LUCAS L ELECTRONIC FUEL INJECTION

AS FITTED TO THE 3528cc V8 ENGINE INSTALLED

IN THE ROVER SD1 VITESSE AND EFI VDP

Contents

Part 1 INTRODUCTION & DESCRIPTION

Part 2 SYSTEM OPERATION

Part 3 ELECTRICAL FUNCTION & CIRCUIT OPERATION

Part 4 APPROACHING A TUNE UP & DIAGNOSIS

Part 5 ELECTRICAL TESTS & EQUIPMENT

Part 6 HINTS & TIPS

IMPORTANT

This Rover SD1 EFI manual has been compiled using material originally made
available for Range Rover Dealer technician training. Where appropriate, it has
been modified to take account of different components used on the Rover SD1
Vitesse and EFI Vdp system.

Please read/review in its entirety to enable complete understanding of the

system rather than use Individual sections as a quick reference for solving
specific problems.

1
 PART 1 The Rover SD1 EFI contains three different
systems, all interlinked to produce the correct
INTRODUCTION fuelling under all driving conditions. These are:

In the days when fuel was cheap, mans desire for Fuel ~stem
performance from his car far outweighed any Air system
thought of economy. Electronics

Then two things happened; the price of fuel soared, DESCRIPTION

and people became conscious of air pollution caused
by unburned fuel being exhausted from the engine. Fuel System

The desire for performance remained but now The electric pump (P) draws fuel from the fuel tank
everyone became aware of the amount of fuel being (see fig.1.1). The pump passes the fuel along the fuel
consumed. supply pipe (8), through a fine mesh (2 micron) in-
Suddenly design engineers had to pay much more line filter (F) to the injector rail and injectors (1 -
attention to detail - cylinder head design, 8). Fuel pressure is controlled by the regulator (R)
manifolding and valve gear efficiency and so on. and excess fuel returns to the fuel tank via the
return pipe (E).
An essential part of the new thinking was attention Fuel enters the engine via eight injectors, one for
to the fuel system. No longer was it good enough each cylinder, and the fuel is injected indirectly.
simply to ensure fuel reached the combustion This means that fuel is not injected directly into
chambers in a form that allowed it to burn and the' combustion chambers.
produce power. No longer was an air/fuel ratio of
14:1 under most conditions considered adequate. The amount of fuel delivered by the injectors is
governed by the period of time they are open - the
Now the engineers had to design an efficient longer the 'open' time, the greater the amount of
system, which burned all the fuel introduced into fuel delivered.
the engine. As a result, carburettors have become
much more sophisticated, incorporating devices to The injectors operate in two banks of four; each
vary the amount of fuel entering under a variety of bank operates alternately, with both banks operating
conditions - ambient temperature, overrun etc. twice per working cycle.

14: 1 is no longer the air/fuel ratio to be aimed at;

today it is expected to be flexible - around 15.5: 1
for most operating conditions and 12.5: 1 under full
load.
In this search for efficiency a radical departure
from traditional carburettor fuel systems was the
introduction of electronic fuel injection on petrol
engines. First developed in the 1950's these units
were large and heavy, and proved to be very
unreliable electronically.
However, since that time technology has
transformed the mass production of transistors and
other solid-state components, which has opened the
way to a practical and reliable electronic fuel
injection system (EFI).
Today’s Rover SD1 EFI, combines state-of-the-art
technology with the legendary reputation for the Fig.1.1 Fuel System
ruggedness and reliability of the VB engine. At first P Fuel pump (not submerged on SD1)
glance under the bonnet it is not surprising that one F Filter
can he overwhelmed by the apparent maze of pipes, S Fuel supply pipe
ducts, valves, sensors and electronics. However, E Excess fuel return pipe
when broken down into their component parts the R Fuel pressure regulator
system becomes easier to understand and therefore PC Plenum chamber
easier to adjust or diagnose problems when they 1-8 Injectors
occur.

2
Air System

Without air in the correct volume, the fuel will nota.

burn efficiently; therefore a sophisticated air
control system is also necessary.

Fig.1.3 Electronics System

Now let us look at the function of the components

within each system, and see how they contribute to
the overall operation of 'Electronic Fuel Injection';
we will start with the fuel system.
Fig.1.2 Air System
A Air flow meter PART 2
T Throttle butterfly
PC Plenum chamber FUEL SYSTEM OPERATION
The driver's accelerator pedal operates a throttle Fuel Pump
butterfly (T), as seen in fig.1.2, located in the air
intake tract. From there the air passes to a plenum The electric fuel pump, located in front of the fuel
chamber (PC) located centrally over the engine and tank, is a roller type pump operated by a permanent
from which the air is drawn through ram pipes into magnet motor. The armature and bearings are cooled
the inlet manifold itself. and lubricated by the fuel flowing through the pump
with no risk of combustion because the pump never
contains an ignitable mixture, even when the tank
However, before the air reaches the throttle
empties.
butterfly it is drawn through the air flow meter (A).
The air flow meter is a vital part of the EFI system;
Fig.2.1 shows an eccentric rotor (RT) mounted on the
it measures the volume and mass of air being drawn
armature shaft with rollers (RO) in pockets rotating
into the engine, and takes into account the air
within a housing (H). When the motor is energised
temperature.
centrifugal force acting on the rollers forces them
Electronics System
outward to act as seals. The fuel between the rollers
is forced to the high-pressure side of the system
The Electronic Control Unit (ECU) illustrated in
(HP).
fig.1.3 controls the injector ‘open’ time (duration).
A pressure relief valve (PR) is located within the
The ECU is a solid state computer; it receives
roller pump (RP) prior to the armature (A) and
information from a number of sensor sources -
protects the pump from over -pressurising. A non-
engine speed, engine temperature, ambient
return valve (NR) is located in the pump outlet to
temperature, throttle position, air flow etc. It
the filter and injectors; it prevents fuel draining
compares this information with data already
from the injector supply pipe.
programmed into it, to inject the correct amount of
fuel by controlling the injector 'open' time.
Fuel gravitates through a filter in the tank to the
pump inlet and into the roller pump ensuring that the
system is primed. The roller pump generates the
necessary fuel pressure to feed the injection
system. Excess pressure opens the relief valve
allowing fuel to recirculate to the pump input.

3
 engine side of the throttle butterfly to sense
manifold depression.
b.
In the rest position the spring (R2) holds the,
diaphragm valve against the fuel return pipe.

Fig.2.1 Fuel Pump

RT Rotor
RO Roller
H Housing
HP High pressure side
RP Roller pump
PR Pressure relief valve
A Armature
NR Non return valve

Fuel Filter

Injector components are machined to close

tolerances, and therefore thorough fuel filtering is
essential to their efficient operation and long life.

The fuel filter is mounted on the nls inner wing

forward of the bulkhead. It is a 2 micron, fine mesh
unit that must be changed at stipulated service
intervals. It must be fitted the correct way round; Fig.2.2 Fuel Pressure Regulator
the arrow on the filter body shows the direction of T Throttle butterfly
fuel flow, when installed. D Manifold depression
E Excess fuel return
Fuel Pressure Regulator J Injector
R1 Regulator diaphragm valve
The fuel pressure regulator is fitted to control the R2 Regulator spring
pressure of fuel delivered at the injectors by sensing F Fuel rail (pump supply)
variations in manifold depression; this is to ensure
that the actual quantity of fuel released by the Under conditions of low manifold depression, e.g. full
injectors is governed by one factor only - injector throttle (Fig.2.2A), the spring continues to hold the
'open time'. diaphragm on its fuel return pipe seat. In these
circumstances, pump pressure must reach
The pressure regulator is fitted in the excess fuel approximately 36lb/sq.in to move the diaphragm valve
return pipe (E), close to the injector fuel rail with its against spring pressure and allow excess fuel to
fuel supply (F) as seen in Fig.2.2. It has two chambers return to the tank.
separated by a diaphragm (R1); one chamber contains
fuel from the supply line (F), the other is linked by a
pipe to the
4
When manifold depression is high, e.g. idle and The signal to inject comes from the ignition
overrun (Fig.2.2B), the diaphragm valve is drawn distributor reluctor as shown fig.2.4. Only four of
against spring pressure. The fuel return is opened the reluctor gaps are used to signal 'inject'; the ECU
and the fuel pressure falls to 26 Ib/sq.in. Any ignores every other signal. It is the ECU, which
intermediate depression will regulate fuel pressure dictates the injector 'open time’ and therefore the
between the minimum and maximum. amount. Of fuel that is injected.

