part of the cylinder block. The liners are sealed in the block with a bead of sealant applied around the
stepped portion of the cylinder liner. The top of the cylinder liner is sealed by a multi-layer steel cylinder head gasket
when the cylinder head is fitted.

The cylinder liner diameters are smaller than the big-end forging of the connecting rods and need to be removed
complete with pistons and connecting rods from the cylinder block.

Connecting Rods

The KV6 engine utilises forged steel H-sectioned connecting rods, with the gudgeon pin being an interference fit in
the small end of the connecting rod. The big-ends are horizontally split.

Big-end bearing diametric clearance is controlled by selective bearing shells with three grades of thickness. The big­end upper and lower bearing shells are plain with locating tags.

Piston Rings

Each piston is fitted with two compression rings and an oil control ring. The top compression rings are chrome-plated
steel. The 2nd compression rings are chrome-plated cast iron. The oil control rings have stainless steel top and
bottom rails and integral expander rings.

DESCRIPTION AND OPERATION 12-3-15

ENGINE - K SERIES KV6

Crankshaft, Sump and Oil Pump Components

The crankshaft and sump components are described below:

Crankshaft

The short, stiff crankshaft is supported on four main bearings, with each pair of crankpins mutually offset by 30
give equal firing intervals. Cast in Spheroidal Graphite (SG) iron, the crankshaft has cold rolled fillets on all journals,
except the outer mains, for toughness and failure resistance. End-float is controlled by thrust washer halves at the top
and bottom of the rear main bearing.

Main Bearings

Oil grooves are provided in the upper halves of all the main bearing shells to supply oil, via drillings in the crankshaft,
to the connecting rod big-end bearings. The lower halves of the bearing shells in the bearing ladder are plain.

Sump

The cast aluminium sump is a wet-type, sealed to the lower crankcase extension using sealant applied to the sump
flange. The sump is fixed to the lower crankcase extension using 10 bolts. A baffle plate is fitted in the lower crankcase
extension to minimise the effects of oil slosh.

An oil pick-up with integral strainer is located in the centre of the sump oil well, as a source for the supply of engine
lubrication oil to the oil pump. Oil is sucked up though the end of the pick–up and strained to prevent solid matter from
entering the oil pump.

Oil Pump

The oil pump is directly driven from the crankshaft. The oil pump housing includes the oil pressure relief valve, oil filter,
oil pressure switch and return/supply outlets for the engine oil cooler.

° to

Oil Filter

A full-flow, disposable canister-type oil filter is attached to the oil pump housing at the front of the engine.

Oil Cooler

A liquid cooled oil cooler keeps the engine lubrication oil cool, under heavy loads and high ambient temperatures.
The oil cooler is cooled by the engine cooling system and attached to a bracket secured to the front of the sump by

three bolts. Oil is delivered to and from the oil cooler through hoses connected to the oil pump housing. Hoses from
the engine cooling system are connected to two pipes on the oil cooler for the supply and return of coolant.

Oil Pressure Switch

The oil pressure switch is located in a port at the outlet side of the oil filter. It detects when a safe operating pressure
has been reached during engine starting and initiates the illumination of a warning light in the instrument pack if the
oil pressure drops below a given value.

Cylinder Head Components

The cylinder head components are described below:

Cylinder Head

The cross-flow cylinder heads are based on a four valve, central spark plug combustion chamber, with the inlet ports
designed to induce swirl and control the speed of the induction charge. This serves to improve combustion and hence
fuel economy, performance and exhaust emissions.

LH and RH cylinder heads are identical castings.

Camshafts

Twin camshafts on each cylinder bank are retained by a camshaft carrier, line bored with the cylinder head. The
camshafts are located by a flange which also controls end-float. A crossover drive for the exhaust camshaft, from the
rear of the inlet camshaft is by a short toothed belt, which allows for a much shorter and simpler run for the main
camshaft drive belt at the front of the engine.

12-3-16 DESCRIPTION AND OPERATION

ENGINE - K SERIES KV6

The exhaust camshaft drive gears have dampers integral with the gear to minimise torsional vibration. The inlet
camshaft for the LH cylinder head incorporates a reluctor which is used in conjunction with the Camshaft Position
(CMP) sensor to measure engine position. The CMP sensor is bolted to the LH camshaft cover.

+ ENGINE MANAGEMENT SYSTEM - SIEMENS (ALL EXCEPT NAS), DESCRIPTION AND OPERATION,

Description.

+ ENGINE MANAGEMENT SYSTEM – SIEMENS (NAS), DESCRIPTION AND OPERATION, Description.

Cylinder Head Gasket

The KV6 utilises a multi-layer stainless steel cylinder head gasket. The gasket comprises four stainless steel
functional layers, and a stainless steel distance layer to maintain fitted thickness. A full embossment profile is
employed to seal the combustion gases and half embossments are used to provide a durable fluid seal. Sealing
characteristics are further enhanced by the application of a fluro-elastomer surface coating to all layers of the gasket.

Hydraulic Tappets

Self-adjusting, lightweight, hydraulic tappets are fitted on top of each valve and are operated directly by the camshaft.
The valve stem oil seals are moulded onto a metal base which also acts as the valve spring seat on the cylinder head.

Valves

The exhaust valves are of the carbon break type. A machined profile on the valve stem removes any build up of carbon
in the combustion chamber end of the valve guide. All valve seats are machined in three planes, improving valve to
seat sealing.

