Pda301214en 0119 V1 - 3

INGENIUM I6 3.
0L PETROL ENGINE
PDA301214 0019
PERSONAL STUDY MODULE

To the best of our knowledge, the illustrations, technical information, data and descriptions in this
issue were correct at the time of going to print. The right to change prices, specifications, equipment
and maintenance instructions at any time without notice is reserved as part of our policy of continuous
development and improvement for the benefit of our customers.
No part of this publication may be reproduced, stored in a data processing system or transmitted in
any form, electronic, mechanical, photocopy, recording, translation or by any other means without
prior permission. No liability can be accepted for any inaccuracies in this publication, although every
possible care has been taken to make it as complete and accurate as possible.
Copyright ©2019
INGENIUM I6 3.0L PETROL ENGINE Version: 1.3 iii

PREFACE
Please remember that our training literature has been prepared for TRAINING PURPOSES
only. Repairs and adjustments MUST always be carried out according to the instructions and
specifications in the workshop literature. Please make full use of the training offered by
Technical Training to gain extensive knowledge of both theory and practice.
iv Version: 1.3 INGENIUM I6 3.0L PETROL ENGINE

CONTENTS
AIM AND OBJECTIVES

AIM AND OBJECTIVES......................................................................................1-1
INTRODUCTION
OVERVIEW.........................................................................................................2-1
MECHANICAL
CONFIGURATION..............................................................................................3-1
VALVETRAIN......................................................................................................3-5
VARIABLE CAMSHAFT TIMING (VCT)...........................................................3-17
LUBRICATION SYSTEM AND COOLING........................................................3-24
FUEL AND IGNITION SYSTEMS
LOW PRESSURE AND HIGH PRESSURE FUEL CIRCUIT..............................4-1
INDUCTION AND EXHAUST SYSTEMS
TURBOCHARGER..............................................................................................5-1
ELECTRIC SUPERCHARGER...........................................................................5-9
GASOLINE PARTICULATE FILTER................................................................5-27
ENGINE MANAGEMENT SYSTEMS
OVERVIEW.........................................................................................................6-1
ENGINE SENSORS AND ACTUATORS..........................................................6-10
MILD HYBRID ELECTRIC VEHICLE (MHEV)
OVERVIEW.........................................................................................................7-1
MHEV OPERATION............................................................................................7-2
MHEV COMPONENTS.......................................................................................7-4
SERVICING AND SPECIAL TOOLS
ENGINE SERVICE SCHEDULE.........................................................................8-1
SPECIAL TOOLS................................................................................................8-2
QUESTIONS
TEST YOUR KNOWLEDGE...............................................................................9-1
INGENIUM I6 3.0L PETROL ENGINE Version: 1.3 v

vi Version: 1.3 INGENIUM I6 3.0L PETROL ENGINE
INGENIUM I6 3.0L PETROL ENGINE
AIM AND OBJECTIVES

AIM AND OBJECTIVES
AIM AND OBJECTIVES
AIM
Introduce the new Ingenium I6 3.0L Petrol engine and identify the configuration and operation of the
engine management technologies used.
OBJECTIVES
• Identify the performance, economy and emissions specifications for the Ingenium I6 3.0L Petrol
engine and the similarities and differences between the I6 and I4 Petrol engines
• Recognise the mechanical configuration and technical innovations used on the new Ingenium I6
• Identify the configuration of the variable camshaft timing and continuously variable valve lift systems
• Identify the cooling and lubrication technologies and strategies used
• Identify the configuration of the fuel supply and the changes made to satisfy emissions requirements
• Identify the configuration of the induction and exhaust system and the operation of the technologies
used
• Identify how the electric supercharger is integrated in to the induction charging system and how
it supports forced induction
• Identify the operation of the Gasoline Particulate Filter and the procedure required to rectify system
warning messages
• Identify the engine management system sensor location, recognise plausible signals and the effect
of sensor failure
• Identify the engine management system actuator locations, operation and the effect of component
failure
• Identify the purpose and operation of the 48V MHEV system and component locations
INGENIUM I6 3.0L PETROL ENGINE Version: 1.3 1-1

1-2 Version: 1.3 INGENIUM I6 3.0L PETROL ENGINE
INTRODUCTION
INTRODUCTION
OVERVIEW
The Ingenium I6 3.0L Petrol is the latest addition to the Ingenium family and is the first 6 cylinder
Petrol engine available to complement the already successful 4 cylinder variants.
This inline straight 6 engine boasts many innovative technologies which help increase performance
and reduce emissions. Many features from the 4 cylinder engines have been adopted by the new
engine with the introduction of further new technologies all of which will be covered within this Personal
Study Module.
Ingenium I6 3.0L Petrol Engine
The new Ingenium 6 cylinder Petrol will be released at 19.5MY in two variants. The first with 360PS
(265kW) and 495Nm of torque and the second with an impressive 400PS (298kW) and 550Nm of
torque both from an engine displacement of 2996cm₃. Achieving an emission level of EU6d / LEV3-
SULEV30 the engine utilises many technologies from the 4 cylinder Ingenium family to reduce parasitic
loss providing many benefits to both the customer and the environment.
NOTE: EU will be taking the 400PS variant only at 19.5MY. Both the 400PS and 360PS engines
will be available in China and NAS. Differences in power output are achieved by software
calibration only as all hardware remains the same in both variants.
The existing 4 cylinder Ingenium engines were first launched at 16MY with the 4 cylinder diesel
debuting in the Jaguar XE and the 4 cylinder Petrol following on at 17MY in the Jaguar F-Pace. Both
engines were designed and produced at the state of the art engine plant in Wolverhampton and
shared many innovative technologies that can be seen within the new 6 cylinder variant.
Common Ingenium Engine Technologies
• Variable Water Pump
• Variable Oil Pump
• Electronically Controlled Thermostat
• Switchable Piston Cooling Jets.

INTRODUCTION
Technicians with extensive knowledge of the Ingenium family have the ability to focus on the new
features within this PSM. Technicians with little to no experience to have the opportunity to gain
knowledge on all shared aspects of the Ingenium engines within one single document. There will be
a multiple choice summary at the end which will focus on the new specific Ingenium I6 3.0L Petrol
engine features and will check the reader's retention of the latest technology information.
NOTE: Although the 4 and 6 cylinder engines share common technologies the application of
the components may differ slightly. Ensure that you familiarise yourself with all aspects of the
Ingenium I6 3.0L Petrol engine so that you are able to identify the differences and are conversant
with the 6 cylinder technologies.
Common Petrol Engine Technologies

• Twin Scroll Mono Turbocharger (revised for I6 engine)
• Continuously Variable Valve Lift (revised for I6 engine)
• Variable Camshaft Timing on both Inlet and Exhaust Camshafts
• Integrated Exhaust Manifold (forms part of the turbocharger on the I6 and the cylinder head on
the I4).
New Ingenium I6 3.0L Petrol Technologies
• Electric Supercharger
• MHEV technology (Mild Hybrid Electric Vehicle)
• Belt Integrated Starter Generator.
NOTE: Throughout the booklet references will be made to the location of parts and the position
that they can be found on the engine. For ease all locations will be from a view point of sitting
in the driver's seat.
V6 3.0L S/C Petrol
The Ingenium I6 3.0L Petrol engine will make its debut in the 19.5MY Range Rover Sport. The engine
will replace the V6 3.0L S/C Petrol engine which currently produces 340-380PS and 450Nm/332lbft
of torque and has a current CO2 level of 209CO₂ g/km. The new Ingenium I6 3.0L Petrol will be the
first JLR engine to utilise an Electric Supercharger (eSC) which will allow for a bigger turbocharger
providing better acceleration and improved transient response. An addition to the eSC the Ingenium
I6 3.0L Petrol will be the lead engine to incorporate MHEV technology (Mild Hybrid Electric Vehicle).
Using a 48V Lithium Ion battery the vehicle will further enhance the emissions and performance
through an engine mounted Belt Integrated Starter Generator (BiSG) which assists with vehicle drive
but utilises the energy normally lost during braking to recharge the 48V system.

INTRODUCTION
TECHNICAL SPECIFICATIONS
400PS variant shown.
POWER/TORQUE
Item Description Item Description
A Torque (Nm) B Engine Speed (rpm)
C Power (PS) 1 High Torque
2 High Power

INTRODUCTION
TECHNICAL SPECIFICATIONS
Title Mid Specification
Configuration 6 cylinder
In-line
Capacity 2996cm₃
Bore 83mm
Stroke 92.29mm
Valves per cylinder 4, Double Overhead Camshaft (DOHC)

Valvetrain technologies Variable Exhaust and Intake Camshaft Timing (VCT)
Continuously Variable Valve Lift (CVVL) - Intake Valves
Compression ratio 10.5 ± 0.3:1
Maximum power output 298kW (400PS) @ 5500-6500rpm
Maximum torque 550Nm @ 2000-5000rpm
Turbocharger Twin-Scroll
Exhaust After Treatment 3-way catalytic convertor
Emissions standard EU6d / LEV3-SULEV30
Fuel consumption 11.3 litres/km (25.4 MPG)

(Combined Cycle)
Firing Order 1-5-3-6-2-4

MECHANICAL
MECHANICAL
CONFIGURATION
1 Cylinder head 2 Cylinder block
3 Windage tray 4 Oil pan
The Ingenium I6 3.0L Petrol engine utilises a lightweight, all-aluminium design with number one piston
at the front of the engine. Using the same bore, stroke and cylinder bore spacing dimensions as the
I4 diesel and I4 Petrol variants allows for machining on the same production lines. This gives flexibility
in production numbers of either fuel variant.

MECHANICAL
TWELVE COUNTERWEIGHT CRANKSHAFT
The crankshaft is forged carbon steel and has class leading vibration levels due to a twelve
counterweight design in order to balance bearing loads. In addition to the counter-weight design the
engine employs a viscous Torsional Vibration (TV) damper to attenuate the torsional vibrations caused
by engine firing. Additional parasitic loss reduction measures include the use of roller bearings on
the camshafts.
The cylinder bores are also offset to reduce cylinder friction. To explain this in more detail within a
conventional engine the piston is pushed down by the force created in the combustion chamber which
in turn generates the drive force for the engine.
In reality the piston is not actually pushed directly downwards. There is in fact a diagonal component
to the downward force that causes the piston to be pushed against the wall of the cylinder. This results
in friction and a corresponding loss in output power. The offset cylinder is a design that solves this
additional friction and corresponding loss in power. This is accomplished by “offsetting” the cylinder
from the crankshaft so that the axis of the piston and connecting rod are aligned vertically at the
moment of combustion when the pressure in the cylinder is at its peak.
Doing this reduces the friction from the diagonal force pushing the piston against the cylinder wall.
This enables a more effective use of the energy produced by the combustion of the engine.
The cylinder head provides the location for 24 valves, six injectors, six spark plugs and one cylinder
head temperature sensor. It also supports an integrated engine oil filter, providing easy access for
servicing and reducing part-count. The exhaust provides a direct mounting point for a single, twin-
scroll turbocharger. In addition the boosting system employs a 48V electric supercharger to provide
rapid engine response during transient driving scenarios.
Two Continuously Variable Valve Lift (CVVL) units are also fitted to the cylinder head while the intake
and exhaust camshafts feature Variable Camshaft Timing (VCT). The VCT actuators are fitted to the
ends of the camshafts.

MECHANICAL
An engine-mounted Water Charge Air Cooler (WCAC) enables a short air path to reduce system
volume and improve transient engine response. The intake manifold houses a Manifold Absolute
Pressure and Temperature (MAPT) sensor and also provides a mounting point for the electric throttle
valve.
Additionally, an electric thermostat housing and a variable coolant pump are employed to accelerate
engine warm-up. The benefit of this technology is that it enables the engine coolant to remain static
in the engine to maximise heat transfer during warm up. This allows the engine to achieve normal
running temperatures quicker which in turn lowers both fuel consumption and emissions.
NOISE VIBRATION AND HARSHNESS (NVH)
A NVH covers B NVH covers and Thermal Encapsulation
C Thermal Encapsulation
Engine manufacturers have used NVH and thermal encapsulation covers for some time but the
benefits of these engine parts have never been discussed. The use of NVH and Thermal Encapsulation
covers combined provides two benefits to the engine. First it reduces noise and vibrations but in
addition it also provides a thermal benefit for the Oil Pan (holding heat in) which results in a decrease
of the fuel consumption of the engine.
Covers used
• NVH covers reduce noise and vibrations on the engine. These covers are usually located around
the block, fuel injection system and on top of the CVVL modules. It reduces noise at these specific
locations because the components naturally produce high levels of noise.

MECHANICAL
• Thermal covers will be used for thermal management and because of their properties they will
also be used for noise reduction in some areas. These covers will be used around the block and
the oil sump. Their material properties mean that they are good thermal conductors which keep
the engine and oil fluid warm for longer providing a CO2 benefit. The benefit is gained due to the
engine still being warm up to six hours after the engine has been switched off meaning a quicker
warm up time when the engine is restarted.
The benefits of engine mounted NVH and thermal encapsulation covers are:
• Smaller surface areas to be insulated which involve lower material usage
• Closer to heat and noise source which results in a better efficiency
• Engines are kept warmer for longer which allows for cold starts from a higher temperature
• Allows lubricants and fluids to perform better and keeps engine friction to a minimum.

MECHANICAL
VALVETRAIN
CVVL UNITS
The Ingenium I6 3.0L Petrol continues the use of an advanced valvetrain that enables best in class
flexibility and control over the breathability of the engine. The result is an optimised combustion
throughout the RPM range for improvements in fuel economy, driveability, power and emissions.
NOTE: Technicians familiar with the 4 cylinder Petrol engine should note: The CVVL system
fitted to the Ingenium I6 3.0L Petrol has a similar operating strategy to the Ingenium 4 cylinder
Petrol engine. The component layout is different as the 6 cylinder uses two CVVL modules not
one. There are some additional differences that will be referenced throughout the section.
CVVL (first seen on the 4 cylinder Petrol engine) is an electro-hydraulic system which allows the
engine to produce maximum power and torque, as efficiently as possible, at any point in the operating
cycle. CVVL, which is fitted to the inlet valves only, constantly adjusts the flow of air into the cylinders
which results in a smooth power delivery, on demand, at any speed or load. It is able to provide this
capability by allowing lower intake valve lift when the engine is in low torque demand situations and
progressively higher valve lift as torque demands increase.
By permitting the engine to breathe with maximum efficiency, throttle response is significantly improved
and CO2 emissions are reduced. Additionally, an improvement of 5% in fuel economy versus the
previous generation engine is now possible. In combination with dual VCT, the system provides
maximum operating flexibility with little compromise.
The use of CVVL combined with VCT is one of the key technologies for effecting low CO2 emissions.
Engines with conventional valvetrain systems and throttle valve control waste energy pulling air into
the cylinder against the throttle valve resistance. With CVVL and VCT, the correct volume of air for
each operating point of the engine is controlled directly in the intake ports. This is achieved by means
of the timing and control of the valve opening procedure.

MECHANICAL
The throttle valve angle is varied continuously to ensure the correct intake manifold pressure is
maintained for every operating condition. In addition to this, early closing of the intake valve means
less air is drawn into the cylinder and as a result less work is required for the compression of that air.
This means the temperature produced is lower allowing the engine to provide more energy. A
comparison of the diagrams in figure E201975 shows the reduction in the pumping effort of an engine
with the variable system.
A Conventional Valvetrain System B CVVL System
1 Intake Valve Opens 2 Exhaust Valve Closes
3 Intake Valve Closes 4 Exhaust Valve Opens
5 Ignition Point C Control Range of VVT
D Control Range of CVVL E Pumping Effort
P Pressure TDC Top Dead Centre

MECHANICAL
1 Temperature sensor 2 Solenoid valve (cylinders 1,2 and 3)
3 Solenoid valve (cylinders 4,5 and 6) 4 Rear CVVL unit
5 Front CVVL unit
The 6 cylinder engine utilises two separate CVVL units which are fixed to the top of the camshaft
carrier by eight bolts per unit. Each unit controls the inlet valves of three cylinders, the front unit
controls cylinders 1, 2 and 3 and the rear unit controls 4, 5 and 6.
The CVVL assemblies are a non-serviceable with the exception of the Temperature Sensor fitted to
the front CVVL unit.
There is no mechanical connection between the inlet valves and the camshaft, instead of direct
operation, the inlet camshaft operates six small oil pumps which charge six hydraulic accumulators.
These act as hydraulic buffers between the camshaft and the inlet valves. If less than full valve lift is
required, oil is released from each accumulator by an electronic solenoid, reducing the lifting effect
of the camshaft.

MECHANICAL
CVVL COMPONENTS
1 Temperature sensor 2 Solenoid valve
3 Intermediate pressure chamber 4 Pressure accumulator
5 High pressure chamber 6 Pump unit
7 Cam follower 8 Camshaft
9 Inlet valve 10 Brake unit
As the camshaft rotates the cam lobe lift translates to pump piston movement and creates the hydraulic
pressure achieved within the unit. The high pressure chamber is the hydraulic connection between
the pump, brake unit and solenoid valve where pressures of up to 150 bar can be reached.
When the solenoid valve is closed the oil operates as a ‘hydraulic pushrod’ through the brake unit
opening the intake valve. When the solenoid valve is opened some of the oil pressure is relieved
from the high pressure chamber back in to the intermediate pressure chamber, effectively ‘shortening’
the length of the ‘hydraulic pushrod’ and the amount of valve lift.
When the solenoid valve is opened the pressure accumulator feeds the relieved oil back to the high
pressure chamber ensuring the chamber has a constant de-aerated oil supply. The brake unit, as
well as acting as a Hydraulic valve Lash Adjustment (HLA), also regulates the valve closing speed.
When the solenoid is opened for early intake valve closing, the valve spring causes the valve to enter
a 'ballistic flight phase'. An 'uncontrolled' period of travel as the valve does not close by following the
cam profile. To prevent excessive closure speeds that can cause damage to the valve, the brake unit
acts as a hydraulic brake to ensure a gentle, controlled seating of the valve.
The solenoid switching time is controlled by the PCM based on calculated engine load values from
existing sensors. The CVVL temperature sensor is the only additional sensor for the system.

