Pda301213en 1019 V1 - 0

INGENIUM I6 3.
0L DIESEL ENGINE INTRODUCTION
PDA301213 1019
PERSONAL STUDY MODULE

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Copyright ©2019
INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION Version: 1.0 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: 1.0 INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION

CONTENTS
AIM AND OBJECTIVES

AIM AND OBJECTIVES......................................................................................1-1
INTRODUCTION
OVERVIEW.........................................................................................................2-1
MECHANICAL
CONFIGURATION..............................................................................................3-1
CAMSHAFT TIMING...........................................................................................3-5
LUBRICATION SYSTEM....................................................................................3-9
COOLING SYSTEM..........................................................................................3-15
FUEL SYSTEM
FUEL SYSTEM...................................................................................................4-1
HIGH PRESSURE FUEL SYSTEM....................................................................4-4
GLOW PLUGS..................................................................................................4-11
INDUCTION AND EXHAUST SYSTEMS
INTAKE AIR DISTRIBUTION AND FILTERING.................................................5-1
SERIES SEQUENTIAL TURBOCHARGERS.....................................................5-2
SERIES SEQUENTIAL OPERATION.................................................................5-7
EXHAUST GAS RECIRCULATION..................................................................5-11
SENSORS AND ACTUATORS
OVERVIEW.........................................................................................................6-1
ENGINE SENSORS AND ACTUATORS............................................................6-3
SENT SENSORS..............................................................................................6-23
EXHAUST AFTER TREATMENT SENSORS...................................................6-32
SERVICING AND SPECIAL TOOLS
ENGINE SERVICE SCHEDULE.........................................................................7-1
SPECIAL TOOLS................................................................................................7-3
QUESTIONS
TEST YOUR KNOWLEDGE...............................................................................8-1
INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION Version: 1.0 v

vi Version: 1.0 INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION
INGENIUM I6 3.0L DIESEL ENGINE
INTRODUCTION
AIM AND OBJECTIVES

AIM AND OBJECTIVES
AIM AND OBJECTIVES
AIM
This PSM will introduce the new Ingenium I6 3.0L Diesel 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 Diesel
engine and the similarities and differences between the current line of Ingenium engines.
• Recognise the mechanical configuration and technical innovations used on the new Ingenium I6
3.0L Diesel engine.
• Identify the configuration of the camshaft timing gear configuration.
• Identify the cooling and lubrication technologies and strategies used.
• Identify the configuration of the fuel supply system.
• Identify the configuration of the induction and exhaust system and the operation of the technologies
used.
• 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 service procedures associated with the new Ingenium I6 3.0L Diesel engine.
• Identify the new special tools associated with the new Ingenium I6 3.0L Diesel engine.
INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION Version: 1.0 1-1

1-2 Version: 1.0 INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION
INTRODUCTION
INTRODUCTION
INTRODUCTION
OVERVIEW
The Ingenium I6 3.0L Diesel engine is the latest addition to the Ingenium family and is the first six
cylinder diesel engine available to complement the already successful four cylinder variants.
This inline straight six engine boasts many innovative technologies which help increase performance
and reduce emissions. Many features from the four 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.
The new Ingenium I6 3.0L Diesel engine will be released at 20MY in Range Rover (L405 and Range
Rover Sport L494) with an impressive 350PS (260kW) and 550Nm of torque both from an engine
3
displacement of 2997cm . Achieving an emission level of EU6d / LEV3-ULEV125. The engine utilises
many technologies from the four cylinder Ingenium family to reduce parasitic loss providing many
benefits to both the customer and the environment.
The existing four cylinder Ingenium engines were first launched at 16MY, with the four cylinder diesel
debuting in the Jaguar XE and the four 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 six cylinder variant.
Common Ingenium engine technologies:
• Variable water pump
• Variable oil pump
• Electronically controlled thermostat
• Switchable piston cooling jets.
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 Diesel
engine features and will check the reader's retention of the latest technology information.

INTRODUCTION
NOTE: Although the four and six 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 Diesel engine so that you are able to identify the differences and are
conversant with the six cylinder technologies.
Common Diesel engine technologies:

• Integrated exhaust manifold (forms part of the turbocharger on the I6 and the cylinder head on
the I4).
• Mild Hybrid Electric Vehicle (MHEV) capable technology
• Belt Integrated Starter Generator (BISG).
NOTE: Throughout the document 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.
TDV6 3.0L DIESEL ENGINE
The Ingenium I6 3.0L Diesel engine will make its debut in the 20MY Range Rover Sport. The engine
will replace the TDV6 3.0L Diesel engine. The Ingenium I6 3.0L Diesel engine incorporates Mild
Hybrid Electric Vehicle (MHEV) technology. 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 and utilises the energy normally lost during braking to recharge
the 48V system.

INTRODUCTION
TECHNICAL SPECIFICATIONS
AJ20D6 DIESEL ENGINE POWER/TORQUE
Item Description Item Description
A Torque (Nm) B Engine Speed (rpm)
C Power (kW) 1 High Torque
2 High Power

INTRODUCTION
TECHNICAL SPECIFICATIONS
Title Specification
Configuration 6 cylinder
In-line
Capacity 2997cm
3
Bore 83mm
Stroke 92.29mm
Valves per cylinder Four
Compression ratio 15.5 ± 0.5
Maximum power output 260kW (350PS) @ 4000rpm
Maximum torque 700Nm @ 1500-3000rpm
Turbocharger Twin turbocharger, series sequential
Exhaust after treatment 3-way catalytic convertor
Emissions standard EU6d / LEV3-ULEV125
Fuel consumption 11.3 litres/km (25.4 mpg)

(combined cycle)
Firing Order 1-5-3-6-2-4

INTRODUCTION
MECHANICAL
MECHANICAL
CONFIGURATION
ENGINE STRUCTURE
1 Cylinder head cover 2 Cylinder head
3 Cylinder block 4 Windage tray
5 Oil pan
The Ingenium I6 3.0L Diesel 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, I6 petrol and I6 diesel 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 exhaust manifold provides a direct mounting point for the twin sequential turbochargers.
The cylinder head provides the location for:
• 24 valves
• Six injectors
• One cylinder head temperature sensor
• Camshaft carrier
• An integrated engine oil filter.
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.

MECHANICAL
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 and fuel injection system modules. NVH covers reduce noise at these specific locations
because the components naturally produce high levels of noise.
• 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.

MECHANICAL
• 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
CAMSHAFT TIMING
ENGINE TIMING
1 Intake camshaft 2 Intake camshaft timing chain sprocket
3 Secondary timing chain 4 Exhaust camshaft timing chain sprocket
5 Exhaust camshaft 6 Secondary timing chain tensioner guide
7 Secondary timing chain tensioner 8 Primary timing chain tensioner guide
9 Primary timing chain tensioner 10 Crankshaft
11 Primary timing chain guide 12 Primary timing chain
13 Primary timing chain idler 14 Secondary timing chain guide
The Ingenium I6 3.0L Diesel engine is driven by two positive drive timing chains, the primary and
secondary drive chain is of the standard bushed type. The timing gear is still located at the rear of
the engine as with the four cylinder engines and both chains and tensioners are maintenance free,
fit for life having no service interval.
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 blue coloured links. The links are aligned with timing marks on the cylinder block sprocket,
cylinder block (positioned at eleven o'clock to the crankshaft). 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
sprocket. The secondary timing chain is driven by the intermediate idler sprocket and then drives the
sprockets on the intake and exhaust camshafts.

MECHANICAL
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 - SHOWN WITH ARC PUMP
1 Active Ride Control (ARC) pump 2 Idler pulley
3 Torsional vibration damper 4 Idler pulley
5 Belt Integrated Starter Generator (BISG) and 6 Air Conditioning (A/C)

tensioner assembly/generator (where fitted) compressor
7 Variable cooling pump
The accessory drive 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.

