Ingenium I4 2.

0L Diesel Engine Introduction

PDM300234 0815

PERSONAL STUDY MODULE

To the best of our knowledge, the illustrations, technical information, data and descriptions in this
issue were correct at the time of going to print. The right to change prices, specifications, equipment
and maintenance instructions at any time without notice is reserved as part of our policy of continuous
development and improvement for the benefit of our customers.
No part of this publication may be reproduced, stored in a data processing system or transmitted in
any form, electronic, mechanical, photocopy, recording, translation or by any other means without
prior permission. No liability can be accepted for any inaccuracies in this publication, although every
possible care has been taken to make it as complete and accurate as possible.
Copyright ©2016

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 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: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 CONTENTS

Introduction
Overview.............................................................................................................1-1
Key Features.......................................................................................................1-2
Technical Specifications.....................................................................................1-3
Mechanical
Overview.............................................................................................................2-1
Primary Drive Belt...............................................................................................2-2
Engine Timing.....................................................................................................2-3
Variable Camshaft Timing...................................................................................2-4
Variable Oil Pump with Integral Vacuum Pump..................................................2-6
Fuel System
Overview.............................................................................................................3-1
High Pressure Fuel Pump...................................................................................3-3
Fuel Pressure Control Valve...............................................................................3-5
Fuel Rail Pressure Sensor..................................................................................3-7
Fuel Injectors.......................................................................................................3-9
Fuel Filter..........................................................................................................3-11
Glow Plugs........................................................................................................3-13
Induction and Cooling System
Overview.............................................................................................................4-1
Exhaust Gas Recirculation..................................................................................4-2
Electric Throttle Valve.........................................................................................4-5
Charge Air Cooling..............................................................................................4-6
Variable Geometry Turbocharger.......................................................................4-8
Thermal Management.........................................................................................4-9
Engine Management System
Overview.............................................................................................................5-1
Engine Sensors and Actuators...........................................................................5-7
SENT Sensors..................................................................................................5-23
Exhaust After Treatment Sensors.....................................................................5-26
High Specification Ingenium Diesel
Overview.............................................................................................................6-1
Series Sequential Turbochargers.......................................................................6-5
Series Sequential Operation.............................................................................6-10
Intake Manifold Swirl Flaps...............................................................................6-19
Servicing and Special Tools
Engine Service Schedule....................................................................................7-1
Special Tools.......................................................................................................7-2
Questions
Test Your Knowledge..........................................................................................8-1

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 v

vi Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction
Ingenium I4 2.0L Diesel Engine
Introduction

Introduction
 Introduction
Overview
Wolverhampton Engine Plant

The Ingenium I4 2.0L Diesel (AJ20-D4) engine is Jaguar Land Rover's latest addition to the existing
family of quality powertrain options available within the JLR model range. The engine will debut in
the Jaguar XE (X760) and is causing a great deal of discussion within the industry due to its fuel
economy, emissions and performance specifications. The two power outputs available are 163PS
and 180PS with a third 240PS series turbocharged version due in 17MY.
The 180PS variant boasts 430Nm (317 lb ft) of torque 30Nm (22 Ib ft) more than the equivalent Audi
or BMW 2.0D engine with the 163PS delivering 380Nm (280 Ib ft) of torque. The 163PS engine
produces just 99g/km of CO₂ and achieves 75 mpg.

NOTE: There will be a 150PS variant available in the 16MY Discovery Sport. The engine will
produce 380Nm of torque and 129g/km of CO2 in the four wheel drive manual version.

NOTE: For the purposes of the CO2 specifications we will concentrate on the Ingenium I4 2.0L
Diesel engine as it appears in the XE.

This is the first JLR fully designed and engineered power unit manufactured and produced in the
state of the art engine plant in Wolverhampton. The plant was opened by Her Majesty the Queen on
the 31st of October 2014 and was designed to produce an engine every 36 seconds.
The Ingenium I4 2.0L Diesel has been designed to fit in Jaguar Land Rover's products both in a
transverse and in-line engine layout and is now available with both an automatic and manual gearbox.
The objective of this personal study module is to introduce the Ingenium I4 2.0L Diesel and to give
technicians useful information on the engine management system.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 1-1

Introduction
Key Features

The key features within the Ingenium I4 2.0L Diesel engine are the reduction in internal friction and
parasitic loss. This enables the engine to be more economical and environmentally friendly due its
ability to achieve normal running temperatures more quickly. This is primarily achieved by using the
following components.
New Technology
• Variable Flow Water Pump. Solenoid controlled water pump that can be shut off for reduced
warm-up times and reduced flow at low load high RPM.
• Electronically Controlled Thermostat. The thermostat can independently control the coolant flow
to the cylinder head and cylinder block to improve warm-up times.
• Variable Flow Oil Pump. Solenoid controlled oil pump that can alter engine oil pressure depending
on load or engine speed.
Technical Features
• Four output versions delivering 150PS, 163PS, 180PS and 240PS.
• Two way catalyst converter including diesel particulate filter for emission and particulate matter
control.
• Selective catalyst reduction system to reduce the NOx within the exhaust gasses.
• Variable geometry turbocharger (variable and fixed geometry turbochargers on the high
specification)
• Maintenance free timing chain.
• Variable exhaust camshaft for enhanced emission control.
• Aluminium cylinder block and head for light weight construction.
• Inlet manifold swirl flaps on the high specification 240PS version.

1-2 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Introduction
Technical Specifications
The different output and torque values for each engine are achieved using a combination of software
and hardware. The 150PS and 163PS engines utilise low flow fuel injectors.
163PS and 180PS

Item Description Item Description

1 Economy Specification (163PS) 2 Mid specification (180PS)

Blue Line Power Red Line Torque

A Nm B RPM

C Kilowatts

Technical Specifications
Title Economy Specification Mid Specification

Type 4 cylinder in-line engine 4 cylinder in-line engine

Capacity 1999 cm₃ 1999 cm₃

Bore 83.0 mm 83.0 mm

Stroke 92.4 mm 92.4 mm

Valves per cylinder 4 4

Compression ratio 15.5:1 15.5:1

Maximum output 120 kW (163PS) @ 3500rpm 132 kW (180PS) @ 3500rpm

Maximum torque 380Nm @1750-2500rpm 430Nm @1750-2500rpm

Exhaust After Treatment 2-way catalyst, DPF and SCR 2-way catalyst, DPF and SCR
systems systems

Emissions standard EU6 EU6

CO2 g/km as fitted to the XE Manual 99/Automatic 104 Manual 109/ Automatic 109

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 1-3

1-4 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction
Ingenium I4 2.0L Diesel Engine
Introduction

Mechanical
 Mechanical
Overview
The Ingenium engine utilises an aluminium cylinder block and cylinder head for weight reduction with
number one piston at the front of the engine. The crankshaft is forged carbon steel and has class
leading vibration levels due to a five counterweight design in order to balance bearing loads. In addition
to the counterweight design the engine utilises two dynamic balance shafts to oppose the vibrations
created by the reciprocating motion of the engine components.
The cylinder head provides the location for 16 valves, four injectors, four glow plugs and one cylinder
head temperature sensor. The engine also features a split-cooling system, an electric thermostat
housing and a fully variable coolant pump. The addition of this new technology 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.
The induction system incorporates high and low pressure exhaust gas recirculation for reduced NOx
production and a variable geometry turbocharger (VGT) for maximum torque over a wide engine
range. Model year 17 variants will use a Bi-turbo system which will produce 240PS. This will include
a primary low pressure fixed turbine geometry turbocharger and a high pressure variable geometry
turbine (VGT) turbocharger.

Item Description Item Description

1 Cylinder head 2 Cylinder block

3 Windage tray 4 Oil pan

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 2-1

Mechanical
Primary Drive Belt
The primary drive belt used on the Ingenium I4 2.0L Diesel is a maintenance-free primary drive belt
which is automatically preloaded by the belt tensioner to maintain enough friction around the drive
wheels. The belt tensioner is calibrated to give the correct amount of tension to the primary drive belt
for a particular drive system which means that no servicing is required. The belt drives the variable
coolant pump, A/C compressor and the generator.