MECHANICAL
CVVL HYDRAULIC CIRCUIT SCHEMATIC
1 Normally open solenoid 2 Engine oil supply
3 Check valve 4 Intermediate chamber
5 Pressure accumulator 6 Oil return
7 CVVL oil temperature sensor 8 Brake unit
9 Intake valve 10 Engine oil supply
11 Roller finger cam follower 12 Camshaft
13 Hydraulic tappet 14 Pump unit
A Front CVVL unit B Rear CVVL unit
CAUTION: Use only engine oil that meets Jaguar Land Rover specification. Using
incorrect engine oil can cause the CVVL system to malfunction.
The CVVL assembly ultimately allows the control of air in to the cylinder by delaying the valve opening,
or by closing the valve early. There are four operating modes.
CVVL OPERATING MODES
• Full lift mode - the valves are fully opened and closed as during conventional control by the
camshaft. This mode is used at high engine speeds to obtain maximum engine power.
• Late Intake Valve Opening Mode (LIVO) - the opening of the intake valves are delayed when
starting the engine and during idling. The valves open for a shorter period and at a lower lift
providing precise control of the exact amount of air entering the cylinder. As a result fuel economy
is improved during idling periods. During a cold start, only a small amount of cold air enters the
cylinder, meaning the engine starts more easily.

MECHANICAL
• Early Intake Valve Closing Mode (EIVC) - is activated during low to medium engine speeds. The
intake valves are closed hydraulically before the camshaft profile would normally allow. This
reduces pumping losses, increases the engine output and prevents an undesirable backflow of
the fuel mixture into the intake ports.
• Composite mode - at very low engine speeds and loads, a combination of the LIVO mode and
the EIVC mode is used as it provides a stable combustion.
A Full Valve Lift B Early Valve Closing
C Late Valve Opening D No Valve Lift
1 Valve Lift 2 Solenoid Position
3 Solenoid Current 4 Solenoid Open
5 Solenoid Closed

MECHANICAL
CVVL SOLENOID
There are six solenoids in use in the CVVL system; one per cylinder. Each solenoid is supplied with
a dedicated live and ground from the PCM and is Pulse Width Modulated (PWM) controlled to regulate
its position.
To enable the rapid action of the solenoid valve, a special operating strategy was developed with the
lowest possible current requirements. This resulted in a current profile consisting of several phases.
At rest the solenoid valve has no current supply and is in the open position.
At the first phase of activation the solenoid valve is supplied with a current, which pre-magnetises
the valve but does not switch it.
In order to ensure a rapid and precise energising procedure, an increased current is applied at the
exact time of switching. This is determined by the PCM depending on sensor input for the current
operating conditions.
After the solenoid valve has been fully activated, the current is reduced to a holding current, which
maintains the solenoid valve in the closed position. Again depending on operating conditions, the
PCM software controls the point in time at which the solenoid opens by completely switching off the
holding current.
In the event of a CVVL solenoid failure, a total loss of valve lift occurs on the related cylinder and the
engine will enter 'limp-home' mode, running on the five remaining cylinders. The driver will experience
misfires and a reduction in performance.
NOTE: The CVVL solenoids cannot be replaced individually. In the event of a solenoid failure,
the entire CVVL unit is to be replaced.

MECHANICAL
SOLENOID CONTROL CURRENT
A Valve lift B Solenoid control current
C Solenoid closed period D Time
1 Pre-magnetising phase 2 Peak current
3 Holding current 4 Current off
5 Early valve closing mode 6 Conventional valve lift
NOTE: The following PicoScope waveforms were taken at Idle and 2000rpm to show the PCM's
Pulse Width Modulated control strategy of the CVVL solenoids.

MECHANICAL
CVVL SOLENOID - IDLE
1 Pre-magnetisation phase 2 Switching phase
3 Holding phase

MECHANICAL
CVVL SOLENOID - 2000RPM
CVVL BRAKE UNIT

MECHANICAL
The brake unit is a slave cylinder that converts the hydraulic pressure of the pump into the movement
of the intake valve via a hydraulic valve lash adjustment element. The brake unit design not only
gives a controlled closure of the valve but also enables a rapid opening speed as the braking element
of the unit is by-passed by the use of a check valve during the opening phase. It is a critical part of
the unit set up that the valve lash adjustment is reset if the unit is removed from the cylinder head.
Where it is necessary to remove and refit the CVVL unit, the brake pistons must be reset by pressing
down all CVVL brakes to make sure that they are all in the reset position using the Jaguar Land Rover
special tool (CVVL guide pins - JLR-303-1639). Once the unit has been reset and the tool removed
a visual check that the piston is sitting inside the sleeve should be made. The tool will reset the brake
unit position from A to position B as in figure E202344.
NOTE: Always refer to TOPIx for the correct CVVL brake piston reset procedure and ensure
that the CVVL software calibration is carried out using the approved diagnostic equipment.
1 Brake unit Piston 2 Reset tool
A Piston prior to reset B Piston correctly reset

MECHANICAL
CVVL OIL TEMPERATURE SENSOR
The CVVL Oil Temperature Sensor is located on the front CVVL unit and provides feedback to the
PCM on the temperature of the high pressure oil in both CVVL units. This information is used by the
PCM to determine oil viscosity and allows accurate solenoid switching time compensation across a
wide engine temperature range -40°C (-40°F) to 150°C (302°F). The sensor has a two pin connector
which provides a temperature signal input to the PCM and a ground connection. The sensor has a
NTC element and is specifically calibrated for use at low temperatures. It is possible to remove the
CVVL temperature sensor from the assembly if required.
In the event of failure of the CVVL Oil Temperature Sensor, reduced accuracy in control of the CVVL
system will occur, resulting in a slight reduction in performance and fuel economy.

MECHANICAL
VARIABLE CAMSHAFT TIMING (VCT)
1 VCT actuator - Intake 2 Secondary timing chain
3 VCT actuator - Exhaust 4 VCT solenoid - Exhaust
5 VCT solenoid - Intake
VCT on both the intake and exhaust camshafts and is actuated by solenoid controlled oil pressure.
VCT allows for the standard camshaft lobe profile to be advanced or retarded for optimum combustion.
The VCT system is controlled by the PCM using information from two camshaft position sensors
(CMP). The electrically controlled VCT solenoids determine the position of the VCT actuators which
have a direct interface with the camshafts.
The intake camshaft can be advanced by 70° and the exhaust camshaft can be retarded by 50°.
VCT, in combination with CVVL, forms the Advanced Valvetrain. This offers class-leading levels of
flexibility and control over engine breathing, resulting in optimised combustion throughout the engines
operating range. This provides improvements in fuel economy, drivability, power and emissions.

MECHANICAL
VARIABLE CAMSHAFT TIMING ACTUATOR
1 Solenoid coil 2 Solenoid core
3 VCT solenoid assembly 4 Solenoid pintle pin
5 Centre bolt 6 Pressurised engine oil
7 Filter 8 Rotor
9 VCT actuator assembly 10 Spool valve
The VCT actuators are operated by VCT solenoids which are controlled by the PCM. Each VCT
actuator has its own dedicated VCT solenoid which is supplied with a 12V feed and is PWM controlled
on the ground side by the PCM. The PCM can operate the VCT solenoid to move the pintle pin to a
pre-determined position to control the flow of pressurised engine oil into the VCT actuator.
When camshaft timing requires to be advanced or retarded; the VCT solenoid operates extending
the pintle pin and moving the spool valve. This movement directs pressurised engine oil into one side
or the other of the central rotor chambers in the VCT actuator. At the same time the solenoid pintle
moves towards the spool valve located in the centre bolt and makes contact.
Further movement of the solenoid pintle pin will push the spool valve into a known (controlled) position
and oil will pass through channels within the centre bolt into the VCT actuator chambers. The
pressurised engine oil rotates the internal rotor in the VCT actuator which is secured to the camshafts.
This in turn changes the engine's valve timing.
Each camshaft VCT actuator has three hydraulic chambers. Residual camshaft torque is used to
ensure the VCT actuator is returned to the 'base' position as quickly as possible. Pressurised engine
oil is supplied from the variable flow oil pump and must be mapped to deliver a controlled oil pressure
to the VCT actuator. This ensures VCT performance and response times are maintained.

MECHANICAL
In the event of VCT solenoid failure, VCT operation will become inoperative and there will be a
reduction in engine performance and fuel economy.
ENGINE TIMING
1 Intake camshaft Oil Control Valve 2 VCT actuator - Intake
3 Secondary timing chain 4 Secondary timing chain guide
5 Exhaust camshaft Oil Control Valve 6 VCT actuator - Exhaust
7 Secondary timing chain tensioner guide 8 Secondary timing chain tensioner
9 Primary timing chain tensioner 10 Primary timing chain tensioner guide
11 Crankshaft 12 Primary timing chain guide
13 Primary timing chain 14 Idler sprocket
15 Secondary timing chain guide
The Ingenium I6 3.0L Petrol engine is driven by two positive drive timing chains, the primary chain
is an Inverted Tooth chain which is more commonly known as a Silent Chain and the secondary chain
is of the standard bushed type. This differs from the 4 cylinder Petrol engine which is driven by two
bushed timing chains. The timing gear is still located at the rear of the engine as with the 4 cylinder
engines and both chains and tensioners are maintenance free, fit for life having no service interval.
The purpose of moving the primary chain from a bushed type to a silent chain is to reduce NVH within
the drive train assembly. Silent chains are commonly used within transmission components and
transfer cases due to the extremely smooth, quiet operation and the low-maintenance requirements.

MECHANICAL
A procedure and special tools are required to ensure that the correct crankshaft to camshaft timing
is achieved if the timing chains need to be replaced. Both the primary and secondary timing chains
have gold coloured links. The links are aligned with timing marks on the cylinder block idler sprocket,
cylinder block (positioned at eleven o clock to the crankshaft) and VCT Actuators. The coloured links
are aligned after both camshafts have been properly locked in position and the crankshaft is positioned
to 50° after top dead centre.
The primary timing chain is driven by a sprocket on the crankshaft which in turn drives an intermediate
idler sprocket. The secondary timing chain is driven by the intermediate idler sprocket and then drives
the sprockets on the intake and exhaust camshafts. The camshaft sprockets are integrated with the
VCT actuator assemblies.
Two timing chain tensioners maintain the primary and secondary timing chains at the correct tension
and dampen any backlash in the chain tension due to engine deceleration.
The primary timing chain has a single fixed timing chain guide which is secured to the cylinder block.
Additionally, a primary timing chain tensioner guide which pivots around a bolt is also fitted. This
guide applies a controlled tension to the primary timing chain via a timing chain tensioner. The primary
timing chain tensioner is operated by hydraulic pressure to apply a controlled tension to the timing
chain. The primary timing chain tensioner receives pressurised engine oil from the variable flow oil
pump with integral vacuum pump.
The secondary timing chain has two fixed timing chain guides which are secured to the cylinder head
and the camshaft carrier. The secondary timing chain also has a timing chain tensioner guide which
pivots around a bolt with a second timing chain tensioner. This is a hydraulic tensioner which also
receives pressurised engine oil from the variable flow oil pump with integral vacuum pump.
ACCESSORY DRIVE BELT
1 Viscous cooling fan drive 2 Drive belt

MECHANICAL
3 Idler pulley 4 Belt integrated starter generator and

tensioner assembly
5 Air Conditioning (A/C) compressor 6 Variable cooling pump
7 Torsional vibration damper
The Front End Accessory Drive (FEAD) utilises a Torsional Vibration (TV) damper to reduce the
magnitude of torsional and harmonic vibrations in the crankshaft.
Torsional and harmonic vibrations are created by many different factors and if not controlled can
cause damage to the crankshaft, front end accessory drives and flywheel components. The cause
of this vibration can be attributed to the following:
• Inconsistent cylinder pressure during the combustion cycle. The engine asserts pressure on the
crankshaft at different areas as the firing order is executed
• 6 cylinder inline engines have a far longer crankshaft which allows for more flexibility
• Oscillations caused within the FEAD from components such as the A/C compressor and belt
integrated starter generator (BISG).
Torsional vibration damper drives the FEAD belt which must be inspected at every routine service
for excessive wear and damage and replaced at 6 years/102000km (63000 miles). The FEAD belt
tensioner has two idler pulleys which are free to rotate on a bearing located at the end of a
spring-loaded pivot arm. A belt tensioner allows for the removal and installation of the accessory drive
belt.
The tensioner as fitted to the Ingenium I6 3.0L has two pulleys due to the BISG being able to add
and remove torque in the drivetrain, therefore a bi-directional decoupling tensioner is utilised. This
occurs when the BISG is being used as a battery charger or a motor as part of the MHEV strategy.
Ingenium I6 3.0L has 55mm pulleys and a spring torque of approximately 32Nm.

MECHANICAL
A Tensioner in the loaded position B Tensioner in the unloaded position
1 Locking dowels 2 15mm socket slot
NOTE: When replacing the belt the upper locking dowel hole should be used to pin the tensioner.
If the belt has failed, the lower locking down hole can be used to pin the left arm against the
fixed frame.
To release the spring tension use a 15mm diameter socket to rotate the right arm of the tensioner
from position A to position B as shown in graphic E235713. Once in position hold the tensioner in
place with a locking pin fitted into the locking dowels shown in callout 1 of the above graphic. In this
position the FEAD belt and tensioner can be replaced.
CAUTION: The pin should only be removed when the wrench is used to back off
the tensioner.
Removing the pin without using a wrench can damage the belt tensioner and the
belt profile.

MECHANICAL
A viscous cooling fan is available on the new Ingenium I6 3.0L Petrol engine when used on the D7u
platform which was previously used on the V6 3.0L S/C Petrol engine and the V8 S/C 5.0L Petrol
engine.
An additional electric 'pusher' fan can be fitted to Gulf markets 'Hot markets' and non-Gulf markets
with 4 zone climate. This assembly is fitted to front of the cooling pack to supplement the idle airflow
associated with the viscous fan.
VISCOUS COOLING FAN
1 Shroud 2 Mounting lugs
3 Electrical connector 4 Electro viscous drive unit
5 Securing nut 6 Speed flap
7 Mounting lugs 8 Speed flaps
NOTE: If the viscous cooling fan electrical connection is lost between the PCM and the electro
viscous drive unit the fan will become dis-engaged.

MECHANICAL
LUBRICATION SYSTEM AND COOLING
1 Oil feed pipe - Turbocharger 2 Oil filter and housing assembly
3 Piston cooling oil jets solenoid 4 Secondary timing chain oil jet
5 Oil cooler assembly 6 Primary timing chain oil jet
7 Variable flow oil pump 8 Oil feed pipe - Turbocharger
9 Piston cooling oil jet (quantity of 6)
NOTE: The following figures are intended to show the oil flow through the engine and highlight
the individual galleries used.

MECHANICAL
1 Camshaft carrier 2 CVVL assembly
3 Oil filter 4 Cylinder head assembly
5 Turbocharger feed 6 Cylinder block assembly
7 Turbocharger drain 8 Variable oil pump
9 Oil pan 10 Oil cooler assembly

MECHANICAL
OIL COOLER FEED
1 Oil cooler 2 Oil pan
OIL COOLER TO OIL FILTER
1 Oil filter 2 Oil cooler

MECHANICAL
OIL SUPPLY TO CYLINDER BLOCK
TURBOCHARGER OIL FEED
1 Turbocharger oil feed line 2 Turbocharger drain

MECHANICAL
VARIABLE FLOW OIL PUMP WITH INTEGRAL VACUUM PUMP
VARIABLE FLOW OIL PUMP
1 Pump drive sprocket securing bolt 2 Pump drive sprocket
3 Oil pump cover 4 Vanes with rotor
5 Drive shaft 6 Eccentric control ring
7 Solenoid 8 Oil and Vacuum pump housing
9 Vacuum pump rotor (shaft) 10 Vacuum pump cover
The Ingenium I6 3.0L Petrol engine utilises a variable displacement oil pump located at the bottom
of the cylinder block similar to the Ingenium 4 cylinder engines. The operation and strategies of the
pumps are the same however the physical form between the 4 cylinder and the 6 cylinder pumps are
different.
Fixed displacement oil pumps are one of the contributors to parasitic energy loss. This is due to the
fact that for the majority of the time they deliver more oil than is required to ensure the engine can
operate safely over a wide operating range. A pressure relief valve provides a method of protection
from excessive high oil pressures. Under high volume flow conditions, some of the pressurised oil is
simply "wasted" back into the oil reservoir.
The Ingenium I6 3.0L is fitted with a variable flow oil pump with integral vacuum pump which is located
in the engine oil pan.
A variable flow oil pump provides a lubrication system with the ability to vary the volume output
according to engine load and speed. The volume flow from the pump is regulated in order to reduce
the quantity of oil that is "wasted" back to the reservoir. This in turn therefore reduces the parasitic
load on the engine and provides a fuel saving benefit.