Camshaft Cover and Engine Cover Components

The camshaft cover and engine cover components are described below:

Acoustic Cover

A moulded plastic acoustic cover is fitted over the engine to absorb engine generated noise. Foam is bonded on the
inside surface of the acoustic cover and a rubber seal is fitted around the oil filler cap.

The acoustic cover is located on the engine by two rubber studs on the underside of the acoustic cover. A rubber
strap, at the rear of the engine, and two quick release fasteners, at the front of the acoustic cover, secure the acoustic
cover in position.

Resonators and part of the engine intake duct are integrated into the acoustic cover, and the engine air filter is
installed in a compartment below a lid secured with two Torx bolts.

In NAS markets, a metal foil heatshield is installed on the underside of the acoustic cover.
A rubber duct connects the engine intake duct in the acoustic cover to the RH inner wing. In all except NAS markets,

engine air is drawn from the space between the inner and outer wings. In NAS markets, a further duct is installed
between the inner and outer wings to draw engine air from the base of the A post.

Throttle Body Assembly

All markets except NAS

The throttle body is attached to the inlet manifold chamber and comes in one of two variants, with and without cruise
control. The housing of the throttle body incorporates ports for crankcase ventilation and the idle air control valve.

NAS markets

The throttle body is an electrically actuated unit controlled by the Engine Control Module (ECM). The position of the
throttle plate is controlled by a DC motor and a return spring integrated into the throttle body. Two feedback
potentiometers supply throttle plate position signals to the ECM for closed loop control.

Four Torx bolts secure the throttle body to the inlet manifold chamber. A rubber seal, keyed to a groove in the inlet
manifold chamber, ensures the joint is air tight.

Inlet Manifold Chamber

The inlet manifold chamber is a sealed plastic assembly. The inlet manifold chamber combines plenum resonance for
good low speed torque, with variable length primary tracts for optimum mid and high speed torque.

DESCRIPTION AND OPERATION 12-3-17

ENGINE - K SERIES KV6

The throttle body assembly feeds into a 'Y' piece which separates into two secondary inlet pipes. The secondary pipes
feed into two main plenums, one for each bank of three cylinders. At the closed end of the plenums is a balance valve,
controlled by an electric actuator, that connects the two plenums together.

The variable intake system uses valves and actuators to vary the overall tract length of the inlet manifold chamber.
The aluminium alloy inlet manifolds are sealed to each cylinder head with gaskets and to the inlet manifold chamber
with 'O' rings and seals.

+ MANIFOLD AND EXHAUST SYSTEM - K SERIES KV6, DESCRIPTION AND OPERATION, Description.

12-3-18 DESCRIPTION AND OPERATION

ENGINE - K SERIES KV6

Operation

Lubrication Circuit

The lubrication system is of the full-flow filtration, force fed type.
Oil is drawn, via a strainer and pick-up pipe in the sump, through the bearing ladder and into a crankshaft driven oil

pump which has an integral pressure relief valve. The strainer in the pick-up pipe prevents any ingress of foreign
particles from passing through to the inlet side of the oil pump and damaging the oil pump and restricting oil drillings.
The oil pressure relief valve in the oil pump opens if the oil pressure becomes excessive and diverts oil back around
the pump.

Pressurised oil is pumped through a full-flow cartridge type oil filter, mounted on the oil pump housing. The lubrication
system is designed so that a higher proportion of oil flow is directed to the cylinder block main oil gallery while a lower
proportion of oil flow, (controlled by a restrictor in the oil filter housing), is directed to the engine oil cooler. The
remainder of the oil flow from the outlet side of the oil filter is combined with the return flow from the oil cooler before
being passed into the cylinder block main oil gallery.

The main oil gallery has drillings that direct the oil to the main bearings. Cross drillings in the crankshaft main bearings
carry the oil to the connecting rod big-end bearings.

The oil pressure switch is located at the outlet side of the oil filter housing to sense the oil pressure level before the
oil flow enters the main gallery in the engine block. A warning lamp in the instrument pack is illuminated if low oil
pressure is detected.

Oil at reduced pressure is directed to each cylinder bank via two restrictors in the cylinder block/cylinder head locating
dowels, one at the front on the LH bank and the other at the rear on the RH bank. Oil then passes through a drilling
in the cylinder head to the camshaft carrier, where it is directed via separate galleries to the camshaft bearings and
hydraulic tappet housings. Return oil from the cylinder head drains into the sump via the cylinder head bolt passages.

Crankcase Ventilation

A positive crankcase ventilation system is used to vent blow-by gas from the crankcase to the air intake system. The
blow-by gas passes through a gauze oil separator in the camshaft cover, and then through hoses into the throttle
housing and inlet manifold.

+ EMISSION CONTROL - K SERIES KV6, DESCRIPTION AND OPERATION, Description.