Item Description Item Description

1 Idler pulley 2 Coolant pump pulley

3 Idler pulley 4 Generator

5 Air conditioning compressor 6 Idler pulley

7 Crankshaft drive pulley 8 Belt tensioner

Belt Removal
• Locate belt tensioner
• Use a ratchet and locate in the tensioner slot
• Turn ratchet anti-clockwise to loosen belt tension
• Remove belt

2-2 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Mechanical
Engine Timing
The engine timing gear is driven by two chains which are both located at the rear of the engine.
The crankshaft rear sprocket drives the first chain, rotating the idler sprocket and the high pressure
fuel pump drive. The second chain is driven by an idler sprocket which in turn drives both of the
camshafts.
A sprocket at the front of the crankshaft drives another chain, which in turn provides the drive to the
oil pump, which is also located at the front of the engine.
Both upper and lower timing chains are maintenance free and are timed using coloured timing mark
link plates (item 3).

NOTE: If the timing chains require replacement all upper and lower chain guides must be
replacement and the primary chain tensioner (item 9). Special tool requirements are documented
later in the booklet.

Item Description Item Description

1 Secondary chain guide 2 Inlet camshaft

3 Timing mark link plate 4 Sprocket

5 Exhaust camshaft 6 Variable camshaft timing (VCT) actuator

7 Secondary chain tensioner guide 8 Secondary chain tensioner

9 Primary chain tensioner 10 Primary chain tensioner guide

11 Crankshaft 12 Primary chain guide

13 High pressure fuel pump sprocket 14 Primary chain guide

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 2-3

Mechanical
Variable Camshaft Timing
The timing of the exhaust camshaft can be adjusted independently by an oil pressure controlled
torsional assist Variable Camshaft Timing (VCT) system. The VCT solenoid which is controlled
electrically determines the position of the VCT actuator which is directly interfaced with the exhaust
camshaft.
Variable Camshaft Timing (VCT) on the exhaust camshaft enables faster catalytic converter heating,
minimising harmful emissions during the critical warm-up phase. The VCT system is controlled by
the Powertrain Control Module (PCM) using information from camshaft position sensors (CMP).
Variable Camshaft Timing (VCT) on the exhaust camshaft enables faster catalytic converter heating,
minimising harmful emissions during the critical warm-up phase. The VCT system is controlled by
the Powertrain Control Module (PCM) using information from camshaft position sensors (CMP).

Item Description Item Description

1 Exhaust VCT solenoid 2 Exhaust VCT actuator

VCT actuator is operated by a VCT solenoid which is controlled by the Powertrain Control Module
(PCM). The PCM can operate the VCT solenoid to move the pintle pin to a pre-determined position
to control the flow of pressurized engine oil into the VCT actuator.

2-4 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Mechanical
Variable Camshaft Timing Actuator

Item Description Item Description

1 Solenoid coil 2 Solenoid core

3 VCT solenoid assembly 4 Solenoid pintle pin

5 Centre bolt 6 Pressurized engine oil

7 Filter 8 Rotor

9 VCT actuator assembly 10 Spool valve

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 2-5

Mechanical
Variable Oil Pump with Integral Vacuum Pump

Item Description Item Description

1 Oil filter and housing assembly 2 Turbocharger oil feed pipe

3 Turbocharger oil drain pipe 4 Engine oil cooler

5 Piston cooling oil jets solenoid 6 Piston cooling oil jets

7 Variable flow oil pump with integral vacuum pump

NOTE: New Engine Oil Specification

The Ingenium I4 2.0L Diesel engine will use Castrol EDGE Professional E 0W-30 engine
lubricating oil. The oil has been jointly developed for the AJ20-D4 with Jaguar and Land Rover
and is approved to Jaguar Land Rover engine oil specification STJLR.03.5007. It improves fuel
efficiency, reduces CO2 emissions and metal to metal friction and wear.
Castrol EDGE Professional is the only engine oil recommended by Jaguar Land Rover.

The Ingenium I4 2.0L Diesel engine is fitted with a combined oil/vacuum pump which is located in
the engine oil pan.
Fixed Displacement Oil Pumps
Fixed displacement oil pumps are one of the contributors to parasitic energy loss. This is due to the
fact that for the majority of the time they deliver more oil than is required to ensure the engine can
operate safely over a wide operating range. A pressure relief valve provides a method of protection
from excessive high oil pressures. Under high volume flow conditions, some of the pressurised oil is
simply "wasted" back into the oil reservoir.

2-6 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Mechanical
A variable flow engine 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, therefore reducing the parasitic load on the
engine and providing a fuel saving benefit.

Item Description Item Description

1 Vacuum exhaust valve 2 Spacer housing

3 Solenoid 4 Eccentric control ring

5 Vanes with rotor 6 Oil pump cover

7 Calibrated spring 8 Oil pump housing

9 Vacuum pump vanes 10 Vacuum pump housing

11 Pump drive sprocket 12 Bolt

Low Pressure Rate

• The oil pressure acts on the control ring surface. When the oil pressure is greater than that of the
control spring, the control ring moves clockwise (against the control spring) into the centre of the
vane cell pump, thereby decreasing the eccentricity and reducing the oil pump output. Lower
pressure is dependent on engine load, engine speed, oil temperature and other operating
parameters.
High Pressure Rate
• The pump is controlled hydraulically by the solenoid and pump control ring spring. As the pump
speed increases from zero, the pump remains on maximum displacement as there is no oil pressure
applied to the control chamber. At a defined set point, the solenoid spring load is overcome by the
engine oil gallery pressure, transferring some of the pressure to the control ring and backing off
the flow. As the speed increases, the solenoid transfers more pressure to the control chamber.
This continues to back off the eccentric ring and the pressure, thus maintaining a constant pressure
at all speeds. No electrical input is required for this function.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 2-7

Mechanical
• Hydraulic control is achieved by feeding back the oil gallery pressure to the solenoid. The pressure
can be backed off electrically by energising the solenoid. This creates the effect of reducing the
spring stiffness in the solenoid, thereby applying even more pressure to the control ring, reducing
eccentricity and output pressure even further.
• The oil pump is fully variable across all engine speeds and loads, constantly being adjusted.

Item Description Item Description

1 Oil pump housing 2 Eccentric ring

3 Control ring surface 4 Calibrated control spring

5 Oil pump rotor 6 Pump vanes

Integral Vacuum Pump

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 booster flows through a vacuum pipe connector, equipped
with a one way valve, preventing oil ingress into the brake system. The air is vented into the combustion
chamber via a reed valve.
Piston Cooling Oil Jets
Four piston cooling oil jets 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 piston cooling oil jets provide piston and gudgeon pin cooling and lubrication. Each piston cooling
jet has a single outlet nozzle which sprays oil into the cooling chamber in the piston. The jets are
supplied pressurized 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 Powertrain Control Module (PCM). The solenoid can open and close the oil supply depending on
engine speed and load.

2-8 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Mechanical
After a cold start and during warm-up, the heat-up process improves due to the deactivation of the
piston-cooling jets. Owing to the reduced heat dissipation from the pistons, emissions are reduced.
The piston cooling jets are activated and deactivated across the whole engine speed and load range.

NOTE: The piston cooling jet solenoid is normally open and powered closed by the engine
PCM. Any electrical failures in the solenoid circuitry mean that oil will be supplied to the piston
cooling jets.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 2-9

2-10 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction
Ingenium I4 2.0L Diesel Engine
Introduction

Fuel System
 Fuel System
Overview
The Ingenium I4 2.0L Diesel engine uses a Bosch common rail fuel injection system. This system
utilises the following components:

NOTE: Within the Fuel System section we will discuss the Eco and Mid spec variants.

