Bentley - Eight - Workshop Manual - 1988 - 1988

I l ROLLS Im Workshop Manual Engine Management . Systems ROYCE Rolls-Royce & Bentley motor cars Rolls" Royce Silver Spirit RoUsvRoyce Silver Spur Rons- Royce Corniche Rolls·Royce Corniche II Bentley Eight Bentley Mulsanne Bentley Mulsanne S Bentley Turbo R Bentley Continental 1987t 1988t and 1989 model year cars TSD 4737 ., September 1989 Printed and Published by ftotla•Royc:o Motor Cars Limited Crewe Ch••hir• CW1 3PL England The information in this document is correct at the time of going to print but in view of the Company s continuing efforts to develop and improve its products it may have become out of date by the time you read it and you should, therefore, refer to publication TSO 4736 Product Support Information. The information given hero must not be taken as forming part of or establishing any contractual or other commitment by Rolls-Royea Motor Cars Limited end no warranty or representation concerning the information is given. @ Rolls-Royce Motor Cars Limited 1989 9/89 Introduction This manual is written specifically for skilled service personnel and it is therefore assumed that the workshop safety and repair procedures generally accepted by the motor trade are appreciated. understood. and carried out. Information relating to any subsequent modification will be circulated by the issue of amended or additional pages. Each chapter incorporates an issue record sheet Reference must be made to these sheets when determining either the current issue date for a particular page. or the number of pages contained within a chapter/section. Throughout the manual reference is made to the right-hand and left-hand side of the car. this is determined when sitting in the driver· s seat. In order to identify the two banki; of engine cylinders. it should be noted that 'A bank of cylinders is on the right-hand side and bank on the left-hand side when viewed from the driver's seat. Service personnel at Rolls-Royce Motor Cars Limited are always prepared to answer queries or give advice on individual servicing problems. When making an enquiry it is essential that the full vehicle identification number (VIN) is quoted. ·e· Important When obtaining information for a particular model always refer to the appropriate Chapter and/or Section contents page. 9/89 Printed in England 4P RoOs-RoVCe Motor Cars Limited 1989 TSO 4737 I ~ Commu nications All communications should be addressed to one of the following depending upon the ca( s domicile. Rolfs-Royce Motor CaR Limited Crewo Cheshire CWl 3PL England Telephone: 02 70 255155 Telex: 361 21 Fax: 0270 586548 RoUa·Royce Motor Cars International SA Au Glapin 1162 St·Prex Switzerland Telephone: 021 8062731 Telex: 464216 Fax: 021 8062729 Rolla-Rove• Motor Cars Inc. PO Box 4 76 Lyndhurst New Jersey 070 71 USA TelophQne: 201 460 9600 ·relax: 427788 Fax: 201 460 9392 Rolls-Royce Motor Cara (Canada) Limited/limitee 6634 Abrams Street St. Laurent Quebec H4S 927 Canada Telephone: 514 335 9898 fax: 514 335 2457 9/89 Contents Chapter A General information Chapter& Fuel injection system ChapterC Fuel system ChapterD Turbocharging system Chapter£ Ignition system (For details of the ignition system fitted to 1989 model year turbocharged cars, refer to Chapter B. Section 84, K·Motronic) Chapter F Exhaust emission control system ChapterG Fuel evaporative emission control system ChaptetH Crankcase emission control system ChapterJ Air intake system ChapterK Throttle linkage Chapterl Special torque tightening figures ChapterM Workshop tools ChaptarN Running changes 10/88 Printed in England © Aolte-Rovce Motor Cars limited 1988 TS04737 Chapter A General information Contents Sections Rolls-Royce Silver Silver Spirit Spur Corniche/ Corniche II Bentley Mulsanne/ Turbo R Eight Mulsanne S Continental Contents and issue record sheet Al Al A1 Al Al Al Al 1987/88/89 model years General information A2 A2 A2 A2 A2 A2 A2 10/88 TSD4737 Printed in England (c) Rolls-Royce Motor Cars Limited 1988 A1-1 Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections Page No. 1 2 3 4 5 6 I A1 10/88 10/88 I A2 10/88 10/88 10/88 10/88 :.....:...... 10/88 ________ ____________________________ 10/88 7 8 9 10 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11 12 13 14 15 - - - - - -- - - - -- - -- - - -- - - -- - - -- - -- - - - - -- 16 17 18 19 20 21 - - - - - - - - -- - -- - - - - - - - - - - - - - - - - - - - - - - - 22 23 24 25 - - - - - - - - -- - -- - - - -- - -- - -- - -- - - -- - - - -- 26 27 28 29 30 31 - - - - - - - - -- - - - -- - - - - -- - - -- - - - -- -- - - - - ~ 32 33 34 35 36 37 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - -- - 38 39 40 - - - - - - - - - -- - - -- - - - -- - -- - - -- - -- - - - - - ~ 41 42 43 44 45 46 - -- -- - - - - - -- - - - - - -- - - - - - - - -- - -- - - - - - ~ 47 48 49 50 51 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~ 52 53 54 10/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSD 4737 A1-3 Sec1ion A2 General information Health risk Engine oils Prolonged and repeated contact with mineral oil will result in the removal of natural fats from the skin, leading to dryness, irritation, and dermatitis. In addition. used engine oil contains potentially harmful contaminants which may cause skin cancer. Adequate means of skin protection and washing facilities should be provided. Health protection precautions 1. Avoid prolonged and repeated contact with oils. particularly used engine oils. 2. Wear protective clothing. including impervious gloves where practicable. 3. Do not put oily rags in pockets. 4. Avoid contaminating clothes, particularly underpants. with oil. 5. Overalls must be cleaned regularly. Discard unwashable clothing and oil impregnated footwear. 6. First aid treatment should be obtained immediately for open cuts and wounds. 7. Use barrier creams, applying before each work period, to help the removal of oil from the skin. 8. Wash with soap and water to ensure all oil is removed !skin cleansers and nail brushes will help). Preparations containing lanolin replace the natural skin oils which have been removed. 9. Do not use fuel, kerosine, diesel fuel, gas oil, thinners, or solvents for washing skin. 10. If skin disorders develop, obtain medical advice. 11. Where practicable, degrease components prior to handling. 