MECHANICAL
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.
• Six cylinder inline engines have a far longer crankshaft which allows for more flexibility.
• Oscillations caused within the accessory drive from components such as the A/C compressor and
Belt Integrated Starter Generator (BISG).
Torsional vibration damper drives two accessory drive belts which must be inspected at every routine
service for excessive wear and damage and replaced at six years/102000km (63000 miles). The
accessory drive 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 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.
BISG TENSIONER
A Tensioner in the loaded position B Tensioner in the unloaded position
NOTE: When replacing the belt the upper locking dowel hole should be used to pin the tensioner
(using special tool JLR-308-1669). 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 E245698. Once in position hold the tensioner in
place with a locking pin fitted into the locking dowel hole. In this position the accessory drive belt and
tensioner can be replaced.

MECHANICAL
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
LUBRICATION SYSTEM
1 Oil filter and housing assembly 2 Oil cooler assembly
3 Primary timing chain oil jet 4 Variable flow oil pump
5 Piston cooling oil jet (x6) 6 Piston cooling oil jets solenoid
7 Oil feed pipe - Turbocharger

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 Diesel engine utilises a variable displacement oil pump located at the bottom
of the cylinder block similar to the Ingenium four cylinder engines. The operation and strategies of
the pumps are the same, however the physical form between the four cylinder and the six cylinder
pumps are different.
The Ingenium I6 3.0L Diesel engine 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 characteristics 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 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
1 Piston cooling oil jet solenoid 2 Piston cooling oil jet (x6)
Six piston cooling jet 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 main difference between the four cylinder piston cooling jets and the six cylinder piston cooling
jets is that the six cylinder has two oil jet outlet nozzles per cylinder. This is to aid the cooling of the
cast pistons (four cylinders engines use aluminium pistons).
The piston cooling jet provides the piston and gudgeon pin with cooling and lubrication. Each piston
cooling jet has a double 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 Cylinder head inlet rail 2 Cylinder head water jacket
3 Cylinder head outlet rail 4 Cylinder block water jacket
5 Low pressure Exhaust Gas Recirculation 6 Low pressure turbo bearing

(EGR)
7 High pressure turbo bearing 8 Low pressure turbo housing
9 High pressure EGR 10 Engine oil cooler
11 Water Charge Air Cooler (WCAC) 12 Electric pump
13 Low Temperature Radiator (LTR) 14 Transmission thermostatic valve
15 Transmission Oil Cooler (TOC) 16 Main radiator
17 Sub-cooled radiator 18 Auxiliary radiator
19 Auxiliary radiator (where fitted) 20 Expansion/Degas tank
21 Cabin heater 22 Electric pump
23 Electrically heated thermostat 24 Variable flow pump
T 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)

MECHANICAL
F Degas lines G Temperature sensor
H Bleed points
The Ingenium I6 3.0L Diesel 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 four cylinder technologies:
• Variable coolant pump
• Electronically controlled thermostat.
The cooling system as shown in graphic E245701 effectively operates as two separate circuits that
share a single degas tank. One circuit operates at an approximate temperature of 90°C (194°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 WCAC and the
low temperature radiator. The low temperature circuit utilises a 50W (D7u) or 80W (D7a and MLA)
electric pump to circulate the coolant. The high temperature utilises the variable displacement pump
and (depending on vehicle) a 20W electric pump to circulate coolant.
One of the main points to discuss if the targeted average running temperature of the engine which
is 90°C (194°F). The purpose of running the engine at this temperature is to allow wider EGR usage
to support emissions targets.
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
VARIABLE COOLANT PUMP LOCATION
1 Variable coolant pump front 2 Variable coolant pump rear
NOTE: For 20MY the variable coolant pump operates as a normal pump with full flow only. The
variable flow control will be introduced at 21MY.
There are three coolant pumps in total that are utilised within the Ingenium I6 3.0L Diesel 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 four 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.

MECHANICAL
The two additional pumps used within the system are electric. One 50W 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. The second is a 20W
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
ignition off to stop the engine oil that is used to lubricate the turbocharger bearings from coking.
NOTE: Electric coolant pump locations are vehicle specific, always check with TOPIx for vehicle
specific information.
ELECTRONICALLY CONTROLLED THERMOSTAT
1 Engine by-pass return hose 2 Cabin heater/turbocharger/transmission oil

cooler return hose
3 Degas tank return hose 4 Bottom hose connector
5 Electrical pin connector 6 Water pump inlet
NOTE: The electronically controlled thermostat is the same design as the four cylinder Ingenium
diesel engine, however the components are not interchangeable due to the operating parameters
of the engine. This is achieved by using different wax properties within the thermostat.

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 PCM controlled heating element. When energised, the heating element
heats the wax causing the thermostat main valve to open and coolant from the engine to circulate
through the main and sub radiators to the coolant pump.
The thermostat can also operate mechanically. As the coolant temperature rises, the 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 of the Ingenium I6 3.0L Diesel engine is 90°C (194°F). The thermostat main
valve starts to open at 90 ± 2°C (194 ± 3.6°F). The duty cycle of the thermostat heating element can
be varied to assist the opening of the main valve to maintain the 90°C (194°F) target temperatures.
NOTE: The electronically controlled thermostat is not serviceable. Failure of the thermostat,
temperature sensor or heater element requires replacement of the complete unit.
1: COLD ENGINE
The coolant flow is as follows:
• The main thermostat is closed. The bypass valve is open.

MECHANICAL
• This allows pumped coolant to flow through the engine and into the thermostat housing and back
to the coolant pump.
• This function permits the engine and coolant to warm up faster.
2: WARM UP
• The coolant pump output is determined by engine speed.
3: NORMAL OPERATING TEMPERATURE
• 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 90°C (194°F).
ENGINE DERATE
ENGINE DERATE THRESHOLDS
Coolant Temperature
Air conditioning cut out (controlled via HVAC) 119°C (re-instated 117°C) 246°F (re-installed 242°F)
Engine torque reduction initiation 116°C (240°F)
Minimum engine torque application 119°C (246°F)
Engine Oil Temperature
Engine torque reduction initiation 139°C (282°F)
Minimum engine torque application 143°C (289°F)

INTRODUCTION
FUEL SYSTEM
FUEL SYSTEM
FUEL SYSTEM
LOW PRESSURE FUEL SYSTEM
The low pressure fuel system comprises:
• Low pressure fuel pump (in fuel tank)
• Fuel pump driver module.
LOW PRESSURE (LP) FUEL PUMP
1 Fuel pump electrical connector 2 Fuel level sensor electrical connector
3 Jet pump connection - Left (passive) 4 Active fuel level sensor

side of fuel tank
5 Swirl pot 6 Fuel level sensor float
7 Jet pump 8 Fuel inlet filter
9 Fuel supply connection 10 Fuel Fired Booster Heater (FFBH) fuel 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.

FUEL SYSTEM
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 PRESSURE SENSOR - LOW
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.
The PCM monitors the fuel temperature constantly to ensure that an over temperature situation does
not occur. In the case of over temperature the engine will derate and reduce power until the fuel cools.

FUEL SYSTEM
LOW PRESSURE FUEL SYSTEM CONTROL SCHEMATIC
1 PCM 2 Instrument Cluster (IC)
3 BCM/GWM assembly 4 Fuel pump module
5 Fuel Pump Driver Module (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

FUEL SYSTEM
HIGH PRESSURE FUEL SYSTEM
The HP fuel system of Ingenium I6 3.0L Diesel engine 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 2500 bar (36260 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:
• HP fuel lines
• HP fuel pump
• Fuel rail
• Fuel rail pressure and temperature (FRPT) sensor
• Fuel rail pressure control valve
• Fuel injectors (x6).
HIGH PRESSURE FUEL PUMP
The high pressure pump is a twin plunger type which pumps twice per revolution. A maximum of
2500 bar (36260 PSI) of fuel pressure can be produced by the pump.
The high pressure pump consists of the following components:
• Twin HP pump plungers
• Fuel temperature sensor
• Fuel metering valve.
NOTE: The fuel pump sprocket is a non-round sprocket that is timed to the crankshaft to reduce
chain loads and NVH.