MECHANICAL
VARIABLE FLOW OIL PUMP OPERATION
1 Oil pump housing 2 Eccentric ring
3 Control ring surface 4 Calibrated control spring
5 Oil pump rotor 6 Pump vanes
The oil pump has a volumetric flow control mechanism to allow the output to be varied according to
the engine load and speed.
The oil pump is a vane cell pump (6) with an eccentrically mounted control ring (2), which is held in
position by a calibrated control spring (4). The delivery characteristic are adjusted by moving the
position of the eccentrically mounted control ring. To adjust the position, oil pressure is applied to the
control ring surface (3), which then acts against the tension of the calibrated control spring (4).
When the oil pressure is greater than that of the control spring tension, the control ring moves clockwise
into the centre of the vane cell pump. This decreases the eccentricity, reducing the oil pump output.

MECHANICAL
In this figure the oil pump is set to the maximum displacement.
HIGH DELIVERY RATE - HYDRAULIC CONTROL
The pump is controlled hydraulically by the engine oil gallery pressure acting on the control ring
surface, pushing against the calibrated control spring. Oil flow in and out of the control ring chamber
is controlled by a spring mounted spool valve. When the spool valve is in the mounted position, oil
flow is restricted into the chamber but the oil may exit freely. As the pump speed increases from zero,
the pump remains on maximum displacement as there is insufficient oil pressure being applied to the
control ring surface.
At a defined set point, the spool valve "spring load" is overcome by the engine oil gallery pressure.
Movement of the spool valve allows pressurised oil to flow into the control ring chamber. The flow of
oil from the control chamber is now restricted. Oil pressure in the control chamber acts upon the
control ring surface. The eccentric ring moves against the calibrated control spring, the volumetric
flow of the oil pump is reduced. As the pump speed increases, the oil flow increases, transferring
more pressure to the control ring surface. This continues to reduce the volumetric flow back and the
oil pressure, thus providing a regulated maximum engine oil gallery pressure.
In the case of an electrical failure, this function allows the oil pump to still provide a regulated lubricating
oil supply.

MECHANICAL
This figure shows that the oil pump is set to the minimum displacement.
LOW DELIVERY RATE - ELECTRONIC CONTROL
The volumetric flow of the oil pump is regulated electronically by the activation of a solenoid. The
solenoid acts against the spool valve, allowing pressurised oil to pass into the control ring chamber
to electronically control the volumetric output of the oil pump. The control solenoid is operated by a
Pulse Width Modulated (PWM) signal from the ECM.
To ensure the oil pump output is correct, the oil pressure sensor provides pressure feedback to the
ECM. The oil pump output is infinitely variable across all engine speeds and loads, the output is
constantly being adjusted to suit the current demands required from the lubrication oil supply. When
systems such as the VCT actuator or the piston cooling jets are activated, a higher demand is placed
on the lubrication circuit supply. The ECM adjusts the volumetric output of the pump to meet these
demands as and when they are required.
NOTE: Oil pump solenoid: The lower the duty cycle, the higher the volumetric flow of the oil
pump.
INTEGRAL VACUUM PUMP

The vane type vacuum pump is tandem to the oil pump, connected to the vacuum harness via a
drilling in the engine block and a vacuum connector. The vacuum produced by the vacuum pump is
used to provide a vacuum for the brake booster on the braking system.
The vacuum pump induces air from the brake booster through a vacuum line and port in the cylinder
block. The air extracted from the brake servo flows through the vacuum pipe connector which is
equipped with a one way valve to prevent oil ingress into the brake system. The air is vented into the
cylinder block via a vacuum exhaust valve.

MECHANICAL
PISTON COOLING OIL JETS (PCJ)
1 Piston cooling oil jet (quantity of 6) 2 Piston cooling oil jet solenoid
Six PCJ units are located in the cylinder block. Each jet is located adjacent to a cylinder and secured
in the cylinder block with a bolt. The oil jet outlet nozzle and the support bracket are an assembly.
The PCJ provides the piston and gudgeon pin with cooling and lubrication. Each piston cooling jet
has a single outlet nozzle which sprays oil into the cooling chamber in the piston. The jets are supplied
pressurised engine oil from the variable flow oil pump with integral vacuum pump via a drilling in the
cylinder block.
The oil supply to the drilling is controlled by a piston cooling oil jets solenoid which is controlled by
the PCM. The solenoid has a 12V supply and is PWM controlled on the ground side by the PCM.
The solenoid opens and closes the oil supply depending on engine speed and load.
After a cold start and during warm up, the heat-up process improves as the piston-cooling jets are
energised. Owing to the reduced heat dissipation from the pistons, emissions are reduced. The piston
cooling jets are energised and de-energised across the whole engine speed and load range.
NOTE: The piston cooling jet solenoid is normally open and powered closed by the PCM. Any
electrical failures in the solenoid circuitry mean that oil will be supplied to the piston cooling
jets.

MECHANICAL
COOLING SYSTEM
COOLING CIRCUIT SCHEMATIC
1 Variable flow pump 2 Electrically heated thermostat
3 Electric run-on pump 4 Cylinder block water jacket
5 Cylinder head outlet rail 6 Cylinder head water jacket
7 Cylinder head inlet rail 8 Throttle heater
9 Turbocharger bearing water jacket 10 Cabin heater
11 Expansion/Degas tank 12 Engine oil cooler
13 Main radiator 14 Sub-cooled radiator
15 Transmission Oil Cooler (TOC) 16 Transmission thermostatic valve
17 Water charge air cooler 18 Powertrain control module
19 Electric Supercharger (eSC) 20 Electric By-pass Shut Off Valve (EBSOV)
21 Low temperature electric pump 22 Low Temperature Radiator (LTR)
23 Temperature sensors A Hot
B Cold C High pressure (from pump)
D Low pressure (return to pump) E Link pipe (low temperature circuit fill and
drain)
F Degas lines

MECHANICAL
NOTE: Items 5, 6 and 7 illustrated on figure E235371 are not an individual components, the
components are a feature within the cylinder head. The water jackets are shown separately to
give a clear indication on how the coolant moves through the cylinder head.
The Ingenium I6 3.0L Petrol engine has a thermal management system, designed to reduce the warm
up phase after a cold start and channel the heat produced to increase efficiency. The focus is on:
• Reducing internal engine friction
• Reduction in emissions
• Reducing the use of heating measures which impair fuel efficiency.
Carry Over 4 Cylinder Technologies
• Variable coolant pump
• Electronically controlled thermostat.
The cooling system as shown in graphic E235371 effectively operates as two separate circuits that
share a single degas tank. One circuit operates at an approximate temperature of 105°C (221°F) and
includes the engine, transmission oil cooler, engine oil cooler, cabin heater, WCAC and main radiator
circuits. The second circuit operates at approximately 60°C (140°F) and includes the PCM, electric
supercharger, electric by-pass shut off valve, WCAC and the low temperature radiator. The low
temperature circuit utilises a 20 Watt Bosch electric pump to circulate the coolant. The high temperature
utilises the variable displacement pump and the 50 Watt Magna electric pump to circulate coolant.
One of the main points to discuss is the targeted average running temperature of the new Ingenium
I6 3.0L which is 105°C (221°F). The purpose of running the engine higher than the standard 90°C
(194°F) is to try and maintain a higher temperature in the oil pan. This higher temperature is used to
evaporate any fuel that would normally be diluted in the oil pan causing particulate matter. The
elevated regulation temperature also increases cylinder liner temperatures for improved combustion
characteristics resulting in improved fuel economy and therefore lower emissions.
NOTE: JLR vehicles are filled with Havoline XLC (OAT) coolant from the factory which should
be replaced at an interval of 10 years or 241,401km (150,000 miles) to maintain the level of
protection needed for the system.

MECHANICAL
VARIABLE COOLANT PUMP
There are three coolant pumps in total that are utilised within the Ingenium I6 3.0L Petrol engine
coolant system and they are controlled to give the optimum flow to support all cooling requests from
the engine components. The variable flow pump is similar to the previous 4 cylinder variants which
has a shroud that can slide over the impeller to prevent water from being pumped around the engine.
The rotation of the pump impeller in combination with a micro-pump generates internal pressure used
to move the shroud.
This pressure is then diverted either to the shroud assembly or leaked back to the coolant system,
which is controlled by a solenoid valve. Therefore, the shroud will not move if there is no rotation of
the pump.
The solenoid has a 12V supply and is PWM controlled by the PCM. The PCM essentially uses four
stages of shroud movement on the variable water pump which can be fulfilled at most engine speeds,
contributing to the whole engine thermal management strategy. The internal pressure within the pump
acts against a return spring in the housing. Without a signal from the PCM, the solenoid is open,
therefore the shroud returns to its base position under spring force, resulting in full flow from the
pump.
NOTE: When the coolant pump is not rotating the shroud will not operate when connected to
the harness. The coolant pump must rotate to generate the internal pressure to move the shroud.
As components warm up, the flow request will increase in four stages. The coolant pump is controlled
to give the minimum flow to support all cooling requests from the engine components. Upon coolant
temperature reaching a temperature of 97°C (206°F), the shroud will be fully retracted allowing
maximum pumping, with temperature control managed by the thermostat.

MECHANICAL
The two additional pumps used within the system are electric. One 50 Watt Magna electric pump is
located at the bottom right hand side of the radiator cowling and is used to supply coolant flow around
the low temperature system. The low temperature system incorporates the WCAC, powertrain control
module, electric supercharger and electric by-pass shut off valve (located in the charge air line). The
second is a 20 Watt Bosch electric pump which is located at the front of the right hand suspension
turret. This pump is used to supply coolant to the cabin heater during Auto stop/start operation when
the engine is off, maintaining occupant comfort. It is also used to draw coolant through the turbo
bearing housing after key off to stop the engine oil that is used to lubricate the turbocharger bearings
from coking.
ELECTRONICALLY CONTROLLED THERMOSTAT
1 Engine by-pass return hose 2 Cabin heater/turbocharger return hose
3 Degas tank return hose 4 Bottom hose connector
5 Electrical pin connector 6 Water pump inlet

MECHANICAL
ELECTRONICALLY CONTROLLED THERMOSTAT - INTERNAL VIEW
1 Engine bypass return hose 2 By-pass valve plate and spring
3 Wax element 4 Thermostat heating element
5 Radiator bottom (return) hose 6 Main valve plate and spring
7 Mixing chamber
The thermostat contains a wax expansion element with a PCM controlled heating element. When
energised, the heating element heats the wax allowing the thermostat valve to open and coolant from
the cylinder block to circulate through the main and sub radiators to the coolant pump.
As the coolant temperature continues to rise, the main thermostat's wax element expands and opens
to allow coolant to flow through the radiator. Therefore, operation of the cooling system is not only
performed by the coolant temperature, but as specified by the PCM operating the heating element.
This enables a finer control of the coolant temperature during the warm up and running temperature
phase.
The target temperature for the running temperature of the Ingenium I6 3.0L Petrol engine is between
90°C (194°F) to 105°C (221°F) depending on engine load. Thermostat main valve starts to open at
101°C (213°F); the tolerance on this value is +/-2°C (+/-37°F). The duty cycle of the thermostat heater
can be increased to assist the opening of the main wax thermostat to maintain the 105°C (221°F)
target temperature. When the engine is operated in a higher load condition or at high speed cycles,
the engine requests a reduced operating temperature (approximately 90°C/194°F).
NOTE: The electronically controlled thermostat is not serviceable. Failure of the thermostat,
temperature sensor or heater element requires replacement of the complete unit.

MECHANICAL
1: COLD ENGINE
The coolant flow is as follows:
• The main thermostat is closed. The bypass valve is open.
• This allows pumped coolant to flow through the engine and into the thermostat housing and back
to the coolant pump.
• The coolant pump output is controlled to provide the minimum coolant flow through the cooling
system, dependant on engine load, engine speed or cabin heating requests.
• This function permits the engine and coolant to warm up faster.
2: WARM UP
• The coolant pump output is regulated to correspond with the engine load, speed and cabin heating
demands.
3: WARM ENGINE
• At a target temperature the coolant pump output is set to maximum, resulting in a continuous flow
of coolant.
• Hot coolant will still pass to the heater core circuit.
4: NORMAL OPERATING TEMPERATURE - Low Engine Load
• The wax element reacts to the coolant temperature and opens the main thermostat valve (Higher
engine temperature).
• Coolant may now flow from the engine and through the radiator.
• The coolant is cooled by the radiator and then exits from the bottom hose.
• The main thermostat valve will open at an engine temperature of approximately 105°C (221°F).
5: NORMAL ENGINE TEMPERATURE - High Engine Load
• The heating element is activated, the thermostat now opens at a lower (normal) temperature.
• The opening and closing of the thermostat will maintain an engine temperature between 90°C
(194°F) to 105°C (221°F).
ENGINE DERATE THRESHOLDS
Coolant Temperature
Air conditioning cut out 118°C (re-instated 116°C) 244°F (re-installed 240°F)
Engine torque reduction initiation 119°C (246°F)
Minimum engine torque application 123°C (253°F)
Engine Oil Temperature
A/C compressor torque down 145°C (293°F)
Air conditioning cut out 150°C (302°F)

MECHANICAL
Cylinder head metal temperature Temperature


LOW PRESSURE AND HIGH PRESSURE FUEL CIRCUIT
FUEL SYSTEM SCHEMATIC
1 Fuel injector (6 off) 2 Fuel rail pressure and temperature

(FRPT) sensor
3 High pressure (HP) fuel pump 4 Fuel rail
5 Fuel pressure sensor - low 6 Fuel tank
7 Passive fuel level sensor 8 Active fuel level sensor
9 Low pressure (LP) fuel pump module 10 Venturi jet pump
11 One way valve
The Ingenium I6 3.0L is fitted with a return-less, on-demand, direct injection fuel delivery system.
This system shares many similarities with the previous 4 cylinder Petrol Ingenium engine with the
exception of pressure ratings, component quantities and location. As with the previous I4 Petrol
engine it incorporates a low pressure (LP) and a high pressure (HP) fuel circuit to provide the engine
with sufficient fuel for all operating conditions. The system utilises the following components:
• Fuel pump driver module (FPDM)
• Fuel tank and low pressure (LP) fuel pump module with an operating pressure between 4.5 bar
(65.3 PSI) and 6.3 bar (91.4 PSI)
• Fuel delivery line
• Fuel pressure sensor - Low
• HP fuel pump. Maximum operating pressure 250 bar (3626 PSI)
• Fuel rail including fuel rail pressure and temperature (FRPT) sensor
• Six solenoid type fuel injectors.

LOW PRESSURE FUEL SYSTEM
1 Fuel supply connection 2 Fuel level sensor electrical connector
3 Fuel pump electrical connector 4 Fuel inlet filter
5 Fuel level sensor float 6 Swirl pot
7 Active fuel level sensor 8 Jet pump
9 Jet pump connection - Left (passive) side 10 Fuel Fired Booster Heater (FFBH) fuel
of fuel tank supply connection - If equipped
The fuel tank contains a fuel pump module which collects fuel from both sides of the tank. The fuel
pump ensures there is sufficient fuel available in the swirl pot to supply the engine's fuel demands.
The LP fuel pump supplies fuel to the HP fuel pump mounted on the engine. The LP fuel pump module
is located in the right hand side of the fuel tank. The LP fuel pump module flange is sealed to the
tank with an O-ring and secured with a locking ring.
The top flange of the LP fuel pump module provides the internal and external interface for the tank
electrical and fuel connections. The flange has external electrical connectors that are connected to
the active and passive fuel level sensors, and the LP fuel pump. The lower part of the LP fuel pump
Module forms the swirl pot and provides the location for the LP fuel pump. The swirl pot provides a
constant reservoir of fuel to supply the HP fuel pump's demands via the LP fuel pump and fuel is
transferred to the swirl pot using a Venturi pump.
The Venturi effect is a reduction in fluid pressure that occurs when a fluid flows through a constricted
section of a pipe. A Venturi pump is created by the flow of fuel from the LP fuel pump to the HP fuel
pump. The rapid flow of fuel through the suction pipe creates a depression which draws the fuel back
from the left (passive) side of the fuel tank into the fuel pump (active) side of the fuel tank. A second
Venturi effect draws fuel from the active side of the fuel tank into the swirl pot this effect is caused
by the Venturi jet pump.

FUEL PUMP DRIVER MODULE
Item Description
1 Fuel Pump Driver Module (Range Rover Sport)
The LP fuel pump operation is controlled by the Fuel Pump Driver Module (FPDM) via a PWM signal
from the PCM. The speed of the LP fuel pump regulates the supplied fuel pressure to the HP fuel
pump with a nominal output pressure between 4.5 bar (65.3 PSI) and 6.3 bar (91.4 PSI).
The output pressure from the fuel pump will change with engine demand and fuel temperature. The
PCM monitors the input from the low fuel pressure sensor and adjusts the speed of the LP fuel pump
to meet requirements.
The on time of the PWM signal represents half the pump speed, for example, if the PWM signal has
an on time of 50%, the FPDM drives the pump at 100%. The FPDM will only energise the fuel pump
if it receives a valid PWM signal, with an on time of between 4% and 50%. To switch the fuel pump
off, the PCM transmits a PWM signal with an on time of 75%.
The FPDM has a switched power supply from the fuel pump relay and supplies power to the fuel
pump via hardwired connections. The PCM is hardwired to the body control module/gateway module
(BCM/GWM) assembly and receives a 'wake-up' message.
The following conditions will energise the fuel pump relay:
• Opening the driver's door
• Operating the ignition switch
• Engine crank request (Operating the ignition switch with applied brakes).
If the PCM does not detect pressure in the fuel delivery line, it stops the engine if it is running or
prevents the engine from starting and stores an appropriate Diagnostic Trouble Code (DTC). The
PCM receives a monitoring signal from the FPDM and any DTCs produced by the FPDM are stored
by the PCM.