• Fuel tank and module. Operating pressure of 4.5-6.5 bar

• Fuel supply and return lines
• Fuel filter with a water in fuel sensor
• Fuel cooler
• High pressure pump with integral lift pump. Maximum operating pressure 1800 bar
• Fuel rail with a fuel pressure control valve and a fuel pressure sensor
• Four solenoid injectors
• High pressure connecting pipes
• Fuel leak off pipes.

Item Description Item Description

1 Fuel injector (4 off) 2 Low Pressure (LP) pipe – injector leak-off

3 High Pressure (HP) pipe – fuel rail to injector 4 Low Pressure (LP) pipe – fuel rail leak-off
(4 off)

5 Fuel Pressure Control Valve (PCV) 6 Low Pressure (LP) pipe – HP pump leak-
off

7 High Pressure (HP) – HP pump to fuel rail 8 Fuel supply pipe – filter to lift pump

9 High Pressure (HP) fuel pump and integral lift 10 Fuel Rail Pressure (FRP) sensor
pump

11 High Pressure (HP) common fuel rail

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 3-1

Fuel System
Fuel circuit

Item Description Item Description

1 Fuel rail 2 Injector leak-off return line

3 Fuel injector (4 off) 4 High Pressure (HP) fuel pump return line

5 Fuel rail return line 6 High Pressure (HP) fuel pump (engine
mounted)

7 Fuel filter assembly 8 Fuel return/air bleed pipe

9 Low pressure (LP) delivery pipe 10 Fuel cooler

11 Jet pump 12 Pressure Regulator

13 Fuel pump module 14 Active fuel level sensor 'A'

15 Passive fuel level sensor 'B' Red lines High pressure pipes

Blue lines Low pressure pipes

3-2 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Fuel System
High Pressure Fuel Pump
The Eco and Mid spec INGENIUM engines are fitted with a Bosch CP 4.1 high pressure pump.
Located on the left side of the cylinder block the pump is driven by the camshaft timing chain.
The pump is a single plunger type which pumps twice per revolution. A maximum of 1800 bar (26,107
psi) of fuel pressure can be produced by the pump.
The high pressure pump consists of the following components:
• 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.

Item Description Item Description

A A. Low Pressure (LP) fuel supply connection – fuel B B. LP fuel return connection – fuel
filter to fuel pump pump to tank

C C. High Pressure (HP) fuel supply connection – 1 Pump plunger

fuel pump to fuel rail

2 Fuel metering valve 3 Fuel temperature sensor

4 HP fuel pump driveshaft

Fuel Temperature Sensor and Fuel Metering Valve

The fuel temperature sensor located in the high pressure pump incorporates a NTC thermistor. As
the fuel temperature rises the resistance through the sensor decreases.
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.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 3-3

Fuel System
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 if 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.

Item Description Item Description

1 Fuel temperature sensor 2 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.

3-4 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 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.

Fuel Rail Pressure Control Valve Operation

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.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 3-5

Fuel System
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.

3-6 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Fuel System
Fuel Rail Pressure Sensor
The fuel rail pressure sensor is located on the fuel rail and receives a 5 volt signal from the engine
PCM. The sensor produces an analogue signal of between 0 and 5 volts 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.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 3-7

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

3-8 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Fuel System
Fuel Injectors
The Ingenium I4 2.0L Diesel engine will use solenoid injectors replacing piezo injectors that are used
in other JLR engine products. Solenoid injectors have developed over the years and can now perform
to the standard required to produce higher performance and emission levels at a fraction of the cost
of piezo injectors. Each injector must be able to perform the following.
• Two pilot injections
• One main injection
• Two post-injections during the Diesel Particulate Filter (DPF) regeneration phase
The 150PS, 163PS and the 180PS engine variants share the same fuel system components except
for the fuel injectors. The 150PS, 163PS engine injector has a flow rate of 310 cc / 30 seconds @
100 bar and the 180PS engine injector has a flow rate of 400 cc / 30 seconds @ 100 bar . The higher
flow allows the engine to produce greater power without having to alter fuel pressures or fuel pumps.

Item Description Item Description

1 Electrical connection to the Powertrain 2 Low pressure (LP) fuel leak-off connection to
Control Module (PCM) the fuel filter

3 Data matrix and injector information 4 High Pressure (HP) fuel supply connection
from the fuel rail

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 3-9

Fuel System
This example was taken from an engine which was at idle and normal running temperature. The
waveform shows the two pre-injections and the main injection.
Example Injector Waveform

3-10 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Fuel System
Fuel Filter

Item Description Item Description

1 Fuel filter 2 Fuel filter earth connection

3 Fuel supply to filter connection 4 Hose - filter to HP pump fuel supply

5 Water drain screw 6 Water In Fuel (WIF) sensor

7 Pipe – injector leak-off return line 8 Pipe – fuel return from fuel rail

9 Pipe - fuel supply from fuel tank and under 10 Pipe- fuel return to tank
vehicle cooler

11 Pipe - fuel return to fuel cooler 12 Fuel filter water drain tube

13 Fuel return from High Pressure (HP) fuel pump 14 High Pressure (HP) fuel pump
connection

15 Pipe - HP fuel pump to fuel rail

Fuel Filters
Fuel filters have a number of functions to perform:
• Filtering contaminants over 15 microns which may cause wear or seizure to pumps, valves or
injectors
• Removing water from the fuel and storing it below the element for draining
• Removing air bubbles, which may cause cavitation
• Warming fuel to remove 'wax' crystals in cold weather

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 3-11

Fuel System

CAUTION: Poor quality fuel can cause biological growths to form in the filter, causing
blockages.
High contents of bio-fuel can cause the fuel filter to block in cold conditions.
This can trigger a high or low pressure fuel system Diagnostic Trouble Code (DTC).
If a low fuel supply pressure is suspected, the technician should check the fuel
supply both before and after the fuel filter to confirm suspected a blockage.

3-12 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Fuel System
Glow Plugs

Item Description Item Description

1 Glow plug warning indicator 2 Powertrain Control Module (PCM)

3 Glow Plugs (4 off) 4 Glow plug control module

Ingenium I4 2.0L 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 following.
Pre 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
• 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.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 3-13

Fuel System
Post Glow
• 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 fro 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
• 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.

NOTE: The engine PCM communicates with the glow plug control module via LIN and can be
tested using the PicoScope.

Item Description Item Description

A Hardwired AN High Speed CAN Powertrain Bus

1 Powertrain Control Module (PCM) 2 Instrument Cluster (IC)

3 Glow plug control module 4 Glow plug (4 off)

5 Ground 6 Power Supply from ignition relay

7 Power supply from ignition relay 8 Engine Coolant Temperature (ECT) sensor

3-14 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

Ingenium I4 2.0L Diesel Engine
Introduction

Induction and Cooling System

 Induction and Cooling System
Overview
The intake air distribution and filtering system used on the ECO and Mid Spec INGENIUM I4 2.0L
diesel engines consists of the following main components:
• Air cleaner assembly
• Mitsubishi Variable Geometry Turbocharger
• Charge air cooler
• High and Low pressure exhaust gas recirculation

Item Description Item Description

1 Air intake 2 Dirty Air Intake Duct

3 Clean Air Outlet Duct 4 Intake manifold

5 Air Cleaner Housing 6 Charge Air Cooler

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 4-1

Induction and Cooling System
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 high pressure EGR was to open under load, any boost pressure generated by the turbo would be
pushed through the high pressure EGR valve and into the exhaust.
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 it allows the engine to breath easier due to no pressure build
up in the exhaust manifold.

Item Description Item Description

1 Low pressure EGR 2 Variable geometry turbo

3 Diesel oxidation catalyst/diesel particulate filter 4 High pressure EGR

unit

5 Inlet manifold

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.