FUEL SYSTEM
1 High Pressure (HP) fuel supply connection 2 Low Pressure (LP) fuel supply connection – fuel
– fuel pump to fuel rail filter to fuel pump
3 LP fuel return connection – fuel pump to 4 High Pressure (HP) fuel supply connection –
tank fuel pump to fuel rail
5 Pump plunger 6 Fuel temperature sensor and fuel metering

valve
7 Pump plunger
FUEL METERING VALVE

The fuel metering valve (also known as fuel volume control valve) is a variable position solenoid
operated valve that is controlled by the PCM. The fuel metering valve determines the amount of fuel
that is delivered from the internal transfer pump to the HP pumping elements. The fuel metering valve
receives a constant power supply at battery voltage to one side of its coil. The PCM switches the
other side to ground using Pulse Width Modulation (PWM) in order to control the quantity of fuel that
is pressurised by the pumping elements. The volume of fuel sent to the rail determines the amount
of pressure that can build up behind the injectors. This forms part of the high pressure fuel pressure
control loop. As the supply current to the fuel metering valve increases, less fuel is allowed to be
compressed by the high pressure fuel pump.
When there is no signal to the fuel metering valve, the valve is open and the HP pump will compress
and deliver the maximum amount of fuel to the fuel rail. This will be compensated for by actuating
the fuel pressure control valve to regulate the fuel rail pressure.

FUEL SYSTEM
Item Description
1 Fuel metering valve
CAUTION: The fuel metering valve is NOT replaceable. The part is not available as
a spare part. The fuel metering valve should not be removed to avoid contamination
of the high pressure fuel pump.

FUEL SYSTEM
FUEL PRESSURE CONTROL VALVE
The fuel pressure control valve receives a constant power source at battery voltage to one side of
the control coil. The PCM then switches the other side of the control coil to ground, using a Pulse
Width Modulated (PWM) signal. This will establish the desired fuel pressure in response to the
information from the rail pressure sensor. When the solenoid is de-energized, an internal spring holds
an internal valve closed. At a pre-determined fuel pressure, the force of the internal spring is overcome,
opening the valve and allowing fuel pressure to decay into the fuel return pipe.
The PCM requires information from the following components in order to determine the fuel rail
pressure control valve position.
• Fuel rail pressure
• Engine load
• Accelerator pedal sensor position
• Engine coolant temperature
• Engine speed.
Effect of Failure
• In the event of a total failure of the fuel rail pressure control valve, the engine will not start.
When the engine starts from cold, the fuel pressure control valve will return an excess amount of fuel
from the fuel rail in to the return pipe. This is achieved in conjunction with the fuel metering valve,
which allows an excess amount of fuel in to the high pressure fuel pump to be compressed and
heated. The excess amount of fuel directed in to the return pipe from the fuel rail is used to aid in the
warming of the fuel filter and cold fuel. This helps to prevent and eliminate any 'wax' crystals which
have formed, and heat the fuel to the optimum temperature for injection.
When the engine is at operating temperature, the high pressure fuel will be controlled mainly via the
fuel metering valve. By only using the fuel metering valve to control fuel rail pressure, the efficiency
of the system is increased. Any fuel which is directed to the return pipe via the fuel pressure control
valve is a result of the fuel metering valve allowing more fuel than needed to be compressed by the
high pressure pump. The fuel pressure control valve will only release fuel from the fuel rail when
necessary.

FUEL SYSTEM
FUEL RAIL PRESSURE SENSOR
The fuel rail pressure sensor is located on the fuel rail and receives a 5V power supply from the
engine PCM. The sensor produces an analogue signal of between 0V and 5V depending on the
pressure sensed. Low pressure gives a low voltage output and consequently high pressure gives a
higher voltage output.
The engine PCM uses this signal to adjust the high pressure fuel metering valve which in turn controls
how much fuel is supplied to the rail.
Effect of Failure: In the event of a fuel rail pressure sensor fault the engine will have restricted power.
The engine will start and run but will not be able to achieve full rpm and power. The PCM monitors
the fuel rail pressure sensor for faults and can store fault related DTC's.

FUEL SYSTEM
This example shows an engine at idle then held at full RPM before going back to idle.
EXAMPLE FUEL RAIL PRESSURE SENSOR WAVEFORM
FUEL INJECTORS
1 Electrical connector 2 Fuel return connection
3 High pressure in 4 Injector code location

FUEL SYSTEM
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. 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 piezo injector operates with fuel pressure up to 2500bar (36260psi) and actuating voltages up
to 200V. The injectors will not be activated until a fuel rail pressure of 230bar (3335psi) is achieved.
The injector operates in a similar way to the solenoid injector, by creating a pressure difference across
the injector nozzle.
To open the injector, the piezo stack is energised. When energised, the piezo stack only expands by
approximately 100 microns, the thickness of a human hair. The piezo stack acts on the hydraulic
coupler. The hydraulic coupler multiplies the movement of the piezo stack. The hydraulic coupler
opens the injector control valve allowing a small amount of fuel to leak from the top of the injector
nozzle. This creates a low pressure difference on top of the injector nozzle. The higher pressure at
the bottom of the injector nozzle lifts the nozzle and injects fuel into the cylinder. Injector duration is
controlled by holding the injector control valve open, ensuring there is a pressure difference across
the injector nozzle, allowing the nozzle to stay open.
Although the piezo element has a measurable resistance of 250kOhms, it is electrically similar to a
capacitor and as such electrical charge is stored in the crystals instead of flowing through. The injectors
must never be disconnected with the engine running. This can permanently damage the injector.
There is also a risk of electrocution.
The piezo element may remain charged for a short time after engine switch off. When in operation,
actuating voltages can reach 200V. To avoid electrocution, do not touch the contacts.
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.

FUEL SYSTEM
GLOW PLUGS
GLOW PLUG COMPONENT LOCATION
1 Glow plug control module 2 Glow plug warning indicator
3 Powertrain Control Module (PCM) 4 Glow plug (x6)
Ingenium I6 3.0L Diesel uses a closed loop glow control system. This means that the voltage can be
varied to each plug individually to keep the tip at the desired temperature. The temperature requested
is 1250°C. The tip temperature of the plug is not directly measured but correlated against resistance.
As the temperature of the plug increases so does its resistance, therefore the Glow Plug Control Unit
can measure resistance and calculate tip temperature.
The glow plug strategy has four different modes which are as follows:
• Pre-glow
• Start glow
• Post glow
• Intermediate glow.
Pre-glow is initiated on an engine start request and is designed to get the glow plug up to maximum
temperature before cranking begins. The initial part of the pre-glow phase is called the 'push' phase.
This is where the plug receives a greater than nominal voltage to increase the heat up time (11 volts
for one second then back to the nominal 7 volts). Pre-glow is only used below 15°C cylinder head
temperature and pre glow time increases with a colder cylinder head temperature.
Start glow is used during cranking but only if the cylinder head is below 60°C. It follows immediately
on from pre glow, if there is no pre glow due to the cylinder head being above 15°C then the 'push'
phase is used on start glow instead. Start glow is turned off once the engine reaches a 'running' state,
at this point it goes into post glow.

FUEL SYSTEM
Post glow is used for a period of time after every engine start where the cylinder head is below 60°C
(this is in-line with start glow). The minimum post glow time is one minute and the maximum is 20
minutes (if the engine was started at -30°C at a high altitude for instance). Post glow can be turned
off periodically ('No Post Glow' phase) if the engine torque output goes above a set threshold, this is
to protect the plug from over heating. If the post glow timer has not elapsed then they will turn back
on once the torque has dropped below the threshold again.
Intermediate glow is used to turn the plugs back on in certain situations after post glow has elapsed.
Intermediate glow is only used when driving down a mountain, this is because then engine coolant
temperature can drop quite quickly with prolonged periods of over-run. If this happens then the plugs
will turn on so as to avoid misfire when the driver accelerates at a plateau or the bottom of the
mountain.