DESCRIPTION AND OPERATION 12-3-19

ENGINE - K SERIES KV6

Crankshaft Oil Supply

1 Cylinder block main oil gallery

2 Cross drillings to crankshaft main bearings

3 Oil pick-up pipe with integral strainer

4 Oil cooler

5 Oil cooler supply pipe

12-3-20 DESCRIPTION AND OPERATION

6 Oil filter cartridge
7 Oil cooler return pipe
8 Oil pressure switch
9 Oil pump with integral oil pressure relief valve

ENGINE - K SERIES KV6

Cylinder Head Component Oil Supply

1 From RH cylinder block main gallery
2 LH cylinder head camshafts

3 From LH cylinder block main gallery
4 RH cylinder head camshafts

DESCRIPTION AND OPERATION 12-3-21

ENGINE - K SERIES KV6

12-3-22 DESCRIPTION AND OPERATION

EMISSION CONTROL - Td4DESCRIPTION AND OPERATION

Emission Control Component Layout – Crankcase and EGR

EMISSION CONTROL - TD4

1 Depression limiter valve
2 EGR pipe (manual gearbox models)
3 EGR rear pipe (automatic gearbox models)
4 EGR cooler (automatic gearbox models)
5 EGR front pipe (automatic gearbox models)

6 Vacuum pipe from brake servo vacuum to EGR

solenoid

7 EGR valve
8 EGR solenoid
9 Vacuum pipe from EGR solenoid to EGR valve

DESCRIPTION AND OPERATION 17-1-1

EMISSION CONTROL - TD4

Emission Control Component Layout – Exhaust

1 Catalytic converter

17-1-2 DESCRIPTION AND OPERATION

EMISSION CONTROL - TD4

Description

General

The vehicle is fitted with the following control systems to reduce emissions released into the atmosphere:

l Crankcase emission control.
l Exhaust gas recirculation.
l Exhaust emission control.

CAUTION: In many countries it is against the law for a vehicle owner or an unauthorised dealer to modify or
tamper with emission control equipment. In some cases, the vehicle owner and/or the dealer may even be
liable for prosecution.

The emission control systems fitted to the vehicle are designed to keep the emissions within the legal limits, at the
time of manufacture, provided that the engine is correctly maintained and is in good mechanical condition.

Crankcase Emission Control

Crankcase emissions are vented into the turbocharger inlet duct via a depression limiter valve installed on the
camshaft cover. A dedicated bore in the cylinder block and cylinder head connect the crankcase to the inlet of the
depression limiter valve. The outlet of the depression limiter valve is connected to the turbocharger inlet duct by a
passageway integrated into the camshaft cover and a tube between the camshaft cover and the inlet duct.

Depression Limiter Valve

1 Ambient pressure vent
2 Cap
3 Diaphragm valve
4 Integral passageway
5 Housing

6 Locating arm
7 Oil separator
8 'O' ring
9 Spring

DESCRIPTION AND OPERATION 17-1-3

EMISSION CONTROL - TD4

The housing of the depression limiter valve contains two chambers interconnected by an integral passageway.
One chamber contains an oil separator consisting of yarn wound onto a cylindrical cage and covered with a fibre

gauze sleeve. The cage is closed at one end and open at the other. The open end of the cage locates over one end
of the integral passageway in the housing. An 'O' ring seals the joint between the cage and the housing.

The second chamber contains a diaphragm valve and a spring. The diaphragm valve is installed in the cap of the
chamber and located, by the spring, over an outlet port into the passageway in the camshaft cover. When the cap is
installed the diaphragm valve forms a seal between the upper and lower parts of the chamber. A vent in the cap allows
ambient pressure into the upper part of the chamber, above the diaphragm valve.

Crankcase Emissions Schematic

1

9

7

8

M17 0268

1 Ambient pressure vent

2 Diaphragm valve

3 Depression limiter valve

4 Oil separator

5 Turbocharger inlet duct

3

4

2

5

6

6 Turbocharger
7 Cylinder head
8 Outlet port
9 Camshaft cover

The diaphragm valve is normally held open by the spring. With the engine running, blow-by gases are drawn from the
crankcase, through the depression limiting valve, by the depression in the turbocharger inlet duct. Any oil in the blow­by gases is removed by the oil separator and drains back to the sump through the bore in the cylinder block and
cylinder head. The depression in the turbocharger inlet duct varies with engine speed and load. To limit the depression
in the crankcase, the diaphragm valve controls the flow of blow-by gases through the depression limiting valve.
Crankcase pressure is sensed on the underside of the diaphragm valve and, when crankcase pressure reduces to
the preset limit, ambient pressure acting on the top of the diaphragm valve overcomes the spring and moves the
diaphragm valve to close the outlet port. As the diaphragm valve closes, so blow-by gases begin to increase the
pressure in the crankcase again until the diaphragm valve moves to open the outlet port.

Exhaust Gas Recirculation (EGR)

During certain running conditions the EGR system directs exhaust gases into the inlet manifold to be used in the
combustion process. The principal effect of this is to reduce combustion temperatures, which in turn reduces Nitrous
Oxide (NOx) emissions.

17-1-4 DESCRIPTION AND OPERATION

EMISSION CONTROL - TD4

A vacuum operated EGR valve on the inlet manifold controls the flow of recirculated exhaust gases. The exhaust
gases are supplied to the EGR valve through an EGR pipe connected to the LH end of the exhaust manifold. On
automatic gearbox models, a cooler, cooled by the engine cooling system, is installed between front and rear sections
of the EGR pipe. From the EGR valve, the gases flow into the inlet manifold and the turbocharger inlet.

The EGR valve is controlled by an EGR solenoid, on the front of the cylinder block, which modulates a vacuum supply
from the brake servo vacuum pump. The EGR solenoid is controlled by the ECM. The ECM uses the input from the
air flow meter to monitor EGR operation, using the principle that an increase in EGR decreases the intake air flow.