12. Where there is a risk of eye contact, eye protection should be worn. for example, chemical goggles or face shields; in addition an eve-wash facility should be provided. See also UK Health and Safety Executive Cautionary Notice SHW 397 'Effects of Mineral Oil on the Skin'. Environmental protection precautions It is illegal to pour used oil onto the ground, down sewers or drains, or into water courses. The burning of used engine oil in small space heaters or boilers is not recommended unless emission control equipment is fitted. In cases of doubt check with the Local Authority. Dispose of used oil through authorized waste disposal contractors to licensed waste disposal sites, or to the waste oil reclamDtion trade. If in doubt, contact the Local Authority for advice or disposal facilities. Exhaust gases The exhaust gases contain carbon monoxide {COi. which is odourless and invisible but very poisonous. 10/88 Printed in England (c) Rolls-Royce Motor Cars Limited 19B8 Operating the air conditioning system in a confined space increases the danger of these gases entering the car. Ideally, engines should be run in the open where the exhaust gases can discharge into the atmosphere. However. when running engines within an enclosed working area, the exhaust gases must always be removed safely. Refer to further text within this manual regarding the use of exhaust gas extraction hoses and equipment. Fuel Fuel may contain up to 5% of benzene as an anti-knock additive. Benzene is extremely injurious to health (being carcinogenic) therefore, all contact should be kept to an absolute minimum, particularly inhalation. Fuel has a sufficiently high vapour pressure to allow a hazardous build-up of vapour in poorly ventilated areas. Therefore. any work should be carried out in a well ventilated area. Fuel vapour is an irritant to the eyes and lungs, and if high concentrations are inhaled it may cause nausea, headache. and depression. Fuel liquid is an irritant to the eyes and skin and may cause dermatitis following prolonged or repeated contact. When it becomes necessary to carry out work involving the risk of contact with fuel. particularly for prolonged periods, it is advisable to wear protective clothing including safety goggles, gloves, and aprons. If there is contact with fuel the following emergency treatment is advised. Ingestion (swallowing) Do not induce vomiting. Give the patient milk to drink (ii none is available water can be given). The main hazard after swallowing fuel is that some of the liquid may get into the lungs. Send the patient to hospital immediately. Eves Wash with a good supply of clean water for at least 10 minutes. Skin contact Immediately drench the affected parts of the skin with water. Remove contaminated clothing and then wash all contaminated skin with soap and water. Inhalation (breathing in vapour) Move the patient into the fresh air. Keep the patient warm and at rest. If there is loss of consciousness give artificial respiration. Send the patient to hospital. High voltage levels Dangerously high voltage levels are present in an electronic ignition system. These levels are not only TSD4737 A2-1 present in individual components, but also in the wiring looms, plugs, sockets, and test connections. Both primary and secondary circuits are sut>Ject to these high voltages. Therefore, whenever the system is switched on do not touch any components/circuits contained within the ignition system. Always wear thick rubber gloves and use insulated tools when working on the system with the ignition switched on. Workshop precautions Electrical Always ensure that the battery master switch is turned to the OFF position or the battery is disconnected, before disconnecting or connecting any electrical components. In addition, note the following. Never disconnect the battery or switch off the battery master switch when the engine is running. Always ensure correct polarity when making cable connections. It is recommended that when carrying out tests on the car wiring, a good quality multi-meter is used. Never use generator type meters. Do not use a test lamp on circuitry that contains electronic components, such as the ignition system. Before using test equipment always read the manufacturer's instructions. Do not pierce any electrical leads or looms with test probes, etc. Do not remove the high tension lead situated between the ignition coil and distributor when the engine is running. Ensure that no arcing takes place between electrical connections. Do not supply more than 16 volts direct current to the ignition system. Fire Fuel is highly flammable, therefore great care must be exercised wheneve, the fuel system is opened li.e. pipes or unions disturbed) or the fuel is removed from the system. Always ensure that 'no smoking' signs and CO 2 (carbon dioxide) fire extinguishers are placed in the vicinity of the vehicle. Always ensure that the battery is disconnected before opening any fuel lines. If the fuel is to be removed from the tank, ensure that it is siphoned into a suitable covered container. absorbent cloth around the joint and carefully slacken the pipe nut to release any pressurized fuel from the system. Tighten the pipe nut. Always dispose of the cloth carefully, in accordance with the prevailing Health and Safety regulations. Cleanliness It is extremely important to ensure maximum cleanliness whenever work is carried out on the system. The main points are. 1. Jn order to prevent the ingress of dirt, always clean the area around a connection before dismantling a joint. 2. Having disconnected a joint (either fuel or air) always blank off any open connections as soon as possible. 3. Any components that require cleaning should be washed in white spirit and dried, using compressed air. 4. If it is necessary to use a cloth when working on the system, ensure that it is lint-free. General Before working on the car, always ensure that the parking brake is firmly applied. the gear range selector level is in the park position, and fuse A6 is removed from fuse panel F2 on the main fuseboard. A number of the nuts. bolts. and setscrews used in the fuel injection system are dimensioned to the metric system. it is important therefore, that when new parts become necessary the correct replacements are obtained and fitted. Terminology It should be noted that not all of the components listed are fitted to any one particular model or model year of car. This section merely explains the abbreviation and operation of the specialist components used in the systems. Air flow sensor plate Balances the air flow entering the induction system with fuel pressure acting on the control piston. Air flow sensor potentiometer Monitors the quantity of air flowing into the engine. The information is conveyed to the ECU as a measure of engine load and is one of the elements used in the calculation of ignition timing and fuelling requirements. Air pressure transducer (APT) Fuel Pressure The fuel system contains fuel that may be under high pressure. Therefore, to reduce the risk of possible injury and fire, always ensure that the system is depressurized by one of the following methods before commencing any work that necessitates opening the system. 