FUEL SYSTEM
GLOW PLUG CONTROL DIAGRAM
1 Powertrain Control Module (PCM) 2 Body Control Module/Gateway

Module (BCM/GWM)
3 Instrument Cluster (IC) - Glow plug warning 4 Glow plug (x6)

indicator
5 Ground 6 Power supply
7 Cylinder head temperature sensor A Hardwired
AM High Speed (HS) Controller Area Network (CAN) AX FlexRay

Chassis Systems Bus

INTRODUCTION
INDUCTION AND EXHAUST

SYSTEMS
INTAKE AIR DISTRIBUTION AND FILTERING
INTAKE AIR DISTRIBUTION AND FILTERING (POST-TURBOCHARGER)
1 Clean air duct 2 Water Charge Air Cooler (WCAC)
3 Air duct 4 Electric throttle
5 Intake manifold 6 Manifold Absolute pressure and Temperature

(MAPT) sensor
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.
The engine features series sequential twin Variable Geometry Turbocharger (VGT) system.
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.

SERIES SEQUENTIAL TURBOCHARGERS
TURBOCHARGER WITH INTEGRATED EXHAUST MANIFOLD
1 Integrated exhaust manifold 2 High pressure turbocharger
3 Low pressure turbocharger
A series sequential turbocharger system is utilised to extend the mass air flow and boost
pressure capacity of the boosting system and enables the following benefits:
• An engine delivering improved fuel efficiency and a reduction in exhaust emissions
• The same performance as a larger capacity engine
• Due to the low revving characteristics of the engine, a smooth power delivery across the entire
engine rev range.

TURBOCHARGER COMPONENTS
1 High pressure turbo VGT actuator 2 High pressure turbo VGT
3 Vacuum actuator breather pipe 4 Low pressure turbo bearing to jacket

connecting coolant pipe
5 Low pressure turbo 6 Low pressure turbo VGT actuator
7 Bypass valve vacuum actuator 8 Low pressure turbo integrated heat shield

VACUUM CONTROLLED ACTUATOR
1 Vacuum breather pipe 2 Actuator linkage
3 Actuator rod 4 Vacuum controlled actuator
The vacuum controlled actuator is used to control the amount of boost which is provided by the low
pressure VGT (balancing the operation of the series turbochargers).
The vacuum actuator is controlled by the Powertrain Control Module (PCM) via and electrical solenoid
located at the front of the engine. The signal used to actuate the solenoid is Pulse Width Modulated
(PWM) on the negative wire. A scope can be used to capture the signal from the PCM.

EXPECTED VACUUM ACTUATOR WAVEFORM
NOTE: The actuator is spring loaded holding the components in the open position and vacuum
controlled in the closed position. This allows the actuator to operate in a fail-safe position if
there are any electrical or vacuum issues. The vacuum controlled actuator should not be removed
in service as it is calibrated at the factory. Any actuator replacement requires the turbo to be
replaced.
PASSIVE VALVE

Item Description
1 Passive valve
Within the air intake pipe exiting the turbochargers is a passive intercooler valve. The purpose of this
valve is to prevent intake air recirculating through the low pressure VGT when under load. If no valve
was fitted compressed air would recirculate back to the HP compressor inlet. The valve contains a
spring loaded valve flap which acts like a one way valve for air exiting the low pressure turbo.
The valve is purely mechanical, has no position sensors and is not controlled by the PCM.

SERIES SEQUENTIAL OPERATION
When using a single smaller Variable Geometry Turbocharger (VGT) there are advantages and
disadvantages. The smaller VGT turbo will spin up faster but has a limited mass air flow. The larger
VGT turbocharger provides a higher air flow but its larger rotating inertia can reduce transient response
(how quickly it changes from a stationary condition to a moving condition). By combining the output
of each turbo we have an induction system that provides increased boost pressure across the entire
engine speed or load range.
At low engine RPM and engine speeds, the sequential turbo sends the compressed air only to the
low pressure turbo. As the engine speed increases, the low pressure turbo opens up a valve and
allows the air to enter the high pressure turbo. This allows only the high pressure turbo to provide
the boost.
Sequential turbocharging provides usable boost along the wider RPM range, especially at lower
speeds.
With the bypass closed, exhaust gas acts upon the low pressure turbine after it has passed through
the high pressure turbine. The gas flow is sufficient enough to provide some boost pressure.
This serves two purposes for the sequential system:
1. Any energy not extracted by the high pressure turbine is available to be extracted by the low
pressure turbine increasing the efficiency of the boosting system.
2. It enables a smooth switching event between turbochargers as the low pressure turbine does not
have to be accelerated from stationary.
In low engine load conditions the Turbine bypass is closed. All exhaust gas leaving the engine is
diverted into the turbine of the high pressure turbo. The vane position of the VGT is determined by
the Mass Air Flow (MAF) and the Boost pressure sensor values, providing the required energy to the
compressor to achieve the boost pressure required. Exhaust gas exits the high pressure turbo and
is passed over the low pressure turbo turbine.
NOTE: In order to understand the exhaust and intake air flow of the series sequential
turbocharger system the following diagrammatical images require observation.'

TURBOCHARGER AIR FLOW SCHEMATIC
1 High Pressure Variable Geometry 2 Low Pressure Variable Geometry

Turbocharger (VGT) Turbocharger (VGT)
3 Vacuum actuator controlled valve 4 Passive compressor bypass valve
5 Charge Air Cooler 6 Air filter Housing
7 Exhaust 8 Engine

ENGINE SPEED/LOAD INCREASES - MID RANGE
Figure E249961 shows what happens when the engine speed and load increases. The vacuum
actuator controlled valve (3) starts to open allowing a small amount of exhaust gas to enter the low
pressure turbocharger turbine. The low pressure turbocharger now starts to produce a pressure which
matches the pressure produced by the high pressure turbocharger. The pressure produced at the
low pressure turbocharger is not enough to create a pressure difference across the passive compressor
bypass valve (4), so it remains closed.

HIGH ENGINE SPEED/LOAD OPERATION
Figure E249962 shows a high engine speed or load condition, where the low pressure turbocharger
takes over as the main supplier of charge air to the engine. The turbine intake shut-off valve is fully
open, directing exhaust gas to the low pressure turbocharger. The charge air pressure produced is
enough to open the Passive Compressor Bypass Valve (4) so the pressurised air goes directly to the
intercooler allowing the fixed geometry turbocharger becomes the main supplier of charged air.
The high pressure turbocharger is kept spinning at its maximum capacity. The difference in pipe
diameter allows the low pressure turbocharger to supply most of the charge air and receive most of
the exhaust gas flow.

EXHAUST GAS RECIRCULATION
The Ingenium engine incorporates a combination of high and low pressure Exhaust Gas Recirculation
(EGR). Exhaust Gas Recirculation has been used for many years as a method for reducing nitrogen
oxides (NOx) emissions produced by the engine combustion process. NOx emissions are created
when high combustion temperature and pressures within the combustion chamber cause Nitrogen
(N₂) and Oxygen (O₂) to combine. As diesel engines run on maximum air (throttle valve fully open),
the engine runs with an excess of nitrogen and oxygen. For this reason, there is an abundance of
NOx which needs to be addressed.
High pressure EGR gasses from the exhaust manifold (before the turbo) are diverted at high pressure
into the inlet manifold after the intake throttle valve. This system is active at idle and partial engine
loads.
If the high pressure EGR valve was to open under load, exhaust gas used to power the turbo will be
pumped back into the intake manifold, in turn reducing the turbos performance.
Low pressure EGR gasses are taken after the diesel oxidation catalyst and diesel particulate filter.
The exhaust gasses are then diverted into the intake side of the turbocharger. This system is more
fuel efficient than high pressure EGR as energy is not being diverted away from the turbocharger.
EGR VALVES AND COOLERS
1 Low pressure EGR control valve 2 Low pressure EGR
3 High pressure EGR 4 High pressure EGR control valve
The configuration of the EGR system varies, depending on the vehicle emissions category as follows:
• EU4 specification - the EGR system has a high pressure EGR valve and an EGR gas cooler.
• EU5/6 specification - the EGR system has a high pressure EGR valve and a low pressure EGR
system.