NOTE: DTCs can be retrieved from the PCM using the approved diagnostic equipment. The
FPDM itself cannot be interrogated.
NOTE: In the event of an accident, the restraints control module (RCM) outputs a crash signal
to disable the fuel pump relay.
FUEL PRESSURE SENSOR - LOW
Item Description
1 Fuel pressure sensor (Range Rover Sport)
The low fuel pressure sensor is located in a connector between the fuel delivery line from the fuel
pump module and the LP delivery pipe to the HP fuel pump. The sensor measures the fuel pressure
being supplied from the tank mounted fuel pump module to the HP fuel pump.

LOW PRESSURE FUEL SYSTEM CONTROL SCHEMATIC
1 PCM 2 Instrument Cluster (IC)
3 BCM/GWM assembly 4 Fuel pump module
5 FPDM 6 Ground
7 Power supply 8 Fuel pressure sensor - Low
9 RCM - Crash signal A Hardwired
AL PWM AV High Speed Controller Area Network - Comfort

(HSCANCO)
AX FlexRay™
HIGH PRESSURE FUEL SYSTEM

The HP fuel system of the Ingenium I6 3.0L is a Direct Injection (DI) system controlled by the PCM.
LP fuel from the LP fuel pump is pressurised by the HP fuel pump which then delivers a uniform level
of pressure to the shared fuel rail, which in turn serves all six fuel injectors.
The PCM controls the HP fuel pump to ensure the optimum pressure is available for smooth operation,
up to 250 bar (3626 PSI). The PCM controls HP fuel pump and fuel injectors to inject the required
volume of fuel into the combustion chambers.
The HP fuel system consists of:
• LP and HP fuel lines
• HP fuel pump
• Fuel rail
• Fuel rail pressure and temperature (FRPT) sensor
• Fuel injectors (x6).

1 HP fuel pump 2 FRPT sensor
3 Fuel rail 4 Fuel injector (x6)

HIGH PRESSURE FUEL PUMP
1 Fuel metering valve connector 2 HP fuel pump
3 LP fuel inlet 4 Inlet camshaft - Fuel pump lobes
5 Tappet 6 HP fuel outlet to fuel rail
The HP fuel pump is a single cylinder pump located on the top of the engine and attached to the
camshaft carrier. It is mechanically driven by a three-lobe cam on the inlet camshaft which acts against
a tappet on the end of the plunger. The plunger is spring loaded to ensure the tappet remains in
contact with the cam.
The PCM controls the output of the HP fuel pump to deliver up to 250 bar (3626 PSI) of fuel pressure
to the fuel rail. The delivery rate of the HP fuel pump is adjusted by means of a fuel metering valve
which is controlled by a PWM signal from the PCM. The PCM then utilises data from the FRPT sensor
to calculate the time the fuel injectors need to be energised in order to deliver the correct quantity of
fuel to the combustion chambers.

HP FUEL PUMP SCHEMATIC
1 Pressure relief valve (PRV) 2 HP fuel outlet connection
3 Check valve 4 Pump plunger
5 LP fuel inlet connection 6 Damper chamber
7 Fuel metering valve
The fuel metering valve is normally open, the solenoid is controlled by the PCM with a PWM signal.
During the inlet stroke, the fuel metering valve is de-energised and fuel flows into the pumping
chamber. The PCM energises the fuel metering valve closed during the delivery stroke and the
pressurised fuel then flows through the check valve into the fuel rail. By changing the closing point
of the fuel metering valve, the PCM can regulate the volume of fuel output during the delivery stroke,
and thus the fuel pressure in the fuel rail.
NOTE: The following PicoScope waveforms were taken at Idle and maximum throttle and show
the PCM's PWM control strategy of the HP fuel pump.

HP FUEL PUMP - IDLE
HP FUEL PUMP - MAXIMUM THROTTLE

The damper chamber absorbs pressure pulses from the operation of the fuel metering valve. The
check valve prevents the return of HP fuel to the pumping chamber during the inlet stroke of the
plunger. If the HP fuel pump delivery pressure increases to 289 bar (4192 PSI), the PRV opens and
returns fuel to the inlet side of the plunger.
If the fuel metering valve is not activated, the fuel drawn in to the pumping chamber is returned to
the LP side during the delivery stroke. In the event of failure of the fuel metering valve, the engine
will run on LP fuel pump supply pressure only, resulting in a severe loss of engine performance.
FUEL RAIL PRESSURE AND TEMPERATURE (FRPT) SENSOR
The FRPT sensor is located on the top of the fuel rail, screwed into a threaded port.
Four wires connect the sensor directly to the PCM:
• 5V power supply for the pressure sensor
• Temperature signal
• Pressure signal
• Shared ground.
The FRPT sensor contains a negative temperature coefficient (NTC) sensor which allows the PCM
to determine the fuel temperature.
Metal thin film technology is used to determine fuel pressure based on the expansion of a thin steel
diaphragm. This expansion is sensed by the PCM on a return signal wire which is proportional to the
fuel pressure in the fuel rail. The PCM compares the sensor signal voltage to stored memory values,
to calculate the actual fuel pressure present in the fuel rail. The PCM then uses the fuel rail pressure
information to control the operating position of the fuel metering valve on the HP fuel pump.

In the following PicoScope waveform, the fuel rail pressure was measured at idle, the engine speed
increased to maximum and returned to idle. The fuel pressure can be clearly seen to rise and fall
with engine torque demand.
FRPT SENSOR - PRESSURE WAVEFORM
In the event of signal failure, control of the fuel metering valve is lost. The engine will run on LP fuel
pump supply pressure only, resulting in a severe loss of engine performance.

FUEL INJECTORS
1 Support disc 2 O-ring seal
3 Electrical connector 4 Injector solenoid
5 Combustion seal ring 6 Injector nozzle
The six HP fuel injectors spray fuel from the fuel rail directly into the combustion chambers. The fuel
injectors are installed close to the centre of the combustion chambers, between the inlet valves and
next to the spark plug. On each fuel injector, an O-ring seal and support disc seals the head of the
fuel injector in the fuel rail. A Teflon combustion seal ring seals the nozzle of the fuel injector in the
cylinder head.
The fuel injectors are solenoid operated and when the solenoid winding is energised, a needle valve
is opened and fuel is sprayed into the combustion chamber. There are six holes around the tip of the
nozzle through which the fuel is sprayed. Two of the holes direct fuel below the spark plug. The other
four holes direct fuel evenly around the remainder of the combustion chamber. The solenoid winding
is connected to a power feed and a ground from the PCM which operates the fuel injectors with a
two stage power supply.

The following PicoScope pattern was measured with the engine at maximum throttle.
Fuel Injector Two Stage Power Supply Waveform
1 Initial supply voltage 2 Holding PWM voltage
Initially the PCM supplies the fuel injectors with 65V (1), then once the boost current reaches 11.5
Amps the power supply is switched to battery voltage PWM (2). When the fuel injector is opened, the
PCM controls the current flow at approximately 3.1 Amps. The PCM meters the amount of fuel injected
into the combustion chambers by adjusting the time that the solenoid winding is energised.
If a fuel injector fails, the Malfunction Indicator Lamp (MIL) will illuminate in the IC. The engine will
suffer from misfires, unstable idle speed, poor Noise, Vibration and Harshness (NVH), poor emissions
and a reduction in performance and fuel economy.

HIGH PRESSURE FUEL SYSTEM CONTROL SCHEMATIC
1 PCM 2 Fuel injector (x6)
3 Fuel metering valve - HP fuel pump 4 Ground
5 Power supply 6 FRPT sensor
A Hardwired AL PWM

PURGE VALVE
The fuel vapour generated in the fuel tank on gasoline engines needs to be contained and managed
in order to reduce the level of hydrocarbons released into the atmosphere by fuel vapour venting
from the fuel tank. The vehicle has a carbon canister which will store the vapours, at predetermined
engine operating conditions the PCM introduces these vapours to the engine combustion system via
the intake manifold in order to 'purge' the carbon can. The purge valve via the PCM regulates when
and how much vapour is introduced into the induction system.
The timing of when the vapour is introduced has to be controlled by the engine management system
as the fuel injected mass through the injectors needs to be adjusted to maintain the correct air/fuel
ratio. The system comprises an EVAP canister (located at the rear of the vehicle), purge valve and
interconnecting vent pipes and hoses. The vapour pipes are connected to the system components
using quick release connectors.
The purge valve has a 12V supply which is shared with the electric thermostat and the electric
compressor by-pass valve and is fed through a 10amp fuse via the engine control relay.

IGNITION SYSTEM
1 Ignition coil (x6) 2 Spark plug (x6)
3 PCM
The ignition system in the Ingenium I6 3.0L is a coil-on-plug, multi spark system controlled by the
PCM. The spark plugs are installed one per cylinder, between the intake and exhaust valves with an
ignition coil installed on each spark plug. The spark plugs feature an Iridium-tipped centre electrode
and a platinum-tipped ground electrode.
The multi spark system is used in a number of conditions such as:
• Catalyst heating
• Part engine load operation
• Cold Start Spark Retard and Enleanment (CSSRE).
CSSRE is the process used to decrease cold start emissions. With CSSRE, hydrocarbons are oxidised
prior to exiting the exhaust system and the catalyst is rapidly heated by high exhaust temperatures.
During a cold start with CSSRE, engines operate at relatively higher rpm than idle (850rpm or
1550rpm), usually to a target of 0.4 bar Net Mean Effective Pressure (NMEP), slightly lean air/fuel
ratios (Lambda = 1.05) and heavily retarded spark timing.
The PCM calculates the ignition timing for individual cylinders from:
• Engine speed from the crankshaft position (CKP) sensor
• Camshaft position from exhaust and intake camshaft position (CMP) sensors
• Engine load
• Engine temperature
• The knock control function
• The shift control function
• The idle speed control function.

IGNITION COIL
The ignition coils are installed in the cylinder head covers, under the NVH covers. Each ignition coil
locates on a spark plug and is secured to the related cylinder head cover with a single screw.
Each ignition coil contains a primary and a secondary winding. A power stage in the primary winding
allows the PCM to interrupt the power supply. This induces a voltage in the secondary winding and
thus the spark plug.
A diode in the ground side of the secondary winding reduces any undesirable switch-on voltage, to
prevent misfiring into the intake manifold. The power stage limits the maximum voltage and current
in the primary winding, to protect the power stage and limit the voltage in the secondary winding.
Each ignition coil has a three pin connector, which incorporates the following connections:
• A shared power supply to the primary winding from the PCM relay, through a 25 Amp fuse
• A ground connection for the secondary winding. Ignition coils 1,2 and 3 share one ground connection
while 4,5,and 6 share another ground connection.
• A signal connection from the PCM, to control the ignition coil power stage switching (to open and
close the primary circuit).
The PCM sends a separate signal to each ignition coil to trigger the power stage switching. The PCM
calculates the ignition timing from the battery voltage and engine speed. This provides a constant
energy level, which is produced in the secondary coil each time the power stage is switched This
ensures sufficient spark energy is available without excessive primary current flow, which avoids
overheating and damage to the ignition coils.

IGNITION CONTROL DIAGRAM
1 PCM 2 Ignition coil (x6)
3 Ground 4 Power supply
5 Throttle position feedback 6 Engine Coolant Temperature (ECT) sensor
7 Mass Air Flow and Temperature (MAFT) 8 Manifold Absolute Pressure and
sensor (x1) and Mass Air Flow (MAF) Temperature (MAPT) sensor (x2)
sensor (x1)
9 CMP sensor (x2) 10 CKP sensor
11 Knock sensor (x3) A Hardwired

INDUCTION AND EXHAUST

SYSTEMS
TURBOCHARGER
OVERVIEW
1 Dirty air ducts into air filter assemblies 2 MAFT/MAF sensor
3 Water charge air cooler 4 Electric compressor bypass valve
5 Throttle valve 6 MAPT sensor
7 Inlet manifold 8 Cylinders
9 Integrated exhaust manifold 10 Turbocharger compressor
11 Turbocharger wastegate 12 Turbocharger turbine
13 Catalytic convertor 14 Gasoline particulate filer
15 Electric supercharger 16 Electric by-pass shut off valve

INTAKE AIR DISTRIBUTION AND FILTERING (PRE-TURBOCHARGER)
1 Clean air duct with resonator 2 Air filter housing
3 Air deflector 4 Dirty air duct
Ambient air is drawn into the intake air system through dirty air ducts which on the Range Rover Sport
which are located in the right and left sides of the engine compartment above the front wheels. The
air passes through the ducts and into the bottom of the air filter housings. The air is filtered through
a pleated paper filter to remove particulate matter.
The clean air from the two air filters passes through tubes in the air cleaner damper chambers and
passes through one Mass Air Flow and Temperature (MAFT) sensor and one Mass Air Flow (MAF)
sensor before entering the clean air duct to the turbocharger.

INTAKE AIR DISTRIBUTION AND FILTERING (POST-TURBOCHARGER)
1 MAPT sensor 2 Electric throttle
3 Cooled charge air duct 4 Charge air cooler
5 Electric supercharger air duct 6 MAPT sensor
7 Electric compressor by-pass valve 8 Electric compressor by-pass valve vent

pipe
9 Purge valve piping
At the turbocharger, the clean air is compressed by the turbine compressor impeller. The compressed
air from the turbocharger passes a Secondary Compressor Outlet Pressure sensor (SCOP), outlet
temperature sensor and an Electric By-pass Shut Off Valve (EBSOV) before reaching the charge air
cooler. The air is cooled which increases its density and passes from the charge air cooler to the
electric throttle and in to the intake manifold. The compressed air coming from the turbocharger can
also flow through an additional pipe to an electric supercharger which also helps create intake air
boost.
The MAPT sensors measure the air pressure in the intake manifold and the charge air duct and this
information is used by the PCM in conjunction with the MAFT sensor to calculate pressure and density
of the air entering the engine.

TWIN-SCROLL TURBOCHARGER WITH INTEGRATED EXHAUST MANIFOLD
1 Integrated exhaust manifold 2 Twin scroll turbocharger

TURBOCHARGER EXHAUST FLOW
In a conventional turbo, exhaust gas from each cylinder is collected and fed into the turbocharger
through a common inlet. A twin-scroll turbocharger has two separate inlets to two different scrolls
feeding the turbine.
This design decouples exhaust pulses from cylinders one to three and cylinders four to six. This
prevents exhaust gas pulsation interference and results in higher transfer of energy from the gases
to the turbine as the pressure waves do not overlap. The less restricted exhaust gasses “push” fresh
air into the cylinder more efficiently which has the effect of improving fuel economy and engine
efficiency by allowing for a fresher, denser air charge.
The turbocharger has connections to both the oil circuit to provide lubrication for the internal bearings
and the coolant circuit to provide overall cooling of the unit.

1 Oil supply connection 2 Engine cooling system connection
3 Engine cooling system connection 4 Oil drain pipe connection

TURBOCHARGER WASTEGATE ACTUATOR
On top of the compressor housing, there is an electric turbocharger wastegate actuator which opens
and closes the wastegate. The wastegate allows the exhaust gas to bypass the turbine which regulates
the turbine speed and subsequently the amount of charge air pressure created.
The actuator is driven by a DC motor through a spur gear system by positive and negative PWM
control from the PCM to allow for bi-directional actuation. The actuator also contains a position sensor.
In the event of failure of the motor or position sensor, control of the wastegate actuator is lost resulting
in a lack of charge air pressure increase. The engine will suffer from a loss in torque and performance
as a result.

CHARGE AIR COOLING
A Electric supercharger charged air supply B Turbocharger charged air supply
C Electric compressor by-pass valve housing D Electric compressor by-pass valve pipe
E Charge air cooler outlet to intake manifold 1 Low temperature coolant in
2 High temperature coolant in 3 Low temperature coolant out
4 High temperature coolant out
The Ingenium I6 3.0L Petrol engine utilises an engine-mounted Water Charge Air Cooler (WCAC)
which enables a short air path from the turbocharger and electric supercharger into the intake manifold.
The purpose of this new system is to reduce the system volume and improve transient engine response.
The unit is a water cooled charge air cooler which improves the control of the air temperature entering
the intake manifold from the charging units. By maintaining the correct intake air temperature the
system ensures the correct density of air is drawn into the engine improving the combustion and
efficiency of the engine.
The WCAC used is connected to two water coolant circuits, one high temperature (approximately
105°C (221°F)) and one low temperature (approximately 60°C (140°F)). The purpose of using two
cooling circuits is to balance the performance versus package space. Normally the WCAC would be
part of the low temperature circuit only but the size of the cooler needs to be a great deal larger in
order to have sufficient performance. Adding the WCAC to the high temperature circuit as well as the
low temperature circuit increases performance and allows for smaller packaging meaning that the
unit can be fitted close to the engine which aids overall performance and emissions.

ELECTRIC SUPERCHARGER
The Ingenium I6 3.0L Petrol engine sees the introduction of a new induction component and a first
for Jaguar Land Rover, the Electric Supercharger (eSC). Unlike a conventional supercharger which
is driven by the crankshaft the eSC utilises a Switched Reluctance Motor (SRM) to drive the compressor
wheel thus creating boost within 300mS of engine demand.
The unit which is bolted directly onto the cylinder head by two securing screws works in conjunction
with the standard turbocharger and Water Charge Air Cooler (WCAC). The eSC motor is powered
by the 48V MHEV system which allows for 5kW of power and can take the unit from a situation of
5,000rpm at idle to 65,000rpm when engaged. The MHEV battery control system is calibrated in such
a way that in normal operation there will always be 100A of current available to be utilised by the
eSC. Any amperage over this amount can be used by the Belt Integrated Starter Generator to create
'Torque Assist' under a high sustained throttle input.
NOTE: The electric supercharger continuously idles at 5,000rpm when boost is not required.
This system allows the engine to increase power and decrease turbo lag by utilising the eSC during
transient response. 'Transient response' a term normally used in the context of engine performance
and is where there is a hesitation during a requirement for a sudden, short increase of power, for
instance a quick overtake manoeuver. The time taken for the engine to respond and produce the
desired power during this period is known as the 'transient response'. Large turbochargers generally
have a poor transient response in this situation as it takes time for the engine exhaust gases to
generate a sufficient turbine speed to increase the compressed air in the induction system.
Using an eSC eliminates this issue as there is no requirement for exhaust gases to generate the
turbine/compressor speed as the SRM spins the compressor as soon as the eSC receives the signal
from the PCM.