1. Allow the pressure to fall naturally by switching off the engine and allowing the vehicle to stand for a minimum of four hours before opening the system. 2. Clean the inlet connection to the fuel filter. Wrap an The air pressure transducer monitors induction manifold pressure. It passes this information to the relevant ECU so that the necessary electrical corrections can be made to the relevant control system. On cars fitted with one APT the unit provides instantaneous boost pressure information for the fuel injection and ignition control systems. It also supplies the information to the boost control system. On cars fitted with two APTs one assembly is connected to the fuel injection system and the second unit is connected to the boost control system. 10/88 A2-2 ~ ~ Air pump clutched pulley The air injection system is de-activated whenever the coolant temperature is above 33°C (91 °F) or engine speed exceeds 3000 + 100 rev/min. This is achieved by dis-engaging the air pump clutch. Air switching valve The air switching valve comprises a vacuum operated valve with an integral control solenoid. At coolant temperatures below 33 ° C (91 ° Fl the solenoid is energized. The resulting vacuum then applied to the diaphragm chamber opens the v.ilve and allows injected air to pass to the exhaust manifold. At coolant temperatures above 33°C (91 °F) the solenoid is de-energized, the vacuum signal is inhibited and the injected air is re-routed to the engine air intake system. Auxiliary air valve Allows calibrated increases in idle circuit air flow and hence engine speed. with closed throttle plates. This provides the correct mixture strength during cold starting and warm-up periods. Check valves A check valve is fitted into the air injection pipe to each exhaust manifold. The valves prevent the back flow of exhaust gas. Cold start injector Sprays finely atomized fuel during engine cranking (cold engine) into the induction manifold. The amount and duration of cold start injector operation are dependent upon the coolant temperature. Control piston Cylindrical plunger type of valve that moves vertically in the fuel distributor. A precision machined edge on the piston opens the metering slits in the fuel distributor. Coolant temperature sensor The coolant temperature sensor is located in the thermostat housing. The internal resistance of the sensor changes with the engine coolant temperature. To achieve the correct starting and warm-up characteristics at low operating temperatures, the ECU uses the signal it receives from the coolant temperature sensor to compute the correction factors for the ignition timing and the fuel injection system electro-hydraulic actuator. Crankshaft reference sensor Initiation of A 1 ignition and subsequent engine firing order occurs when the front damper mounted reference pin passes the crankshaft reference sensor. Differential pressure valves One for each cylinder. maintains the correct pressure of fuel at the metering slits. Dump valve Allows compressed air to recirculate back through the 10/88 Printed in England © Rolls-Royce Motor Cars limited 1988 air intake. Closure of the dump valve allows induction manifold pressure (boost) to build-up during increasing engine load. to values predetermined by the boost control system. The dump valve also acts as a relief valve if the boost pressure exceeds a preset level. Electro-hydraulic actuator (EHA) Mounted on the fuel distributor, the electro-hydraulic actuator replaces the warm-up regulator used on KJetronic systems. A positive increase in current (mA) supply to the EHA results in a corresponding increase in fuel flow and hence fuel mixture strength. On 1989 model year cars fitted with the KE3-Jetronic fuel injection system, it is also possible to have a negative increase in the supply to the EHA which will 'lean off' the mixture. Engine running sensor Inhibits the supply of power to the fuel pump unless the engine is running. The only exception being one by-pass to the circuit, which allows the fuel pump to operate when the engine is being 'cranked' by the starter motor. Engine speed sensor The signal generated by the rotation of the four segment timing wheel is sensed by the engine speed sensor. The information is then conveyed to the KMotronic ECU for calculation of the engine speed. Exhaust gas recirculation valve IEGRI The operation of this valve is vacuum controlled. A proportion of exhaust gas is recirculated from the exhaust system, through the EGR valve, into the induction manifold where it mixes with intake air. Exhaust gas wastegate Regulates the flow of exhaust gas to the turbocharger turbine when either boost pressure or engine detonation reach predetermined levels. The boost control system actuates wastegate control. Four segment timing wheel The four segment timing wheel has four equal length segments and gaps. Angular relationship of segment to gap is 54° and 36° respectively, and produces a 60:40 ratio signal for engine speed calculation. Fuel accumulator When the engine is stopped, the small volume of fuel held in the accumulator (under pressure from the accumulator spring) maintains pressure in the primary fuel circuit to ensure good starting response during the engine 'cranking' operation !i.e. fuel is immediately available). Fuel cooler The fuel cooler is located in the left-hand side of the engine compartment. It uses air conditioning system refrigerant to cool the fuel prior to its return to the tank. TSD 4737 A2-3 Fuel distsibutor Apportions the fuel equally to the injectors adjacent to each engine cylinder. Fuel pressure regulator Maintains a constant primary circuit fuel pressure. When the engine is stopped. the fuel pressure regulator allows the system pressure to drop rapidly to a value preset by the fuel accumulator li.e. just below the injector valve operating pressure). It also seals the return line from the lower chambers of the differential p Rolls•Royce Motor Cars Limited 1987 TSD4737 82--19 ( Continued from $h&et 1 Ensure the throttle position switch is set correctly Fully depress the accelerator pedal. Test meter reads 60% to 70% Reset the throttle position switch YES YES With throttles fully open. Check for cable continuity from electronic control unit pin 7 to vehicle earth faulty wiring loom or contacts YES Connect the 2 volt supply on test meter to the disconnected oxygen sensor cable (feed to the electronic control unit) in the illustration See Test meter reads less lhan 20% e Electronic control unit faulty YES With the oxygen sensor cable still disconnected. connect a CO analyzer into the exhaust pipe sample tapping. Run the engine until normal operating temperature is anained. Check that the idle CO is between 0.5% and 0. 