Exhaust Emission Control

The engine management system provides accurately metered quantities of fuel to the combustion chambers to
ensure the most efficient use of fuel and to minimise the exhaust emissions. In European Union markets, to further
reduce the carbon monoxide and hydrocarbons content of the exhaust gases, a catalytic converter is integrated into
the intermediate pipe of the exhaust system.

In the catalytic converter the exhaust gases are passed through honeycombed ceramic elements coated with a
special surface treatment called 'washcoat'. The washcoat increases the surface area of the ceramic elements by a
factor of approximately 7000. On top of the washcoat is a coating containing platinum, which is the active constituent
for converting harmful emissions into inert by-products. The platinum adds oxygen to the carbon monoxide and the
hydrocarbons in the exhaust gases, to convert them into carbon dioxide and water respectively.

DESCRIPTION AND OPERATION 17-1-5

EMISSION CONTROL - TD4

17-1-6 DESCRIPTION AND OPERATION

EMISSION CONTROL - K SERIES 1.8

EMISSION CONTROL - K SERIES 1.8DESCRIPTION AND OPERATION

Emission Control Component Layout – Crankcase and Exhaust

1 Starter (Upstream) catalytic converter
2 Main (Downstream) catalytic converter

3 Crankcase breather hose to inlet manifold
4 Crankcase breather hose to throttle body

DESCRIPTION AND OPERATION 17-2-1

EMISSION CONTROL - K SERIES 1.8

Emission Control Component Layout – EVAP

1 Fuel tank vent lines

2 Two-way valve

3 EVAP purge valve

4 Vent line from fuel tank

17-2-2 DESCRIPTION AND OPERATION

5 EVAP canister
6 Vent line to purge valve
7 Vent line to atmosphere
8 Vapour separator

EMISSION CONTROL - K SERIES 1.8

Description

General

The vehicle is fitted with the following control systems to reduce emissions released into the atmosphere:

l Crankcase emission control.
l Evaporative emissions (EVAP) control.
l Exhaust emission control.

CAUTION: In many countries it is against the law for a vehicle owner or an unauthorised dealer to modify or
tamper with emission control equipment. In some cases, the vehicle owner and/or the dealer may even be
liable for prosecution.

The emission control systems fitted to the vehicle are designed to keep the emissions within the legal limits, at the
time of manufacture, provided that the engine is correctly maintained and is in good mechanical condition.

Crankcase Emission Control System

While the engine is running, blow-by gases from the crankcase are mixed with inlet air and burned in the combustion
chambers.

The crankcase is vented via the oil drain passages in the cylinder block and cylinder head and two ports in the
camshaft cover. The larger port in the camshaft cover is connected to the throttle body, on the upstream side of the
throttle disc, by a plastic pipe and rubber elbow connections. The smaller port in the camshaft cover is connected to
the inlet manifold by a rubber hose. The smaller port incorporates a restrictor and a gauze oil separator to prevent oil
being drawn out of the camshaft cover.

When the engine is running with the throttle disc closed, the depression downstream of the throttle disc draws
crankcase gases into the inlet manifold through the smaller port in the camshaft cover. Clean air, from the upstream
side of the throttle disc, is drawn into the crankcase through the larger port in the camshaft cover to limit the
depression produced in the crankcase.

When the engine is running with the throttle disc wide open, the upstream and downstream sides of the throttle disc,
and thus the two ports in the camshaft cover, are subjected to similar, relatively weak, depression levels. Crankcase
gases are then drawn out of both ports in the camshaft cover, with the majority being drawn out of the unrestricted
larger port and into the throttle body.

At interim throttle disc positions the flow of the crankcase gases varies, between those produced at the closed and
wide open throttle disc positions, depending on the depression levels produced upstream and downstream of the
throttle disc.

Exhaust Emission Control

The engine management systems provide accurately metered quantities of fuel to the combustion chambers to
ensure the most efficient use of fuel and to minimise the exhaust emissions. In European Union markets, to reduce
the carbon monoxide and hydrocarbons content of the exhaust gases, two catalytic converters are installed in the
exhaust system. A 'starter' catalytic converter is integrated into the exhaust manifold and a main catalytic converter
is integrated into the exhaust system front pipe.

In the catalytic converters the exhaust gases are passed through honeycombed ceramic elements coated with a
special surface treatment called 'washcoat'. The washcoat increases the surface area of the ceramic elements by a
factor of approximately 7000. On top of the washcoat is a coating containing the elements which are the active
constituents for converting harmful emissions into inert by-products. The active constituents consist of palladium and
platinum, which add oxygen to the carbon monoxide and the hydrocarbons in the exhaust gases, to convert them into
carbon dioxide and water respectively.

The correct operation of the catalytic converters is dependent upon close control of the oxygen content of the exhaust
gas. The quantity of oxygen in the exhaust gas is monitored by the Engine Control Module (ECM) using an input from
a Heated Oxygen Sensor (HO2S) upstream of the starter catalytic converter. The ECM also monitors the condition of
the catalytic converters using an input from a HO2S downstream of the main catalytic converter.

DESCRIPTION AND OPERATION 17-2-3

EMISSION CONTROL - K SERIES 1.8

EVAP Control

The EVAP control system reduces the level of hydrocarbons released into the atmosphere by fuel vapour venting from
the fuel tank. The system comprises a two way valve, a vapour separator, an EVAP canister, a purge valve and
interconnecting vent pipes. The vent pipes are connected to the system components and the fuel tank by quick
release connectors. On the fuel tank, the vent lines are connected to three roll over valves. The roll over valves are
float valves that prevent fuel from entering the vent pipes due to fuel slosh or if the vehicle overturns.