• NAS specification - the EGR system has both high and low pressure EGR valves. Both the high
pressure and low pressure EGR valves have coolers.
The engine has a standard throttle valve, fitted to the intake manifold. This does not affect the LP
EGR.
This example was taken from a LP EGR actuator while the engine was at idle. As the EGR actuator
is given more voltage the Pulse Width Modulated (PWM) signal compresses.
EXAMPLE EGR ACTUATOR WAVEFORM
EU5/6 and NAS vehicles have a charge air temperature sensor fitted in the low pressure EGR cooler
outlet to the LP EGR valve. The sensor receives a reference voltage from the PCM and returns a
signal relative to the exhaust gas output from the low pressure EGR cooler.

INTRODUCTION

OVERVIEW
The Ingenium I6 3.0 Diesel engine has an Engine Management System (EMS) controlled by a
Powertrain Control Module (PCM) which monitors, adapts and precisely controls the following
components:
• Fuel system
• Variable geometry turbochargers
• High and low pressure exhaust gas recirculation
• Oil and coolant systems.
The PCM uses multiple sensor inputs and precision control of actuators to achieve optimum
performance during all driving conditions. The PCM is connected to the engine sensors allowing it to
monitor the engine operating conditions.
The signals are processed and actions are taken by the PCM to maintain optimum engine performance
in terms of driveability, fuel efficiency and exhaust emissions. The PCM memory contains data in the
form of maps which are then used as a basis for fuelling and emission control. By comparing the
information from the sensors to the data in the maps, the PCM is able to calculate the various output
requirements. An adaptive strategy is used by the PCM to take into account production tolerance
and ageing of components.
FLEXRAY™
For automobiles to continue to improve safety, increase performance, reduce environmental impact,
and enhance comfort, the speed, quantity and reliability of data communicated between a car's
electronic control modules must increase.
Advanced control and safety systems combining multiple sensors, actuators and electronic control
units are beginning to require synchronization and performance past what the existing standard,
Controller Area Network (CAN), can provide. Coupled with growing bandwidth requirements with
today's advanced vehicles utilize over five separate CAN busses, automotive engineers are demanding
a next-generation, embedded network.
The system also has a far greater communication speed than CAN and can run up to speeds of 10
Mbit/s which is 10 times faster than the equivalent controller area network.
The system will be tested in a similar way to CAN however the resistance and voltage signals will be
different.
COMMUNICATION COMPARISON CHART
Communication system LIN CAN FlexRay
Maximum Bus 40 kbits/s 1 Mbits/s 10 Mbits/s
Wires 1 2 2
Typical Applications Body Electronics (Mirrors, Powertrain (Engine, High-Performance Powertrain,

Power Seats, Transmission, ABS) Safety (Drive-by-wire, active
Accessories) suspension, adaptive cruise
control)

EXAMPLE FLEXRAY™ WAVEFORM
EXAMPLE WAVEFORM EXPLANATION

EXAMPLE WAVEFORM EXPLANATION
A Period/Time B Amplitude
NOTE: 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.
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 sensors may read 5V or 12V.

ENGINE SENSORS AND ACTUATORS
COMPONENT LOCATION SHEET 1 OF 4
1 Camshaft Position Sensor (CMP) 2 Crankshaft Position Sensor (CKP)

3 Electric throttle 4 Temperature Manifold Absolute Pressure

sensor (TMAP)
5 Charge air temperature sensor 6 Cylinder head temperature sensor
7 Cylinder block temperature sensor 8 Oil pressure sensor

1 Intake air temperature sensor 2 Charge air temperature sensor
3 Post DPF temperature sensor 4 Fuel pressure sensor - low
5 Engine coolant Temperature sensor (ECT) 6 Pre DPF temperature sensor

7 Exhaust manifold temperature sensor

1 Differential Pressure sensor 2 Crankcase pressure sensor
3 Engine oil pressure sensor 4 Fuel rail pressure and temperature sensor
5 Coolant pump solenoid 6 Mass Air Flow Sensor (MAF)

7 Fuel pressure control valve

1 High pressure turbo valve motor 2 Low pressure turbo valve motor
3 Coolant pump 4 High pressure EGR valve
5 Turbo vacuum actuator 6 Low pressure EGR valve motor

7 High pressure EGR valve motor
CRANKSHAFT POSITION SENSOR (CKP)
The CKP sensor is a 5V sensor which is located at the rear left side of the engine. This Hall effect
sensor measures the magnetic field variation induced by the reluctor ring on drive plate or dual mass
flywheel.
The reluctor ring has 58 teeth and a section where 2 teeth are missing. The sensor uses the missing
teeth on the trigger wheel to determine the crankshaft position and rotational speed.
The engine PCM uses the crankshaft position sensor signal for the following.
Signal Use
• Fuel injection timing
• Engine speed signal that can be used by other systems connected on the high speed CAN
• Synchronisation between camshaft positions and crankshaft positions.
Effects of Signal Failure
• Diagnostic Trouble Code (DTC) is registered in the PCM
• The engine will continue to operate using data from the Camshaft Position (CMP) sensor.

This waveform was taken at idle. When the RPM increases the pattern compresses.
EXAMPLE WAVEFORM AT IDLE
CAMSHAFT POSITION SENSOR (CMP)
The CMP is a 12V sensor which is located on the camshaft carrier on top of the engine. This Hall
effect sensor measures the magnetic field variation induced by the reluctor ring on the exhaust
camshaft.
The sensor measures the magnetic field variation induced by the reluctor ring to produce a square
wave signal proportional to engine speed.
The engine PCM uses the camshaft position sensor signal for the following.

Signal Use
• At engine start-up to synchronise the PCM with the Crankshaft Position (CKP) sensor signal.
• If the engine is running, the engine will continue to run, when the engine is switched off, the engine
will crank but will not restart while the fault is present.
This waveform was taken at idle. When the RPM increases the pattern compresses.
MASS AIR FLOW (MAF)/INTAKE AIR TEMPERATURE (IAT) SENSOR
The combined MAF/IAT sensor has a 12V supply and is located on the top of the air filter housing.

The MAF sensor outputs are digital signal proportional to the mass and temperature of the incoming
air. The air mass signal is a frequency modulated signal (FM) and the temperature signal is an
analogue signal.
Signal Use
• The PCM uses this data in conjunction with signals from other sensors and stored maps, to
determine the precise fuel quantity to be injected into the cylinders
• The signal is also used to control the required exhaust gas re-circulation quantity.
Effects of Signal Failure (MAF)
• Difficult starting
• Engine stalls after starting
• Delayed engine response
• Emission control inoperative
• Idle speed control inoperative
• Reduced engine performance.
Effects of Signal Failure (IAT)
• Over fuelling which may block the diesel particulate filter
• Idle speed control inoperative.
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.
EXAMPLE MAF WAVEFORM

MANIFOLD ABSOLUTE PRESSURE AND TEMPERATURE (MAPT) SENSOR
The combined MAPT sensor has a 5V supply and is located in the intake manifold after the electric
throttle.
The MAPT sensor uses a diaphragm transducer to measure the air pressure.
The temperature sensor incorporates a Negative Temperature Coefficient (NTC) thermistor in a
voltage divider circuit. The NTC thermistor works on the principle of decreasing resistance in the
sensor as the temperature of the intake air increases.
Signal Use
• Maintain manifold boost pressure
• Reduce exhaust emissions when driving at high altitude
• Control of the EGR system.
• Altitude compensation inoperative causing premature diesel particulate filter blockages
• Active boost control inoperative.

This waveform shows a MAP signal where the engine runs at idle and is then accelerated quickly.
The increase of amplitude on the waveform is due to an increase of manifold pressure.
EXAMPLE MAP WAVEFORM
CYLINDER HEAD TEMPERATURE SENSOR
The cylinder head temperature sensor has a 5V supply and has negative temperature coefficient
(NTC) properties. The sensor is located in the front of the cylinder head, adjacent to the oil filter
housing and the cylinder head water outlet pipe.
The sensor measures the temperature of the cylinder head metal and has no connection to the engine
coolant.