796 at 580 rev/min in park Connect the oxygen sensor cable Is the CO value unchanged? NO Carry out tests to basic K-Jetronic fuel injection system Increase the engine speed to approximately 1500 rev/min the CO reading should fall below the idle speed value Disconnect the oxygen sensor cable Does the engine idle speed become regular and increase? YES I \.: Check the engine idle speed and adjust if necessary ( \ Check for exhaust gas leaks at the exhaust manifolds and oxygen sensor Oxy{1en sensor is faulty Pressure control valve has failed mechanically 1. To prevent the ingress of dirt. always clean the area around a connection before dismantling u joint. 2. Having disconnected a joint (either fuel or air) always blank off any open connections as soon as possible. 3. Any components that require cleaning shou Id be washed in clean fuel and dried, using compressed air. 4. Jf it is necessary to use a cloth when working on the system, ensure that it is lint-free. Fault diagnosis This fault diagnosis section includes. Basic system test procedure. Electrical and Electronic components fault diagnosis. Mechanical components fault diagnosis. It is important that fault finding is carried out in the sequence given. Electrical and electronic faults can exhibit symptoms similar to mechanical faults. Therefore an incorrect diagnosis may be made which could result in both lengthy and costly repairs. Often, a mechanical fault has sufficiently well defined symptoms to enable a very rapid diagnosis to be made. The basic fault finding procedure is as follows, noting thal any faults found in one system should be rectified before movinu on to the next stage of the procedure. 1. Carry out a compression test on the engine cylinders (to inhibit the operation of the system during this test, remove the fuel injection fuse). 2. Check that the ignition system is operating satisfactorily (refer to Chapter E). 3. Ensure that the vacuum system is free from leaks (see fig. 82-23). 4. Ensurn that the E.G.R. system is free from leaks (refer to Chapter F). 5. Ensure that all auxiliary air hoses and crankcase breather system hoses are free from leaks. 6. Check that the solenoid valves and their thermal switches are working correctly. 7. Test the basic K-Jetronic system for correct operation (see fig. 82-23). 8. Test the 'closed loop' system for correct operation (refer to Fault diagnosis flow chart). Note Procedures 1. 2. 3. 5. and 7 apply to all cars. In addition. a combination of procedures 4, 6, and 8 also apply to cars produced to an Australian. Japanese. or North American specification. Before commencing any fault diagnosis or work on the fuel injection system ensure that the workshop safety precautions are fully understood. During manufacture, the components of the fuel injection system are precisely adjusted in order to comply with the relevant emission control regulations. Therefore, alterations to any of the settings should not normally be necessary. Diagnosing and correcting faults The workshop procedure number refers to the fault diagnosis chart for the basic K-Jetronic system given in figure 62-23. 10/87 Procedure 1 Induction system air leaks Visually check all vacuum hoses. pipes. and clips for damage or looseness that may allow an air leak into the induction system. Check the entire induction system for air leaks with the engine running. Use a suitable length of rubber hose as a listening aid. The leak will often be heard as a high pitched hiss or whistle. Procedure 2 Metering control unit lever sticking 1. Ensure that the engine temperature is above 20°c (68°F). 2. Remove the air intake elbow from the inlet to the control unit. 3. Apply control pressure to the control piston in the fuel distributor for approximately 10 seconds (refer to page 82-32). 4. Press the air sensor plate slowly downwards to its ml'lximum open position. The resistance to this movement should I.le uniform over the whole range of travel. Allow the air sensor plate to return to its rest position and repeat the operation. If the resistance to the air sensor plate movement is uniform over the whole range of travel. the metering unit is not sticking. Note Whenever the airflow sensor plate is depressed fuel will be sprayed into the engine. Therefore, the sensor plate should only be depressed the minimum number of times to carry out this operation. 5. Should the resistance to air sensor plate movement be greater in the rest position, it could be due to the plate being either out of position or bent. 6. If the condition described in Operation 5 is confirmed, depressurize the fuel system (refer to page 82-15). Then, press the plate fully downwards and allow it to spring back to the rest position. It should return freely and bounce downwards slightly from the spring loaded stop at least once. 7. Should a resistance be confirmed in Operation 6, remove the air sensor plate and repeat the operation, If this alleviates the resistance, the air sensor plate is fouling the sides of the air funnel and should be centralized (refer to Procedure 3) or the air funnel may be deformed. 8. If there is still a resistance to the movement of the lever, it could be due to contamination within the fuel distributor barrel or occasional binding in the lever mechanism. 9. Contamination within the fuel distributor can be checked by separating the fuel distributor from the control uni I and withdrawing the control piston for inspection. Remove the screws situated on top of the fuel distributor. Lift off the fuel distributor (resistance will be felt due to the rubber sealing ring). bend back the TSD 4737 Printed in England © Rolls-Royce Motor Before carrying out any tests. ensure that the battery is in a fully charged condition. It should be noted that all components of the system (except the injectors) can be tested on the vehicle. Cars Limited 1987 B2-21 piston retaining tabs and withdraw the piston. Handle the control piston with care to ensure that it does not become damaged. Do not handle the control piston on its working surfaces. 