4-2 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Induction and Cooling System
• EU5/6 specification - the EGR system has a high pressure EGR valve and a low pressure EGR
system. Only the low pressure EGR has a cooler.
• 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.
EGR Valves

Item Description Item Description

A Low pressure EGR valve B High pressure EGR valve

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 4-3

Induction and Cooling System
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 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.
Low Pressure EGR Cooler Outlet Temperature Sensor

4-4 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Induction and Cooling System
Electric Throttle Valve
The intake throttle valve is incorporated on the diesel engine induction system. It is not used in the
same way as a petrol engine throttle valve. The main functions of the diesel intake throttle valve are
to:
• Create a pressure reduction in the inlet manifold to promote EGR
• To enable smooth shut down of engine
• Reduce the mass air taken in to slow combustion (aid DPF regeneration)
The intake throttle incorporates a direct current (DC) motor and position sensor.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 4-5

Induction and Cooling System
Charge Air Cooling
The Intake Air Distribution system utilises a water cooled charge air cooler for controlling the
temperature of the air entering the intake manifold from the variable geometry turbocharger.
The system has its own cooling system which incorporates an electric cooling pump which is controlled
by the engine PCM by pulse width modulation. By maintaining the correct intake air temperature the
system ensures the correct density of air is drawn into the engine. The only connection to the main
cooling circuit is a pipe from the top of the charge air cooler to the top of the main high temperature
cooling circuit radiator. This is used to fill and bleed the system.

Item Description Item Description

1 Low Temperature Circuit Upper Hose 2 Low Temperature Circuit Radiator

3 Vent Hose from Charge Air Cooler to High 4 Charge Air Cooler
Temperature Radiator

5 Low Temperature Circuit Lower Hose 6 Coolant Pump - Charge air cooler

4-6 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Induction and Cooling System
The temperature sensor is an NTC type sensor which receives a 5 volt reference voltage from the
PCM and returns a signal proportional to the intake air temperature.
Charge Air Cooler Temperature Sensor

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 4-7

Induction and Cooling System
Variable Geometry Turbocharger
A Mitsubishi variable geometry turbocharger (VGT) is used on the Ingenium I4 2.0L Diesel engine.
The turbocharger is oil lubricated and cooled and gives the engine an even boost throughout the
RPM range.
The VGT unit is fitted with an actuator to control the variable vanes, this is connected electrically to
the engine PCM. A 5 volt supply is supplied to the turbo by the engine PCM.

Item Description Item Description

1 Turbocharger 2 Duct

4-8 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Induction and Cooling System
Thermal Management
The Ingenium I4 2.0L Diesel engine has a thermal management system, designed to reduce the
warm-up phase after a cold start and channel the heat produced by the engine can be utilised to
increase efficiency. The focus is on:
• Reducing internal engine friction
• Reduction in emissions
• Reducing the use of heating measures which impair fuel efficiency
The main new technologies adopted to assist the thermal management system are:
• Variable flow water pump
• Electronically controlled thermostat
The water pump is controlled to give the optimum flow to support all cooling requests from the engine
components. The water pump has a shroud inside that slides over the impeller to prevent water from
being pumped into the engine. The pump generates internal pressure, used to move the shroud.
Pressure is generated with every rotation of the pump. 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 control of the solenoid is by a Pulse Width Modulation (PWM) signal from the engine PCM. Any
request from 0 – 100% flow 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 water pump is not rotating the shroud will not operate when connected to the
harness. The water pump must rotate to generate the internal pressure to move the shroud.

During engine cold start, the impeller is fully covered by the shroud, therefore no coolant is pumping
into the engine block. As components warm up, the flow request will increase in 5 stages. The water
pump is controlled to give the minimum flow to support all cooling requests from the engine
components. Upon coolant temperature reaching an optimum opening temperature 85°C, the shroud
will move to its furthest position allowing maximum pumping, with temperature control managed by
the thermostat.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 4-9

Induction and Cooling System

Item Description Item Description

1 Electrical connector - PCM position sensor 2 Electrical connector - shroud control

5V supply solenoid 12V supply

3 Variable coolant pump body 4 Position sensor

5 Drive pulley hub 6 Seal

7 Shroud 8 Pump impeller

The electronically controlled thermostat independently controls the coolant flow to the cylinder head
and cylinder block, improving engine warm-up times. The thermostat contains a wax expansion
element. Inside the wax element is a heater element.
When energised the heating element heats the wax element, partially controlling the thermostat
function, along with coolant temperature control. Operation is therefore performed not only by the
coolant temperature, but as specified by the PCM, enabling a finer control of the opening and closing
of the thermostat.
Opening of the thermostat is at a temperature of 95 +/- 2°C.
When the engine is operated in a higher load condition or at high speed cycles, the engine is regulated
to the normal operating temperature (approximately 90°C/194°F).
Inside the wax element is a heater element. When energised, the heating element heats the wax
element, allowing the thermostat to open at a lower coolant temperature. Operation is therefore
performed not only by the coolant temperature, but as specified by the PCM, enabling a finer control
of the opening and closing of the thermostat.

NOTE: The electronically controlled thermostat is not serviceable. Failure of the thermostat,
temperature sensor or heater element requires replacement of the complete unit.

4-10 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Induction and Cooling System

Item Description Item Description

1 Thermostat housing 2 Temperature sensor

3 Heater element

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 4-11

Induction and Cooling System
Ingenium I4 2.0D Cooling circuit (Manual transmission)

Item Description Item Description

A Heated coolant B Cooled coolant

1 Water pump 2 LP EGR cooler

3 Header tank 4 Engine oil cooler

5 Cylinder head 6 Cylinder block

7 Thermostat 8 Low temperature cooling circuit

9 Radiator 10 Valve for heater flow

11 Heater core 12 HP EGR cooler

4-12 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

Ingenium I4 2.0L Diesel Engine
Introduction

Engine Management System

 Engine Management System
Overview
The Ingenium I4 2.0 Diesel engine has an Engine Management System (EMS) controlled by an
Powertrain Control Module (PCM) which monitors, adapts and precisely controls the following
components.
• Fuel system
• Variable geometry turbocharger
• 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.
The AJ20-D4 engine management system uses a total of six different Powertrain Control Modules
depending on the emission level and electrical communication system.
Multi-CAN Communication System
• MY17 High specification: One engine ECU using multi-can for EU6, EU5, EU4 and NAS.
• MY17 medium specification: Two Powertrain Control Modules available. One ECU for EU6 and
NAS and one ECU for EU5, EU4
Flexray™ Communication System
• MY17 High specification: One engine ECU using multi-can for EU6, EU5, EU4 and NAS.
• MY17 medium specification: Two Powertrain Control Modules available. One ECU for EU6 and
NAS and one ECU for EU5, EU4

Item Description Item Description

1 Engine PCM 2 Locating bracket

From 17MY the AJ20-D4 engine as used in the Range Rover and Jaguar platforms will utilise a new
communication system called 'FlexRay™' . This system has a far greater band-with than standard
CAN which means more than one message can be sent at one time.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-1

Engine Management System
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 units (ECU) 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 that 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

5-2 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System
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.

Item Description Item Description

A Period/Time B Amplitude

Period/Time
• This is the length of time that the sensor is on or off. This could be a 'period' of positive voltage or
a 'period' where there is no voltage.
Amplitude
• This is the scale of voltage used to perform the function. This may be different depending on which
sensor is being tested. For example a sensors may read 5 volts or 12 volts.