In this way fuel pressure varies according to

manifold depression and ensures the amount of fuel
delivered by the injectors is governed only by the
injector 'open time
me.
When manifold depression is low (Fig.2.2A), fuel
pressure needs to be high to ensure sufficient fuel
is forced through the injector for a given injector
'open time', say 0.003 cc of fuel per 10 millisecond
period.
When manifold depression is high (Fig.2.2B), the
depression will try to 'suck' fuel from the injector Fig.2.4 Injector Signal
nozzle. Therefore the fuel pressure needs to be
reduced by the action of the regulator to ensure the A separate resistor pack is fitted in the circuit to
same 0.003 co of fuel will pass through the injector reduce the 12 volt supply down to 3 volts at the
in the same 10 millisecond period. injector; this is shown in the electrical section.

Injectors Obviously if the incorrect quantity of fuel is

injected, emissions, performance, economy and the
Although the injectors are non-serviceable items, it customer, soon become upset.
is useful to have some knowledge of how they
operate for diagnostic purposes. The principal sensor in the EFI system is the intake
air flow meter. And we see how this operates in the
Each injector contains a needle valve (A) as seen in next section.
fig.2.3, which is held closed in the rest position by a
coil spring (B). When the electrical solenoid (C) is
energised, it lifts the needle valve to allow the fuel
to pass; and when the solenoid is de-energised, the
spring snaps the needle valve closed to cut off the
fuel flow.

The tip of the needle is ground to a pintle shape to

ensure efficient atomisation of the fuel spray into
the inlet manifold.

Fig. 2.3 Injector

A Needle valve
B Coil spring
C Electrical solenoid
The injector needle valve is opened when signalled
by the ignition system via the ECU.

5
AIR SYSTEM OPERATION Operation

Air Flow Meter In fig.2.5 the flap is shown at rest (engine not
running); here it can be seen that the measuring flap
The air flow meter is located between the air filter is closed by the spiral spring against the stop. At this
and the throttle butterfly housing. Air flowing to the stage the fuel pump contacts are open to prevent
engine is monitored by the air flow meter and operation of the pump.
information is sent to the ECU.
During cranking and when the engine is idling
Incorporated in the airflow meter is an adjustment sufficient air is drawn into the engine to open the
screw to set the mixture and CO levels. flap unit approximately 5° as seen in fig.2.6. This
movement allows the contacts (FPC) to close and
switch the fuel pump into operation.

Fig.2.6
CO Air by-pass port and CO
Fig.2.5 Air flow meter (sectioned) adjustment screw
MF Measuring flap TB Throttle butterfly
CF Compensating flap TP Throttle
FS Flap spindle I potentiometer
FP Flap return spring S Throttle by-pass port and idle
AP Air flow meter potentiometer
Screw
FPC Fuel pump switch contacts It can also be seen in fig.2.6 that whilst the bulk of
air enters the engine via the measuring flap, a by-
The air flow meter contains a double flap unit, which pass port and adjustment screw (CO) is also provided.
pivots on a spindle (FS) mounted in the housing. The This adjustment screw enables fine adjustment of
measuring flap (MF) is closed on to its stop by a light the actual airflow and thereby controls the mixture
spring (FR), and is opened by the air being drawn into strength (CO) at idle speeds.
the engine; as the measuring flap opens, the
compensating flap (CF) moves into the damper The throttle butterfly (TB), which controls the
chamber. speed of the engine, is also equipped with a
potentiometer (TP) to provide the ECU with
A potentiometer (variable resistor) (AP) is information on throttle position.
connected to the flap spindle; movement of the flap
alters the value of the resistance which is signalled Also shown is the throttle butterfly by-pass port and
to the ECU. The ECU compares this signal value with idle speed adjustment screw (IS). This screw
its memory and, together with information from operates in much the same way as the mixture screw,
other sensors, computes the duration of the injector in that while some air is passing the throttle
'open' time. butterfly, the idle screw can be adjusted to alter the
total volume of air entering the engine, in order to
There is one further electrical connection at the flap control the idle speed.
spindle, which is to the switch contacts (FPC) in the
circuit to the fuel pump.

6
Let us now just concentrate on how the measuring flap Throttle Butterfly
is stabilised throughout the engine speed range. When
the throttle is opened as seen in fig.2.7, pressure at The throttle butterfly (seen in fig.2.9) is mounted in
'B' falls due to the depression in the manifold, and between the plenum chamber and the air flow meter;
atmospheric pressure 'A' moves the measuring flap to it is linked directly to the driver's accelerator pedal.
allow more air to enter the engine. At the same time
the air in chamber D is momentarily compressed, thus As mentioned previously, a throttle potentiometer is
damping the rate of movement of both flaps. mounted on the butterfly spindle similar to the
potentiometer on the air flow meter spindle.
c.

Fig.2.7 Fig.2.9
PC Plenum chamber TB Throttle butterfly
If the throttle is now held steady, the air pressure in IS Throttle by-pass port and idle
chamber '0' will also fall until it is equal to the adjustment screw
pressure at 'B'. This balance of pressure on each side EAV Extra air valve
of the damper flap ensures that the flap unit remains SAV Solenoid operated air valve (fitted
stable at any throttle opening. Only to vehicles with air conditioning)

The varying resistance signals from the air flow

meter and throttle potentiometers are fed to the
ECU for analysis and for computation of the injector
'open' time.
The information from these two potentiometers is
computed by the ECU to give a very accurate fuel/air
ratio supply to the engine.

The required ratio varies dependant on a number

of factors, and therefore additional devices are
fitted to ensure the correct air/fuel ratio under a
variety of conditions; for example, an 'extra air valve'
and Injector provide a richer mixture for cold
Fig .2.8
starting.
At maximum throttle opening as shown in fig.2.8, the
flap unit will be resting against the full open stop;
here depression is maintained, in chamber '0' by the
rush of air passing the small gap shown at 'G.

Both flaps are in fact slightly twisted in opposite

directions to the pivot spindle axis; this is to ensure
progressive pressure changes within chamber '0' and
smooth movement of the flap unit when opening or
closing.

7
COLD START OPERATION.

During cold starts, additional air and fuel is The disc is turned by a bi-metal (B), which responds
required to provide a combustible mixture. The air to both ambient temperature (i.e. the coolant
is supplied to the plenum chamber via the extra air temperature) or to the heating wire (H) coiled
valve, which bypasses the throttle butterfly and around it This coil is connected to the fuel pump
operates in conjunction with a cold start injector to electrical circuit; therefore the coil starts to heat
supply the additional fuel. the bi-metal and begins to close the valve as soon as
the engine cranks and runs (see fig. 2.10B).
Extra Air Valve
Once the engine is running, the combined effect of
The extra air valve is mounted on the inlet manifold the heater coil and engine temperature closes the
coolant gallery in front of and to the right of the extra air valve at temperatures between 60 - lO°C.
plenum chamber, and is therefore sensitive to
coolant temperature. Cold Start Fuel Injector

The extra air valve contains a disc valve (DV) as During cold starts an electrical supply into the ECU
seen in fig. 2.10A. and its basic design is quite from the starter circuit ensures an increased 'open'
simple. When cold, an aperture in the disc and an time for all the injectors during cranking. However,
aperture in the body of the valve are in alignment, to achieve a satisfactory start in particularly
allowing air to pass through. When the temperature adverse conditions, a· cold start injector mounted
rises, the disc turns about its central spindle on the R/H side of the plenum chamber is positioned
progressively eclipsing the aperture through which to spray directly against the incoming air to give the
the air can pass. best atomisation of the additional fuel it supplies.
d.
The cold start injector (CSI) (see fig.2.11) is
controlled by a 'thermo time switch' (TT) located
in the coolant gallery in the inlet manifold. This unit
contains a heater coil (HC) around bi-metal
operated contact points (BMC), and works as
follows.

Fig.2.10A Extra air valve (cold)

DV Disc valve
B Bi-metal
H Heating wire

Fig.2.11 Cold start Injector circuit

CSI Cold start injector
BATT Battery supply (when engine is
cranking)
TT Thermo time switch
HC Heater coil
BMC Bi-metal contacts

During cranking in cold conditions current can pass

through the closed contact points of the thermo
Fig.2.10B Extra air valve time switch and cause the injector to operate. At
(hot) the same

8
time current is passing through the heater coil to Vacuum actuators controlled from a vacuum diverter
warm the bi-metal. After a maximum of 12 seconds unit linked to the heater/aircon controls on the
the expansion of the bi-metal will open the contact centre console.
points; the injector will then cease to operate to
avoid an over fuelling condition. This vacuum comes from a connection to the rear of
the plenum chamber and is stored in a reservoir (VR)
In any case the injector will cease to operate as soon fig.2.13, mounted ON the N/S bulkhead.
as the engine fires because it is only connected to
the ignition system during cranking, and when
correctly tuned, the engine will fire and run before
the maximum 12 second limit is reached. At higher
ambient temperatures the operating time
progressively lessens, until 35°C approximately, when
the thermo time switch contact points remain open
and the cold start injector will not operate.