Fuel vapour, generated in the tank as the fuel heats up, is stored in the tank until the pressure is sufficient to open the
outward venting side of the two-way valve. When the two-way valve opens, excess pressure is released through the
vapour separator and the EVAP canister to atmosphere. The vapour separator and the EVAP canister remove fuel
from the vapour and relatively fuel free air vents to atmosphere. When the fuel tank cools and vapour pressure
decreases below ambient pressure, the two-way valve opens and outside air is drawn through the EVAP canister and
vapour separator into the tank.

Some of the fuel removed from the vapour vented from the fuel tank is stored in the EVAP canister. Since there is a
limit to the volume of fuel that can be stored in the EVAP canister, when the engine is running fuel is purged from the
EVAP canister, through the purge valve, and burned in the engine.

EVAP System Schematic

7 77

M17 0311

1

1

8

9

10

2

5

6

3

4

1 Vapour separator

2 EVAP canister

3 ECM

4 Throttle

5 Purge valve

6 Fuel tank
7 Roll over valve
8 Two-way valve
9 Fuel filler cap

10 Filler tube

Two-way Valve

The two-way valve is installed in the vent pipe from the tank, next to the fuel tank pump unit. The two-way valve opens,

2

to release pressure from the fuel tank, at 0.018 to 0.050 bar (0.26 to 0.73 lbf/in

). Air is allowed to flow back into the

fuel tank, as the pressure in the tank decreases, through a non return valve within the body of the two-way valve.

17-2-4 DESCRIPTION AND OPERATION

EMISSION CONTROL - K SERIES 1.8

Vapour Separator

The vapour separator is installed at the front of the RH rear wheel arch, behind the wheel arch liner. The vapour
separator prevents the charcoal in the EVAP canister being saturated with fuel, by condensing out some of the fuel
in the vapour vented from the fuel tank. Condensed fuel from the vapour separator drains back to the fuel tank through
the vent pipe.

EVAP Canister

1 Canister housing
2 Vapour separator connection

The EVAP canister is installed at the front of the RH rear wheel arch, behind the wheel arch liner. Charcoal in the
EVAP canister absorbs and stores fuel from the vapour vented from the fuel tank. When the engine is running, fuel is
purged from the EVAP canister by outside air being drawn through the charcoal and the outlet to the purge valve.

Purge Valve

The purge valve is installed on the LH suspension turret in the engine compartment, and connected to the EVAP
canister by a vent pipe installed on the underside of the vehicle, next to the fuel delivery pipe. A second vent pipe
connects the purge valve to the inlet manifold. The purge valve is controlled by the Engine Control Module (ECM) and
remains closed below a preset coolant temperature and engine speed, to protect engine tune and catalytic converter
performance. If the EVAP canister is purged during cold running or at idle, the additional enrichment of the fuel mixture
delays the catalytic converter light off time and causes erratic idle speed. When engine operating conditions are
suitable, the ECM opens the purge valve and the depression in the inlet manifold draws fuel vapour from the EVAP
canister.

3 Atmospheric vent connection
4 Purge valve connection

DESCRIPTION AND OPERATION 17-2-5

EMISSION CONTROL - K SERIES 1.8

17-2-6 DESCRIPTION AND OPERATION

EMISSION CONTROL - K SERIES KV6

EMISSION CONTROL - K SERIES KV6DESCRIPTION AND OPERATION

Emission Control Component Layout – Crankcase and Exhaust (All Except NAS)

1 Crankcase breather hose to throttle body
2 Crankcase breather hose to inlet manifold

chamber

3 Main (downstream) catalytic converter
4 RH starter (upstream) catalytic converter
5 LH starter (upstream) catalytic converter

DESCRIPTION AND OPERATION 17-3-1

EMISSION CONTROL - K SERIES KV6

Emission Control Component Layout – Crankcase and Exhaust (NAS)

1 Crankcase breather hose to intake duct

2 Crankcase breather hose to inlet manifold

17-3-2 DESCRIPTION AND OPERATION

3 Catalytic converters

EMISSION CONTROL - K SERIES KV6

Emission Control Component Layout – EVAP (All Except NAS)

1 Fuel tank vent lines
2 Two-way valve
3 Purge valve
4 Vent line from fuel tank

5 EVAP canister
6 Vent line to purge valve
7 Vent line to atmosphere
8 Vapour separator

DESCRIPTION AND OPERATION 17-3-3

EMISSION CONTROL - K SERIES KV6

Emission Control Component Layout – EVAP (NAS)

17-3-4 DESCRIPTION AND OPERATION

EMISSION CONTROL - K SERIES KV6

1 Fuel tank vent pipes
2 Two-way valve
3 Purge valve
4 Recirculation pipe
5 DMTL to air filter vent pipe
6 Fuel tank to vapour separator vent pipe
7 DMTL
8 Canister to DMTL vent pipe

9 Canister support bracket
10 Vapour separator to canister vent pipe
11 EVAP canister
12 Canister to purge valve vent pipe
13 Air filter
14 Vapour separator

DESCRIPTION AND OPERATION 17-3-5

EMISSION CONTROL - K SERIES KV6

Description

General

The vehicle is fitted with the following control systems to reduce emissions released into the atmosphere:

l Crankcase emission control.
l Exhaust emission control.
l Evaporative emissions (EVAP) control.