NOTE: The following graphics show the inputs and outputs from the engine to the engine PCM.
Due to the amount of inputs this has been split over three graphics.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-3

Engine Management System
Engine PCM Inputs and Outputs

Item Description Item Description

1 Engine PCM 2 Fuel injector

3 Throttle body 4 High pressure EGR valve motor

5 Low pressure EGR valve motor 6 Fuel metering valve

7 Fuel pressure control valve 8 Coolant pump variable solenoid

9 Ground 10 Power supply

11 Fuse 12 EGR temperature sensors

13 Cylinder head temperature sensor 14 Cylinder block temperature sensor

15 Low temperature cooling circuit 16 MAP sensor

temperature sensor

17 Accelerator position sensor 18 Electric throttle position sensor

19 Camshaft position sensor 20 Crankshaft position sensor

21 NOx sensor A Hardwire

U CAN bus private AN Powertrain CAN

5-4 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System
Engine PCM Inputs and Outputs

Item Description Item Description

1 Engine PCM 2 Thermostat

3 VGT 4 Turbine by-pass control valve

5 EGR cooling by-pass solenoid 6 Glow plug control module

7 Variable flow oil pump solenoid 8 Ground

9 Fuse 10 Power supply

11 Crank vent pressure sensor 12 Differential pressure sensor

13 Fuel temperature sensor 14 Fuel rail pressure sensor

15 Radiator outlet temperature sensor 16 ECT

17 DPF outlet temperature sensor 18 Low pressure EGR pressure sensor

19 EGR cooler by-pass valve 20 NOx sensor module

A Hardwire U CAN bus private

AN Powertrain CAN

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-5

Engine Management System

Item Description Item Description

1 Engine PCM 2 Piston cooling jet solenoid

3 Cooling fan control module 4 Active air grill

5 DEF tank module 6 DEF heater control unit

7 DEF injector 8 Air conditioning compressor

9 Low temperature coolant pump 10 Ground

11 Fuse 12 Power supply

13 Turbine by-pass position sensor 14 Restraints control module

15 Body control module/gateway module 16 Brake pedal switch

assembly

17 Clutch pedal position sensor 18 Water in fuel sensor

19 Mass air flow (MAF) sensor 20 Heated oxygen sensor

21 Coolant pump- variable position sensor 23 Oil temperature/level sensor

A Hardwire U CAN bus private

AN Powertrain CAN

5-6 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System
Engine Sensors and Actuators

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-7

Engine Management System

Item Description Item Description

1 Differential pressure sensor (Diesel 2 Heated Oxygen Sensor (HO2S)

Particulate Filter (DPF)

3 Variable Camshaft Timing (VCT) solenoid 4 Manifold Absolute Pressure and

Temperature (MAPT) sensor

5 Mass Air Flow (MAF)/Intake Air 6 Electric throttle

Temperature (IAT) sensor

7 Low Pressure (LP) Exhaust Gas 8 Differential pressure sensor (LP EGR)
Recirculation (EGR) valve and EGR
pressure sensor

9 Variable Geometry Turbocharger vane 10 Exhaust gas temperature sensor - pre

actuator catalytic converter

11 Diesel Exhaust Fluid (DEF) injector 12 Camshaft Position (CMP) sensor

13 Fuel rail pressure sensor 14 Fuel injector (4 off)

15 Fuel rail pressure control valve 16 High Pressure (HP) Exhaust Gas
Recirculation (EGR) valve

17 Fuel metering valve 18 Fuel pressure control valve

19 Crankshaft Position (CKP) sensor 20 Oil pressure control solenoid electrical

connector

21 Electric thermostat and Engine Coolant 22 Charge air temperature sensor (EGR cooler
Temperature (ECT) sensor outlet)

23 Charge air cooler temperature sensor 24 Cylinder head temperature sensor

25 Variable coolant pump 26 Oil pressure and temperature sensor

5-8 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System

Item Description Item Description

27 Pre SCR Nox sensor 28 Pre SCR Nox sensor module

29 High Pressure (HP) EGR pressure sensor 30 Cylinder block temperature sensor

31 Piston cooling oil jets solenoid 32 Block heater (if fitted)

33 Glow plug (4 off) 34 Post Selective Catalyst Reduction (SCR)

Nox sensor module

35 Post SCR NOx sensor 36 Exhaust gas temperature sensor - post

catalytic converter

Crankshaft Position Sensor (CKP)

The CKP sensor is a 5 volt 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 is a hall effect
sensor which 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

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-9

Engine Management System
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 12 volt 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
• To determine current exhaust camshaft position and camshaft adjustment
• To accurately control the variable camshaft timing
Effects of Signal Failure
• Diagnostic Trouble Code (DTC) is registered in the PCM
• The engine will continue to operate with variable camshaft timing disabled

5-10 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System

This waveform was taken at idle. When the RPM increases the pattern compresses.
Example Waveform at Idle

Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor

The combined MAF/IAT sensor has a 12 volt 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

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-11

Engine Management System
• 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 fueling which may block the diesel particulate filter
• Idle speed control inoperative

5-12 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System
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 5 volt 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
Effects of Signal Failure
• Altitude compensation inoperative causing premature diesel particulate filter blockages
• Active boost control inoperative

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-13

Engine Management System

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 5 volt 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 measure the temperature of the cylinder head metal and has no connection to the engine
coolant.

5-14 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System
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 JLR 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.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-15

Engine Management System
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
• Diagnostic Trouble Code (DTC) is registered in the PCM.
• Fuelling strategy can be affected.
• EGR functionality can be affected.

Cylinder Block Temperature Sensor

The cylinder block temperature sensor has a 5 volt 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 measure the temperature of
the cylinder head metal and has no connection to the engine coolant.
Signal Use
• Block heater detection. The sensor monitor 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.

5-16 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System

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 5 volt 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.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-17

Engine Management System
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
• Diagnostic Trouble Code (DTC) is registered in the PCM.
• Warning light will illuminate on the instrument cluster.

5-18 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System
This waveform was taken at idle with a cold engine. The length of time period will change as the
temperature/ pressure increases and decreases.
Example Waveform at Idle

Item Description Item Description

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 5 volt 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

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-19

Engine Management System

Example Waveform on a cold engine at Idle

Engine Coolant Temperature (ECT) Sensor - Electric thermostat housing

The ECT sensor is located in the electric thermostat housing.
The input to the sensor is a 5 volt 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.

5-20 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System

Engine Cooling Fan Control Module

The engine cooling fan control module is located on the rear of the cooling fan shroud 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.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-21

Engine Management System

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.

5-22 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System
SENT Sensors
Both the low pressure exhaust gas recirculation and the diesel particulate filter utilise differential delta
pressure sensors which are both of the SENT protocol. Both sensors can still be tested using the
approved diagnostic equipment.
SENT (Single Edge Nibble Transmission), 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 < 0.5 volts, high state > 4.1 volts
• Supply voltage line 5 volts
• 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.
Differential Pressure Sensor (DPF)

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-23

Engine Management System
SENT Sensor Wiring

Example SENT waveform (LP EGR at idle)

5-24 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System
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

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-25

Engine Management System
Exhaust After Treatment Sensors
NOTE: For a detailed information on the selective catalyst reduction system refer to the SCR
personal study module PDM3001980515.

The Ingenium I4 2.0L 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)

5-26 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System
SCR Sensor Location

Item Description Item Description

1 Diesel oxidation catalyst 2 Catalysed DPF

3 DEF heater control unit 4 DEF tank

5 DEF tank module 6 Post SCR NOx sensor module

7 Post SCR soot sensor module (NAS only) 8 Post SCR NOx sensor

9 Post SCR soot sensor (NAS only) 10 Selective Catalyst Reduction (SCR)
catalytic converter

11 DEF injector 12 Pre SCR NOx sensor (NAS only)

13 Pre SCR temperature sensor 14 Pre SCR NOx sensor module (NAS only)

15 Powertrain Control Module (PCM) 16 Private CAN bus

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
• Permanent fault is stored and the MIL is activated.
• Accurate NOx control may be affected.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-27

Engine Management System

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.