SOLENOID AIR VALVE OPERATION

(Only fitted to vehicles with air conditioning)

On vehicles fitted with air conditioning, an air Fig.2.13 Ventilation system vacuum supply
supply is taken from the extra air valve pipe; VR Vacuum reservoir
this supply feeds an air valve (fig.2.12), which
increases the idle speed when the air COOLANT CONNECTIONS
conditioning compressor cuts in. It is a sealed
unit containing a solenoid-operated valve. For quick warm-up, a manifold hot spot (MH) fig.2.14
is fitted under the plenum chamber intake in the
The solenoid is connected electrically to the area of the throttle butterfly; the hot spot is
compressor control circuit, and as soon as the heated by coolant passing through hoses (CH) from
compressor cuts in, the solenoid opens the valve to the engine.
allow additional air into the engine. This causes a
slight fall in manifold depression - enough to affect It is important to ensure that the ·hot spot· gasket
the fuel pressure regulator and increase the fuel and bolt threads are smeared with silicone sealant
pressure. The increased air/fuel mixture is during assembly to ensure coolant cannot leak to the
sufficient to step up the idle speed and counteract outside, or indeed past the bolt hole threads which
the loading on the engine imposed by the break through into the plenum chamber throat.
compressor.

cv

Fig.2.14 Throttle butterfly housing

VC Vacuum advance pipe
CV Crankcase vent pipe
Fig.2.12
MH Manifold hot spot
CH Coolant hoses
VENTILATI0N SYSTEM VACUUM SUPPLY (Only
fitted to vehicles with air conditioning)
The illustration also shows the vacuum advance pipe
connection (VC) on the manifold side of the
On vehicles fitted with air conditioning some of the flaps
butterfly and the crankcase vent pipe (CV) on the
on the heater/air conditioning unit are operated by
intake side.

9
Correct Functioning of the Crankcase Ventilation OVERRUN VALVE.
System is important to the operation of EFI. It is
explained next.

CRANKCASE VENTILATION

The crankcase ventilation system is an integral part

of the air supply system to the engine, but it is often
overlooked when diagnosing problems. An air leak or a
blocked pipe in the ventilation system will noticeably
affect engine performance.
e.

Fig.2.16 Overrun valve

VH Valve head
VD Valve disc
SP Spring
SS Spring seat
N Nut
IP Inlet pipe
CF Connection face to plenum chamber

Mounted on the side of the plenum chamber at the

rear of the engine, the connection face (CF) must be
airtight.

Sufficient air is provided by this valve during engine-

overrun conditions to ensure good combustion.
Fig.2.15 Crankcase ventilation system
OS Oil separator This is necessary because the very nigh vacuum
F Filter during rapid deceleration of the engine causes any
residual fuel condensed on the inlet manifold and
The system works as follows: plenum chamber walls to evaporate and create an
over rich mixture.
Air is drawn out of the crankcase by depression felt
at the pipe connected to the plenum chamber in the The pressure differential acting on the valve head
butterfly housing. This pipe connects to the front of (VH) compresses the spring (SP) centralised by the
the right rocker cover via an oil separator (OS) spring seats (SS). Thus, the head moves away from
which is fitted to ensure that lubricating oil is not the valve disc (VD) which is trapped by the
drawn into the engine inlet. As the impure air is being connection faces.
drawn out to be burnt in the combustion chambers, it
is replaced by fresh air drawn in through the filter This allows air to pass from the air rail into the inlet
(F) located on the rear of the left rocker cover (see pipe (IP) and through the valve into the plenum
fig.2.15) chamber to optimise the combustible mixture (see
fig.2.16).
The volume of air taken into the engine in this way
bypasses the air flow meter, and therefore must A nut (N) adjustment controls the spring tension,
remain a 'constant' amount to maintain the which is preset during manufacture and should not be
programmed air fuel ratio. Any faults that occur altered. However if it has been disturbed, acceptable
within the crankcase ventilation system will affect conditions can be restored with the nut
the running of the engine. These include: approximately 5 turns out from fully closed.
Air restriction due to blocked filter, oil separator, Having explained the fuel air and crankcase
external pipe etc. ventilation systems, we now look at the operation of
the electrical sensors, which provide the information
Excess air due to leaking gaskets etc. by which components carry out the commands of the
ECU.

10
 PART 3 Air Flow Meter

ELECTRICAL FUNCTION & CIRCUIT OPERATION The air flow meter contains three separate electrical
systems as seen in fig.3.2.
Before examining the operation of the electrical
system in the various modes, the following is a brief ATS Air temperature sensor
description of the components.
This air temperature sensor employs a silicon element
Electronic Control Unit (ECU) to detect changes in temperature, and is located in the
intake air stream. Current passing through the element
The ECU is of course the 'brains' of the EFI system, it causes it to be warmed and, as the temperature rises,
is located inside the vehicle, under the carpet in the the resistance of the element decreases. The volume
front passenger footwall and its principal function is to of air entering the intake will cool the element and the
determine how much fuel should be injected for any change in resistance value is fed to pin 27 of the ECU.
given set of circumstances and conditions.

These circumstances and conditions are monitored by

the various sensors, which provide the ECU with
information so that it can compute the injector 'open
time' and thus the quantity of fuel injected.

Fig.3.2 Air flow meter (AFM)

A TS Air temperature sensor
AFP Airflow potentiometer
FPC Fuel pump contacts

AFP Air flow Potentiometer

The potentiometer wiper is connected to the flap

spindle in the air flow meter. When the spindle turns,
the wiper moves across the resistor to vary the
voltage. In this way flap movement is sensed and the
Fig.3.1 Electronic Control System appropriate voltage signal sent to pin 7 of the ECU.

Clockwise in flg.3.1, Information is supplied to the ECU FPC Fuel Pump contacts
from:
The contact points are closed mechanically by a 5°
• Ignition key position - to detect engine-cranking movement of the flap during cranking.
duration.
• Throttle position. to interpret driver's accelerator This allows current to flow from the main relay,
movement. through terminals 39 and 36 of the air flow meter via
• Distributor. to give engine speed. the closed contact points, through. the left hand diode
• Coolant temperature sensor. to calculate cold start of the steering module to the fuel pump relay windings
and warm up fuelling requirements shown in flg.3.5
• Air temperature sensor. located in air flow meter.
• Inlet airflow. to calculate volume of air entering
engine
• Battery voltage.

11
Throttle Potentiometer

The throttle potentiometer (TP) is connected to the

spindle of the throttle butterfly. Its purpose is to
advise the ECU of the driver's accelerator pedal
position and its rate of change. It works in the same
way as the air flow meter potentiometer.

When the throttle is operated, the wiper moves over

the resistance to vary the voltage (see fig.3.3).
Fig.3.4 Thermo time switch
CSI Cold start injector
TT Thermo time switch
IS Ignition switch

When it can operate, the thermo time switch

ensures that:

a. The injector does not operate at all if the

coolant temperature is greater than 35°C.

b. The injector operates only up to a maximum of

12 seconds to avoid flooding, and the time
depends on coolant temperature. In other words
the injector only operates for the maximum 12
second period in temperatures of - 20°C;
warmer than this and the operating time gets
Fig.3.3 proportionally less.
In the cold condition the contacts are closed;
The ECU detects the rate of change of the voltage current is fed from the white/red wire through the
across the potentiometer connections (pins 2, 3 & injector, and then through the bi-metal strip and
18), and when appropriate, triggers the acceleration contacts of the thermo time switch to earth, thus,
enrichment circuits. At full throttle the ECU the injector will operate. The bi-metal strip is
detects the appropriate signal to provide full load sensitive to ambient temperature, and if the ambient
fuel enrichment. is already above 35°C the contacts wilt be open and
the injector win not operate.
The position of the throttle potentiometer is
adjustable (see part 4). The other connection from the white/red wire
Thermo time Switch passes current through the heater element of the
switch; it raises the temperature of the bi-metal
The thermo time switch is fitted to time the strip until after a maximum of 12 seconds· it will
operation of the cold start injector (CSI); it is break the contact and the injector will cease to
located in the coolant gallery at the left front of function.
the inlet manifold. It must not be confused with the
coolant temperature sensor fitted alongside it, but
slightly to the rear.