CAUTION: In many countries it is against the law for a vehicle owner or an unauthorised dealer to modify or
tamper with emission control equipment. In some cases, the vehicle owner and/or the dealer may even be
liable for prosecution.

The emission control systems fitted to the vehicle are designed to keep the emissions within the legal limits, at the
time of manufacture, provided that the engine and the fuel system components are correctly maintained and in good
mechanical condition.

Crankcase Emission Control System

The crankcase is vented via the oil drain passages in the cylinder blocks and cylinder heads and two ports in each
camshaft cover. Plastic pipes connect the larger ports in the camshaft covers to either the throttle body (all except
NAS) or the intake duct (NAS), on the upstream side of the throttle disc. The smaller ports in the camshaft covers are
connected to the inlet manifold, downstream of the throttle body, also by plastic pipes. Each of the smaller ports
incorporate a restrictor and a gauze oil separator to prevent oil being drawn out of the camshaft covers with the blow­by gases. Quick release locking collars and 'O' rings are used for all of the pipe connections with the camshaft covers,
throttle body and air intake duct.

When the engine is running with the throttle disc closed, the depression downstream of the throttle disc draws
crankcase gases into the inlet manifold through the smaller ports in the camshaft covers. Clean air, from the upstream
side of the throttle disc, is drawn into the crankcase through the larger ports in the camshaft covers to limit the
depression produced in the crankcase.

When the engine is running with the throttle disc wide open, the upstream and downstream sides of the throttle disc,
and thus the two ports in each camshaft cover, are subjected to similar, relatively weak, depression levels. Crankcase
gases are then drawn out of both ports in each camshaft cover, with the majority being drawn out of the unrestricted
larger ports and into the throttle body.

At interim throttle disc positions the flow of the crankcase gases varies, between those produced at the closed and
wide open throttle disc positions, depending on the depression levels produced upstream and downstream of the
throttle disc.

Exhaust Emission Control

The engine management systems provide accurately metered quantities of fuel to the combustion chambers to
ensure the most efficient use of fuel and to minimise the exhaust emissions. In some markets, to reduce the carbon
monoxide and hydrocarbons content of the exhaust gases, catalytic converters are installed in the exhaust system.
Where catalytic converters are fitted:
l In all except NAS markets, a 'starter' catalytic converter is integrated into each exhaust manifold and a main

catalytic converter is integrated into the exhaust system front pipe.

l In NAS markets, a catalytic converter is integrated into each downpipe close to the exhaust manifolds.
In the catalytic converters the exhaust gases are passed through honeycombed ceramic elements coated with a

special surface treatment called 'washcoat'. The washcoat increases the surface area of the ceramic elements by a
factor of approximately 7000. On top of the washcoat is a coating containing the elements which are the active
constituents for converting harmful emissions into inert by-products. The active constituents consist of platinum and
rhodium. Platinum adds oxygen to the carbon monoxide and the hydrocarbons in the exhaust gases, to convert them
into carbon dioxide and water respectively. The rhodium removes oxygen from the Nitrous Oxides (NOx) to convert
them into nitrogen.

17-3-6 DESCRIPTION AND OPERATION

EMISSION CONTROL - K SERIES KV6

The correct operation of the catalytic converters is dependent upon close control of the oxygen content of the exhaust
gas. The quantity of oxygen in the exhaust gas is monitored by the Engine Control Module (ECM) using an input from
the Heated Oxygen Sensor (HO2S) upstream of the catalytic converters. The ECM also monitors the condition of the
catalytic converters using an input from the HO2S downstream of the catalytic converters.

EVAP Control

The EVAP control system reduces the level of hydrocarbons released into the atmosphere by fuel vapour venting from
the fuel tank. On NAS models, a positive pressure leak detection function is incorporated to monitor the integrity of
the system. The EVAP control system comprises:

l A two way valve.
l A vapour separator.
l An EVAP canister.
l A purge valve.
l A Diagnostic Module for Tank Leakage (DMTL) (NAS only).
l An air filter (NAS only).
l Interconnecting vent pipes.

The EVAP control system is connected to the Onboard Refuelling Vapour Recovery (ORVR) valve (NAS only) and/
or the roll over valves in the fuel tank. The ORVR valve and the roll over valves are float valves that allow inward and
outward venting of the fuel tank, but prevent the escape of fuel into the vent pipes due to fuel slosh or if the vehicle
overturns. The ORVR valve is normally closed when the fuel tank is full and normally open at all other fuel levels. The
roll over valves are normally open at all fuel levels.

On all except NAS vehicles, venting occurs through the roll over valves and the two-way valve with changes of tank
pressure.

On NAS vehicles, when the fuel tank is less than full, venting is unrestricted through the ORVR valve. Only when the
fuel tank is full does venting occur, with changes of tank pressure, through the roll over valves and the two-way valve.

Vapour vented from the fuel tank passes through the EVAP control system to atmosphere. The EVAP canister
absorbs fuel from the vapour and relatively fuel free air vents to atmosphere. Since there is a limit to the storage
capacity of the EVAP canister, when the engine is running fuel is purged from the EVAP canister and burned in the
engine.