10. Thoroughly clean the control piston in clean fuel. 11. Fit the control piston to the fuel distributor. Ensure that the spring is fitted above the piston. Bend the retaining tabs so that the piston cannot fall out. Ensure that the rubber sealing ring situated between the fuel distributor and the mixture control unit is in good condition. Lubricate the rubber sealing ring with suitable grease and fit the distributor, UG99 Fig. B2·25 A Fig. B2-26 Checking the height of the air flow sensor plate 0,5 mm (0.020 in) Height adjustment for the air flow sensor plate ensuring that the retaining screws are evenly tightened. If a resistance is still noticeable, a new fuel distributor assembly should be fitted to the mixture control unit. 12. After fitting the fuel distributor check the idle mixture strength. Procedure 3 Positioning the air flow sensor plate 1. Remove the air inlet elbow from above the air sensor plate. 2. Check that the sensor plate is flat and that it wilt pass through the narrowest part of the air funnel without fouling. 3. If necessary, loosen the plate securing screw. 4. Insert the guide ring RH 9609 whilst retaining the sensor plate in the zero movement position. This will prevent the sensor plate from being forced downwards as the centring guide ring is being installed. 5. With the centring guide ring in position, tighten the retaining screw. Carefully remove the centring guide ring. 6. Apply control pressure to the control piston in the fuel distributor for approximately 10 seconds (refer to page 82-32). 7. The upper edge of the sensor plate adjacent to the fuel distributor, should be flush with the beginning of the upper cone as shown in figure 62-25. Note It is permissible to leave the top edge of the air sensor plate protruding into the upper cone by a maximum of 0,5 mm (0.020 in). The lower edge of the plate (which is chamfered) must not project upwards outside the short cylindrical part of the air funnel, at any point on its circumference. 8. If the air sensor plate is positioned too high. remove the fuel distributor and carefully tap the .9 uide pin lower using a mandrel and a small hammer (see fig. 82-26). Note This adjustment must be made very carefully. ensuring that the guide pin is not driven too low. Repeated adjustment can loosen the guide pin. Serious damage to the engine could result if the pin should fall out. Procedure 4 Checking the operation of the auxiliary air valve 1. Ensure that the engine is cold. 2. Disconnect the electrical plug at the auxiliary air valve. 3. Disconnect the inlet and outlet rubber hoses from the auxiliary air valve. 4. Using a flashlight and mirror, observe the position of the hole in the blocking plate (see fig. B2-27J. It should be partially uncovered. If the blocking plate completely closes the air passage, fit a new auxiliary air valve. 5. If the air passage way is open, connect the electrical plug to the auxiliary air valve. 6. Apply electrical power to the heater in the auxiliary air valve (refer to page 82-33). 7. The air passage through the valve should be completely closed within four to five minutes. 10/87 82-22 8. If the blocking plate does not close, check the electrical power supply to the auxiliary air valve. The minimum vollage at the connector should be 11.5 volts. 9. Finally, using an ohmmeter, check the heating coil in the auxiliary air valve for an open circuit. Should the coil prove faulty, fit a new air valve. Procedure 5 Checking the operation of the primary fuel circuit Fuel delivery 1. Fit the pressure tester RH 9612 (Bosch Number KOEP 1034). 2. Open the valve screw(s) on the pressure tester valve block. 3. Disconnect the fuel return line to the fuel tank at the fuel distributor. Using a 'firtree' type nipple and nut (SPM 1390/1). connect one end of an auxiliary fuel return hose to the connection. Hold the other end of the hose in a graduated measuring container capable of holding at least 2 litres (3.5 Imp pt). 4. Disconnect the electrical plug from the warm-up regulator and the auxiliary air valve. 5. Apply electrical power to operate the fuel pump for 30 seconds (refer to page 82-33). At least 1000 ml of fuel should be delivered into the measuring container. 6. If the delivery quantity is satisfoctory, check the primary system pressure. However, if the delivery quantity is below the prescribed amount proceed as follows, checking the fuel pump delivery after each operation. 7. Check the voltage at the fuel pump. When the pump is operating this should be 11.5 volts. 8. Check the fuel lines for blockage. 9. Fit a new main fuel filter. 10. Fit a new fuel pump. 11. After establishing that the fuel delivery is correct rerr.ove the test equipment. 12. Connect the fuel return pipe to the fuel distributor. Primary system pressure To carry out this test, fit the pressure tester RH 9612 (Bosch Number KDEP 1034). 1. Close the valve screw on the pressure tester threeway block. If the valve block has two screws, this is the screw situated adjacent to the warm-up regulator connection. 2. Apply electrical power to operate the fuel pump (refer to page 82-33). The pressure !Jauge will now show primary system pressure which should be between 5,2 bar and 5,8 bar (75.4 lbf/in 2 and 84.1 lbf/in 2 ) . 3. If the primary system pressure is too low. a. Check the fuel supply. b. Check the setting of the pressure regulator and service if necessary. 4. If the primary system pressure is too high. a. Check for a restriction in the return line to the fuel tank. b. Check the setting of the pressure regulator and service if necessary. Procedure 6 Checking the control pressure Control pressure is determined by the warm-up 10/87 Printed in England © Rolls·Royce Motor Cars Limited 1987 Fig. B2-27 Checking the auxiliary air valve regulator and governs the basic mixture strength. The warm-up regulator contains a temperature sensitive bi-metal. Therefore, the control pressure depends upon the warm-up regulator bi-metal temperature. On cars produced to Australian, Japanese, and North American specifications, the warm-up regulator contains two temperature sensitive bi-metals and an aneroid capsule lsee fig. 82-18) which responds to atmospheric pressure. The control pressure depends upon the warm-up regulator bi-metal temperature and on certain cars it is further influenced by atmospheric pressure (which is reduced with increasing altitude). Fit the pressure tester RH 9612 (Bosch Number KDEP 1034). Cold control pressure The engine must be cold to enable this test to be properly carried out. The engine must not have been run for at least four hours; preferably left overnight. The ambient temperature at the time of the test must also be known. 1. Disconnect the electrical plug situated on the warm-up regulator. 2. Apply control pressure to the system (refer to page B2-32). 3. Open the valve(s) on the pressure tester valve block. Note that the pressure tester gauge will show cold control pressure. 