The thermo time switch (TT) seen in fig.3.4 contains

a pair of contact points; one of which is mounted on
a bimetal strip. A heater coil is fitted around the bi-
metal strip.
This cold start system is under the control of the
ignition switch (1S) it can only operate when the
ignition is in the 'crank' position.

12
Steering Module (Diode Pack)
Main Relay
Fuel Pump Relay

These three components are located together inside

the vehicle behind the front passenger glove box;
they all work in conjunction with one another.

A white wire from the ignition switch takes current Fig.3.6

through the right diode in the steering module
(terminals 4 to 1) seen in fig.3.5. From there it The heating coil is connected between terminal 87 of
connects to terminal 85 of the main relay, through the fuel pump relay and pin 34 of the ECU.
the relay windings to close the contacts. Current can Therefore when the fuel pump is operating, current
now pass to the air flow meter, the ECU pin 10, and is also passing through the heating coil and, once the
to the power resistors to supply the injectors. valve has closed after warm-up, the heat will
continue to ensure that it does not open again until it
has cooled.
Coolant Temperature Sensor
This sensor is located in the coolant gallery at the
left front of the inlet manifold; it must not be
confused with the cold start thermo time switch
fitted alongside, but slightly to the front. Its
function is to advise the ECU of coolant temperature
changes.
The coolant temperature sensor (CTS) seen in fig.3.7
Fig.3.5 is connected to pin 13 and earth pin 35 of the ECU.
SM Steering module (Diode Pack) It operates in a similar way to the air temperature
MR Main relay sensor in the air flow meter, using a silicon element
FPR Fuel pump relay to signal the ECU of changes in resistance, and
BATT Battery therefore temperature, so that the ECU can
IS Ignition switch compute the correct injector 'open time'.
FP Fuel pump
EAV Extra air valve
AFM Air flow meter
PR Power resistors

Similarly the fuel pump relay is activated by the

steering module. In the cranking mode current
reaches the steering module terminal 3 via a
red/white wire and, in the run mode, to terminal 2
via a blue/purple wire. This current passes out of the
steering module at terminal 5 to the fuel pump relay
terminal 85; the relay windings are energised to
close the points and operate the fuel pump.
Fig.3.7 Coolant temperature sensor (CTS)
Extra Air Valve
Power Resistor Pack
The extra air valve (EAV) contains a heating coil (see
fig.3.6) which, when heated, causes a bi-metal to This pack is attached to a bracket on the NIS inner wing
close off the air valve progressively forward of the suspension turret and its purpose is to
reduce voltage to the injectors from 12 volts to 3 volts
when open.

13
Injectors
The circuits for injectors 1, ~, 5 & 7 are earthed by
The injectors that inject fuel into the engine are opened the ECU via pins 15, 33, 32 & 14, whilst Ine·
by internal solenoids. Current comes from the ignition circuits for injectors 2,4,6 & 8 are earthed via pins
switch and Main Relay (MR) terminal 87 via two resistor 31,30,29 & 28
modules inside the Power Resistor pack (PR) (fig.3.8).
Current is available when the ignition is turned on. Fig.8 Injector circuit
IS Ignition switch
However the circuitry is not complete until the current is D Distributor
earthed by the ECU. To achieve this the engine must be C Coil
either cranking or running and the engine speed signalled MR Main relay
via the (WB) wire and ballast resistor (BR) to Pin 1 of the PR Power resistor
ECU, which is programmed to operate each cylinder bank packs
of injectors twice per cycle by providing an earth for the BR Ballast Resistor
circuits. 1- 8 Injectors 1- 8

Fig.3.8

ELECTRICAL CIRCUIT OPERATION

Key to all the following circuits - figs. 8 through 13 Wiring colour codes
BATT Battery B Black
IS Ignition switch U Blue
D Distributor N Brown
C Coil G Green
FP Fuel pump O Orange
TT Thermo time switch P Purple
CSI Cold start injector R Red
AFM Air flow meter W White
TP Throttle potentiometer Y Yellow
ECU Electronic control unit S Slate
SM Steering module P Pink
MR Main relay LG Light green
FPR Fuel pump relay
1-8 Injectors The last letter of a colour denotes the
CTS Coolant temperature sensor tracer
EAV Extra air valve
PR Power resistors
BR Ballast Resistor

14
Ignition off (fig.3.9)

b.

In the mode shown in Fig.3.9 the ignition is turned At this stage the mechanical contacts that are open are:
off and the engine is cold.
Air flow meter (AFM) Main
It can be seen that voltage is supplied to the brown relay (MR)
wires (N) from the battery to the ignition switch and Fuel pump relay (FPR)
to the main relay (MR) terminal 30/51.
However thermo time switch contacts (IT) are closed
(assuming the coolant temperature is below 35°C).

15
Ignition on fig.3.10)

In the mode shown in fig.3.10 the ignition has been Brown/orange (NO)
turned on (cold engine) but cranking has not started. To the two power resistors (PR) to alert the injectors.

There is now a feed through the white wire (W) to the Brown/orange (NO)
distributor (D) but as the distributor is not turning To the mechanical contacts on the air flow meter
there is no outward signal. spindle (AFM).

There are also supplies as follows: The circuits through the ECU are:

White (W) Pins 2 and 3. From the throttle potentiometer (TP).

To the fuel pump relay (FPR) terminal 30/51. However Red (R) and yellow (Y) wires.
the contacts are still open so the pump cannot operate.
Pin 18. To the throttle potentiometer.
White (W) Green wire (G).
Through terminals 4 & 1 of the steering module (SM) to
the windings of the main relay (MR) terminal 85/86 Pins 6, 7, 8, 9, and 27. To the air flow meter.
causing the contact points to close. Blue/red (UR) to terminal 6.
Blue (U) to terminal 7.
Because the main relay contacts are now closed, Blue/green (UG) to terminal 8.
current can pass through the main relay to: Blue/white (UW) to terminal 9.
Red/black (RB) to terminal 27.
Blue yellow (UY)
To terminal 1 0 on the ECU. This is the main feed to Pin13. The coolant temperature sensor (CTS).
the ECU to switch on the ECU circuits. Black/slate (BS) to sensor.
Black/white (BW) to earth and pin 5.

16
Cranking (fig).3.11)

In the mode shown in fig 3. 11 the engine must be able Because the engine is now cranking, the distributor
to start. Therefore circuits become operational to will be turning; current will signal pin 1 of the ECU via
the fuel pump, injectors, ignition, cold start injector the white/black wire (WB) from terminal 87. This
and extra air valve. signal provides the engine speed information.

A white/red wire (WR) supplies the following: Pin 1 of the ECU triggers the injector circuits by
Pin 4 of the ECU providing an earth as previously described.
The thermo time switch (TT)
The cold start injector (CSI) Air is now being drawn into the engine through the air
Terminal 3 of the steering module (SM) flow meter (AFM) and therefore the air flow meter
contacts (FPC) will close mechanically.
Steering module terminals 3 - 5 actuates the following:
Current can now pass from the main relay terminal 87
White/green (WG) via a brown/orange wire (NO), through the closed
To the fuel pump relay (FPR) terminal 85. points of the air flow meter terminals 36 and 39 to
the ECU pin 20 via a blue/purple wire (UP).
White/purple (WP)
From the fuel pump relay terminal 87 to fuel pump; the The same terminal (39) at the air flow meter provides
fuel pump now operates. a secondary feed to the steering module terminal 2,
also via a blue/purple wire (UP).
White/purple (WP)
From the fuel pump relay terminal 87 to the extra air
valve (EAV). The extra air valve signals the ECU
terminal 34 via a red/blue wire (RU).

17
Engine running (fig. 3.12)

In the mode shown in fig 3.12 the engine has started and As the engine warms up, the extra air valve (EAV) will
therefore the ignition key switch has been released from progressively close and reduce the supply of extra air
the cranking position to the on/run position. to the manifold.

Current is no longer supplied to the centre terminal (3) of The coolant temperature sensor (CTS) informs the
the steering module because there is no longer a feed via ECU via terminal 13 of the progressive increase in
the white/red wire from the ignition switch. coolant temperature, and the ECU reduces the
injector 'open' time accordingly.
Instead current is supplied from pin 36 of the AFM
through the blue/purple wire (UP) via terminals 2 - 5 When the engine has reached 60 - 70°C, the extra air
of the steering module. valve will be closed and the injectors will be supplying
a reduced fuel requirement for that condition.
This supply now keeps the pump relay closed and the
pump supplied with current. The injectors will now supply fuel in quantities
dictated by the ECU in response to signals from the
Because the engine is running the cold start circuit is throttle potentiometer (i.e. accelerator pedal
no longer live. position), and airflow and temperature as sensed by
the air flow meter.