On NAS vehicles, to reduce the load on the EVAP canister during refuelling, a proportion of the air expelled from the
tank is recirculated through a pipe connected between the top of the vapour separator and the filler tube. The
recirculation flow is induced by fuel in the filler tube flowing past a restrictor installed in the recirculation pipe
connection on the filler tube. With the recirculation flow present, less fresh air enters the tank, which reduces the
volume of vapour generated and fuel deposited in the EVAP canister.

On NAS vehicles, the DMTL periodically checks the EVAP control system and fuel tank for leaks when the ignition is
switched off.

DESCRIPTION AND OPERATION 17-3-7

EMISSION CONTROL - K SERIES KV6

EVAP System Schematic (All Except NAS)

7 77

M17 0311

1

1

8

9

10

6

2

5

3

4

1 Vapour separator
2 EVAP canister
3 ECM
4 Throttle
5 Purge valve

6 Fuel tank
7 Roll over valve
8 Two-way valve
9 Fuel filler cap

10 Filler tube

17-3-8 DESCRIPTION AND OPERATION

EMISSION CONTROL - K SERIES KV6

EVAP System Schematic (NAS)

3

M17 0292

14

15

1

1

2

4

7

6

5

M

17

16

18

10

131313

12

11

9

8

1 Vapour separator

2 EVAP canister

3 DMTL

4 Change-over valve

5 0.5 mm (0.020 in) reference orifice

6 Air pump and motor

7 Air filter

8 ECM

9 Throttle body

10 Purge valve
11 Flap valve
12 Fuel tank
13 Roll over valve
14 ORVR valve
15 Two-way valve
16 Restrictor
17 Fuel filler cap
18 Filler tube

Two-way Valve

The two-way valve limits the pressure and depression in the fuel tank and, during refuelling, induces automatic cut­off in the refuelling nozzle when the fuel in the tank reaches the full level. The two-way valve is installed in the vent
pipe from the tank, next to the fuel pump assembly.

The two-way valve is a normally closed valve that opens, to release pressure from the fuel tank, at 18 to 50 mbar (0.26

2

and 0.73 lbf/in

). Air is allowed to flow back into the fuel tank, as the pressure in the tank decreases, through a non

return valve within the body of the two-way valve. The nominal opening pressure of the non return valve is 1 mbar

2

(0.015 lbf/in

).

During refuelling, if the fuel in the tank reaches the full level outward venting becomes restricted, which creates a back
pressure in the filler tube and automatically closes the refuelling nozzle. On all except NAS vehicles, the restriction is
caused by the fuel covering the outlet to the vent pipe connected to the top of the filler tube. On NAS vehicles, the
restriction is caused by the fuel closing the ORVR valve.

Vapour Separator

The vapour separator is installed at the front of the RH rear wheel arch, behind the wheel arch liner. The vapour
separator prevents the charcoal in the EVAP canister being saturated with fuel, by separating any liquid from the
vapour vented from the fuel tank. Separated fuel from the vapour separator drains back to the fuel tank through the
vent pipe.

DESCRIPTION AND OPERATION 17-3-9

EMISSION CONTROL - K SERIES KV6

EVAP Canister

The EVAP canister is installed at the front of the RH rear wheel arch, behind the wheel arch liner. Charcoal in the
EVAP canister absorbs and stores fuel from the vapour vented from the fuel tank. When the engine is running, fuel is
purged from the EVAP canister when the purge valve opens and clean air is drawn through the charcoal.

EVAP Canister (All Except NAS)

1 Canister housing
2 Vapour separator connection

3 Atmospheric vent connection
4 Purge valve connection

EVAP Canister (NAS)

1 Canister housing
2 Purge valve connection

Purge Valve

The purge valve is installed on the inlet manifold chamber, next to the throttle body, and connected to the EVAP
canister by a vent pipe installed on the underside of the vehicle, next to the fuel delivery pipe.

The purge valve is controlled by the Engine Control Module (ECM) and remains closed below a preset coolant
temperature and engine speed, to protect engine tune and catalytic converter performance. When engine operating
conditions are suitable, the ECM opens the purge valve and the depression in the inlet manifold draws fuel vapour
from the EVAP canister.

17-3-10 DESCRIPTION AND OPERATION

3 Vapour separator connection
4 DMTL connection

EMISSION CONTROL - K SERIES KV6

DMTL (NAS Only)

The DMTL is connected to the atmospheric vent of the charcoal canister and incorporates an electric air pump, a
normally open change-over valve and a 0.5 mm (0.020 in) reference orifice. The DMTL operates only after the ignition
is switched off and is controlled by the ECM, which also monitors the air pump and the change-over valve for faults.

Air Filter (NAS Only)

The air filter prevents dust being drawn into the EVAP system. A breather tube connects the DMTL to the air filter,
which is located above the RH rear wheelarch liner, immediately below the fuel filler cap.

Leak Diagnostic Operation (NAS Only)

To check the fuel tank and EVAP system for leaks, the ECM operates the air pump in the DMTL and monitors the
current draw. Initially, the ECM establishes a reference current by pumping air through the reference orifice and back
to atmosphere. Having established a reference current, the ECM then closes the change-over valve, which seals the
EVAP system (the purge valve already being closed), and diverts the output from the air pump around the reference
orifice and into the EVAP system.

When the change-over valve is first closed, the load on the pump drops to zero, then, provided there are no leaks, the
pump begins to pressurise the EVAP system and the load and current draw of the pump begin to increase. By
monitoring the rate and level of current increase, the ECM can determine if there is a leak in the system.