4. Refer to figure 82-28 for the correct cold control pressure. Examples of readings for vehicles fitted with altitude compensation are as follows. If the test site is at sea level the correct control pressure shou Id be within ± 0,2 bar (3 lbf/i n 1 ) of the TSO 4737 B2-23 solid line (corresponding to an atmospheric pressure of 984 millibars). Example With an atmospheric pressure of 984 millibars or above and an ambient air temperature of 20°c (68°F). the cold control pressure should be between 2,0 bar and 2,4 bar (29 lbf/in 2 and 34.8 lbf/in 2 ). If the test site is at altitude [i.e. above 600 m (1968 ft)), determine the atmospheric pressure at the time of the test. This should be obtained from a local weather station or airport that is at the same altitude, or from a reliable mercury barometer reading taken at the test site. The control pressure should be within ± 0,25 bar (3.6 lbf/in?) of the value corresponding to the atmospheric pressure. Example With an atmospheric pressure of 838 millibars and an ambient air temperature of 20°C (68°F), the cold control Ba r4.5 . - - .. - . mbar .. v, 4· J / 1/ / V V J / 3 .... II , ., II, V> C. , / ec J I/ I/ J 2.5 V - ,_ I I/ 1t .I / Atmospheric pressure .' V Ill 7 ,• ., J (_ .._ , / I/~ ) V /I YI l/ ,_ ~ ., ·1 1/ ~ V V - J 2 A r I I/ V ·1 V LIJ / /) I /, w' , V "/ I/ J ) 1.5 II i- B- , t-- I/ 1o·c 1so·F1 ,_ - 2o·c Jo·c (68°F) (86°F) ,_ ,_ 4o·c (104.FJ Ambient temperature A2153 Fig. B2-27 A B Warm control pressure 1. Connect the electrical plug to the warm-up regulator. 2. Apply control pressure to the system (refer to page 82-32). 3. Ensure that the valve(s) on the valve block of the pressure tester is open. 4. The control pressure should begin to rise. When it has stabilized, the warm control pressure should be 3,6 bar (52.2 lbf/in') ±0,15 bar (±2.2 lbf/in1 ). This should take no more than one minute at 20°C (68°F). 5. On vehicles produced hl an Australian, Japanese. or North American specification (i.e. vehicles fitted with altitude compensation), refer to figure 82-30 for the correct warm control pressure at the corresponding test site altitude. 6. If the pressure is incorrect, check that there is an electrical feed to the warm-up regulator. If the electrical feed is correct the warm-up regulator is faulty and should be replaced. J '/ 7~ J I/ I~ J I I V I/ V' J ~ 7 i/ JV J 8 891 670 918 690 , ) / I 944 710 V / /, / 1/ / / / 971 730 ,v I )/ J /, 984 740 3.5 · ~ 630 865 650 838 !/ - mm Hg pressure should be between 2,45 bar qnd 2,95 bar (35.5 lbf/in 1 and 42.8 lbf/in'). To carry out a basic functiona I test on the altitude compensation device at sea level, connect the Mityvac pump RH 12495 to the breather connection on the warm-up regulator and evacuate the body (see fig. B2·29). Ensure that the control pressure rises as the pressure with in the warm-up regulator decreases. If the cold control pressure is incqrrect fit a new warm-up regulator. 'Cold' control pressure Cars with altitude compensation Cars without altitude compensation Procedure 7 Checking the fuel system for leaks 1. Fit the pressure tester RH 9612 (Bosch Number KDEP 1034). Ensure that the valve(s) on the pressure tester valve block is open . 2. Ensure that the engine temperature is between 30°C and 50°C (86"F and 122°F). 3. Apply control pressure to the system (refer to page 82-32). 4. Allow one minute for warm control pressure to be registered on the gauge of the pressure tester. 5. Switch off the ignition. 6. Note the time taken for the pressure to fall to zero and compare this time with the data given in figure 82-32. 7. If the pressure drops too quickly, repeat the test with the control pressure circuit disconnected. To carry out this test, close the valve on the pressure tester valve block (adjacent to the warm-up regulator connection on the two valve type) and repeat the test given in Operations 2 to 6 inclusive. Should the pressure loss now be acceptable, there is a leak either a. Externally from the control circuit pipes and/or pipe connections. b. At the push valve situated within the primary system pressure regulator. This indicates that the rubber sealing rings are defective and should be changed. 2/90 B2-24 ~ ~ Should the pressure loss remain outside the acceptable limits. lhe leak is in the primary fuel circuit and may be due to. a. The sealing ring in the primary system pressure regulator being defective and indicating that the rubber sealing rings in the assembly should be changed. b. The cold start injector leaking. c. A faulty non-return valve in the fuel pump outlet. d. Leaking accumulator diaphragm. e. An external leak from one of the fuel system pipes . f. One or more of the injectors leaking. If an injector leak is suspected, switch on the ignition to restore the system pressure then slightly depress the air sensor plate. If the pressure reading drops continuously with the sensor plate depressed an injector is leaking. Remove the sparking plugs for inspection, the plug removed from the cylinder having the sticking injector will often be found in a sooty condition. Fig. B2·29 Procedure 8 Checking the injectors 1. Remove the injectors from the engine. 2. Connect the injector lo the test equipment RH 9614 (Bosch Number KDJE 7452). see figure 62-34. Opening pressure 3. Bleed the discharge tube by moving the operating lever several times with the union slackened. Tighten the union. 4. Check the injector for dirt by operating the lever slowly at approximately one stroke per two seconds, with the valve on the pressure gauge open. If the pressure does not rise to between 1,0 bar and 1,5 bar (14.5 lbftin' and 21.75 lbf/in 2 ) the valve of the injector has a bad leak. possibly caused by dirt. Attempt to flush the valve by operating the lever rapidly several times. If the injector valve does not clear, the injector should be discarded. 5. Check the opening pressure of the injector by closing the valve of the test equipment and bleeding the injector by operating the test equipment lever rapidly several times. Open the valve and move the lever slowly at approximately one stroke per two seconds, note the pressure-at which the injector begins to spray. The correct pressure for the injector to commP.nce spraying is between 3,5 bar and 4.1 bar (50.75 lbftin' and 59.45 lbfiin'). If this is not correct. fit a new injector. Leakage test Open the valve on the test equipment and slowly operate the lever until the pressure reading is 0,5 bar (7.25 lbf!in') below the previously determined opening pressure. 7. Hold this pressure constant by moving the lever. 8. No drops should appear from the injector for the next 15 seconds. 