18
EFI Wiring Diagram (fig3.13)

Key to all the previous circuits - figs. 3.8 through 3.13. Wiring colour codes
BATT Battery B Black
IS Ignition switch U Blue
D Distributor N Brown
C Coil G Green
FP Fuel pump O Orange
IT Thermo time switch P Purple
CSI Cold start injector R Red
AFM Air flow meter W White
TP Throttle potentiometer Y Yellow
ECU Electronic control unit S Slate
SM Steering module P Pink
MR Main relay LG Light green
FPR Fuel pump relay
1-9 Injectors The last letter of a colour denotes the tracer
CTS Coolant temperature sensor
EAV Extra air valve
PR Power resistors
BR Ballast Resistor This completes the description of the electrical
circuit operation and we now move on to study tune-up
adjustments and diagnosis.

19
 If it will not crank refer to the section of the
PART 4 Workshop Manual, which deals with the starter motor
and associated circuitry.
APPROACHING A TUNE UP
Assuming the engine attempts to start or run
There seem to be two ways in general that a tune up is
approached.
• Is the battery fully charged (slow cranking)?
Approach number 1 is to assume that plugs, air and
fuel filters are OK, and all that is necessary is to • Do all cylinders have good compressions (Refer to
connect one or two instruments, turn a few screws, Workshop Manual for data)?
adjust this that and the other and the job is done.
• Is the distributor timing reasonably accurately set?
Approach number 2 is to clean or renew plugs, fuel, air,
and crankcase ventilation filters, connect one or two • When NO.1 piston is at TDC compression stroke,
instruments, turn a few screws, adjust this that and does the distributor rotor arm point to No. 1 plug
the other and the job is done. lead in the distributor cap as seen in Fig.4.01?

Approach number 1 is likely to develop into a complete • Are the distributor leads connected in the correct
fiasco, as you discover one thing wrong after another, i.e. sequence and correctly routed (Note the separation for
blocked filters, burned out plugs, etc. Nos. 5 and 7 cylinders in particular, as these will cause
cross firing if incorrectly routed)?
Approach number 2 might work quite welt in some
instances, but can still develop into a problem job,
particularly if the operator has little knowledge of the
systems he is dealing with.

Then there is the correct way to approach a tune up

In fact it is often very difficult to decide where a

'problem job' ends and a 'tune up' begins. However,
when you decide to carry out a tune up, you must first
have a reasonable understanding of the operation of
the systems involved. Without such knowledge it is
impossible to diagnose what is wrong or how to put it
right. It is also reasonable to assume that the reader Fig.4.01 Plug lead routing.
is able to use basic workshop tools and instruments.
• Is the crankcase ventilation system in good order?
Thus the following instructions are designed to assist (See section on Crankcase Ventilation)
the user by adopting a systematic procedure to
diagnose, and rectify the most commonly encountered
• Are all the inlet manifold joints and pipe
problems associated with tuning, poor starting and
connections to the plenum chamber secure?
poor performance.
IF ALL THE ABOVE CHECKS APPEAR
Engine Tuning Preparation Procedure
SATISFACTORY. DO NOT ASSUME THAT THE
Including Preliminary Checks & Adjustments
ELECTRONICS IS FAULTY AS IT IS EXTREMELY
RELABLE. THE FAULT IS MOST LIKEL Y
The first checks are so obvious they are often
ELSEWHERE
overlooked; the following questions should be asked.
The next items to check are the throttle pedal/cable
A Is there petrol in the tank?
adjustments; throttle butterfly, throttle quadrant and
B Is the tank ventilation system in order?
levers, and throttle potentiometer.
C Are the inlet air or fuel filters blocked?

Incidentally the above presupposes that the engine

will crank.

20
Throttle Pedal and Cable Thus when the throttle pedal is depressed and
released, it must always allow the butterfly disc to
Before attempting any adjustments to the throttle seat itself in the same fully closed position.
system, first check that full movement of the
throttle pedal is not restricted by: Failure to attain this quality of adjustment will
result in a condition called idle speed hang up·,
a. Lack of lubrication of the cable. whereby the idle speed differs each time the
b. Incorrect pedal adjustment. throttle pedal is released and would make many of
c. Extra carpeting under the pedal. these tests impossible to carry out.

Throttle Butterfly Seating Throttle Potentiometer

If either, the position of the throttle butterfly, or its

linkages, have been disturbed, the throttle
potentiometer must also be checked and, if necessary,
adjusted as described below.

CAUTION: When making the following adjustment, the

meter must be set to volts.

WARNING: The potentiometer may be irreparably

damaged if the meter is set to ohms.

To check the adjustment, switch on the ignition,

Fig.4.02 connect the voltmeter between the red and green
A Throttle disc retaining screws leads at the potentiometer electrical plug and note
the voltmeter reading. It should read 325 ± 25Mv.
Contrary to the adjustments specified on some other
Rover vehicles, the adjustment of the butterfly disc on If the reading is incorrect, slacken the potentiometer
the Rover SD1 requires zero clearance between the disc securing screws and rotate the potentiometer one way or
and its housing. To ensure this is possible the disc must the other until the reading is correct. Tighten the
sit centrally within the housing without binding on either securing screws and re-check the voltmeter reading.
side.
At this stage it is assumed that the engine will run. If all
To facilitate this alignment thoroughly clean the the above checks have been carried out correctly, but
disc and housing, then slacken the adjustment the engine fails to start easily from a hot or cold
screws (A) to allow the disc to centralise on its condition, it is possibly due to a faulty coolant
shaft. temperature sensor. In this case it would be necessary to
For twin plenum air intake models refer to specific set- jump to the sensor checking procedure given later in the
up instructions, peculiar to that system. electrical test section of this guidebook. Other reasons
would have to be pursued on their merit.
Carefully tighten the screws to secure the centralised
position depress the throttle pedal fully and check that So, with the engine able to run, proceed as follows:
the butterfly opens fully but does not travel over
centre. Check and adjust ignition timing

Throttle quadrant and levers) adjustment To check the timing, run the engine until it reaches
normal running temperature. Connect a stroboscopic
Depending upon whether the vehicle has single or twin timing lamp and an accurate tachometer to the
plenum air intakes or whether it has a manual or engine, and disconnect the vacuum pipe from the
distributor. If air conditioning is fitted, isolate the
automatic gearbox, or if cruise control is Present will
compressor by switching the system off.
determine exactly what type of throttle quadrants and
levers are fitted. Start the engine and check the timing on the
crankshaft pulley damper at idle. For timing
Suffice to say that the quadrant and levers must be
purposes the idle speed must not exceed 600 RPM.
adjusted for minimum friction and no interference with
adjacent components (refer to Workshop Manual for
appropriate adjustments).

21
If the ignition timing is outside the tolerance for the DIAGNOSIS & PROBLEM SOLVING
model concerned (Refer to Workshop Manual for data)
slacken the distributor clamp bolt and rotate clockwise The first task when attempting to diagnose a problem is
to retard or anti-clockwise to advance to the correct to find evidence of the possible cause and the obvious
setting. Tighten the clamp bolt and recheck. place to start is with the spark plugs.

Before reconnecting the vacuum advance pipe check So, remove the plugs keeping them in strict cylinder
the distributor vacuum advance mechanism by sucking order left bank 1357, right bank 2468. You will recall
on the end of the tube and noting that the mechanism that the injectors operate in banks, so the colour of
is free to move and that the diaphragm it holds a each cylinder bank of plugs should now be compared
vacuum. with following chart:
Check and adjust idle speed
Condition Plug colours
Make sure the engine is fully warmed up before connecting Left bank Right bank
an accurate tachometer to check the idle speed (Refer to A Grey Grey
Workshop Manual for data). B White White
C Black Black
If the idle speed is incorrect, the idle speed adjustment D {Black Grey}
screw is located in the plenum chamber adjacent to the {Grey Black}
throttle butterfly. A tamperproof plug may be present, if
so, remove it to gain access to the idle speed screw. A = No obvious problem with air or fuel systems.
B = Excessive air or insufficient fuel.
Turn the idle speed adjustment screw clockwise to C = Excessive fuel or insufficient air.
decrease the speed and anti-clockwise to increase it. D = Excessive fuelling one bank only.
If the screw makes little or no difference to the idle
speed then the throttle by-pass port will be blocked Analysis
with oil or carbon deposits and must be cleaned out.
Condition A
Check and adjust Idle CO level
Grey is good, so this indicates a fault elsewhere
in the ignition system, plug lead condition or
The idle CO level is checked with the engine at normal
routing, timing, centrifugal or vacuum advance.
running temperature; the air cleaner must be fitted
and there must be no leaks in the exhaust system. Condition B
Suggests that air is leaking into the inlet system
Make sure the CO equipment is being operated to the due to a faulty air valve (air con. or cold start) or
manufacturers instructions and that the probe is by way of one of the many connections to the
correctly positioned in the exhaust pipe. manifold. Less likely is a fault with the air flow
meter or electrical system.
Check the CO level at idle and, if outside the limits
specified (Refer to Workshop Manual for data), remove Condition C
the tamperproof plug, if fitted, and adjust the mixture Given that the air filter and hose connections are
with the allen headed screw fitted in the air flow meter. sound, the obvious choice is the fuel regulator (high
fuel pressure), or it may be the thermo time switch
When checking/setting CO level do not allow the engine or coolant temperature sensor signalling engine
to idle for longer than 3 mins and give the engine a clear cold, when the engine is in fact hot. The final
out burst of 30 sees at 2000 rpm, then re-check the CO. possibility is that the air flow meter is faulty,
If necessary re-adjust the idle speed. giving the ECU incorrect information.