5-28 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System

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.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-29

Engine Management System
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
• Permanent fault is stored and the MIL is activated.
• 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

5-30 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Engine Management System
The NTC thermistor will give out a uniform voltage which will vary as the temperature increases and
decreases.
Example Waveform at Idle

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.
Private CAN Bus - Monitoring
The following components are connected to the PCM via a private CAN bus. The PCM provides a
gateway, for communication to the vehicle CAN bus.
• NOx sensor control unit(s).
• Heater control unit
• Soot sensor
The DEF injector, DEF pump, temperature and level sensors are hardwired to the PCM and do not
involve CAN communication.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 5-31

Engine Management System

5-32 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Ingenium I4 2.0L Diesel Engine
Introduction

High Specification Ingenium Diesel

 High Specification Ingenium Diesel
Overview

The latest addition to the Ingenium range of diesel engines is the High Spec I4 (AJ20-D4H) 240PS
Twin Turbo which produces an impressive 500Nm of torque. In order to achieve this increase in power
and torque there have been a number of enhancements made to the engine as follows:
• A series sequential system which incorporates both fixed geometry and a variable geometry
turbochargers producing up to 3.7bar absolute manifold pressure
• Inlet manifold swirl flaps
• Revised cylinder block components to cope with the additional power output
• Uprated high pressure fuel pump, high pressure fuel rail and fuel injectors.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 6-1

High Specification Ingenium Diesel
Mid and High Comparison
Title Mid Specification High Specification

Type 4 cylinder in-line engine 4 cylinder in-line engine

Capacity 1999 cm₃ 1999 cm₃

Bore 83.0 mm 83.0 mm

Stroke 92.4 mm 92.4 mm

Valves per cylinder 4 4

Compression ratio 15.5:1 15.5:1

Maximum output 132 kW (180 ps) @ 3500rpm 176 kW (240PS) @ 4000rpm

Maximum torque 430Nm @1750-2500rpm 500Nm @1500-2500rpm

Exhaust After Treatment 2-way catalyst, DPF and SCR 2-way catalyst, DPF and SCR
systems systems

Emissions standard EU6 EU6

CO2 g/km as fitted to the All New 159-166g/km 165-171g/km

Discovery

Power Torque Comparison

Item Description Item Description

1 Mid Spec 2 High Spec

A Torque Nm B RPM

C Power PS

6-2 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 High Specification Ingenium Diesel
Crankshaft, Pistons and Connecting Rods

Revised cylinder block components includes:

• Crankshaft main bearings and big end bearings increased in diameter by 5 mm
• New forging of the Con-rods to match the larger big end bearing diameter
• Pistons have upgraded material specification plus bronze lined gudgeon pin bores, marginally
different combustion bowl shape.
Fuel System
The fuel system has been uprated to help assist with the additional power output. Visually the fuel
components look the same except for their part numbers, parts must not be intermixed between any
other engine variant.
Additional fuel pressure (2200 bar) is required to ensure fuel delivery is sufficient enough to compliment
the engine power output. However, at low engine RPM the higher fuel pressure may lead to an unclean
combustion. To compensate for this variable tract, intake manifold swirl flaps are installed to tune the
intake air flow. The tuning improves the fuel combustion at low engine load or speed, thus reducing
the exhaust emissions.

NOTE: The High Specification Ingenium continues to use solenoid injectors which is a first
within the automotive industry for fuel systems running at 2200 bar.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 6-3

High Specification Ingenium Diesel
Fuel System Components

Item Description Item Description

1 Fuel injector (4 off) 2 Low Pressure (LP) pipe – injector leak-off

3 High Pressure (HP) pipe – fuel rail to injector 4 Low Pressure (LP) pipe – fuel rail leak-off
(4 off)

5 Fuel Pressure Control Valve (PCV) 6 Low Pressure (LP) pipe – HP pump leak-
off

7 High Pressure (HP) – HP pump to fuel rail 8 Fuel supply pipe – filter to lift pump

9 High Pressure (HP) fuel pump and integral lift 10 Fuel Rail Pressure (FRP) sensor
pump

11 High Pressure (HP) common fuel rail

6-4 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 High Specification Ingenium Diesel
Series Sequential Turbochargers
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:
• A downsized 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.

NOTE: As a result the high specification Ingenium engine will replace the Lion V6D mono-turbo.

Item Description Item Description

1 Fixed Geometry Turbocharger 2 Variable Geometry Turbocharger

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 6-5

High Specification Ingenium Diesel
Series Sequential Components

Item Description Item Description

1 Waste-gate flap 2 Low pressure fixed geometry turbo

3 Waste-gate actuator 4 High Pressure VGT exhaust outlet

5 VGT Actuator 6 Passive Compressor Bypass Valve

7 High Pressure VGT compressor outlet

6-6 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 High Specification Ingenium Diesel
Vacuum Controlled Actuators

Item Description Item Description

1 Waste-gate actuator 2 Turbocharger Turbine Inlet Valve (TCTI)

actuator

There are two vacuum controlled actuators used within the series sequential system:
1. The waste-gate actuator is used to regulate the maximum boost pressure produced by the fixed
compressor
2. The TCTI actuator is used to control the amount of boost which is provided by the fixed geometry
turbo (balancing the operation of the series turbochargers).

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 6-7

High Specification Ingenium Diesel
Actuator Control Solenoids and Pipework

Item Description Item Description

1 Waste-gate control actuator 2 Waste-gate control actuator solenoid

3 TCTI vacuum pipe 4 TCTI Solenoid

5 TCTI actuator 6 TCTI vacuum pipe

Both vacuum actuators are controlled by the Powertrain Control Module via electrical solenoids
located at the front of the engine. The signal used to actuate the solenoids is Pulse Width Modulated
on the negative wire. A scope can be used to capture the signal from the PCM.
Expected Vacuum Actuator Waveform

6-8 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 High Specification Ingenium Diesel

NOTE: Both actuators are spring loaded holding the components in the open position and
vacuum controlled in the closed position. This allows both actuators to operate in a fail-safe
position if there are any electrical or vacuum issues. Both the TCTI Actuator and the Waste-gate
actuators should not be removed in service as both are calibrated at the factory. Any actuator
replacement requires either the fixed geometry turbo to be replaced or the exhaust manifold
and the TCTI assembly.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 6-9

High Specification Ingenium Diesel
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. A larger
fixed geometry turbocharger can provide 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 type of turbo we have an induction system that provides increased
boost pressure across the entire engine speed or load range.
Low Load Operation - Exhaust Gas Flow

With the bypass closed, exhaust gas acts upon the fixed geometry turbine after it has passed through
the VGT. The gas flow is sufficient enough to provide some boost pressure. This serves two purposes
for the system :
1. Any energy not extracted by the variable geometry turbine is available to be extracted by the fixed
geometry turbine increasing the efficiency of the boosting system
2. It enables a smooth switching event between turbochargers as the fixed geometry turbine does
not have to be accelerated from stationary
3. To prevent an otherwise stationery compressor from restricting intake air flow to the VGT.
In low engine load conditions the Turbine bypass is closed. All exhaust gas leaving the engine is
diverted into the turbine of the VGT 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 VGT turbo and is passed over the fixed
geometry turbo turbine.

