Presumably you will ring first and confirm that the fault code indeed indicates a faulty injector in case there's another possibility not yet tried.
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Presumably you will ring first and confirm that the fault code indeed indicates a faulty injector in case there's another possibility not yet tried.
Good point Graeme. Who would be able to confirm the fault code, a Land Rover dealer? I was under the impression that Test Book Fault codes are different to Nanocom codes.Quote:
Originally Posted by Graeme
The nearest RAA depot is collection us tomorrow and taking us to Hawker - population 200. Not sure they will have the technical equipment to make a diagnosis though. We'll see what happens when the tow truck arrives tomorrow and then work out what to do.
Just as well we have RACV Total Care!
That code doesn't have the format of normal fault codes so I suspect you're correct that its a Nanocom translation.
An independent LR workshop may have encountered Nanocom codes but should understand the description anyway. I'm aware of at least one independent recommended by several forum members but can't currently think of their name.
You could try Sovereigh Auto Services on 08 83625997. I spoke with one of them a couple of years ago and was impressed with what they did.
I'm told the South Australians get good service from PCB.
Might be worth a call also.
PCB Landrovers Homepage
19 Starr Avenue
North Plympton
SA 5037
Phone: (08) 8350 0110
EMail: pete@pcblandrovers.com.au
Sorry to come in late. Here is a description from RAVE about the CKP sensor. Oil in the Harness at the ECU can cause problems, when I first bought my D2, I had a fail to proceed, CKP was diagnosed, oil in the harness was the culprit. Hope this helps. BTW, a RAVE DVD is a must have. Buy one from the 'shop' section, top of the AULRO page. Hope this helps, Bob
The CKP is located in the transmission housing with its tip adjacent to the outer circumference of the flywheel. The
CKP sensor works on the variable reluctance principle, which sends a signal back to the ECM in the form of an ac
voltage.
The ECM uses the signal from the CKP for the following functions:
l To calculate engine speed.
l To determine engine crank position.
l To determine fuel injection timing.
The CKP sensor works as a Variable Reluctance Sensor (VRS). It uses an electromagnet and a target ring to generate
a signal. As the target ring passes the tip of the CKP sensor the magnetic field produced by the sensor is cut and then
re-instated. The ECM measures the signal as an ac voltage.
The outer circumference of the flywheel acts as the target ring for the sensor. The flywheel is divided into 36 segments
each of 10°. 31 segments have drilled holes and 5 segments are spaces. This equals 360° or one engine revolution.
The 5 spaces correspond to the TDC position of the 5 cylinders, this allows the ECM to control fuel injection timing
for each of the cylinders.
Input/Output
The two pins on the sensor are both outputs. The ECM processes the outputs of the sensor. To protect the integrity
of the CKP signal an earth shield or screen is used.
The ECM measures the outputs from the CKP. The ECM measures the positive signal from the CKP at pin 13 of ECM
connector C0158. The ECM measures the negative signal from the CKP at pin 36 of ECM connector C0158. The earth
path is via pin 16 of ECM connector C0158.
Voltage generation from the CKP sensor is relative to engine speed. The values expected from a good CKP sensor
are as follows:
l 2 to 3 volts with engine cranking.
l Rising to 6 to 6.5 volts from 1000 rev/min upwards.
The above readings are dependent upon correct air gap between the tip of the CKP sensor and the passing teeth of
the reluctor ring.
The CKP sensor can fail the following ways or supply incorrect signal:
l Sensor assembly loose.
l Incorrect spacer fitted.
l Sensor open circuit.
l Sensor short circuit.
l Incorrect fitting and integrity of the sensor.
l Water ingress.
In the event of a CKP sensor signal failure any of the following symptoms may be observed:
l Engine cranks but fails to start.
l MIL remains on at all times.
l Engine misfires (CKP sensor incorrectly fitted).
l Engine runs roughly or even stalls (CKP sensor incorrectly fitted).
CKP does not have any backup strategy and if it fails the engine will stop running and fail to start.
Remove
1. Disconnect multiplug from CKP sensor.
2. Remove bolt securing CKP sensor. Remove
CKP sensor from gearbox housing and discard
’O’ ring.
Refit
1. Clean gearbox housing and CKP sensor.
2. Fit new ’O’ ring, position CKP sensor to
gearbox housing and tighten bolt to 9 Nm (7
lbf.ft).
3. Connect multiplug to CKP sensor.
Thanks Bob10 - I've located it. I could not find it in Rave because of an incorrect name "crank case position sensor" which did not show up in a search of RAVE. Crankshaft position sensor or CKP are easy enough to locate - just a terminology issue.Quote:
Originally Posted by bob10
Good, hopefully you'll be ok. I look in the section " engine management system TD5 " , It's worth a read. Frightened me at first, have to admit. If you read it closely, you can identify the issues that are showstoppers, and if on a remote trip, carry appropriate spares. May never use them, but better safe than sorry. Bob
Well, one #2 injector and one injector harness later the Disco is purring along again without any lumpiness.
My fuel consumption does seem to have gone up though. Towing the van I was doing 16L/100km at worst and since having the injector and loom replaced I'm doing 17 - 18L/100km!
I don't think its because of headwinds and we have been cruising up the Stuart at a leisurely 95 - 100 kmh.
Anyone have any ideas as to why the consumption could suddenly go up like that?
Cheers from a warm Alice Springs (33 degrees).
Franz
Good that its now fixed. The increased fuel consumption could be attributed to the warmer temperatures.