NOTE: The Ingenium I6 3.0L Petrol engine eSC has the capability to store an amount of electrical
energy. This component must therefore be handled with care to avoid the risk of damage or
injury to components(s) or persons.
The solid lines within the graph depict the acceleration time and the dashed lines show the
displacement time.
E-SUPERCHARGER PERFORMANCE GRAPH
A Vehicle acceleration (m/s²) B Time (seconds)
C Distance (metres) Blue line Ingenium I6 3.0L Petrol engine with

turbocharger only
Red line Ingenium I6 3.0L Petrol engine with Grey line Ingenium I6 3.0L Petrol engine with
turbocharger and eSC torque assist
Green line V6 3.0L S/C Petrol
The graph above is taken from a Range Rover Sport in third gear accelerating from 1000rpm. As we
can see from graphic E234324 the Ingenium I6 3.0L Petrol engine utilising both a turbocharger and
an electric supercharger picks up a great deal more speed during the initial stages of acceleration
between 0.5 and 3 seconds. This is due to the instantaneous response from the eSC generating
immediate boost pressure for the induction system. Both the V6 3.0L S/C Petrol with the supercharger
and the Ingenium I6 3.0L Petrol engine with torque assist have similar pick up speeds around the
first 2 seconds of acceleration with the same engine with the single turbocharger being last due to
turbo lag.

The dashed lines represents displacement by way of velocity. In other words how much additional
distance the vehicle will be able to travel over a given time. If you look at the graph the Ingenium I6
3.0L Petrol engine with the electric supercharger (red dashed line) travels approximately 15 metres
more over 5 seconds than the next variant using torque assist (grey dashed line). Essentially using
the eSC not only makes the vehicle quicker during 0-100kph (0-62mph) but makes it quicker at any
speed.
1 48V power connector 2 Compressor inlet
3 Vapour drain 4 Coolant inlet
5 Coolant outlet 6 12V signal connector
7 Compressor outlet
The eSC works in series with the standard turbocharger with the exception of a bypass valve fitted
into the charged air supply line. The eSC is connected to the 48V and 12V vehicle battery systems
and is cooled by the low temperature side of the water cooling system. The 48V connector (1) is the
motor supply power from the vehicle MHEV battery and is supplied via a 100 amp fuse within the
front junction box. The negative terminal within this connector goes back to the negative terminal of
the vehicle MHEV battery.
The 12V connector (2) has a standard vehicle battery supply voltage via an ignition controlled relay,
a ground circuit and CAN High and Low connections to the Power Mode Zero CAN system. The eSC
is controlled by the Powertrain Control Module (PCM) via the Turbocharger/Supercharger Control
Module (TSCM) which is contained within the eSC. The PCM provides overall command to the TSCM
which then controls provides the SRM with finer/faster inputs with respect to the measured/calculated
temperature of the electronic components.

The Compressor inlet and outlet (2 and 7 respectively) form part of the turbocharger charge air supply
line with an Electric Bypass Shut Off Valve (EBSOV) fitted to bypass the eSC when the engine is on
full load using the turbocharger only. This is to protect the eSC from the high temperatures created
when the turbocharger is on boost for a sustained amount of time and to stop eSC charged air
recirculating back down towards the turbocharger.
The inlet coolant pipe (4) is supplied by the 20W electric coolant pump along with the throttle valve
and the PCM. The coolant outlet pipe is sent to the WCAC. The Vapour drain pipe is connected to
the Compressor Inlet pipe of the turbocharger as the high temperatures within the unit will evaporate
any unwanted moisture.
SERVICE DIAGNOSIS TEST
There are various tests and checks that can be carried out by the technician to assess the operation
of the eSC and to ensure that full functionality of the unit can be achieved. The service diagnosis will
range from basic visual checks to using diagnostic testing equipment. If the eSC is operating correctly
the acceleration should be strong and constant at any rpm. It is possible to be able to hear the eSC
operating, this is not grounds for concern, however if eSC can be clearly heard above engine noise
then the technician should investigate.
CAUTION: In the event of a component failure the eSC will be replaced as a complete
unit and is not required to be calibrated using any diagnostic equipment. Always
ensure that the 12V vehicle battery is disconnected before commencing any work
on the eSC. The purpose of this is to allow the eSC internal capacitor to discharge
which can take up to 3 minutes 30 seconds after disconnecting the 48V supply. This
is the time taken for eSC to discharge to 12V.
Effects of Failure
• Sluggish response during wide open throttle use
• Engine malfunction indicator lamp on.
There are no service tests that can be carried out on the eSC using the diagnostic test equipment
but there are Parameter Identifiers that can be read as follows:
• Compressor speed
• Demanded speed
• Temperature (eSC internal)
• Current draw
• Voltage supply.
BASIC VISUAL CHECKS
Component Visual check
Power/signal cables Ensure that cables are connected correctly and are not damaged
Possible damage to pins or water ingress
Heat damage
Wear
eSC body and pipework Air leaks

Cracks in the compressor housing or WCAC
Electronic by-pass shut off valve stuck open
Restrictions in the WCAC
Damaged compressor wheel
Debris in or on any internal eSC component

SWITCHED RELUCTANCE MOTORS
The eSC utilises a Switched Reluctance Motor (SRM) to provide the torque power for the intake air
compressor. This 5kW motor is supplied voltage from the 48V MHEV battery and is a maintenance
free component due to power being delivered to the stator windings rather than the rotor unlike other
DC motors which deliver power to the rotor via brushes.
Switched reluctance motors are becoming more commonly used within the automotive industry due
to the low cost construction and reliability of the units. This low cost is contributed to by the absence
of magnets and rotor windings. The SRM is also becoming more popular is due to the high level of
performance over a wide range of speeds. One of the most important factors when dealing with
electrical motors is efficiency, the ability to a produce high torque and high energy while operating at
high temperatures. A commonly used motor is a Permanent Magnet Motor which uses permanently
fixed stator magnets and switching electrical coils in the rotor to induce torque. The downside to this
design is the wear in the brushes that are used to transfer the electrical energy to the spinning rotor.
A switched reluctance motor is similar to other available motors in that it uses both a stator and a
rotor to generate a torque action. A beneficial characteristic of this type of motor is that it can maintain
a steady rpm regardless of the torque acting on it. The stator winding is comprised of a set of coils,
each of which is wound on one pole. The rotor does not have any coils or specific magnets attached
to it and is manufactured from a soft magnetic material which is normally laminated steel. SRM motors
can differ in the number of phases wound in the stator. Each motor can have a certain number of
suitable combinations of stator and rotor poles. In the case of the SRM used within the eSC there
are 6 poles on the Stator and 4 poles on the rotor giving a smooth operation.
1 Salient poles 2 Phase A
3 Phase B 4 Phase C
5 Stator 6 Rotor

The motor is excited by a sequence of current pulses applied to each phase in turn which is controlled
by the eSC internal module via the Powertrain Control Module (PCM). The internal module uses
software and a speed sensor to govern the switching of the coils. The individual phases are excited
one after another, forcing the rotor to rotate. The current pulses must be applied to the respective
phase at the exact rotor position relative to the excited phase or the rotor effectively will stop. When
any pair of rotor poles are exactly in line with the stator poles of the selected phase, the phase is said
to be in an aligned position; i.e., the rotor is in the position of maximum stator inductance. If the
interpolar axis of the rotor is in line with the stator poles of the selected phase, the phase is said to
be in an unaligned position; i.e., the rotor is in a position of minimal stator inductance. Inductance is
the ability for a magnetic field to pass current, the more current the higher the magnetic field. This
can be seen in the table below:
SRM INDUCTANCE VERSUS CURRENT CORRELATION
A Turn on B Turn off
C Position 1 Phase current
2 Upper switch 3 Inductance
4 Rotor poles 5 Stator poles
6 Unaligned 7 Aligned

NOTE: Reluctance versus Inductance. The terms inductance and reluctance can be described
in these basic terms:
Inductance is the electromotive force (essentially voltage) that results from a change in current.
A change in current is what causes the change in the magnetic field (flux) emanating from the
component that is carrying the current.
Reluctance which can also be described as magnetic resistance is the ability for magnet fields
to resist electrical flow, this could be correlated to resistance in an electrical circuit however
reluctance unlike resistance does not generate heat.
As we can from the graph above the ability to pass current is far lower when the stator poles and
rotor poles are not aligned as this causes low inductance. When the poles are aligned the inductance
is higher and the current is also higher. The PWM signal must reflect this situation and will pulse high
within areas of low inductance and low within areas of high inductance.
SRM COIL PHASING
A Phase A B Phase B
C Phase C D Time
In order to rotate the rotor the stator coils are switched in order to turn the rotor through a full rotation
(as seen above). In some cases the coils being energised are over lapped to give a more stable
operation at higher speeds.

SRM COIL PHASING OVERLAP
A Phase A B Phase B
C Phase C D Time
SECONDARY COMPRESSOR OUTLET PRESSURE SENSOR
1 Secondary Compressor Outlet Pressure 2 Compressor Outlet Temperature sensor

sensor (SCOP) (COT)

Located upstream from the turbocharger are two sensors, the Secondary Compressor Outlet Pressure
sensor (SCOP) and the Compressor Outlet Temperature (COT). The purpose of the SCOP sensor
is to form part of the boost control strategy for dual boosting systems (turbocharger and electric
supercharger). In addition both sensors are used as an input for system diagnostics.
Similar to a manifold pressure sensor the SCOP works on deflection of a membrane caused by the
difference in air pressure. The 5V sensor supplies an analogue output signal directly to the PCM. In
the event of a failure the vehicle can revert to a modelled pressure based on other sensor data such
as the post water charge air cooler manifold pressure and temperature sensor.
The compressor outlet temperature sensor is primarily only used for diagnostics. The sensor purpose
was originally intended to limit the operation of the eSC in order to maintain the thermal limits of the
internal components. Due to the additional control within the eSC module and feedback from the
MAPT sensor the intervention of the COT is presently not required.
Effects of SCOP failure
• Sluggish response during acceleration
• Inhibited electric supercharger operation
• Engine malfunction indicator lamp on (with the exception of middle eastern markets).
Effects of COT failure
• Engine malfunction indicator lamp off (with the exception of China 6 emission regions)
• No noticeable performance issues
• Logged DTC within the PCM.
ELECTRIC BY-PASS SHUT OFF VALVE (EBSOV)

Located upstream from the turbocharger compressor outlet pipe adjacent to the WCAC is the Electric
By-pass Shut Off Valve (EBSOV). The primary function of the EBSOV is to control the flow of charged
air between the turbocharger, eSC and the WCAC. The EBSOV unit is fed by 5V and contains a
positive and negative motor supply, a ground and a signal wire. The main outlet pipe from the
turbocharger to the WCAC has an additional pipe which supplies the charged air to the eSC as seen
in figure E235782. The eSC supply pipe is smaller in diameter than the main turbocharger outlet pipe.
This causes a restriction to flow for the charged air meaning it is easier to flow from the turbocharger
to the WCAC than the eSC to the WCAC.
The EBSOV valve is a normally open valve which is powered closed by the PCM. The 5V signal wire
can be measured using the Oscilloscope which is shown below. When reading 4.5V the valve is fully
open and as the valve closes this reading will drop to 1V respectively.
EBSOV EXPECTED WAVEFORM
ELECTRIC COMPRESSOR BY-PASS VALVE (eCBV)

Fitted to the outlet side of the WCAC is an electric compressor by-pass valve. The primary function
of the eCBV is to prevent unnecessary turbocharger surge in the compressor wheel leading to potential
turbo breakage when the driver lifts off the throttle pedal and the throttle body closes/shuts quickly.
In this condition there is a sudden increase of pressure felt in the induction system which acts as a
braking force on the compressor wheel as the turbocharger charge pressure is still high but the throttle
body is closed preventing the pressure being dissipated quickly through the cylinders.
The eCBV can also be used in this situation to reduce turbo lag. If there is a situation where the
throttle is shut off after high boost then immediately applied again the compressor wheel will be
restricted to spool up quickly due to the braking force generated by the intake pressure. The eCBV
opens momentarily to allow the braking force pressure to be released which in turn allows the
compressor wheel to spool up quicker.

Item Description
1 Electric compressor by-pass valve
The eCBV is a normally closed valve which is controlled by the PCM using PWM on the ground side.
The 12V supply which is shared with the electric thermostat and the purge valve is fed through a
10amp fuse via the engine control relay. The eCBV does not require any calibration when replaced
and is simply a plug and play device.
Effects of Failure
• If stuck open reduced boost pressure would occur
• If stuck closed the vehicle would de-rate due to overboost
• Engine DTC would be logged.

The expected signal from the eCBV is PWM. The frequency of this valve will drop from battery voltage
to 0V when the valve is actuated by the PCM.
ECBV EXPECTED WAVEFORM
INDUCTION SYSTEM AIR PATHS
The turbocharger outlet pipe is larger due to the increased volume of air the unit can transfer compared
to the eSC. By using the EBSOV to restrict the air flow within the turbocharger outlet pipe the charged
air will flow through the eSC. The functionality will be used when we need the eSC to charge the air
before the Turbocharger spools up such as in Transient Response. The secondary function of the
EBSOV is to stop the eSC charged air flowing back down towards the turbocharger from the WCAC.
This can only happen when the turbocharger is at idle.

Effects of Failure
• Lack of transient response
• Low turbocharger boost pressure.
VEHICLE STATIONARY
1 Electric supercharger 2 Electric bypass shut off valve
3 Electric compressor bypass valve 4 Electric throttle
5 Turbocharger wastegate
VEHICLE STATIONARY AND ENGINE AT IDLE

• eSC is at a speed of 5000RPM
• EBSOV is in the open position
• eCBV is closed
• Throttle valve is open
• Turbocharger wastegate is open.

VEHICLE ACCELERATING LOW RPM
VEHICLE ACCELERATING LOW RPM

• eSC increases in speed from 5000RPM to 65000RPM
• EBSOV is in the closed position to direct all induction into the eSC
• eCBV is closed
• Turbocharger wastegate is closed.

VEHICLE ACCELERATING HIGH RPM
VEHICLE ACCELERATING HIGH RPM

• eSC continues to charge
• EBSOV is in the open position to allow turbocharger boosted air into the system
• eCBV is closed
• Turbocharger wastegate is closed.

VEHICLE DECELERATING HIGH RPM
VEHICLE DECELERATING HIGH RPM

• eSC returns to idle (5000RPM)
• EBSOV is in the open position
• eCBV is open
• Turbocharger wastegate is open.

INDUCTION COMPONENTS
The graphic below shows the relation between the EBSOV, SCOP, Wastegate and eSC. The vehicle
is in the workshop with no load acting on the engine. This means that the change in the components
state is very slight and only happens momentarily. The graphic shows the vehicle at idle with a quick
increase of throttle applied. Here we can see the EBSOV valve close (green line drops from 4.5V to
1V) as the throttle is pressed. At the same time the Wastegate closes (red line increases from 0.5V
to 2.3V). This allows the eSC to quickly draw amperage which peaks momentarily at circa 100A (blue
line).
1 EBSOV 2 SCOP
3 Turbocharger wastegate 4 eSC

ELECTRIC THROTTLE
1 Coolant connections 2 Air outlet
3 Butterfly valve 4 Electric motor
5 Electrical connector 6 Air intake from charge air cooler
The electric throttle is located between the charge air cooler connecting duct and the intake manifold.
Under normal operating conditions, the CVVL system regulates the amount of air drawn in to the
engine. However the electric throttle valve is retained for the following reasons:
1. At idle, the electric throttle is utilised to reduce the intake manifold pressure to avoid the necessity
for a very small valve lift and duration which would lead to uneven cylinder filling and poor charge
control accuracy.
2. The electric throttle is continuously varied to maintain the required pressure in the intake manifold
to give the most fuel efficient setting and aid with cylinder purge flow.
3. In the case of a CVVL system failure, the electric throttle provides a functional safety override.
Depending on the cause of failure, the CVVL system can adopt a full valve lift operation and control
the intake air with conventional throttle control.
There is no mechanical linkage between the accelerator pedal and the butterfly valve with electronic
throttle control. Instead, the position of the butterfly valve is continually read by the Throttle Position
Sensor (TPS) and its position is controlled by the PCM via a Direct Current (DC) electric motor.

GASOLINE PARTICULATE FILTER
The Ingenium I6 3.0L Petrol engine will now utilise a Gasoline Particulate Filter (GPF) within the
exhaust system for markets that comply with the EU6d (Europe) and CN6b (China) emission
regulations.
WHAT IS IT?
A Gasoline Particulate Filter (GPF) is designed to collect the left-over Particulate Matter (PM) created
by the combustion process. Petrol engines are already known to create less PM than diesel engines,
but research suggests that even minute levels of these particulates might have a detrimental impact
on health. Regulations mandate ever more stringent control of tail-pipe emissions. For example in
2014 a ‘particulate number’ limit was introduced. Technology limitations allowed vehicle manufacturers
an exemption from this legislation for gasoline powered vehicles for three years and is to be legislated
for Gasoline Direct Injection (GDI) vehicles from September 2017 (European emission standards).
COMPONENTS
GPF SYSTEM COMPONENTS
1 Exhaust back-pressure sensor 2 Pre catalytic converter - Heated Oxygen

Sensor (HO2S)
3 Catalytic Converter 4 Post catalytic converter - HO2S
5 Gasoline Particulate Filter (GPF) 6 Post GPF - HO2S
HOW DOES IT WORK?