6. Evaluation of spray and 'chatter' test Operate the lever of the test equipment at one stroke per second. as this is done the valve in the end of the injector should be heard to 'chatter'. 9. 11 /87 Printed Beu 5 .5 .. :,., i 5 ; ~ Evacuating the warm-up regulator II - J. 0. 4.5 2 c0 u ,. ~. -· 4 l ~ 3.5 mm Hg 788 ........ I' i, - ;., 1>" .. J ..- . - -~ I ' l l Il - y ,- ~"· ~ rnbar1050 -~ ~ - lt· - . ·f· 1000 950 900 850 800 750 700 750 713 675 638 600 563 525 Atmospheric press,ue A2212 ----------------~ fig. B2-30 Warm control pressure (vehicles fitted with altitude compensation) 10. The injector should also produce an even spray with an approximate spray angle of 35n. If drops form at the mouth of the injector valve or if the spray is excessively one-sided. the injector should be discarded . The various spray formations and angles are shown in figure B2-33. Note It is important that any replacement in;ectors are tested in the above manner before fitting to the engine. Procedure 9 Checking the delivery balance of the fuel distributor 1. Fit the delivery quantity comparison tester AH 9613 (Bosch Number KDJE 7455). see figure B2-39. 2. Rcrnove the air intake elbow to reveal the air sensor plate. 3. Apply electrical power to operate the fuel pump (refer to page 82-33). TSD 4737 En!Jlanci © Rolls-Royce Motor C11rs LimitP.c1 l 98 7 in B2-25 used. the flow figures are identical (i.e. 1 ml/min=1 cm 3 / min). 4. Bleed the test equipment. This test is carried out under simulated idle, part load, and full load conditions as follows. 5. eit11er ml/min or crn"/min. Whichever scole is ,_ .. I- _ Bar 3.S Mf - II- I- / · .... / -v 3.0 2.5 II v . - ~1, l,,e I- "' I .,.+ . 'l ·i -I= ""- ... ·- If- 1,I< ,," 1,o"' ,,-' + ~ ~~ 11 I I 11 Tolerance band '{:LI I i,,,"' IH1Hii · Stan 1emperatu,e 2o·c (68. FJ With atlitude compensauon Atmosphere pressure 944 m bar I I I 11 1 1 I I Ii I 111 1 I j I I i,. 10 :± I 20 40 30 50 60 T ,m., in seconds - .. " Bar 3.5 -i 1, I '/ !J 1~ .. II , II - I<' . 1;.i.. "'ti',, lf Tolerance h~nd . t_ - _ I,\ 2.S 2 .0 ,I ~ 3.0 nl-- ... - - / ... ~ ,,! 1-- -,, H, - ::: 20 H I.L. !. I I Stan temperature 2o•c (68. F) Without altitude com~;n{~ ~ 10 . ,_ "' 30 so 40 Idle conditions Press switch number one on the test equipment and rnov~ the air flow sensor plate downwards (using tile adjusting device shown in figure B2-35) until the reading on the small rotameter indicates a flow of approximately 6,7 ml/min. 7. Test the remaining outlets and determine which one has the lowest fuel delivery. 8. Press the switch of the outlet with the lowest fuel delivery. Using the adjusting device. adjust the height of the air flow sensor plate until the reading on the rotameter is 6,7 ml/min. 9. Measure the fuel delivery from each outlet. noting that none of them should exceed 7,7 ml/min. 6. Note The test equipment rotameter scale may read 60 Time in seconds Part load conditions 10. Repeilt Operations 6 to 9 inclusive, moving the air flow sensor plate downwards. until a fuel delivery of 20,8 ml/min is measured (on the large rotameter) from the fuel outlet with the lowest delivery. 11. Measure the fuel delivery from each outlet, noting that it should not exceed 22,4 ml/min. Full load conditions 12. Repeat Operations 6 to 9 inclusive, moving the air flow sensor plate further downwards until a fuel delivery of 94 ml/min is measured from the fuel outlet with the lowest delivery. 13. Measure the fuel delivery from each outlet, noting that it should not exceed 99 ml/min. If the fuel delivery exceeds the limits quoted. a new fuel distributor should be fitted. 42152 Procedure 10 Checking the engine idle speed Refer to Idle speeu - To set. Fig. B2-31 ., Time taken from 'cold' to 'warm' control pressure 2 H-H--H-H-H'-l-l+-i-+-l-+-Ht-H-l-l4-14-H-+.;..-I-I--H~ ... ll '"' .,,5 .. ody and air 9 uicle housi 119 is i nstal Ied correctly {1101 kinked, etc.). Note Whenever a hose or an electrical plug is disconnected, it is advisable to attach an identification label to facilitate assembly. 10/87 B2-34 In addition. any open connections should be blanked as soon as possible, to prevent the ingress of dirt. Throttle body - To service To remove, fit, and overhaul the throttle body refer to Chapter K. Warm-up regulator - To remove and fit (see figs. 82-1 and B2-47J 1. Disconnect the battery and depressurize the fuel system (refer to page 82-15). 2. Detach the electrical plug(s) from the warm-up regulator and the acceleration enrichment switch {if fitted). ~----------- --·--- ---- ------ - -··----- - -- - - -------. (§) (g) (§) (§) ® I A2155 Fig. B2-45 Fuel distributor and associated components Some of lhe items shown are not fitted to all cars 10/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD 4737 B2-35 3. Unscrew the fuel feed and return pipe connections. 4. Detach the vacuum hose from beneath the acceleration enrichment switch (if fitted). 5. Detach the hoses to the solenoid valve(s) situated between the warm-up regulator and the fuel distributor. 6. Unscrew the two setscrews and the one nut that secure the warm-up regulator mounting bracket to the engine. 7. Withdraw the warm-up regulator. 8. Fit the warm-up regulator by reversing the procedure. Note Whenever a hose is disconnected, it is advisable to attach an identification label to facilitate assembly. In addition, any open connections should be blanked as soon as possible, to prevent the ingress of dirt. Pressure control valve damper (if fitted) - To remove and fit (see figs. B2-12 and 82-45) 1. Disconnect the battery and depressu rize the fuel system (refer to page 62-15). 2. Unscrew the inlet and outlet unions and detach both pipes. 3. Unscrew the large lock-nut retaining the damper assembly to the mounting bracket. 4. Fit the assembly by reversing the removal procedure. Pressure control valve (if fitted) - To remove and fit (see figs. B2· 12 and 92-451 Disconnect the battery and depressurize the fuel system (refer to page 82-15). 2. Disconnect the electrical plug. 3. Unscrew the pipe union of the fuel return pipe situated beneath the pressure control valve damper. 4. Unscrew the union from the fuel return line situated approximately 150 mm (6.0 in) to the rear of the pressure control valve. 5. Unscrew the setscrew retaining the valve clamping bracket to the side of the throttle body. Withdraw the valve assembly. 6. Fit the pressure control valve by reversing the removal procedure. 1. Auxiliary air valve - To remove and fit (see figs. 82- 19 and B2-48) 1. Disconnect the electrical plug. 2. Unscrew the worm drive clips securing both of the rubber hoses. 3. Unscrew the two mounting setscrews. 4, Withdraw the auxiliary air valve. 