Signal Use
• The sensor is used as a 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.
Example of Temperature Sensor Waveform.
OXYGEN SENSOR
All current Jaguar Land Rover diesel engines make use of a heated oxygen sensor (HO2S). The
sensor is a wide band type sensor which means it can precisely measure the oxygen content of the
exhaust gas. Unlike a petrol engine, the diesel engine does not use the oxygen sensor to regulate
the air fuel ratio to lambda 1. The diesel engine uses the oxygen sensor for the following.
Signal Use
• Injector and fuelling trim - the oxygen content of the exhaust is used to fine tune the injection
quantity.
• DPF regeneration - the PCM monitors the oxygen content in the exhaust during DPF regeneration.
There needs to be enough excess oxygen in the exhaust gas to convert the particulate matter into
carbon dioxide.
• Boost leaks - the oxygen sensor signal is used in conjunction with the mass air flow signal to
diagnose boost leaks.
Effects of Failure
• Fuelling strategy can be affected
• EGR functionality can be affected.

CYLINDER BLOCK TEMPERATURE SENSOR
The cylinder block temperature sensor has a 5V supply and has negative temperature coefficient
(NTC) properties. The sensor is located on the left side of the cylinder block, between the electric
thermostat housing and the High Pressure (HP) fuel pump. The sensor measures the temperature
of the cylinder head metal and has no connection to the engine coolant.
Signal Use:
• Block heater detection. The sensor monitors the heat generated by the block heater.
• It allows the engine PCM to calculate engine temperature in conjunction with other coolant sensors.
Effects of Failure:
• Incorrect block heater functionality
• Potential fuelling strategy issues.

EXAMPLE OF TEMPERATURE SENSOR WAVEFORM.
OIL PRESSURE AND TEMPERATURE SENSOR
The oil pressure and temperature sensor is located in the oil filter and housing assembly located at
the front right on the engine and receives a 5V supply from the PCM.
The oil pressure sensor is connected directly to the PCM. The PCM outputs the engine oil pressure
state on the high speed CAN powertrain systems bus for use by the instrument cluster.
The temperature sensor is an NTC type sensor which operates in a range of -30°C (-22°F) to +150°C
(302°F) temperature range.
A PWM output signal is used to transmit both the oil pressure as well as the oil temperature. The
Powertrain Control Module evaluates the PWM output signal from the sensor.

Signal Use
• The sensor allow the PCM to monitor the engine oil pressure/temperature and transmit the
information on the high speed CAN powertrain systems including the instrument cluster.
Effects of Failure:
• Warning light will illuminate on the instrument cluster.
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 - RADIATOR OUTLET
The ECT sensor circuit consists of a voltage divider which incorporates a negative temperature
coefficient (NTC) thermistor within the ECT sensor. 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 60°Celsius (140°F)
engine coolant temperature for fuelling purposes.
Signal Use
• Fuelling calculations
• Limit engine operation if engine coolant temperature becomes too high
• Cooling fan operation.
Effects of Failure
• Difficult cold starting
• Difficult hot starting
• Reduced engine performance
• Temperature gauge inoperative or inaccurate reading.

EXAMPLE WAVEFORM ON A COLD ENGINE AT IDLE
ENGINE COOLANT TEMPERATURE (ECT) SENSOR
The ECT sensor is located in the coolant transfer rail adjacent to the electric heated thermostat.
The input to the sensor is a 5V reference voltage supplied through a resistor within the PCM.
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.
Effects of Failure
• The electric thermostat operation will be limited to that of a standard thermostat.

ENGINE COOLING FAN CONTROL MODULE
E246690
The engine cooling fan control module is incorporated into the cooling fan motor and is controlled by
the PCM via a relay and a pulse width modulated signal.
Signal Use
• The module allows the engine PCM to control the speed of the fan motor operation.
• The fan control module varies the resistance of the supply line supplying current to the fan motor.
This in turn varies the speed of the fan.
Effects of Failure
• Incorrect fan operation resulting in the engine over heating or over cooling.
Crankcase Pressure Sensor
NOTE: The crankcase pressure sensor is only used in the NAS market. This sensor will not be
present on any European vehicles.
About 20% of the total Hydrocarbon (HC) emissions produced by an engine are blow-by emissions
from gases that get past the piston rings and enter the crankcase. The higher the mileage on the
engine and the greater the wear on the piston rings and cylinders, the greater the blow-by into the
crankcase.
Signal Use
• Measurement of the differential pressure between the crankcase ventilation pipe and atmosphere.
Effects of Failure
• Permanent fault is stored and the MIL is activated.

SENT SENSORS
DIFFERENTIAL PRESSURE SENSOR (DPF)
Both the low pressure exhaust gas recirculation and the diesel particulate filter utilise differential delta
pressure sensors which are both of the Single Edge Nibble Transmission (SENT) protocol. Both
sensors can still be tested using the approved diagnostic equipment.
SENT, SAE standard J2716, is a one way, point-to-point protocol for transmission of signal values
from sensors to a controller. It is used mainly in automotive applications and enables reliable
transmission of high-resolution data with lower cost than standards such as CAN, and higher bit rate
than LIN. Signals from the sensor are converted into a digital signal by the Application Specific
Integrated Circuit (ASIC).
The SENT sensors have the same number of wires as conventional pressure sensors. The sensor
has the following three wires:
• Signal line low state < 0.5V, high state > 4.1V
• Supply voltage line 5V
• Ground line.
Data is transmitted in units of four bits which equal one nibble for which the interval between two
falling edges (single edge) of the modulated signal with a constant amplitude voltage is evaluated.

SENT SENSOR WIRING
EXAMPLE SENT WAVEFORM (LP EGR AT IDLE)

Graphic E181687 shows a LP EGR SENT sensor which has been decoded in PicoScope. This function
allows the user to see the individual packets of information that are communicated by the sensor. To
access this functionality carry out the following.
• Obtain a reading on the signal line of the sensor
• Select 'Tools' in the task bar
• Select 'Serial Decoding' in the drop down menu.
• In the pop up box select the drop down list in the 'Protocols' box
• Select '1 Wire Beta' in the options menu.
EXAMPLE SENT WAVEFORM DECODED IN PICOSCOPE

ENGINE PCM INPUTS AND OUTPUTS
ENGINE PCM INPUTS AND OUTPUTS SHEET 1 OF 3
1 Powertrain Control Module (PCM) 2 High Pressure (HP) Variable Geometry

Turbo (VGT)

3 Low Pressure (HP) Variable Geometry Turbo 4 Coolant pump variable solenoid
(VGT)
5 Exhaust Gas Reirculation EGR bypass 6 Turbo bypass actuator
7 Ground 8 Fuse
9 Power supply 10 Camshaft Position Sensor (CMP)
11 Crankshaft Position Sensor (CKP) 12 Electric throttle
13 Manifold Absolute Pressure Sensor (MAP) 14 Low temperature cooling circuit

temperature sensor
15 Cylinder head temp sensor 16 Cylinder block sensor
17 HP EGR temperature sensor A Hardwire
AX FlexRay

1 Powertrain Control Module (PCM) 2 High pressure EGR valve motor
3 Low pressure EGR valve motor 4 Electric throttle heater connection
5 Vacuum control 6 Coolant pump variable solenoid

7 Ground 8 Fuse
9 Power supply 10 Charge air temperature sensor
11 Engine Coolant Temperature (ECT) 12 EGR temperature sensor

sensor
13 DPF temp sensor 14 Fuel pressure sensor - low
15 Fuel low pressure sensor 16 Post DPF temp sensor
17 Post turbo temp A Hardwire
AX FlexRay

1 Engine PCM 2 LP EGR valve
3 Oil pump control valve 4 Piston cooling jet solenoid
5 5. Power 6 Fuse

7 Ground 8 Differential pressure sensor
9 Charge air temperature sensor 10 Crankcase pressure sensor
10 Manifold Absolute Pressure And 11 Fuel rail pressure and temp sensor
Temperature (MAPT) Sensor
12 Fuel rail pressure control valve 13 Variable coolant pump position sensor
14 Mass Air Flow (MAF) sensor 15 SCOP sensor
A Hardwire AX FlexRay