The Ingenium I6 3.0L Petrol engine combines a GPF and a three-way Catalyst in one unit. These
filters utilise the same type of wall-flow substrates that are used in Diesel Particulate Filters (DPF).

It works in conjunction with the up-stream catalyst to reduce Carbon Monoxide (CO), Hydrocarbons
(HC) and Oxides of Nitrogen (NOx). The GPF is similar in function and structure to a DPF but differs
in its material. The DPF substrate is made of silicon carbide, whereas the GPF substrate is cordierite,
a synthetic ceramic.
As in a DPF, plugs are placed in to half of the channels of the substrate and placed in the outlets of
the other half. As the exhaust gas flows through the filter, the pathway to the outlet is blocked which
forces the gases through the substrate walls resulting in PM deposits in the substrate material.
SUBSTRATE CONSTRUCTION
1 Plugged channels on Inlet side of GPF 2 Exhaust gas flow through the GPF and
deposited Particulate Matter
3 Plugged channels on Outlet side of GPF
EXHAUST BACK-PRESSURE SENSOR

The exhaust back-pressure sensor measures the system pressure and transmits the data to the
Powertrain Control Module (PCM). As the PM levels in the GPF increase the exhaust gas flow becomes
restricted increasing the system back-pressure. If the back-pressure exceeds a pre-determined limit
the PCM will reduce the torque output to protect the engine. Excessive exhaust back pressure gives
rise to potential damage caused by misfire or exhaust valve overheat if the engine is operated at high
engine speeds.

1 Electrical connection 2 Connection to exhaust system
3 Vent hose
The sensor is mounted on a bracket at the rear of the engine.

The exhaust back-pressure sensor has two hoses connected to it:
• A vent hose to atmosphere.
• A connection to the exhaust system.
The vent hose must be kept clear of obstructions. Any obstruction of the vent hose will cause the
sensor to provide incorrect data to the PCM.
The exhaust back-pressure sensor is supplied with a 5V reference voltage from the PCM.
REGENERATION
As the accumulation of PM increases, the particulate filter may become clogged and have a negative
impact on the engine's performance and efficiency. Subsequently, the filter must be regenerated; a
process where the accumulated PM is burned off (oxidised). Regeneration of the GPF occurs when
there is oxygen in the exhaust gases and the temperature of the GPF is sufficiently high.
In order to regenerate a particulate filter, two things are required:
• Heat
• Oxygen.
The GPF is regenerated by two methods:
• Passive regeneration
• Active regeneration.
PASSIVE REGENERATION
The driver interaction with the GPF is designed to be minimal and the vast majority of drivers will not
appreciate that the emissions controlling technology is fitted to their vehicle.

Passive regeneration occurs when the vehicle is driven normally.
Diesel engines typically run with an excess of oxygen in the exhaust gas at relatively low exhaust
gas temperature, so to regenerate the particulate filter, the temperature in the exhaust must be
increased. This is accomplished through a number of methods including injecting fuel in to the cylinder
after the main combustion event, known as post-injection. During this process, excess fuel mixes
with the oxygen in the exhaust gas and then subsequently ignites, raising the temperature of the
exhaust gas to around 500-600°C (932-1112°F). This high temperature causes the accumulated PM
to oxidise, effectively unclogging the DPF and allowing a free flow of gases.
In contrast, the exhaust gas temperature of a Petrol engine is a lot higher than diesels. 300-500°C
(572-932°F) during urban driving situations and up to 700°C (1292°F) during continuous load situations
(Motorway driving). However, Petrol exhaust gas contains very little oxygen, so the GPF must obtain
oxygen in a different manner to enable regeneration.
When the driver removes their foot from the accelerator pedal, fresh air is drawn in by the engine,
compressed and then expelled from the combustion chamber in to the exhaust. As the exhaust system
is already at suitable temperature for regeneration, this additional oxygen burst is utilised to regenerate
the GPF by oxidising the PM.
With the oxidation of the particulates accomplished in this continuous regeneration mode, the GPF
presents no risk of clogging and requires no intervention from the Driver or the Engine Management
System. The GPF is designed to last for the life of the vehicle.
ACTIVE REGENERATION
Under normal driving conditions, sufficient heat is available to regenerate the GPF as an excess of
oxygen in the exhaust system will be present whenever the driver completely removes their foot from
the accelerator pedal. However, some drive cycles are more problematic to the regeneration process
and under these conditions, a simple message structure indicates that the current driving style is not
conducive to trouble free operation.
Examples of these driving styles are:
1. Using the vehicle engine exclusively at very low speeds or for stationary operation for extended
periods. Under these circumstances the exhaust system may not reach a sufficiently high
temperature to enable regeneration of the GPF.
2. Extended operation at high load (for example towing at high speed) as under these circumstances
the oxygen burst will not be available to enable regeneration of the GPF.
In these conditions, the driver may be shown a series of messages or instructions on the Instrument
Cluster (IC). The messages are for information only and are no cause for alarm; the driver is able to
correct the situation rapidly by carrying out the instructions displayed.
The active regeneration process of the GPF is controlled by the PCM. The PCM increases the amount
of oxygen in the exhaust system by adjusting the air/fuel ratio.
The PCM also maintains the temperature in the exhaust system for the regeneration of the GPF to
occur. Sensor data and a model are used to determine the exhaust system temperature.
The following are controlled by the PCM to regulate the exhaust temperature:
• Throttle position
• Target air/fuel ratio (Lambda)
• Ignition timing
• Variable Camshaft Timing (VCT)
• Fuel injection timing
• Fuel injection mode
• Fuel pump control
• Engine idle speed.
There are different stages of soot load accumulation in the GPF:
• Less than 9%. The filter is clean
• Less than 50% soot load. No active regeneration
• 50-75%. Background mild regeneration ongoing (cat heating), no warnings
• 75-100%. Background more aggressive regeneration, no warnings

• 100-125%. Same regeneration strategy as 75-100% bracket, but with Amber warning indicator in
the Instrument Cluster (IC). Driver to follow the IC message center instructions for active
regeneration by the PCM
• 125-150%. Same regeneration strategy as 75-100% bracket, but with Red warning indicator in
the IC. Driver to follow the IC message center instructions for active regeneration by the PCM.
PCM limits the engine torque output
• More than 150% soot loading. Red triangle warning indicator in the Instrument Cluster (IC). Warning
message displayed in the IC message center. PCM operates the engine in "limp home mode".
PCM limits the engine torque output to 30% of the maximum. No active regeneration.
NOTE: Active regeneration can take up to 20 minutes to reduce the soot load to below 9%.
DRIVER INTERACTION/INFORMATION
FILTER LEVEL HIGH - REGENERATION REQUIRED
1 Exhaust filter self-cleaning required 2 Driving below 80km/h (50mph) for up to

15 minutes will clean filter
3 Exhaust filter self-cleaning complete
The first message that may appear is an amber icon associated with the text ‘Exhaust Filter Self
Cleaning Required’ that will scroll to a second message that reads ‘Driving below 80km/h (50mph)
for up to 15 minutes will clean filter’.
This instruction is designed primarily to resolve problems encountered following extended operation
at high load (Drive-Style 2) where an excess of oxygen is unavailable to allow regeneration of the
GPF.
To resolve this issue, when safe to do so, the vehicle should be driven at speeds between 48-80km/h
(30-50mph) with the driver occasionally taking their foot completely off the accelerator pedal for a
few seconds whilst the vehicle is moving. However, it should be noted that if the vehicle is driven too
slow, (Drive-Style 1) the filter will not reach suitable temperature for regeneration and will continue
to accumulate PM.
NOTE: The “OK to clear” will hide the message on the IC, but it will reappear on next ignition-on
event.

If this change in drive style is performed, the engine management system will take corrective action
to regenerate the GPF. After a short period, the icon will change to green and the text will read
‘Exhaust filter self-cleaning complete’. This indicates that the driver’s intervention has been successful
in allowing regeneration of the GPF.
FILTER FULL - REGENERATION REQUIRED
1 Exhaust filter full. Engine power will be 2 Driving below 80km/h (50mph) for up to
reduced 15 minutes will clean filter
3 Exhaust filter self-cleaning complete
If the driver intervention is not performed, the soot mass will continue to increase and eventually a
red icon will be displayed on the IC. The message ‘Exhaust filter full. Engine power will be reduced’
will be displayed, shortly followed by the instruction ‘Driving below 80km/h (50mph) for up to 15
minutes will clean filter’. Once again, this is no cause for alarm and if a change in drive style is
performed, the engine management system will quickly be able to take corrective action to regenerate
the GPF.
NOTE: The driver should appreciate that whilst this message is visible vehicle performance
will be compromised. Driving styles may need to be modified to accommodate reduced engine
power, torque, and reduced levels of vehicle acceleration.
If the regeneration process is successful the green 'Exhaust filter self-cleaning complete' icon will be
displayed.

RESTRICTED PERFORMANCE
Item Description
1 Restricted Performance
Should the corrective action be unsuccessful, (or there is a fault with the system) the vehicle will enter
a torque limitation mode. The driver will be informed by a red warning icon on the instrument cluster
with the associated text ‘Restricted Performance’.
CAUTION: If the vehicle is in this state, it is recommended that the customer contacts
their local retailer for corrective action to the vehicle.


OVERVIEW
The engine management system is responsible for the receiving of information from sensors and
controlling the operation of solenoids/actuators contained within the complete engine assembly. The
Powertrain Control Module (PCM) is located at the rear LH side of engine compartment on the Range
Rover Sport the unit is connected to the system by six connector sockets. The module processes the
signals received from the sensors and determines the actions necessary to maintain optimum engine
performance in terms of driveability, fuel efficiency and exhaust emissions. The PCM controls actuators
and solenoids by providing ground paths to the units, this can be in the form of pulse width modulation
or permanent signals. The module performs self-diagnostic routines and stores Diagnostic Trouble
Codes (DTCs) in its memory. These DTCs and diagnostics can be accessed using a Jaguar Land
Rover (JLR) approved diagnostic equipment.
NOTE: The PCM as used on the 19.5MY Range Rover Sport will be water cooled which is a
first for JLR. The circuit that the PCM is located in is shared with the electric supercharger and
the electric by-pass shut off valve. These components are cooled using the second 20 Watt
Bosch electric pump which is located at the front of the right hand suspension turret.
WATER COOLED PCM
1 Coolant in 2 Coolant out
NOTE: The following graphics illustrate which sensors and actuators are connected to the PCM
and shows the location of each component.

PCM INPUTS AND OUTPUTS 1 OF 3
1 PCM 2 VCT Solenoid (x2)
3 Ignition coil (x6) 4 Electric throttle valve motor
5 FPDM 6 PCJ solenoid
7 Variable flow oil pump solenoid 8 HP fuel pump
9 Ground 10 Fuse
11 Power supply 12 Brake pedal switch
13 Cylinder block temperature sensor 14 Cylinder head temperature sensor
15 Oil Temperature and Pressure (OTP) 16 Fuel pressure sensor - Low

sensor

17 Electric Throttle valve Position Sensor 18 Accelerator Pedal Position (APP) sensor
(TPS)
A Hardwire AX FlexRay™

1 PCM 2 Thermostat heating element
3 A/C compressor 4 Variable coolant pump solenoid
5 Purge valve solenoid 6 Cooling fan control module
7 CVVL solenoid (x6) 8 Electric supercharger
9 Ground 10 Fuse
11 Power supply 12 MAFT sensor
13 Radiator outlet ECT sensor 14 Variable coolant pump position sensor
15 MAPT sensor (x2) 16 CMP sensor (x2)

17 CKP sensor 18 Ambient Air Temperature (AAT) sensor -

(Located in LH door mirror)
A Hardwire AX FlexRay™
AV CAN power mode zero

1 PCM 2 Fuel Injector (x6)
3 Electric by-pass shut off valve 4 Turbocharger wastegate actuator
5 Charge air cooler coolant pump 6 Auxiliary coolant pump
7 Belt integrated starter generator 8 Active air grille shutter control module
9 Ground 10 Fuse
11 Power supply 12 BCM/GWM
13 RCM 14 Knock sensor (x3)
15 Heated oxygen sensor (HO2S) (x3) 16 FRPT sensor
17 CVVL Oil temperature sensor 18 ECT Sensor

19 Turbocharger wastegate actuator position A Hardwire

sensor
O LIN AX FlexRay™
AV CAN power mode zero

ENGINE COMPONENT LOCATION
1 CMP sensors (x2) 2 Fuel Rail Pressure and Temperature

(FRPT) sensor
3 CVVL solenoid (x6) 4 Electric throttle
5 MAPT sensor 6 Knock sensor
7 PCJ solenoid 8 Variable coolant pump
9 Variable flow oil pump solenoid 10 Fuel injectors (x6)
11 Turbocharger wastegate actuator

ENGINE COMPONENT LOCATION
13 HP fuel pump 14 CVVL temperature sensor
15 Ignition coils (x6) 16 Secondary compressor outlet pressure

sensor
17 Compressor outlet temperature sensor 18 Cylinder head temperature sensor
19 Oil temperature/pressure sensor 20 Crankshaft sensor
21 Electric thermostat 22 Cylinder block temperature sensor
23 Variable camshaft actuator (inlet shown)

ENGINE SENSORS AND ACTUATORS
During this section, each sensor will have an expected PicoScope waveform in order to give technicians
a visual representation of what they will see when testing components. Keep in mind that each sensor
waveform has been captured at a specific rpm, temperature and engine load. Some sensors are
analogue while others are digital. For this reason when discussing the waveform the terms period/
time and amplitude will be referred to.
A Period/Time B Amplitude
Period/Time
• This is the length of time that the sensor is on or off. This could be a 'period' of positive voltage or
a 'period' where there is no voltage.
Amplitude
• This is the scale of voltage used to perform the function. This may be different depending on which
sensor is being tested. For example a sensor may read 5V or 12V.
CRANKSHAFT POSITION SENSOR (CKP)
The CKP sensor is a magneto restive, bi-directional 5 volt sensor which is located at the rear left side
of the engine beneath the inlet manifold. This sensor type is used with Auto stop/start technology.
The sensor works in conjunction with a reluctor ring on the drive plate or flywheel.
The reluctor ring is a 60-2 installation where two teeth are missing and the sensor uses the missing
teeth to determine the crankshaft's position.
During engine run out and stop, the crankshaft may rotate backwards and this can be detected by
the CKP. This allows the PCM to calculate the absolute position of the crankshaft after engine stop
and enables the implementation of Auto stop/start functionality.
The PCM uses the CKP signal for the following:
Signal Use
• Engine speed
• Engine rotational direction
• Absolute crankshaft position
• Ignition and Injection timing
• CVVL and VCT control.
Effects of Signal Failure
• DTC registered in the PCM

• Reduced engine performance with no VCT operation
• The engine will continue to operate using data from the CMP sensors
The PCM transmits this signal information on the FlexRay™ network for use by other systems such
as the IC.
CRANKSHAFT SENSOR

This waveform was taken at idle. When the rpm increases the pattern compresses along the time
scale.
EXAMPLE WAVEFORM AT IDLE
CAMSHAFT POSITION SENSORS (CMP)

The CMP sensors are 12V sensors located on the camshaft carrier on front top of the engine. These
Hall effect sensors measure the magnetic field variation induced by the reluctor ring on the intake
and exhaust camshafts.
The sensors produce a square wave signal proportional to engine speed and the PCM uses the
signals for the following:
Signal Use
• To determine current rotational position of the intake and exhaust camshafts.
• Accurately control the VCT system and determine the current camshaft adjustment position.
• Back up sensors in case of CKP failure.
• The engine will continue to operate but the VCT system will be disabled
• Reduced engine performance and fuel economy.

This waveform was taken from the exhaust CMP at idle. When the rpm increases the pattern
compresses along the time scale.

MASS AIR FLOW AND TEMPERATURE (MAFT) SENSOR
The combined Mass Air Flow and Temperature (MAFT) Sensor has a 5V supply and is located in the
air filter housing. The Ingenium I6 3.0L Petrol engine uses two air filter assemblies and uses a MAFT
sensor of the right hand air filter and a MAF sensor only on the left hand air filter.
The MAFT sensor outputs are digital signals proportional to the mass and temperature of the incoming
air. The MAF portion of the MAFT uses the hot film principle and outputs a frequency modulation
(FM) signal proportional to the mass of air being drawn in to the engine.
The temperature sensor portion of the MAFT uses a NTC thermistor and outputs a voltage signal
proportional to the temperature change of the incoming air. The NTC thermistor works on the principle
of decreasing resistance in the sensor as the temperature of the intake air increases.
The ECM uses this data in conjunction with signals from other sensors and stored maps for the
following purposes:
Signal Use
• To determine the precise fuel quantity to be injected into the cylinders
Effects of Signal Failure (MAF)
• Difficulty starting
• Engine stalls after starting
• Delayed engine response
Effects of Signal Failure (Temperature Sensor)
• Over fuelling
• Idle speed control inoperative.
NOTE: If the temperature sensor of the MAFT sensor fails the PCM uses a default intake air
temperature of -5°C (23°F).