If access to a CO meter is not possible, then the screw Condition D

can be adjusted to 2.5 turns out from fully home, for an Over-fuelling on one bank of cylinders is most certainly
acceptable approximate setting. Fit new tamperproof plugs an electrical fault. This could simply be due to a poor
to complete the job. connection, or chafing of the earth wires in the loom to
one injector bank causing haphazard injection; or it
If at this stage a problem still exists with engine might be a more serious problem with the ECU.
performance then the preliminary checks should be
carefully carried out again before continuing.

22
Rectification 1. Disconnect the brake servo, and seal the union
connection at the plenum chamber.
Condition A (Ignition system)
Diagnosis and rectification should be possible 2. Disconnect the vacuum connection to the vehicle
by reference to the Workshop Manual or V8 ventilation system and seal the plenum chamber.
Engine Tuning Training Manual. LSMOO94TM.
3. Disconnect the extra air valve connection and
Condition B, C & D (EFI system) seal the plenum chamber.
Diagnosis and rectification is given in the
following air leak, fuel pressure and electrical 4. Disconnect the air supply to the extra air valve
checks. gallery from its connection near the throttle
butterfly and seal the port.
Air Leak Checking Procedure
5. Disconnect the crankcase ventilation pipe from
Having carried out the checks/adjustments listed its connection near the throttle butterfly, and
previously, if the engine performance is still not up to seal the port
standard, then obviously there remains a fault as yet
undiscovered. With so many pipe connections to the inlet 6. If fitted, disconnect the hose from the air
manifold and plenum chamber it is possible that an air conditioning air valve, and seal the plenum
leak is occurring into the manifold, which was not chamber
discovered during the preliminary checks. The following
procedure therefore is a method of diagnosing the exact 7. Disconnect the air supply to the overrun valve
location of the air leak, and will also prove if the extra air and seal the input to the valve.
valve for cold start or the air valve for air conditioning (if
fitted) are working correctly. c.

Begin by disconnecting at the plenum chamber the vacuum

pipe to the fuel pressure regulator. Fit a vacuum pump to
the pipe and operate the pump to approximately 15 in. Hg.
If the vacuum does not hold this will indicate an air leak
in either the regulator or the pipe. Rectify as necessary
then reconnect to the plenum chamber.

If a Vacuum pump is not available, disconnect vacuum

connection pipe from the regulator and examine the pipe
to ensure it is totally sound. Then, a simple check for the
integrity of the regulator is to refit one end of the good
pipe to the regulator and to suck on the open end. If the
vacuum generated by sucking does not hold, then the
regulator is definitely faulty.

Now thoroughly check the hose connection between the

air flow meter and the throttle butterfly housing,
ensure that the laminations of the hose have not
Fig.4.03 Air connections to plenum chamber sealed off.
separated, that there are no holes in the hose and that
the hose clips are secure.
With the exception of the pressure regulator
Start the engine, allow it to come· up to operating connection, all the air/vacuum connections at the
temperature and note and record the engine idle speed, plenum chamber/inlet manifold have now been sealed
using an accurate tachometer. Stop the engine. off, as illustrated in Fig.4.03.

Start the engine (if necessary depress the throttle

Next all air/vacuum related systems connected to the
pedal to raise the engine RPM) and run it again until
plenum chamber, which could affect performance, must
normal operating temperature is reached; then allow
be disconnected, and their attachment pipes at the
to idle and check and record the idle speed, and
intake manifold/plenum chamber sealed off with patches
compare with that recorded at the start of these
of self-adhesive tape (badge tape?) as follows:
tests.

23
If there is no change, this proves that all the systems Extra air valve
that have been disconnected were all sound originally.
The next step is to unseal and reconnect the extra air
If on the other hand the engine speed has altered valve hose at the plenum chamber (No.3in fig.4.03) and
significantly (more than 100 RPM), this indicates that check if there is a change in the engine speed.
one of those systems is faulty and, when reconnected, Assuming that the hose itself is sound, and remember,
will cause the engine speed to alter again. the inlet hose is open at the throttle end, any change
indicates that air is leaking through the extra air valve
Excessive air leakage into the vacuum connections, or mechanism into the plenum chamber and therefore the
blockage of a permanent air bleed into the inlet system, fault lies in the extra air valve itself.
can cause the engine speed to increase or decrease by
as much as 200 RPM or as little as 10 RPM if, for If when the hose is reconnected there is no change in
example, the crankcase ventilation oil separator is the engine speed then the extra air valve is proved to
blocked. be sound in respect to air leaks.

Faults, which cause small changes in engine speed are Overrun valve
often overlooked, or are erroneously rectified by
readjustment of the idle screw. Over time, these minor Now unseal the input pipe to the overrun valve (No.7 in
faults can build up and interact, so they must not be fig.4.03) and restart the engine once again. If there is
disregarded when they can be detected and analysed. no change in the idle speed then the valve is not leaking.

So if the RPM has altered, record the engine speeds at If the idle speed changes then there is a fault within
this and each subsequent stage. They are required for the valve that must be corrected. A common cause is
comparison to enable you to pinpoint which of the debris between the valve head and the valve disc
disconnected pipes or components is at fault, during the preventing the valve from closing properly.
remainder of the tests, as follows:

Brake servo Air conditioning air valve and air rail hoses

Begin by unsealing and reconnecting the brake servo Unseal both the air conditioning air valve connection
pipe (No.1 in fig.4.03), then start the engine and at the plenum chamber (if fitted) and the air hose at
compare with the speed just recorded; if there is a the throttle butterfly (No.4 and No.6 in fig.4.03)
change, a fault lies in the brake servo hose or in the and reconnect both pipes. Again start the engine and
brake servo unit itself. This area can now be check for any change in engine speed.
investigated and the problem rectified.
If no change is detected this proves that the air
Ventilation System hoses and the air conditioning air valve are sound.

Before reconnecting the vacuum pipe (if air conditioning If however the speed has changed it means that air
is fitted) to the ventilation system vacuum reservoir, is entering the plenum chamber either through the
set the controls to “ON” air conditioning air valve and it is this that is faulty,
or its associated pipes.
Then unseal and reconnect the pipe to the ventilation
system vacuum reservoir (No.2 in fig.4.03). Start the Crankcase ventilation
engine and check the engine speed; any change indicates
an air leak into the vacuum control system. Unseal and reconnect the crankcase vent (No.5 in fig.4.03)
and check the engine speed again. Any change in engine
To isolate the fault, first move the controls to 'OFF' speed will indicate a possible air leak in or around the oil
and recheck the engine speed; if it is still affected, you separator or the pipe itself. However, the crankcase
have narrowed the fault down to the vacuum reservoir ventilation system is complex and interactive with several
or the connecting pipes. If the engine speed has been seals and gaskets, which should be carefully inspected if
restored to that previously recorded the fault must lie problems are indicated.
in the vacuum distribution unit or one of the associated
vacuum servo units that operate the flaps or their Plenum chamber joints. Injector seals etc
associated pipes.
Having checked all the vacuum connections and
components there still remains a number of other

24
possible ways in which air can leak into the inlet manifold Fuel at low pressure will still remain in the system.
system. It could leak past the plenum chamber to trumpet This low pressure can be released by removing the
housing joint and the trumpet housing to inlet manifold cold start injector from the plenum chamber and
joint, the cold start injector, or indeed past any of the then placing the injector with hose still attached
injector seals, or past the manifold gasket. into a suitable container. Release the hose clip and
carefully remove the hose from the injector to
To check for leaks in any of these more inaccessible release any remaining pressurised fuel.
areas, start the engine and squirt thin oil (or even
WD40) around the mentioned joints, cold start injector Pressure gauge
and gasket locations in turn; any ingress of oil sucked
into the manifold can usually be heard or seen. Repeat Connect a suitable pressure gauge to the cold start
the test around all the injectors to ensure each has an injector hose. Refit the cold start injector and fuel
airtight seal. pump relay, and re-connect the battery.