EXHAUST AFTER TREATMENT SENSORS
NOTE: For a detailed information on the selective catalyst reduction system refer to the SCR
personal study module PDM300198 0515.
The Ingenium I6 3.0L Diesel engine is EU6 and CARB LEV 3 compliant. This section with give an
overview of the sensors associated with the exhaust after treatment and the effects of failure.
Selective Catalyst Reduction (SCR) is an emissions system which further reduces the oxides of
nitrogen (NOx) content in the exhaust gas.
The system incorporates the following type of sensors:
• Temperature sensors
• Oxygen sensors
• NOx sensors
• Differential pressure sensors
• Soot sensors (NAS only).
NOX SENSOR
The NOx sensor is a planar type sensor, with an integrated heater and sensor control unit. Prior to
the NOx sensor and the monitoring function becoming operational, the sensor must have reached
its 'dew point'. This is the point where the moisture content in the exhaust gas has evaporated and
can no longer damage the NOx sensor. In normal ambient conditions, this process typically takes
around 6 to 10 minutes.
Signal Use
• The sensor is used to measure the O2 and the NOx concentration in the exhaust gas of a diesel
engine.
Effects of Failure
• Accurate NOx control may be affected.
DIFFERENTIAL PRESSURE SENSOR
As previously discussed the differential pressure sensor used is a single edge nibble transmission
type. The sensor has three wires which consist of supply, ground and signal.
Signal Use
• The sensor is used to measure the pressure generated through the diesel particulate filter
• The engine PCM receives the information from the differential pressure sensor and compares the
data to internal maps which allow for engine speed, load and throttle position

• For example, a DPF with no soot but driven at high load could have same sensor voltage (and
therefore delta pressure) as a fully loaded filter driven at low load.
Effects of Failure
• Permanent fault is stored and the MIL is activated
• Incorrect engine PCM soot calculation.
This waveform was taken at idle with a cold engine. The length of time periods will change as the
temperature/pressure increases and decreases.
EXAMPLE DPS WAVEFORM
Temperature Sensors
There are four temperature sensors located in the exhaust system. The sensors used are a two wire
negative temperature coefficient (NTC) type. These sensors are used as they respond quickly to
temperature change causing the internal resistance to decrease as the temperature increases.
Exhaust Temperature Sensors prompt the ECU to regenerate the DPF to prevent and clear blockages,
as well as monitoring temperature levels during regeneration.
Signal Use
• The first sensor monitors the temperature before the turbo to measure exhaust gas temperature
when increasing the catalytic converter temperature.
• The second sensor monitors before the catalytic converter temperature for OBD reasons and to
compare the value with the post catalytic converter temperature sensor.
• The third temperature sensor is used to confirm that the extra fuel injected during active DPF
regeneration has reacted in the catalytic converter to increase the exhaust gas temperature.
• The fourth temperature sensor monitors the performance of the diesel particulate filter and ensures
that the exhaust fumes have been high enough to burn off the particulate within the filter during
active DPF regeneration.
Effects of Failure
• A temperature sensor fault maybe caused by an air induction system leak.
• Diesel oxidation catalyst mechanical integrity can also give the symptom of a faulty temperature
sensor.

POST DPF TEMPERATURE SENSOR SHOWN
The NTC thermistor will give out a uniform voltage which will vary as the temperature increases and
decreases.

Soot Sensor
NAS specification vehicles have a sensor after the DPF which monitors the soot content in the exhaust
gas. The soot sensor is connected to the soot sensor module by a wiring loom module and can not
be separated. The soot sensor module has four wires, a power supply, a ground and two private CAN
communication wires which are connected to the PCM. The soot sensor shares a private CAN
communication network with the NOx sensors and DEF heater control unit. The soot sensor module
transmits information to the PCM on the private CAN network.
The purpose of the sensor is to monitor the performance of the DPF. The soot content of the exhaust
is measured for a period of time depending on the driving condition. The measured soot content is
compared to a maximum value stored in the PCM. If the soot content is below the maximum value,
the measuring process continues. If the soot content exceeds the maximum value during the measuring
cycle, the Malfunction Indicator Lamp (MIL) will be illuminated and a fault code stored in the PCM.
The MIL will only be triggered after two consecutive failed cycles.

INTRODUCTION

ENGINE SERVICE SCHEDULE
The Ingenium I6 3.0L Diesel engine will use Castrol 0W-30 BOT 939 engine lubricating oil. The oil
has been jointly developed for this engine with Castrol and Jaguar Land Rover. It improves fuel
efficiency, reduces CO2 emissions and metal to metal friction and wear.
SERVICE INTERVALS
Item Normal Interval Reduced Interval Markets Severe Interval Markets
Castrol 0W-30 BOT Every 34,000 km (21,000 Every 13,000 km (8,000 Every 6,500 km (4,000 miles)
939 engine miles) or two years miles) or one year or six months
lubricating oil
Engine oil filter Every 34,000 km (21,000 Every 13,000 km (8,000 Every 6,500 km (4,000 miles)
miles) or two years miles) or one year or six months
Front accessory Every 101,000km (63,000 Every 103,000km (64,000 Every 103,000km (64,000
drive belt miles) or six years miles) or eight years miles) or eight years
Engine coolant Every 169,000 km (105,000 Every 129,000 km (80,000 Every 129,000 km (80,000
miles) or ten years miles) or ten years miles) or ten years
Air cleaner Every 68,000 km (42,000 Every 51,000 km (32,000 Every 26,000 km (16,000
miles) or four years miles) or four years miles) or two years
CAUTION: Always check TOPIx for the relevant service intervals and fill capacities
for the vehicle in your market.

RANGE ROVER SPORT OIL FILL CAPACITY
Service Oil Fill With Filter Service Oil Fill Without Filter
8.82 litres plus or minus 100ml 8.71 litres plus or minus 100ml
Minimum under fill - 4.63 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
9.03 litres plus or minus 100ml 8.91 litres plus or minus 100ml
Minimum under fill - 6.56 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 Diesel engine
which are listed below.
New special tools for the Ingenium I6 3.0L Diesel engine:
• JLR-303-1671 - Engine Chain Tool - Primary Chain
• JLR-303-1679 - Fuel Pump Tools
• JLR-303-1670 - Camshaft Sprocket Torque Reaction
NEW SPECIAL TOOL IDENTIFICATION
1 JLR-303-1671 - Engine Chain Tool - Primary 2 JLR-303-1670 - Camshaft Sprocket

Chain Torque Reaction
3 JLR-303-1679 - Fuel Pump Tools
Carryover special tools:

• Cam Timing JLR-303-1658
• Crank Locking JLR-303-1659
• Fuel Injector Removal 310-213
• Cylinder Head Bolts JLR-303-1653
• Lifting Eye Rear JLRT-283 JLR-303-1676
• Lifting Eye Front 303-1297
• Engine Lift Adaptor JLR-303-1680
• Front Crankshaft Oil Seal JLR-303-1628
• Rear Crankshaft Oil Seal JLR-303-1632
• Exhaust Manifold Bolt JLR-303-1652
• Front Cover Alignment Tool JLR-303-1672
• Crank Rotation Tool JLR-303-1656
• Oil Pump Sprocket Tool 205-053

INTRODUCTION
QUESTIONS
QUESTIONS
TEST YOUR KNOWLEDGE
Answer the following multi choice questions.
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
What is the power output of the Ingenium I6 3.0L Diesel engine?
Option Answer Selection
a. 250PS (180kW)
b. 300PS (220kW)
c. 350PS (260kW)
d. 400PS (294kW)
QUESTION 2
The Piston Cooling Jets (PCJ) on the Ingenium I6 3.0L Diesel engine have two jets as opposed to the
single piston cooling jets on the four cylinder engines. Which of the following statements best describes
the reason for this?
a. To aid the flow of oil into the oil pan.
b. To aid the cooling of the cast pistons.
c. To allow more oil into the cylinder bore for

lubrication only.
d. To aid the cooling of the aluminium pistons.
QUESTION 3
What is the target running temperature of the Ingenium I6 3.0L Diesel engine?
a. 120°C (1248°F)
b. 116°C (240°F)
c. 85°C (185°F)
d. 90°C (194°F)