This waveform shows a MAF signal where the engine runs at idle. An increase in air flow will be seen
as a compressed signal waveform on the time scale.
EXAMPLE MAF WAVEFORM
MANIFOLD ABSOLUTE PRESSURE AND TEMPERATURE (MAPT) SENSOR

The Ingenium I6 3.0L Petrol engine utilises two MAPT sensors, each with a 5V supply. One is situated
in the intake manifold and one in the charge air duct to the electric throttle, after the charge cooler.
A diaphragm transducer is used to measure the air pressure and a NTC thermistor in a voltage divider
circuit is used to measure the temperature of the charge air. The NTC thermistor works on the principle
of decreasing resistance in the sensor as the temperature of the intake air increases.
Signal Use
• Charge air pressure regulation
• Charge air control inoperative

This waveform shows a MAP signal where the engine runs at idle, is accelerated quickly then returned
to idle. The increase of amplitude on the waveform is due to an increase of manifold pressure.
EXAMPLE MAP SENSOR WAVEFORM

OIL PRESSURE AND TEMPERATURE SENSOR
The oil pressure and temperature sensor is located on the front of the cylinder block and screws into
an oil gallery that goes from the oil filter to the crankshaft bearings and bores. It is connected directly
to the PCM and receives a 5V supply.
The Oil Pressure and Temperature sensor measures the temperature using a multi chip module
within the sensor electronics. The sensor operates in a range of -40°C (-40°F) to 160°C (320°F)
temperature range. In the event of failure, the ECT sensor value is used.
A PWM output signal is used to transmit both the oil pressure and temperature information to the
PCM.
Signal Use
• Oil pressure control via the Variable Flow Oil Pump.
Effects of Failure
• Oil pressure signal defaults to maximum resulting in no variable oil pressure control
• Reduction in fuel economy
• Warning light will illuminate on the instrument cluster.
The PCM transmits this signal information on the FlexRay™ network for use by other systems including
the IC.

This waveform was taken at idle with a cold engine. The length of time period will change as the
temperature/pressure increases and decreases.
1 Start of signal 2 Temperature signal
3 Pressure signal
ENGINE COOLANT TEMPERATURE (ECT) SENSOR - ELECTRIC THERMOSTAT HOUSING

The ECT sensor is located in a Y piece connector that supplies the engine bypass return hose on
top of the thermostat. The sensor has a NTC thermistor and operates within a temperature range of
-40°C (-40°F) to 150°C (302°F). The input to the sensor is a 5V reference voltage supplied through
a resistor within the PCM. The output voltage from the sensor changes as the thermistor allows more
current to pass to ground as the temperature of the coolant rises.
In the event of signal failure, the oil temperature sensor value is used. If both the oil temperature and
ECT signals fail, a default high temperature is used to set the cooling system to a safe cooling
condition.
Signal Use
• The PCM uses the sensor to monitor the engine coolant temperature in the thermostat housing
and uses the information to control the electric thermostat and variable coolant pump.
Effects of Failure
• The electric thermostat operation will be limited to that of a standard thermostat.
• Temperature gauge inoperative or inaccurate reading
• Difficult cold starting
• Difficult hot starting
• Reduced engine performance.
The PCM transmits this signal information on the FlexRay™ network for use by other systems including
the IC.

RADIATOR OUTLET ENGINE COOLANT TEMPERATURE (ECT) SENSOR

The radiator outlet ECT sensor is located in the radiator lower coolant hose and incorporates a NTC
thermistor and operates in a temperature range of -40°C (-40°F) to 150°C (302°F). The input to the
sensor is a 5V reference voltage supplied through a resistor within the PCM. The output voltage from
the sensor changes as the thermistor allows more current to pass to ground as temperature of the
coolant rises.
In the event of an ECT sensor signal failure, the PCM applies a default value of 100°Celsius (212°F).
Signal Use
• Radiator temperature control via cooling fan operation
• Additional information for engine temperature control in conjunction with the ECT in the thermostat
housing.
Effects of Failure
• Increased and unrefined cooling fan operation
• Reduction in fuel economy.

RADIATOR OUTLET ENGINE COOLANT TEMPERATURE (ECT) SENSOR
EXAMPLE WAVEFORM ON A COLD ENGINE AT IDLE
CYLINDER HEAD AND BLOCK TEMPERATURE SENSORS

The cylinder head temperature sensor has a 5V supply and has NTC properties. The sensor is located
in the front of the cylinder head, below the oil filter housing. The sensor measures the temperature
of the cylinder head metal and has no connection to the engine coolant.
Signal Use
• Closed loop input for the operation of the variable coolant pump.
Effects of Failure
• The variable coolant pump will remain at full flow throughout all engine conditions

• Reduced fuel economy.
The cylinder block temperature sensor has a 5V supply and has NTC properties. The sensor is located
on the right hand side of the cylinder block, adjacent to the number 5 cylinder. The sensor measures
the temperature of the cylinder block metal and has no connection to the engine coolant.
Signal Use
• It allows the PCM to calculate engine temperature in conjunction with other coolant sensors.
Effects of Failure
• The variable coolant pump will remain at full flow throughout all engine conditions
• Reduced fuel economy.
1 Cylinder head temperature sensor 2 Cylinder block temperature sensor

EXAMPLE OF TEMPERATURE SENSOR WAVEFORM.
KNOCK SENSOR
Bolted to the engine block are three piezoelectric knock sensors which are connected directly to the
PCM. Located on the left of the engine there is one adjacent to cylinder two, one adjacent to cylinder
three and one adjacent to cylinder five. Within all Petrol engines it is important that the mapping of
the ignition timing is as near to detonation as possible to ensure that good power output is produced
with minimal fuel consumption and exhaust emissions. However it is inevitable that at certain times
and under certain conditions pre or post detonation will occur. This is where the air/fuel mixture ignites
without the use of the spark plug and in essence at the incorrect time.
Causes of unwanted detonation
• Lean air/fuel ratio causing high temperature
• Carbon deposits pre-igniting the air/fuel mixture
• Over-advanced ignition timing.
The piezoelectric crystals within the sensor react to any unwanted vibrations felt within the engine
block. The reaction caused by the crystals generates a voltage which in turn is seen at the PCM. As
the voltage is self-generated by the sensors there is no need for a 5V or 12V reference voltage and
as such the sensors are connected to the PCM by two wires per sensor.
Signal Use
• The sensor allows the Powertrain Control Module (PCM) to employ active knock control and
prevent engine damage from pre-ignition or detonation.
Effects of Failure
• Reduced fuel economy
• DTC registered in the PCM.

KNOCK SENSOR SENSORS

MILD HYBRID ELECTRIC VEHICLE

(MHEV)
OVERVIEW
The new Range Rover Sport features Mild Hybrid Electric Vehicle (MHEV) technology. MHEV combines
an Internal Combustion Engine (ICE) with a 48V Belt Integrated Starter Generator (BISG) to harvest
lost energy from the driveline during overrun and braking events. This energy is stored in a 48V MHEV
battery and intelligently redeployed via the belt integrated starter generator and the electric
supercharger to assist the engine during transient acceleration (Torque Assist).
The enhanced Auto stop/start system enables the engine to shut-down prior to the vehicle coming
to rest and engages at speeds less than 2kp/h (1.4mph). When the customer presses the accelerator
pedal to drive off after braking, the engine smoothly restarts and power will be available to drive as
normal.
The harvested energy is redeployed in a number of ways:
• To re-start the engine after an engine stop event, enabling faster, smoother and more consistent
Auto stop/start operation.
• The system utilises the energy to provide power to the 48V electric supercharger to overcome
conventional turbo lag during pull-away and when the engine alone cannot meet driver demand.
• Torque assist utilises 48V energy to add torque to the powertrain and remove torque from the
engine to optimise fuel efficiency.
Customer benefits include:
• Improved speed and refinement of the Auto stop/start system.
• Improved vehicle response and acceleration.
• A potential benefit of 4-6% improvement in fuel economy and CO2 emissions over the existing
Auto stop/start system.

MHEV OPERATION
MHEV SYSTEM OPERATION
STAGE DESCRIPTION BRAKE ACCELERATOR
(%) (%)
1 Stationary - Auto Stop 20> 0

When the vehicle is stationary with brake pressure applied, the engine
is switched off. The BISG is used to restart the engine.
2 Torque Assist 0 0>

On pull away and during transient acceleration, 48V energy stored in
the MHEV battery is redeployed through the electric supercharger to
add torque to the powertrain, reducing load on the engine.
3 Overrun 0 0
During overrun events, 48V energy is generated by the BISG and stored
by the MHEV battery.
4 Stop on the Move (SOTM) 20> 0

During braking, 48V energy is generated by the BISG and stored by
the MHEV battery until the vehicle speed drops below 2kp/h (1.4mph).
Once below this speed threshold, the engine is switched off and the
drivetrain is disconnected. This is known as Stop on the Move (SOTM).
If the brake pedal is released, the engine re-starts automatically.
NOTE: In the overrun state, if no brake pressure is applied, the vehicle will simply decelerate
to a creep and SOTM will not activate.
During SOTM, as the vehicle comes to a stop, the driver may reduce brake pressure to ensure
a smooth stop. This reduced brake pressure will not cause the engine to restart.
CUSTOMER INTERACTION
During normal operation, under the vehicle feature of the Incontrol Touch Duo lower there is a soft
key related to operation of the Auto stop/start system.
• LED not illuminated - Auto stop/start active.
• LED illuminated - Auto stop/start deactivated (by user soft key press or system inhibit).
SYSTEM INHIBITORS
There are many inhibitors that can prevent the Auto stop/start system from operating as
expected:
• The external temperature is less than -5°C or more than 40°C.
• The engine or other vehicle systems have not reached the optimum operating temperatures.
• The driver's seat belt is unbuckled.
• Demand from the climate control system requires the engine to be running. For example, when
in defrost mode.
• The 12V start-up battery charge is low.
• The Auto stop/start system is deactivated.
• After reversing, the vehicle's speed has not exceeded 16km/h (10mph).
• A gearshift paddle has been used to select a gear.
• Particle Filter regeneration required or in progress.
In addition to the existing inhibitors, there are also a number of MHEV system specific inhibitors
that can prevent the Auto stop/start system from operating as expected:
• Dynamic Stability Control (DSC) turned off.
• The MHEV battery charge is low.
• The DC/DC converter cannot support 12V output.
• Insufficient brake pressure during SOTM.

• BISG drive belt slip detected.
• Sand / Mud / Rock Crawl / Wade is selected in the Auto Terrain Response system.
A Pathfinder application is available to review the inhibitors causing any system malfunction.

MHEV COMPONENTS
MHEV COMPONENTS
The MHEV system comprises the following components:
• Belt Integrated Starter Generator (BISG)
• Battery enclosure and cables (The 48V cables connectors are blue)
• 12V DC - 48V DC converter (DC/DC)
• MHEV battery with integrated Battery Energy Control Module (BECM)
• 48V junction box
• Electric supercharger.
MHEV COMPONENT LOCATION (RANGE ROVER SPORT)
1 12V battery 2 48V battery
3 48V cables 4 48V junction box (located next to the

transmission tunnel)
5 Belt integrated starter generator 6 Electric supercharger
7 Vent/Filter 8 DC/DC convertor
Unlike the D8 platform the MHEV components used on the Range Rover Sport are located in different
areas of the vehicle and are not housed within one battery enclosure. The 48V battery and BECM
are located in the rear of the vehicle. The 48V battery utilises one cooling fan control to regulate the
temperature of the components. The DC/DC convertor which is located under the vehicle also utilises
a cooling fan to regulate temperature.

DC/DC CONVERTOR LOCATION
1 Cooling fan 2 Vent/Filter
3 DC/DC convertor
MHEV CIRCUIT
The BISG, MHEV battery, Electric supercharger and DC/DC converter are all connected via the 48V
junction box. The blue cables connectors indicate that they are part of the 48V system. The DC/DC
converter is also connected to the startup battery to support the 12V circuit.
The 48V components share a common chassis ground with the 12V circuit.

1 12V battery 2 DC/DC converter
3 MHEV 48V battery and BECM 4 48V junction box
5 BISG 6 Electric supercharger
A 12V system B 48V system
C Ground

VEHICLE SUPERVISORY CONTROLLER (VSC)
POWERTRAIN CONTROL MODULE (PCM)
The Vehicle Supervisory Controller (VSC) is integrated in to the Powertrain Control Module (PCM)
and can be described as the manager for the MHEV system. The VSC manages strategies such as
energy regeneration, gear shift interventions, MHEV system initialisation, Instrument Cluster (IC)
warnings and 12V support and power management.
The VSC commands the individual control modules (BISG, DC/DC, BECM) into the right operating
mode and gives the appropriate requests (e.g. Torque, Voltage, Current, Speed) in order to deliver
desired customer level vehicle behaviour. The VSC also determines the available current under
normal operating parameters within the 48V battery and ensures that there is always 100 amps
available to be utilised by the electric supercharger.
MHEV BATTERY AND BATTERY ENERGY CONTROL MODULE (BECM)
The MHEV battery is a 200Wh, lithium-ion unit located in the rear of the vehicle in the right hand side
of the luggage compartment. The MHEV battery contains 14 individual cells at 3.6V each which
cannot be replaced individually. The MHEV battery stores the electrical energy generated by the
BISG during engine overrun and engine is above idle events.
The MHEV battery has built-in contactors to isolate the cells from the 48V circuit and is controlled by
the BECM. The BECM is integrated into the MHEV battery and receives an 'ignition on' signal from
the BCM and a power supply from a relay in the RJB. Communication to the BECM is via the Power
Mode Zero (PMZ) CAN. The control module also supplies the PWM control signal to the MHEV battery
cooling fan.

48V LITHIUM-ION BATTERY
1 48V - 2 Electrical connector
3 48V + 4 Breather connection
SPECIFICATIONS:
• 200Wh Usable SoC Window (400Wh Total)
• 16kW Charge Power – 30 seconds @ 20°C
• 15kW Discharge Power – 30 seconds @ 20°C.

MHEV BATTERY AND BECM CIRCUIT
1 BCM 2 MHEV battery cooling fan
3 48V junction box 4 48V +
5 48V - 6 MHEV battery and BECM
7 Ground 8 12V power supply
9 Power Mode Zero (PMZ) CAN A Hardwired
AL Pulse Width Modulated (PWM) AY Power Mode Zero (PMZ) CAN
MHEV BATTERY MAINTENANCE

During normal operation, the voltage of the battery may fluctuate between 36V to 52V. This voltage
must not be used as an indicator of the battery's State of Health (SoH) or State of Charge (SoC). If
there is an issue with the battery's SoC, a DTC will be raised.
The BECM continually broadcasts the MHEV battery's power limit to the VSC. If the MHEV battery
has limited capability (cannot support approximately 500w for 10 seconds), the system enters voltage
control mode. A fault code will be stored if the MHEV battery's SoH is below the minimum allowed
value. A depleted MHEV battery cannot be recharged and must be replaced. There is no form of
external plug-in charging available for the MHEV battery and cannot be charged using a workshop
Battery Support Unit (BSU).
NOTE: For North America (NAS) a fault code will be stored when the battery is approaching a
low SoH. A MIL light will be activated when the battery has reached the minimum SoH and
requires replacing.

BELT INTEGRATED STARTER GENERATOR (BISG)
1 Drive pulley 2 48V connection
3 12V electrical connection
The Belt Integrated Starter Generator (BISG), replaces the traditional generator and is driven by the
auxiliary belt from the crankshaft pulley.
BISG specifications:
• 145Nm peak torque delivery
• 11kW peak motor power
• 15kW peak recuperation power.
NOTE: The BISG does not provide any form of electric only propulsion.
The BISG can add and remove torque in the drivetrain, therefore a bi-directional decoupling tensioner
is utilised to ensure sufficient force is applied to the drive belt during positive and negative torque
events. Special tool JLR-303-1669 (Tensioner locking tool) is required in order hold the tensioner in
the released position to replace the drive belt.

FRONT END ACCESSORY DRIVE
1 Viscous cooling fan drive 2 Drive belt
3 Idler pulley 4 Belt integrated starter generator and

tensioner assembly
5 Air conditioning (A/C) compressor 6 Variable cooling pump
7 Torsional vibration damper

BISG CIRCUIT
1 BISG 2 48V +
3 48V - 4 48V junction box
5 Ground 6 12V power supply from Engine Junction

Box (EJB)
AY Power Mode Zero (PMZ) CAN
The BISG is capable of recognising and logging faults which are sent to the PCM via the PMZCAN.
Faults are stored for internal faults, electrical circuit faults and can recognise if the belt is slipping or
not present (for example, snapped). In these cases, the PCM will not activate the BISG and Auto
stop/start will be suspended.
NOTE: The engine's integrated starter motor is used for the initial engine start and the BISG
is used to re-start the engine after an Auto stop event.
In the event of a 12V system failure, the engine will not start. The BISG is not used to start the
engine in this scenario.
DC/DC CONVERTER
The DC/DC converter replaces the function of the conventional generator to support the 12V system.
During door unlock (power mode 4), the DC/DC converter 'boosts' the 12V from the startup battery
to 48V in order to close the contactors in the MHEV battery and then enters standby (boost mode).
This is to balance the voltage across the contactor terminals so no arcing occurs when they close. If
both sides of the contactor are 48V, there is no potential difference. Once the engine is running (Power
Mode 7), 48V from the BISG is converted to 12V (buck mode) via the DC/DC converter to charge the
12V start-up battery.
Once the engine is running (Power Mode 7), 48V from the BISG is converted to 12V (buck mode)
via the DC/DC converter to charge the 12V start-up battery.
There are a number of situations that may cause the MHEV system to enter a state known as Voltage
Control Mode (VCM). In this mode, the MHEV battery is 'removed' from the circuit by opening the
MHEV battery contactors. During VCM, Auto stop/start is inhibited and the BISG supports the 12V
start-up battery via the DC/DC converter.