6-10 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 High Specification Ingenium Diesel
Low Load Operation - Intake Air Flow

Item Description Item Description

A This shows intake air being drawn into B Intake air exits the VGT and passes around the
the VGT via the fixed geometry Passive Compressor Bypass Valve (item 6 on
compressor graphic E192451)

NOTE: In order to understand the exhaust and intake air flow of the series sequential
turbocharger system we will observe the following diagrammatical images.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 6-11

High Specification Ingenium Diesel

Item Description Item Description

1 Variable Geometry Turbocharger 2 Fixed Geometry Turbocharger

3 Turbocharger Turbine Inlet Valve (TCTI) 4 Waste-gate

5 Passive compressor bypass valve 6 Charge Air Cooler

7 Air filter Housing 8 Exhaust

9 Engine

6-12 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 High Specification Ingenium Diesel
Engine Speed/Load Increases - Mid Range

Item Description Item Description

1 The Turbine bypass actuator starts to open to C Intake air continues to be drawn into the VGT
increase gas flow to the fixed geometry turbo via the fixed geometry turbo compressor and
turbine. Exhaust gas continues to flow around exits around the Passive Compressor Bypass
the VGT Valve

Figure E198811 shows what happens when the engine speed and load increases. The Turbine intake
shut-off valve (9) starts to open allowing a small amount of exhaust gas to enter the fixed geometry
turbocharger turbine. The fixed geometry turbocharger now starts to produce a pressure which
matches the pressure produced by the VGT. The pressure produced at the fixed geometry turbocharger
is not enough to create a pressure difference across the Passive Compressor Bypass Valve (8), so
it remains closed.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 6-13

High Specification Ingenium Diesel

High Engine Speed/Load Operation

Item Description Item Description

1 The high energy exhaust gas flows easier D Higher boost pressure from the fixed geometry
through the fixed geometry turbocharger turbocharger compressor creates a pressure
due to the restriction to flow within the balance across the compressor bypass valve which
smaller VGT opens it and allows flow to bypass the high pressure
compressor

6-14 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 High Specification Ingenium Diesel
Figure E198812 shows a high engine speed or load condition, where the fixed geometry 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 fixed geometry turbocharger. The charge air pressure produced
is enough to open the Passive Compressor Bypass Valve (8) so the pressurised air goes directly to
the intercooler allowing the fixed geometry turbocharger becomes the main supplier of charged air.
The VGT turbocharger is kept spinning at its maximum capacity. The difference in pipe diameter
allows the fixed geometry turbocharger to supply most of the charge air and receive most of the
exhaust gas flow.
If required, the Turbocharger Turbine Inlet Valve (TCTI) (10) is opened to control boost pressure.
This may happen if the boost pressure supplied by the fixed geometry turbocharger becomes too
high (overboost).

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 6-15

High Specification Ingenium Diesel
Fixed Geometry Waste-gate

Item Description Item Description

1 Fixed Geometry Turbo 2 Waste-gate valve

The Fixed Geometry Turbocharger utilises a waste-gate valve to control the exhaust gases entering
the turbine section of the turbo. When the waste-gate is actuated the exhaust gases are able to by-
pass the turbine section and exit directly into the exhaust system (post turbocharger) thus reducing
the turbine speed and ultimately the intake air pressure. The control diaphragm contains an internal
spring which holds the waste-gate in the open position when there is no vacuum. This creates a 'fail-
safe' situation where the waste-gate will remain in the open position if there is an electrical or vacuum
issue.
Turbocharger Turbine Inlet Valve (TCTI)

Item Description

1 Turbocharger Turbine Inlet Valve (TCTI)

6-16 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 High Specification Ingenium Diesel
The Turbocharger Turbine Inlet Valve (TCTI) is used to control the flow of exhaust gases leaving the
engine and entering the turbocharger turbines. When closed the exhaust gases leaving the engine
will act directly onto the VGT turbine before passing through the Fixed Geometry Turbocharger and
exiting into the exhaust. When fully open the exhaust gases can access both the Fixed Geometry
Turbocharger turbine and the VGT turbine.
The position of this valve is controlled by the PCM via an electrical solenoid and vacuum actuator as
previously mentioned. The position of the valve is not fed back to the PCM and is merely calculated
by a pre-determined algorithm held within the Powertrain Control Module.
MAPT Sensor

On a high load operation the total boost pressure is regulated by the fixed geometry turbocharger
waste-gate. The PCM monitors the intake air pressure via the Manifold Air Pressure and Temperature
(MAPT) sensor on the inlet manifold. Any faults with the MAPT sensor will cause both the Waste-
gate and Turbocharger Turbine Inlet Valve (TCTI) to stay in the fully open position and will log a DTC
in the system.
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

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 6-17

High Specification Ingenium Diesel
Passive Intercooler 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 fixed geometry turbo when in VGT mode
only or series mode. If no valve was fitted compressed air would recirculate back to the HP compressor
inlet. The turbocharger intake air pipes are two different diameters, the smaller pipe exits the VGT
and the larger pipe exits the fixed geometry turbo. The larger diameter pipe contains a spring loaded
valve (Passive Intercooler Valve) which acts like a one way valve for air exiting the fixed geometry
turbo.
The valve is purely mechanical has no position sensors and is not controlled by the PCM.

6-18 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 High Specification Ingenium Diesel
Intake Manifold Swirl Flaps
The new High Specification I4 (AJ20-D4H) Diesel engine utilises swirl flaps in the intake manifold.
Swirl flaps are used to reduce particulate matter and improve warm up by causing the air to enter the
combustion chamber at a higher velocity and circle around the cylinder improving fuel mixing.
Key advantages
• Improved fuel mixing which is an emissions and fuel economy benefit
• Engine warm-up time can be reduced by using the swirl flaps to warm up the air entering the
cylinder.
At idle the swirl flaps are closed, this changes as engine speed increases, the flaps are gradually
opened until, at around 2,000 rpm, they are parallel to the airflow and present virtually no resistance.
Their purpose is to create a swirl in the inlet manifold, this aids improved combustion by ensuring
that the air entering the cylinder is sufficiently turbulent for good fuel-air mixing. This aids in reducing
certain toxic emissions and may also improve low-end power and torque.

Item Description Item Description

1 Swirl flap actuator 2 Manifold Air Pressure Sensor (MAP)

3 Swirl Flap 4 Intake manifold

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 6-19

High Specification Ingenium Diesel
Intake Air Flow

Item Description Item Description

1 Swirl Flap Open 2 Swirl Flap Closed

6-20 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 High Specification Ingenium Diesel
Components

Item Description Item Description

A Passive intake manifold (swirl flaps B Non active intake manifold (no swirl flaps, Eco
fitted) and Mid specification engines)

The key difference between a manifold with swirl flaps fitted and one without is the electrical actuator
attached to the manifold to control the swirl flaps.

The swirl flaps are driven by a linkage system between the actuator and manifold which connects all
flaps.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 6-21

High Specification Ingenium Diesel
The linkage system has two mechanical stop points built into the intake manifold. These are only
used during the actuator "learning" phase where it actuates until the stop point and record the voltage
at each point during normal operation the flaps electronic limit is set just before the mechanical stop
position.
The 'learning phase' occurs every time the vehicle goes from an 'asleep' condition (doors locked and
vehicle left for sometime) to an 'ignition on' condition. This allows the PCM to check the actuator
operation and position.
The full rotation from fully open to fully closed is 90 degrees.

Item Description Item Description

A Fully Open B Fully Closed

6-22 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 High Specification Ingenium Diesel
Actuator Control

Item Description

1 Powertrain Control Module

The swirl flap actuator is controlled by the Powertrain Control Module (PCM). The PCM supplies the
actuator power, ground and motor supply. The swirl flap actuator sends a position signal back to the
PCM.
The actuator signal feedback can be captured using a Picoscope. Graphic E196807 shows the
different stages of operation.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 6-23

High Specification Ingenium Diesel
Swirl Flap Waveform

Item Description Item Description

1 Vehicle asleep ignition off 2 Actuator learning phase

3 Flaps partially closed 4 Flaps are open

5 Flaps partially closed

6-24 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 High Specification Ingenium Diesel
Actuator Replacement

Item Description

1 Locking shaft

Is it important that when replacing the swirl flap actuator that the flap linkage is locked in the fully
open position. This is achieved by inserting a small metal rod (3-3.5mm in diameter) fully into the
hole highlighted in graphic E193140. This in turn will hold the swirl flap mechanism in the fully open
position.

NOTE: Failure to lock the swirl flap mechanism during actuator replacement will result is swirl
flaps potentially detaching from the actuator linkage and dropping into the inlet manifold.