QUESTIONS
QUESTION 4
With reference to the High Pressure (HP) fuel pump fitted to the Ingenium I6 3.0L Diesel engine, what
is the major difference between that and the HP fuel pump fitted to the Ingenium I4 2.0L Diesel engine:
a. The Ingenium I4 2.0L Diesel engine HP pump has two

pumping elements whereas the Ingenium I6 3.0L Diesel engine
HP pump only has one.
b. The Ingenium I6 3.0L Diesel engine HP pump has two

pumping elements whereas the Ingenium I4 2.0L Diesel engine
HP pump only has one.
c. The Ingenium I6 3.0L Diesel engine HP pump is an electric

pump.
d. The Ingenium I6 3.0L Diesel engine HP pump and the

Ingenium I4 2.0L Diesel engine HP pump are exactly the same
component.
QUESTION 5
True or False: The turbo system on the Ingenium I6 3.0L Diesel engine features two Variable Geometry
Turbochargers (VGT)
a. True
b. False
QUESTION 6
The Ingenium I6 3.0L Diesel engine turbocharger system also incorporates technology seen on the
Ingenium I4 2.0L Diesel engine. Which of the following best describes this common technology?
a. An integrated exhaust manifold.
b. Vacuum controlled wastegate actuator.
c. A fixed geometry wastegate.
d. Separate exhaust and turbocharger manifolds.
QUESTION 7
True or False: the I6 3.0L Diesel engine has three new special tools?
a. True
b. False

QUESTIONS
QUESTION 8
With reference to the I6 3.0L Diesel engine service schedules, what would the engine oil filter change
interval be under normal conditions?
a. Every 13,000 km (8,000 miles) or one year
b. Every 6,000 km (4,000 miles) or six months
c. Every 34,000 km (21,000 miles) or two years
d. Every 103000km (64000 miles) or eight years
QUESTION 9
Select all that apply:
Which of the following are common engine technologies across the Ingenium engines?
a. Variable Water Pump
b. Variable Oil Pump
c. Electronically Controlled Thermostat
d. Cast iron pistons
QUESTION 10
What type of chain is used for the primary and secondary drive on the I6 3.0L Diesel engine?
a. Standard bushed type for primary and secondary drive chain.
b. Standard bushed for the primary and roller bushed for the
secondary drive chain.
c. Standard bushed for the secondary and roller bushed for the
primary drive chain.
d. Inverted Tooth chain for the primary and roller bushed for the
secondary drive chain.
QUESTION 11
Which of the following statements best describes the fuel injectors on the I6 3.0L Diesel engine.
a. The fuel injectors on the I4 2.0L Diesel engine are mechanical while
the injectors on the I6 3.0L Diesel engine are solenoid type.
b. The fuel injectors on the I6 3.0L Diesel engine and I4 2.0L Diesel
engine are both solenoid type.
c. The fuel injectors on the I6 3.0L Diesel engine are a solenoid type
and the ones on the I4 2.0L Diesel engine are piezo.
d. The fuel injectors on the I6 3.0L Diesel engine are piezo type and
the ones on the I4 2.0L Diesel engine are solenoid type.

QUESTIONS
QUESTION 12
True or False: The glow plug system on the I6 3.0L Diesel engine has four strategy modes?
a. True
b. False
QUESTION 13
How many electric coolant pumps are fitted to the I6 3.0L Diesel engine cooling system?
a. One
b. Two
c. Three
d. Four
QUESTION 14
What is the stated maximum operating pressure of the High Pressure (HP) fuel pump on the I6 3.0L
Diesel engine?
a. 2700 bar (39160 PSI)
b. 2750 bar (39885 PSI)
c. 2400 bar (34810 PSI)
d. 2500 bar (36260 PSI)
QUESTION 15
Select all that apply:
Which of the following would be an expected effect of a signal failure from a Mass Air Flow (MAF)/Intake
Air Temperature (IAT) Sensor to the Powertrain Control Module (PCM)
a. Over fuelling which may block the diesel

particulate filter.
b. Difficult starting.
c. Engine non start.
d. Idle speed control inoperative.

QUESTIONS
QUESTION 16
True or False: Should the engine Coolant Temperature (ECT) Sensor - Radiator outlet signal fail, the
Powertrain Control Module (PCM) defaults to a value of 80°C (176°F) engine coolant temperature for
fuelling purposes.
a. True
b. False
QUESTION 17
What type of signal does the Powertrain Control Module (PCM) use to control the fuel metering vale
on the High Pressure (HP) fuel pump?
a. Pulse Width Modulated (PWM)
b. Local Interconnect Network (LIN) Bus
c. Powertrain CAN Bus
d. FlexRay
QUESTION 18
True or False: In the event of a malfunction of the Turbocharger Vacuum controlled actuator, replacement
of the actuator as a single component is possible?
a. True
b. False
QUESTION 19
Which of the following statements best describes the purpose of the engine coolant temperature
running at 90°C (194°F)?
a. To assist the passenger compartment warm up time.
b. To allow faster opening of the electrically heated

thermostat.
c. To allow quicker engine warm up due to the lower

temperature.
d. To allow wider EGR usage to support emissions targets.

QUESTIONS
Which of the following would best describe the effect of a failure of the fuel rail pressure control valve?
a. The engine will start if the coolant temperature is above

80°C (176°F).
b. The engine will start but with reduced performance.
c. The engine will only run at low speed (below 1500 RPM)
d. The engine will not start.

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INGENIUM I6 3.

0L DIESEL ENGINE INTRODUCTION

PERSONAL STUDY MODULE

INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION Version: 1.0 iii

iv Version: 1.0 INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION

AIM AND OBJECTIVES

INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION Version: 1.0 v

AIM AND OBJECTIVES

INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION Version: 1.0 1-1

INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION Version: 1.0 2-1

Common Diesel engine technologies:

TDV6 3.0L DIESEL ENGINE

2-2 Version: 1.0 INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION

Item Description Item Description

A Torque (Nm) B Engine Speed (rpm)

C Power (kW) 1 High Torque

INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION Version: 1.0 2-3

Valves per cylinder Four

Compression ratio 15.5 ± 0.5

Maximum power output 260kW (350PS) @ 4000rpm

Maximum torque 700Nm @ 1500-3000rpm

Turbocharger Twin turbocharger, series sequential

Exhaust after treatment 3-way catalytic convertor

Emissions standard EU6d / LEV3-ULEV125

Fuel consumption 11.3 litres/km (25.4 mpg)

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

2-4 Version: 1.0 INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION

Item Description Item Description

1 Cylinder head cover 2 Cylinder head

3 Cylinder block 4 Windage tray

INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION Version: 1.0 3-1

3-2 Version: 1.0 INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION

Item Description Item Description

A NVH covers B NVH covers and thermal encapsulation

INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION Version: 1.0 3-3

3-4 Version: 1.0 INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION

Item Description Item Description

1 Intake camshaft 2 Intake camshaft timing chain sprocket

3 Secondary timing chain 4 Exhaust camshaft timing chain sprocket

5 Exhaust camshaft 6 Secondary timing chain tensioner guide

7 Secondary timing chain tensioner 8 Primary timing chain tensioner guide

9 Primary timing chain tensioner 10 Crankshaft

11 Primary timing chain guide 12 Primary timing chain

13 Primary timing chain idler 14 Secondary timing chain guide

INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION Version: 1.0 3-5

Item Description Item Description

1 Active Ride Control (ARC) pump 2 Idler pulley

3 Torsional vibration damper 4 Idler pulley

5 Belt Integrated Starter Generator (BISG) and 6 Air Conditioning (A/C)

7 Variable cooling pump

3-6 Version: 1.0 INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION

Item Description Item Description

A Tensioner in the loaded position B Tensioner in the unloaded position

INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION Version: 1.0 3-7

3-8 Version: 1.0 INGENIUM I6 3.0L DIESEL ENGINE INTRODUCTION

Item Description Item Description

1 Oil filter and housing assembly 2 Oil cooler assembly

3 Primary timing chain oil jet 4 Variable flow oil pump