Excessive amounts of oil ingress into the manifold Testing the Fuel Pressure Regulator
system will be indicated by not only the noise of the
oil being drawn in but also by the colour of the Remove the air filter from the inlet side of the
exhaust smoke which will change to blue. airflow meter, then switch the ignition on and
operate the flap in the air flow meter by hand to
As an alternative to using oil a propriety brand of energise the fuel pump and generate pressure.
Damp Start lacquer may be applied. It is used when
the areas to be sealed are grease fee and dry, and is Check that the pressure gauge reading is between
sprayed from an aerosol around the suspected areas 2.5 to 2.6 kg/sq.cm (35 to 37lb/sq.in).
of leakage; forming a plastic latex film which will
seal the most inaccessible of leaks into the air inlet Switch off the ignition. The fuel pressure should be
system. This form of sealant should be only used maintained between 2.1 to 2.6 kg/sq.cm (30 to 37
when the engine is switched off, as during lb/sq.in.)
application it gives off a flammable mixture.
The pressure reading may slowly drop through either
Remember that the cause any air leak discovered the regulator valve or the fuel pump non-return
using this method would still need to be permanently valve. A slow steady drop is permissible; a rapid fall
corrected. must be investigated.

After rectification of any air leaks into the inlet system If the pressure test is unsatisfactory, the most likely cause
the idle speed and CO level must be readjusted. of the problem is the fuel pressure regulator, which should
now be renewed or substituted.
Fuel Pressure Checking
If after fitting a known good regulator and re-testing the
WARNING: Under operating conditions the fuel system, the pressure continues to fall rapidly the fuel
injection system is pressurised by a· high-pressure injectors, fuel pump non-return valve, and fuel system pipe-
fuel pump, operating at 1.8 to 2.5 kg/sq.cm (26 to 36 work should all now be checked in turn for leaks until the cause
Ib/sq.ln.) When the engine is stationary this of falling fuel pressure is located.
pressure is maintained within the system.
Depressurise the fuel system again before removing the test
To prevent pressurised fuel escaping and to avoid gauge.
personal injury it is necessary to depressurise the
fuel Injection system before connection of the test After final reconnection of the pipes recheck for leaks.
gauge or any servicing is carried out.
At this stage the problems of ignition and incorrect air fuel
Depressurising the Fuel System ratio and, therefore, plug conditions A, B, & C should be cured.
However if problems still persist, gently check by hand that
Remove the fuel pump relay located behind the the air flow meter flap is perfectly free, and is fully closed
passenger glove box; this will immobilise the fuel by its return spring when the engine is at rest, before delving
pump. Start and run the engine. When sufficient fuel into the electrical tests, explained and specified in the next
has been used up, the line pressure will drop, and the section.
engine will stall. Switch the ignition off and
disconnect the battery.

25
 PART 5

ELECTRICAL TESTS KEY TO

SYMBOLS

• All the following tests are designed to measure and, if necessary, re-establish the correct operating parameters for
the individual components in the system

• They are best performed in the sequence shown and great care should be exercised when connecting to the various
contacts with multimeter probes to avoid causing electrical short circuits

• The following instructions presume that the user is familiar with basic workshop measuring instruments such as
voltmeter, ohmmeter and thermal probe for measuring temperature

• Further, it is presumed that when substitution of a faulty component is indicated in the instructions, then working
spares are available for testing purpose rather than purchasing new items that may not subsequently be needed

26
TEST 1. To check the permanent voltage supply to TEST 2. To check the voltage supply to the ECU via
the main relay the steering module and main relay

Conditions Conditions

• ECU multiplug connected • ECU multiplug disconnected

• Ignition OFF • Ignition OFF
• Connect voltmeter between terminal 3O/51 of the • Connect voltmeter between ECU multiplug
main relay and earth terminal 10 and earth

Reading should be zero volts

Reading should be 11 to 12.5 volts
If voltmeter reads a voltage
If below 11 volts check the following
• Battery state of charge • Renew the main relay
• Earth connections • Turn the ignition ON (as shown in the above
• Positive connection to the main relay via the brown wire diagram)
(N) • Main relay should be heard to operate

If OK continue with Test 2 Reading should be 11 to 12.5 volts

If below 11 volts check the following

• All white wire (W) connections to the steering

module and relays
• Good earth at terminal 86 on both relays
• Good connection of brown/orange wire (NO) at
main relay terminal 87
• Good connection of blue/yellow wire (UY) at main
relay terminal 87 and ECU pin 10

If still below 11 volts

• Substitute steering module and main relay

If OK continue with Test 3

27
TEST 3. To check the voltage to fuel pump via air Test 4. To test cranking voltage and signal circuit
flow meter switch. steering module and fuel Pump to ECU Din 4
relay

Conditions

• ECU multiplug disconnected

• Connect voltmeter between ECU multiplug terminal Conditions
10 and earth
• Ignition ON • ECU multiplug disconnected
• Air flow meter flap closed • Connect voltmeter between ECU multiplug terminal
4 and earth
Reading should be zero volts • Ignition On and CRANKING

• Manually open air flow meter flap Reading should be 8 to 12 volts

• Listen for fuel pump relay and fuel pump operation
• Voltmeter should read 11 to 12.5 volts If no reading but starter motor operates, check

If below 11 volts check • White/Red (WR) wiring

• Connections to ECU pin 4 via the steering module
• All wiring and connections shown in Test 3 diagram and wiring loom multiplug

If below 8 volts, check

If still below 11 volts
• Battery and starter motor
• Substitute steering module
If no reading and starter motor does not operate, check
If voltmeter reads correctly but relay or pump are not
heard to operate • Black/orange (BO) wiring connections and starter
circuit
• Substitute steering module and then pump relay
If OK, continue with Test 5
If pump still fails to operate

• Suspect a faulty fuel pump

If OK, continue with Test 4

28
TEST 5. To check the speed signal circuit

This test varies dependent upon whether the ignition 5B - for integral amplifier installation
amplifier is fitted separately under the coil (5A) or is
mounted on the distributor (5B).
5A - for separate amplifier installation

Conditions
• ECU multiplug disconnected
• Disconnect the lucar connector at the coil
Conditions negative and connect a voltmeter between the
resistor and the lucar connector
• ECU multiplug disconnected • Ignition ON
• Connect a jump lead between the coil negative • CRANK engine
terminal and the white/black (W/B) lucar
connector adjacent to the coil Voltage should fluctuate between 6 and 9 volts if
• Connect voltmeter between ECU multiplug
• terminal 1 and earth higher than 9 volts or lower than 6 volts, check
• Ignition ON
• CRANK engine • Electronic ignition system
If OK, restore connections and continue with Test 6
Voltage should fluctuate between 6 and 9 volts

If higher than 9 volts or lower than 6 volts, check

• Electronic ignition system

If OK, remove jump lead and continue with Test 6

29
Test 6. To check voltage across resistor wire in air TEST 7. To check voltage through air flow meter
flow meter Potentiometer Potentiometer and the wiring to the ECU

Conditions

• To gain access to the ECU terminals with the

multiplug fitted, disconnect the multiplug, release Conditions
its cover and refit the multi plug
• Ignition ON • ECU multiplug connected (cover removed)
• Connect voltmeter +ve to ECU multiplug pin 8 and - • Ignition ON
ve to pin 9 • Connect voltmeter +ve to ECU multiplug· pin 6 and
• Air flow meter flap closed -ve to pin 9

Reading should be 1.55 ± 0.1 volts

Reading should be 4.3 ± 0.2 volts
If reading is incorrect
if voltmeter reads 0, check
• Peel back rubber boot covering connections at air • All wiring and connections seen in diagram above
flow meter and connect voltmeter to terminals 8
and 9 Leave voltmeter -ve connected to pin 9 and move
voltmeter +ve from pin 6 to pin 7
If reading is still incorrect
Reading should be 3.7 ± 0.1 volts
• Substitute air flow meter
If voltmeter reads low, check
If OK, leave the ECU connections exposed and
continue with Test 7 • Wiring for high resistance