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 6-25

6-26 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction
Ingenium I4 2.0L Diesel Engine
Introduction

Servicing and Special Tools

 Servicing and Special Tools
Engine Service Schedule

Service Intervals
Item Interval

Castrol EDGE Professional E 0W-30 engine Every 21,000 miles or two years
lubricating oil

Engine Oil Filter Every 21,000 miles or two years

Drain fuel filter water trap Every 21,000 miles or two years

Fuel Filter Every 42,000 miles or four years

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 7-1

Servicing and Special Tools
Special Tools
Specialist tools are required to carry out ceratin procedures on the AJ20-D4 engine. The following
table lists the special tools available:
Service Intervals
Item Part Number

Crankshaft pulley removal / Locking tool JLR 303-1630

Camshaft locking tool JLR 303-1625

Variable camshaft timing locking tool JLR 303-1631

Fuel injector removal tool JLR 310-253

Slide Hammer (used in conjunction with the injector removal and JLR 100-012
rear crankshaft oil seal)

NOx sensor and oxygen sensor removal tool JLR 310-121

Fuel pump removal/installation tool JLR 303-1627

Front crankshaft oil seal removal tool JLR 303-1628

Rear crankshaft oil seal removal/installation tool JLR 303-538

Rear crankshaft oil seal removal/installation tool JLR 308-615

Rear crankshaft oil seal installation tool JLR 303-1632

Oil pump sprocket reaction tool JLR 205-053

Engine lifting eyes JLR 303-1633

7-2 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

Ingenium I4 2.0L Diesel Engine
Introduction

Questions
 Questions
Test Your Knowledge
Answer the following multi-choice questions. Some questions may have more than one answer choice.
QUESTION No 1
When discussing the power output of the Ingenium engine select the correct statement from the list
below.

Option Answer Selection

a. The Ingenium I4 2.0L Diesel is available in Mid Specification

180PS engine variants

b. The INGENIUM I4 2.0L diesel is available in eco specification

380PS variant

c. The INGENIUM I4 2.0L diesel is available in eco specification

180PS variant

d. The Ingenium I4 2.0L Diesel is available in eco specification

170PS variant

QUESTION No 2
True or false the manual 180PS Ingenium I4 2.0L Diesel has a CO2 level of 99 g/km

No. Answer Selection

a. True

b. False

QUESTION No 3
Select the correct statement from the list below.

Option Answer Selection

a. The Ingenium I4 2.0L Diesel has a poly-V type belt which has a 21,000
mile service interval

b. The Ingenium I4 2.0L Diesel has a maintenance-free poly-V type belt

which is manually preloaded

c. The Ingenium I4 2.0L Diesel has a maintenance-free poly-V type belt

which is automatically preloaded

d. The Ingenium I4 2.0L Diesel has a poly-V type belt which has a 42,000
mile service interval

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 8-1

Questions
QUESTION 4
With reference to the timing chain arrangement select the correct statement from the list below.

Option Answer Selection

a. The upper timing chain is maintenance free only and are timed using
coloured timing mark link plates

b. The lower timing chain is maintenance free only and are timed using
coloured timing mark link plates

c. Both upper and lower timing chains are maintenance free and are
timed using coloured timing mark link plates

d. Both upper and lower timing chains are replaced at 100,000 miles
or 10 years and are timed using coloured timing mark link plates

QUESTION No 5
True or false the Variable Camshaft Timing is controlled by the Engine ECM

No. Answer Selection

a. True

b. False

QUESTION No 6
Which of the following statements is correct when discussing the oil pump?

Option Answer Selection

a. The Variable Oil Pump with Integral Vacuum Pump requires an

electrical input during the high pressure rate function

b. The Variable Oil Pump with Integral Vacuum Pump requires no

electrical input during the high pressure rate function

c. The Variable Oil Pump with Integral Vacuum Pump requires no

electrical input during the low pressure rate function

d. The Variable Oil Pump with Integral Vacuum Pump requires no

electrical input during the high or low pressure rate function

QUESTION No 7
True or false the piston cooling jet solenoid is normally closed and has to be electrically opened.

No. Answer Selection

a. True

b. False

8-2 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Questions
QUESTION No 8
Select the correct statement from the list below.

Option Answer Selection

a. The primary purpose of exhaust gas recirculation is to reduce CO

production in the combustion chamber

b. The primary purpose of exhaust gas recirculation is to reduce NOx

production in the combustion chamber

c. The primary purpose of exhaust gas recirculation is to increase NOx

production in the combustion chamber

d. The primary purpose of exhaust gas recirculation is to increase

combustion temperature

QUESTION No 9
When considering the high pressure fuel system in the Eco and Mid specification engines what is the
maximum operating pressure?

Option Answer Selection

a. 1800 PSI

b. 2200 bar

c. 1800 bar

d. 4.5 - 6.0 bar

QUESTION No 10
True or false the Ingenium I4 2.0L Diesel engine is fitted with piezo Injectors

No. Answer Selection

a. True

b. False

QUESTION No 11
Which of the statements below is correct when discussing the glow plug strategy.

Option Answer Selection

a. The Ingenium I4 2.0L Diesel glow plug strategy has two different
modes

b. The Ingenium I4 2.0L Diesel glow plug strategy has one different
modes

c. The Ingenium I4 2.0L Diesel glow plug strategy has four different
modes

d. The Ingenium I4 2.0L Diesel glow plug strategy has three

different mode

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 8-3

Questions
QUESTION No 12
In the event of a Fuel Rail Pressure Control Valve failure which of the following is the correct statement.

Option Answer Selection

a. The engine will run on reduced power

b. The engine will start and idle

c. The engine will not start

d. The engine will start and run

QUESTION No 13
Select the correct statement from the list below.

Option Answer Selection

a. The charge air cooling circuit is connected to the bottom of the main
high temperature cooling circuit radiator

b. The charge air cooling circuit is connected to the coolant expansion

tank

c. The charge air cooling circuit is connected to the top of the main high
temperature cooling circuit radiator

d. The charge air cooling circuit is not connected to the main cooling circuit
radiator

QUESTION No 14
Which of the following statements regarding the Electric Throttle Valve fitted to the INGENIUM I4 2.0L
Diesel is correct? There may be more than one correct answer.

No. Answer Selection

a. To create a pressure reduction in the inlet manifold to

promote EGR

b. To reduce the mass air taken in to slow combustion (aid

DPF regeneration)

c. To enable smooth shut down of engine

d. To reduce the temperature of air into the inlet manifold

QUESTION No 15
True or false, a cylinder head temperature sensor failure will affect the variable water pump operation?

No. Answer Selection

a. True

b. False

8-4 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction

 Questions
QUESTION No 16
Which is the correct statement for the acronym SENT?

Option Answer Selection

a. Single Edge Network Transmission

b. Single Edge Nibble Transistor

c. Single Edge Nibble Transmission

d. Single Edge Network Transistor

QUESTION No 17
True or false the NOx sensors are connected to the engine ECM via private CAN:

No. Answer Selection

a. True

b. False

QUESTION 18
Which of the following High specification Ingenium engine components are vacuum control closed?
There may be more than one answer

Option Answer Selection

a. Turbocharger Turbine Inlet Valve (TCTI)

b. VGT actuator

c. Waste-gate actuator

d. Passive intercooler valve

QUESTION No 19
True or false the High Specification INGENIUM I4 2.0L Diesel engine has an available fuel pressure of
2200 bar?

No. Answer Selection

a. True

b. False

QUESTION No 20
When discussing the benefits of intake manifold swirl flaps.

Which of the following statements is correct? There may be more than one correct answer.

No. Answer Selection

a. Swirl flaps improve fuel mixing at low RPM

b. Swirl flaps reduce engine warm-up time

c. Swirl flaps improve fuel mixing at high RPM

d. Swirl flaps are fully open above 2000 RPM

Ingenium I4 2.0L Diesel Engine Introduction Version: 2.0 8-5

8-6 Version: 2.0 Ingenium I4 2.0L Diesel Engine Introduction
X