During the leak check, the ECM energises a heating element in the air pump to prevent condensation forming and
producing an incorrect current reading.

Leaks are classified as minor (equivalent to hole diameter of 0.5 to 1.0 mm (0.02 to 0.04 in) or major (equivalent to
hole diameter of 1.0 mm (0.04 in) or greater).

The ECM conducts a check for major leaks each time the ignition is switched off, provided the following baseline
conditions are met:

l The ECM is in power down mode more than 3 seconds after the ignition is switched off.
l The vehicle speed is zero.
l The engine speed is zero.
l The pressure altitude (derived from engine load calculations) is below 1830 m (6000 ft).
l The engine coolant temperature is more than 2.25
l The ambient temperature is between 0 and 40
l The EVAP canister load factor is 3 or less (the load factor is a measure, between –1 and +30, of the amount of

fuel vapour stored in the EVAP canister, where –1 is 0% fuel vapour, 0 is stoichiometric fuel vapour level and
+30 is 100% saturated with fuel vapour).

l The fuel tank level is valid and between 15 and 85 % of the nominal capacity.
l The engine running time during the previous ignition on cycle was more than 20 minutes.
l Battery voltage is between 10.94 and 14.52 volts.
l The last engine off time was more than 150 minutes.
l No errors with the following functions or components:

l Road speed.
l EVAP system load monitoring.
l Engine coolant temperature.
l Ambient air temperature.
l Fuel level.
l Purge valve.
l DMTL.

A check for minor leaks is only conducted after every 14th major leak check or after refuelling is detected.

°C (36 °F).

°C (32 and 104 °F).

At the end of the leak check the ECM stops the air pump and opens the change-over valve.
If the fuel filler cap is opened or refuelling is detected during the leak check, by a sudden drop in the current draw or

rise in fuel level, the leak check is aborted.
If a leak is detected during the check, the ECM stores an appropriate fault code in memory. If a leak is detected on

two consecutive checks, the ECM illuminates the MIL on the next drive cycle.
The duration of the leak check is between 40 and 270 seconds, depending on results and the level of fuel in the tank.
A leak test can be invoked using TestBook/T4, which overrides the baseline conditions requirement.

DESCRIPTION AND OPERATION 17-3-11

EMISSION CONTROL - K SERIES KV6

Leak Check Sequence

A = Pump motor current; B = Time

X = Current draw for tight system; Y = Current draw for minor leak; Z = Current draw for major leak

1 Pump motor energised: Air directed through reference orifice to atmosphere, to establish reference current.
2 Reference current.
3 Change-over valve energised: Air directed through EVAP canister into fuel tank.
4 Major leak check completed: If current is above stored value, no major leak present; if current is below stored

value, major leak present.

5 Minor leak check completed, with no minor leak detected, when current exceeds reference value.
6 Minor leak check completed, with minor leak detected, when current stabilises at or below reference current.

17-3-12 DESCRIPTION AND OPERATION

ENGINE MANAGEMENT SYSTEM - EDCDESCRIPTION AND OPERATION

ENGINE MANAGEMENT SYSTEM - EDC

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DESCRIPTION AND OPERATION 18-1-1

ENGINE MANAGEMENT SYSTEM - EDC

Engine Management Component Layout

18-1-2 DESCRIPTION AND OPERATION

RHD shown, LHD similar

ENGINE MANAGEMENT SYSTEM - EDC

1 CMP sensor

2 Glow plug

3 MAF/ IAT sensor

4 HP fuel sensor

5 ECM

6 Glow plug ECU

7 Fuel filter

8 LP fuel sensor

9 Main relay
10 A/C compressor clutch relay
11 Secondary low pressure fuel pump
12 EGR control valve
13 EGR modulator
14 CKP sensor
15 Boost pressure sensor
16 HP fuel injection pump
17 Fuel pressure regulator
18 ECT sensor
19 Fuel injector
20 Throttle Position sensor
21 Instrument pack
22 Immobilisation ECU
23 Diagnostic socket
24 EAT ECU
25 Cruise control interface ECU
26 BCU
27 ABS ECU/modulator

DESCRIPTION AND OPERATION 18-1-3

ENGINE MANAGEMENT SYSTEM - EDC

Engine Management Control Diagram

21

20

1

3

2

x1000 RPM km/h

1

0

TC

2

4

5

6

7

8

120

100

140

80

160

60

180

40

200

2020

220

0

3

4

22

5 6

7

8

23

19

18

17

M19 3268

16

9

10

24

11

12

15

A

D

14

13

J

A = Hardwired connection; D = CAN bus; J = Diagnostic ISO 9141-2 K line bus

18-1-4 DESCRIPTION AND OPERATION

1 Instrument pack

2 Fuel pump relay

3 Main relay

4 A/C compressor clutch relay

5 LP fuel sensor

6 MAF/ IAT sensor

7 CMP sensor

8 CKP sensor

9 EGR modulator
10 Glow plug ECU
11 Boost pressure switch
12 HP fuel sensor
13 Fuel pressure regulator
14 ECT sensor
15 Throttle Position sensor
16 Clutch switch
17 Brake switch
18 Immobilisation ECU
19 Diagnostic socket
20 ABS ECU/modulator
21 EAT ECU
22 Cruise control interface ECU
23 ECM

ENGINE MANAGEMENT SYSTEM - EDC

DESCRIPTION AND OPERATION 18-1-5