VCM occurs:
• When the contactors of the MHEV battery fail to close.
• In excessive temperature conditions.
DC/DC CONVERTER
1 48V + 2 48V -
3 12V + 4 Electrical connector
SPECIFICATIONS:
• 3kW continuous 12V power supply
• 35-54V operating range (48V system)
• 7-16V operating range (12V system)
• 'Buck and Boost' capable.
Buck and boost capable refers to the DC/DC converter's ability to convert 48V to 12V (Buck) and
12V to 48V (Boost).
Charging issues are relayed to the driver by displaying the red battery charging warning light and the
charge system fault icon as represented in figure E238634. The warning icons will be illuminated
when the 12V charging system falls below 11.2V. There are no specific warning icons relating to the
48V system.
CHARGING WARNING ICON
Item Description
1 Charging system fault

NOTE: The DC/DC converter is connected to the Power Mode Zero (PMZ) CAN network.
However, if the 12V battery SoC drops when the vehicle's ignition is turned off, the 48V system
does not charge the 12V battery.
DC/DC CONVERTER CIRCUIT
1 DC/DC converter cooling fan 2 Ground
3 12V power supply 4 48V +
5 48V - 6 48V junction box
7 Live supply from 12V battery 8 Ground
9 DC/DC Converter 10 Ignition live supply from BCM/GWM
11 BCM/GWM AY Power Mode Zero (PMZ) CAN
AL Pulse Width Modulated (PWM)
COOLING FANS
There are two cooling fans utilised with the system; one for the MHEV battery and BECM and one
for the DC/DC converter. Each cooling fan has a separate power supply, ground and PWM signal.
The fans are Pulse Width Modulation (PWM) controlled and receive their signal from the module they
are cooling.
The DC/DC converter cooling fan receives a power supply, ground and PWM signal from the DC/DC
converter.

The MHEV battery and BECM cooling fan receives a power supply from the Rear Junction Box (RJB)
and shares the ground with the DC/DC converter. The PWM signal for fan activation is sent from the
BECM.
The fans have a 12 Litres per second (L/s) airflow capability and provide cooling via a vent which
draws air from the vehicle's cabin through a filter.
The VSC transmits the required fan speed across the PMZ CAN to the DC/DC converter and BECM.
The DC/DC converter and BECM then control the cooling fans with a 0-100% PWM signal. Fan speed
is determined by temperature, vehicle speed and Heating Ventilation and Air Conditioning (HVAC)
system speed.
Both fans should operate at approximately 10% when the vehicle is still in Power Mode 7. The DC/
DC converter fan increases to a maximum of 60% if it over temperature is detected (approximately
90°C/194°F). The battery fan activation speed will increase with vehicle speed and HVAC blower fan
speed and battery temperature.
1 12V power supply from RJB 3 MHEV battery and BECM cooling fan
3 DC/DC converter cooling fan 4 DC/DC converter
5 Ground 6 MHEV battery and BECM
A 12V power supply B Ground
AL Pulse Width Modulated (PWM)
48V JUNCTION BOX

The 48V junction box is located in the MHEV battery enclosure.

Item Description
1 48V Junction Box
1 BISG 2 DC/DC converter
3 48V junction box 4 MHEV battery and BECM
5 Combined ground A 48V -
B 48V +
The 48V junction box distributes power around the MHEV circuit between the following
components:
• MHEV battery
• BISG
• DC/DC converter

• Electric supercharger.
The 48V junction box contains two number of replaceable fuses:
• MV01 (100A) for the DC/DC converter
• MV02 (100A) for the Electric supercharger.
48 VOLT SYSTEM DISCONNECTION PROCEDURE
The MHEV 48V system is not classed as a High Voltage as it is below 60V DC.
When working on the 48V system, it is important to ensure no voltage exists on the cables and
conductors to avoid a short circuit to negative. The vehicle ignition must be switched off and the 12V
startup battery must be disconnected.
WARNING: Ensure the latest TOPIx procedure is adhered to when performing any
work on the 48V system.
MHEV SERVICE AND MAINTENANCE

It is recommended that the BISG drive belt is replaced at 6 years/102000km (63000 miles). Special
tool JLR-303-1669 (Tensioner locking tool) is required in order to replace the drive belt. Follow the
TOPIx procedure to replace the drive belt.
NOTE: More information on the Ingenium I6 3.0L Petrol engine service requirements and special
tools are detailed in the 'Service information' chapter of this PSM.
Markets which apply the reduced service interval, the BISG drive belt is replaced at 8 years/
104000km (64000 miles).


ENGINE SERVICE SCHEDULE
Service Intervals
Item Interval
Castrol 0W-20 BOT 938 (E1690P/119A/xx) engine Every 33,796 km (21,000 miles) or two years
lubricating oil
Engine oil filter Every 33,796 km (21,000 miles) or two years
Spark plugs Every 102,998 km (64,000 miles) or six years
Front accessory drive belt Every 102000km (63000 miles) or six years
Engine coolant Every ten years
Range Rover Sport Oil Fill capacity

Service Oil Fill With Filter Service Oil Fill Without Filter
8.85 litres plus or minus 100ml 8.71 litres plus or minus 100ml
Minimum under fill - 4.61 litres - minimum dipstick - Maximum dipstick - 8.71 litres - maximum overfill - 9.21
6.61 litres litres
Jaguar F-Pace AWD Oil Fill capacity

Service Oil Fill With Filter Service Oil Fill Without Filter
9.05 litres plus or minus 100ml 8.91 litres plus or minus 100ml
Minimum under fill - 4.81 litres - minimum dipstick - Maximum dipstick - 8.91 litres - maximum overfill - 9.41
6.81 litres litres

SPECIAL TOOLS
Specialist tools are required to carry out certain procedures on the Ingenium I6 3.0L Petrol engine
which are listed below.
1 Crankshaft damper locking tool - JLR 303-1630 2 Camshaft locking tool - JLR 303-1635
3 Variable camshaft timing locking tool - JLR 303- 4 CVVL reset tool - JLR-303-1639
1636
5 Fuel rail guide pins (Threaded) - JLR-310-255 6 Fuel rail guide pins (Un-Threaded) - JLR-
310-256
7 Teflon resizing tool - JLR-310-257 8 CVVL guide pins - JLR-303-1647
9 Fuel injector removal tool - JLR 310-254

1 Lifting eye rear - JLR-303-1676 2 Crankshaft rotation tool - JLR-303-1656
3 Crankshaft locking tool - JLR-303-1659 4 Variable camshaft timing torque reaction tool
- JLR-303-1657
5 Engine lift adaptor - JLR-303-1680 6 VCT bolt tool (D7a platform) - JLR-303-1693
7 Exhaust manifold bolt - JLR-303-1683 8 Camshaft timing tool - JLR-303-1658

QUESTIONS
QUESTIONS
TEST YOUR KNOWLEDGE
Following your completion of the assessment questions, please log onto Jaguar Land Rover Excellence
and submit your answers electronically. Your result will subsequently form part of your training history.
QUESTION 1
Select all that apply:
Which of the following statements are correct with reference to the power output of the Ingenium I6
3.0L Petrol engine?
Option Answer Selection
a. The Ingenium I6 3.0L Petrol engine is available in 300PS and

450Nm of torque.
b. The Ingenium I6 3.0L Petrol engine is available in 400PS and

550Nm of torque.
c. The Ingenium I6 3.0L Petrol engine has a high specific power

output of 100PS/litre and 400Nm of torque.
d. The Ingenium I6 3.0L Petrol engine has a high specific power

output of 133PS/litre and 550Nm of torque.
QUESTION 2
When discussing Variable Camshaft Timing (VCT) which statement is correct?
a. Intake camshaft can be advanced by 70° and the exhaust

camshaft retarded by 50°
b. Intake camshaft can be advanced by 50° and the exhaust

camshaft retarded by 70°
c. Both VCT actuators are controlled by the same solenoid.
d. Variable camshaft timing (VCT) is only available on the exhaust

camshaft
QUESTION 3
When discussing the Crankshaft as used on the Ingenium I6 3.0L Petrol engine which statement is
correct?
a. The crankshaft uses a five counterweight design in order to

balance bearing loads.
b. The crankshaft uses a six counterweight design in order to

c. The crankshaft uses a ten counterweight design in order to

d. The crankshaft uses a twelve counterweight design in order to


QUESTIONS
QUESTION 4
Which of the following statements are correct with reference to the CVVL fitted to the Ingenium I6 3.0L
Petrol engine?
a. The Ingenium I6 3.0L Petrol engine uses the same CVVL

module as the Ingenium I4 petrol engine.
b. The Ingenium I6 3.0L Petrol engine CVVL system uses two

temperatures sensors.
c. The Ingenium I6 3.0L Petrol engine CVVL system uses one

temperature sensor.
d. The Ingenium I6 3.0L Petrol engine uses two CVVL modules

to control the inlet valves.
QUESTION 5
Which of the following statements are correct with reference to the timing chain arrangement of the
Ingenium I6 3.0L Petrol engine?
a. The primary chain is an inverted tooth chain and the

secondary chain is a bushed timing chain.
b. The primary chain is a bushed timing Chain and the

secondary chain is an inverted tooth chain.
c. Both upper and lower timing chains are bushed timing chains.
d. Both upper and lower timing chains are inverted tooth chains.
QUESTION 6
True or False:
The Ingenium I6 3.0L Petrol engine FEAD utilises a torsional vibration damper on the front crankshaft
drive.
a. True
b. False

QUESTIONS
QUESTION 7
Which of the following statements are correct with reference to the cooling system utilised on the
Ingenium I6 3.0L Petrol engine?
a. The system utilises a variable flow pump and one electric

pump to support the system.
b. The system utilises a variable flow pump and two electric

pumps to support the system.
c. The system utilises a variable flow pump and three electric

pumps to support the system.
d. The system utilises a variable flow pump only to support the

system.
QUESTION 8
What is the maximum operating pressure of the high pressure fuel pump?
a. 150 bar (2175 PSI)
b. 250 bar (3625 PSI)
c. 450 bar (6526 PSI)
d. 1000 bar (14500 PSI)
QUESTION 9
Which is the correct statement relating to the Electric Supercharger utilised in the Ingenium I6 3.0L
Petrol engine?
a. The electric supercharger motor is powered by 12V which

allows for 3kW of power
b. The electric supercharger motor is powered by 48V which

c. The electric supercharger motor is powered by 48V which

d. The electric supercharger motor is powered by 12V which

QUESTION 10
True or False:
The Ingenium I6 3.0L Petrol engine electric supercharger is connected to the high speed powertrain
CAN circuit?
a. True
b. False

QUESTIONS
QUESTION 11
Identify the missing words:
The electric by-pass shut off valve is used to________________.
a. control the flow of charged air from the turbocharger and

eSC.
b. shut off the flow of charged air from the turbocharger into the
eSC.
c. shut off the flow of charged air from the eSC into the WCAC.
d. control the flow of charged air from the eSC only.
QUESTION 12
Which of the following statements are correct relating to the Switched Reluctance Motor (SRM) used
within the eSC?
a. The SRM utilises coil windings on the stator and permanent

magnets on the rotor.
b. The SRM utilises coil windings on the rotor and permanent

magnets on the stator.
c. The SRM utilises coil windings on the stator and laminated

steel on the rotor.
d. The SRM utilises coil windings on the rotor and laminated steel
on the stator.
QUESTION 13
The purpose of the electric compressor by-pass valve is to________________.
a. prevent unnecessary turbocharger surge in the turbine wheel.
b. prevent unnecessary electric supercharger surge in the

compressor wheel.
c. prevent unnecessary electric supercharger surge in the turbine

wheel.
d. prevent unnecessary turbocharger surge in the compressor

wheel.
QUESTION 14
True or False:
The water charge air cooler is connected to two coolant circuits on the Ingenium I6 3.0L Petrol engine?
a. True
b. False

QUESTIONS
QUESTION 15
Which of the following statements are correct with reference to the turbocharger used on the Ingenium
I6 3.0L Petrol engine?
a. The turbocharger decouples exhaust pulses from cylinders

one to three and cylinders four to six.
b. The turbocharger is bolted to the integrated manifold which

is part of the cylinder head.
c. The turbocharger is integrated into the integrated exhaust

manifold which is then bolted to the cylinder head.
d. The turbocharger utilises an electric wastegate actuator.
QUESTION 16
What is the correct description of the MHEV battery used in the Range Rover Sport?
a. The MHEV battery is a 500Wh lithium-ion battery contains 14

individual cells at 3.6V
b. The MHEV battery is a 300Wh lithium-ion battery contains 12

individual cells at 4V
c. The MHEV battery is a 200Wh lithium-ion battery contains 14

individual cells at 3.6V
d. The MHEV battery is a 100Wh lithium-ion battery contains 8

individual cells at 6V
QUESTION 17
True or False:
The BiSG and eSC are used simultaneously to reduce turbocharger lag during transient response?
a. True
b. False

QUESTIONS
QUESTION 18
Which of the following statements are correct relating to the Ingenium I6 3.0L Petrol engine exhaust
system when fitted with a Gasoline Particulate Filter (GPF)?
a. The exhaust system incorporates a two-way catalyst supported

by three oxygen sensors, an exhaust back-pressure sensor and
a GPF
b. The exhaust system incorporates a three-way catalyst supported

by two oxygen sensors, an exhaust back-pressure sensor and a
GPF
c. The exhaust system incorporates a three-way catalyst supported

by three oxygen sensors, an exhaust back-pressure sensor and
a GPF
d. The exhaust system incorporates a two-way catalyst supported

by two oxygen sensors, an exhaust back-pressure sensor and a
GPF
QUESTION 19
When discussing the eSC which of the following Parameter Identifiers can be read by the diagnostic
test equipment?
a. Compressor speed
b. Charge air pressure
c. Current draw
d. Demanded speed
QUESTION 20
The Ingenium I6 3.0L Petrol engine uses________________to control unwanted detonation within the
combustion system..
a. two knock sensors
b. three knock sensors
c. one knock sensor
d. four knock sensors

X

Pda301214en 0119 V1 - 3

Uploaded by

Copyright:

Available Formats

Pda301214en 0119 V1 - 3

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Pda301214en 0119 V1 - 3

Uploaded by

Copyright:

Available Formats

INGENIUM I6 3.

PERSONAL STUDY MODULE

INGENIUM I6 3.0L PETROL ENGINE Version: 1.3 iii

iv Version: 1.3 INGENIUM I6 3.0L PETROL ENGINE

AIM AND OBJECTIVES

INGENIUM I6 3.0L PETROL ENGINE Version: 1.3 v

AIM AND OBJECTIVES

INGENIUM I6 3.0L PETROL ENGINE Version: 1.3 1-1

INGENIUM I6 3.0L PETROL ENGINE Version: 1.3 2-1

Common Petrol Engine Technologies

V6 3.0L S/C Petrol

2-2 Version: 1.3 INGENIUM I6 3.0L PETROL ENGINE

Item Description Item Description

A Torque (Nm) B Engine Speed (rpm)

C Power (PS) 1 High Torque

INGENIUM I6 3.0L PETROL ENGINE Version: 1.3 2-3

Valves per cylinder 4, Double Overhead Camshaft (DOHC)

Compression ratio 10.5 ± 0.3:1

Maximum power output 298kW (400PS) @ 5500-6500rpm

Maximum torque 550Nm @ 2000-5000rpm

Exhaust After Treatment 3-way catalytic convertor

Emissions standard EU6d / LEV3-SULEV30

Fuel consumption 11.3 litres/km (25.4 MPG)

Firing Order 1-5-3-6-2-4

2-4 Version: 1.3 INGENIUM I6 3.0L PETROL ENGINE

Item Description Item Description

1 Cylinder head 2 Cylinder block

3 Windage tray 4 Oil pan

INGENIUM I6 3.0L PETROL ENGINE Version: 1.3 3-1

3-2 Version: 1.3 INGENIUM I6 3.0L PETROL ENGINE

Item Description Item Description

A NVH covers B NVH covers and Thermal Encapsulation

INGENIUM I6 3.0L PETROL ENGINE Version: 1.3 3-3

3-4 Version: 1.3 INGENIUM I6 3.0L PETROL ENGINE

INGENIUM I6 3.0L PETROL ENGINE Version: 1.3 3-5

Item Description Item Description

A Conventional Valvetrain System B CVVL System

1 Intake Valve Opens 2 Exhaust Valve Closes

3 Intake Valve Closes 4 Exhaust Valve Opens

5 Ignition Point C Control Range of VVT

D Control Range of CVVL E Pumping Effort

P Pressure TDC Top Dead Centre

3-6 Version: 1.3 INGENIUM I6 3.0L PETROL ENGINE

Item Description Item Description

1 Temperature sensor 2 Solenoid valve (cylinders 1,2 and 3)

3 Solenoid valve (cylinders 4,5 and 6) 4 Rear CVVL unit

5 Front CVVL unit

INGENIUM I6 3.0L PETROL ENGINE Version: 1.3 3-7

Item Description Item Description

1 Temperature sensor 2 Solenoid valve

3 Intermediate pressure chamber 4 Pressure accumulator

5 High pressure chamber 6 Pump unit

7 Cam follower 8 Camshaft

9 Inlet valve 10 Brake unit

3-8 Version: 1.3 INGENIUM I6 3.0L PETROL ENGINE

Item Description Item Description

1 Normally open solenoid 2 Engine oil supply

3 Check valve 4 Intermediate chamber

5 Pressure accumulator 6 Oil return