With voltmeter still connected to pins 7 & 9, slowly

open the air flap

Reading should gradually decrease to 1.6 ± 0.1 volts

If results are not within those specified above

• Renew air flow meter

If OK, refit multiplug cover and continue with Test 8

30
TEST 8. To check internal resistance (ohms) of air TEST 9. To check voltage at throttle Potentiometer
flow meter and wiring to ECU

Conditions

• ECU multiplug connected

Conditions • Ignition ON
• At throttle potentiometer multiplug, connect
• ECU multiplug disconnected. voltmeter +ve to yellow wire and -ve to green wire
• Ignition OFF
• Air flow meter flap closed Reading should be 4.3 ± 0.2 volts (ECU control voltage)
• Connect ohmmeter to ECU multi plug terminals

Readings as follows • Move voltmeter +ve to red wire

PINS OHMS Reading should be 0.325 ± 0.025 volts. (0.30 to 0.35
• 6 and 8 should be 360 ± 10 V)
• 6 and 9 should be 560 ± 10 If zero or low reading, check
• 8 and 9 should be 200 ± 10
• Wiring and connections
(Not K OHMS as shown erroneously in RR Manual)
If incorrect
If readings are incorrect
Reset potentiometer as follows
• Peel back rubber boot covering connections at air
flow meter • Slacken potentiometer body retaining screws
• Repeat the tests at the air flow meter plug • Rotate body in either direction until meter reads
• And then at the air flow meter socket 0.325 ±O.025 volts and tighten screws
• Slowly open the throttle; the injectors should be
If readings are still incorrect heard to operate and the voltmeter should
register a smooth increase up to 4.5 volts maximum
• Substitute air flow meter
If the recommended voltages cannot be obtained or if
If OK, continue with Test 9 the voltage reading is erratic when throttle is opened

• Renew throttle potentiometer

If OK, continue with Test 10

31
TEST 10. To check resistance of air TEST 11A and 11B. To check resistance of
temperature sensor coolant temperature sensor and continuity to ECU

When performing these tests, connect the ohmmeter

for only a short period, as the meter battery may cause
the sensor to heat up and give an incorrect reading
When performing this test, connect the ohmmeter for Conditions (for Test 11 A)
only a short period, as the meter battery may cause
the sensor to heat up and give an incorrect reading
• ECU multiplug disconnected.
• Ignition OFF
Conditions
• Measure coolant temperature with thermal probe
• Disconnect temperature sensor electrical socket
• Disconnect ECU multiplug
and connect ohmmeter across sensor terminals
• Ignition OFF
• Remove air filter to gain access to air flow meter
Readings should be approximately as follows
inlet
TEMP OHMS TEMP OHMS
• Check temperature of air sensor using suitable -10°C 9100 to 9300 60°C 500 to 700
temperature probe (TP) O°C 5700 to 5900 80°C 300 to 400
• Peel back rubber boot to gain access to air flow 20°C 2400 to 2600 100°C 150 to 200
meter terminals and connect ohmmeter to 40°C 1100 to 1300
terminals 6 & 27
If the readings are incorrect
Reading should be approximately as follows
• Remove sensor and do controlled test. Suspend in
TEMPERATURE K OHMS water. Bring to boil. Compare readings to above
- 10°C ± 0.5°C 8.26 to 10.56
+ 20°C ± 0.5°C 2.28 to 2.72 If the readings are still incorrect
+ 50°C ± 0.5°C 0.76 to 0.91
• Substitute the temperature sensor and recheck
If readings are
incorrect If the readings are correct (continue with Test 11 A)
• Substitute air flow meter and recheck
• Reconnect the sensor, and check continuity to the
If the readings are correct ECU pin 13 and earth
• Repeat the resistance check at the ECU harness If this reading is incorrect, check
pins 6 and 27 to verify continuity

If the readings are incorrect; check • Black & slate wiring (BS) and connections
• Black & white wiring (BW) and connections
• Pay particular attention to the earthing of the
• Red & brown wiring (RB) and connections black & white wire (BW)
• Blue & red wiring (UR) and connections
If OK, continue with Test 12
If OK, continue with Tests 11A and 11 B

32
TEST 12 To check resistance of extra air valve TEST 13 To check resistance (ohms) of cold start
Injector

Conditions

• ECU multiplug disconnected Conditions

• Ignition OFF
• Connect ohmmeter between terminal 87 on fuel • ECU multiplug disconnected
pump relay and pin 34 on ECU multiplug • Ignition OFF
• Disconnect the thermo time switch, and temporarily
Reading should be 30-40 ohms connect the purple & blue wire (PU) to a good earth
• Measure the resistance between the ECU multiplug pin 4
If reading is outside these limits and earth

• Renew extra air valve Reading should be 0 to 5 ohms

If meter shows infinity, check If the reading is incorrect, check

• White & purple wiring (WP) and connections • The temporary earth for good
• Red & blue wiring (RU) and connections connections
• If necessary connect a substitute extra air valve • White & red wire (WR) and connections
and recheck reading • Purple & blue wire (PU) and connections
• It is easier to connect a substitute air valve than If reading is still incorrect
to attempt to connect the ohmmeter to the
original valve in situ where access to the • Disconnect the cold start injector and check its
terminals is restricted resistance

If OK, continue with Test 13 Reading should be 0 to 5 ohms.

If incorrect

• Renew the cold start injector

If OK, continue with Test 14

33
TEST 14 To check the integrity of the injector Reading of 7 to 10 ohms indicates
solenoids, resistor pack, wiring and ECU
connections • No fault

Reading of infinity indicates

• A broken connection or component

Reading of high resistance indicates

• A poor connection, faulty wiring or a faulty

injector or resistor

If a faulty injector or resistor is suspected continue

with Test 16

TEST 16 To check resistance of injectors and

resistors

Conditions These checks are made separately - see Test 16A and
Test 168
• ECU multi plug disconnected
TEST 16A Resistor Pack test
• Ignition ON
• Connect voltmeter between a good earth (ECU pin
5) and each injector multiplug connector in turn

Readings should be within 0.5 volts of battery voltage

If variation is in excess of 0.5 volt

• Carry out continuity resistance Test 15

TEST 15 To check the continuity and

resistance of each Injector and Its resistor

Conditions

• Disconnect harness multiplug from resistor pack

• In turn, connect an ohmmeter between terminal 9
and terminals 1, 3, 5 & 7 to check the resistor
Conditions values for injectors 1, 3, 5 & 7
• Similarly connect the ohmmeter between terminal
• ECU multi plug disconnected 2 and terminals 4, 6, 8 & 10 to check the
• Ignition OFF resistor values for injectors 2, 4, 6, & 8
• Connect the ohmmeter between terminal 87 or 87 A
on the main relay and each injector multiplug Reading should be 6 ohms ± 1 ohm for each resistor
terminal in turn

34
If any value is incorrect the extent that the engine will stall and, if hot may
not re-start.
• Renew the complete resistor pack

TEST 16B Injector test

Conditions
Therefore, should the sensor fail as described above, a
very useful item to have available is a 170 ohm resistor
• ECU multiplug disconnected
with the wire connectors bent as shown in the above
• Ignition OFF diagram to use as a bridge across the sensor
• Disconnect the wiring from each injector, and connections should the sensor be open circuit.
check its resistance value by connecting the
ohmmeter to both terminals of the injector
A 170 Ohm resistor is coloured as follows:
Reading should be 2.4 ohms at 20°C ± 0.5 ohm 1 = Brown
7 = Violet
• Renew any injector outside this resistance value 0= Black
0= Black
PART 6
When fitted as shown the resistor will signal the ECU
HINTS AND TIPS that the engine temperature is normal and
temporarily restore 'engine hot performance until a
In addition to the procedures already referred to in new sensor can be fitted.
this manual, the following hints and tips may be
useful. When starting the engine from cold, simply remove
the resistor to obtain a rich mixture and refit the
Excessive fuel consumption and black smoke
resistor after the engine is warm.
This condition may be caused by a perforated
diaphragm in the pressure regulator. This fault can EFI electrical relays
easily be checked as follows:
The main relay (MR) and the fuel pump relay (FPR) are
Pull off the vacuum pipe to the pressure regulator identical components of Bosch manufacture and as such
and check for a fuel leak from the pipe. are interchangeable.
This would indicate a ruptured diaphragm in the However other relays used elsewhere on the car may be
regulator. Lucas 28RA type are not the same internally and a
Lucas unit must not be used to replace a Bosch main
Another possible cause is a broken connection inside relay.
the coolant temperature sensor, or if the connections
to the sensor become faulty whilst the engine is If a Lucas relay is fitted into the main relay socket
running. the engine will not start.
END
If this happens the ECU will immediately assume that
the engine is cold, causing the injectors to over fuel to

35