5. Fit the auxiliary air valve by reversing the removal procedure. Fig. B2-46 Cold start injector - To remove and fit (see figs. 82-9 and B2-45) 1. Disconnect the battery and depressurize the fuel system (refer to page B2-15). 2. Detach the electrical plug from the cold start injector. 3. Unscrew the union connecting the fuel feed pipe to the injector. 4. Unscrew the two small setscrews retaining the injector in position. Collect the washer from each setscrew. 5. Withdraw the injector and collect the rubber sealing ring. 6. To fit the cold start injector reverse the procedure given for removal. Airflow meter assembly (inverted) uno Fig. 82-47 Warm-up regulator mounting screws Thermal time switch - To remove and fit (see fig. 82-20) 1. Disconnect the battery and remove the electrical plug from the thermal time switch. 2. Drain the engine coolant (refer to Workshop Manual TSD4700, Chapter L). 3. Locate the brass thermal time switch (the forward switch on the inside of the thermostat housing). 4. Detach the electrical plug and carefully unscrew the switch. 5. Fit the switch by reversing the procedure, noting the following. Always fit a new aluminium sealing washer. 10/87 B2-36 Always coat the threads of the switch with a suitable sealant (e.g. Loctite 572). Do not overtighten the switch. Injector - To remove and fit (see figs. 62-8 ond 62-451 The removal and fitting procedure given below is for one injector but the instructions apply equally to all of the injectors. 1. Disconnect the battery and de pressurize the fuel system ( refer to page 62-15). 2. Free the loom rail from the respective side of the engine. Manoeuvre the rail away to gain access to the injectors. 3. Unscrew the union connecting the fuel line to the injector. 4. Unscrew the two setscrews securing the injector AZ156 Fig. B2-48 Fuel distributor and associated components 10/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSO 4737 82-37 retaining plate to the cylinder head. Remove the retaining plate and withdraw the injector. 6. Fit the injectors by reversing the procedure given for removal. noting that the rubber insulating sleeve must be in good condition. It is essential to check the spray patterns of the injectors before they are fitted. New injectors must be thoroughly flushed out before they are tested. 5. Oxygen sensor - To remove and fit (see fig. B2-14) 1. Disconnect the battery. 2. Disconnect the oxygen sensor. The connection is situated in the rear right-hand corner of the engine compartment. 3. Unscrew the oxygen sensor from the exhaust pipe. 4. Fit the oxygen sensor by reversing the removal procedure, noting that the threads of the sensor must be smeared with Never-seez assembly compound. Failure to do this will probably result in serious thread damage when subsequently removing the oxygen sensor. It is important that Never-seez is applied only to the threads of the unit, take great care not to allow the compound to get onto the slotted shield below the threaded portion. Note On certain cars it may be necessary to remove sections of the grass-fire shields to gain access to the oxygen sensor (refer to Workshop Manual TSO 4700, Chapter 0). Acceleration enrichment switch (if fitted)- To remove and fit (see fig. 82- 16) 1. Disconnect the battery. 2. Detach the electrical plug. 3. Withdraw the hose from the base of the switch. 4. Unscrew the large retaining nut situated beneath the switch. Collect the washer and withdraw the assembly. 5. Fit the unit by reversing the procedure. Engine running sensor - To remove 13nd fit 1. Disconnect the battery. 2. Locate the main fuseboard, the engine running sensor is located directly behind the fuseboard on the right-hand side. 3. Follow the cables that emerge from the top of the assembly, to the cable connector situated approximately 150 mm (6 in) from the sensor. Disconnect the cables at this junction. 4. Withdraw the relays and mounting block situated directly in line with the engine running sensor. 5. Working from behind the assembly, unscrew the two securing nuts. 6. Withdraw the two long mounting setscrews. 7. Carefully manoeuvre the engine running sensor from its location. 8. Fit the assembly by reversing the procedure. Electronic control unit- To remove and fit 1. Disconnect the batlery. 2. Locate the ECU above the right-hand footwell. Disconnect the multi-pin plug. 4. Unscrew and remove the two mounting setscrews and nuts situated one on either side of assembly. 5. Pull the assembly to release it from the mounting clip, situated at the front of the unit. 6. Fit the unit by reversing the procedure. 3. Acceleration enrichment temperature switch - To remove and fit (see fig. 82-37) If a car is fitted with acceleration enrichment. the temperature cut-out switch is situated in the outside of the thermostat housing. Where the thermostat housing has two switches, the acceleration enrichment temperature switch is the one to the rear. 1. Disconnect the battery and drain the coolant. 2. To remove the switch, disconnect the electrical plug. Unscrew the switch in an anti-clockwise direction . 3. Fit the switch by reversing the procedure, noting that a new sealing washer should always be fitted and the threads of the switch coated with a suitable sealant (e.g. Loctite 572) prior to fitting. Service adjustments Preliminary checks Before carrying out any tuning, the following basic checks should be made. 1. Check the condition of the sparking plugs. 2. Ensure that the throttle linkage is correctly set (refer to Chapter K). 3. Ensure that the throttle position switch is correctly set (refer to Chapter K). 4. Check all air hose connections for tightness. 5. Select park and remove the starter relay. Turn the ignition key to the START position and check that the pressure control valve vibrates. This operation only applies to cars fiaed with a 'closed loop' lambda control system. Fit the starter relay. 6. Start the engine and confirm the following. a. Operation of all 8 engine cylinders. b. Operation of the 'closed-loop' system (if fitted). Observe the oxygen sensor warning panel or test meter reading. 7. With the engine running check the fuel system and the entire induction system (including the EGR system. if fitted) for leaks. Tuning procedure 1. Connect an impluse tachometer to the engine in accordance with the manufacturer's instructions. 2. Connect an ignition stroboscopic lamp to the engine in accordance with the manufacturer's instructions. Note Operations 1 and 2 can be combined by fitting suitable diagnostic test equipment (e.g. Bosch MOT 201) to the diagnostic socket (refer to Chapter EJ. 3. Remove the blank from the exhaust pipe adjacent to the oxygen sensor (if fitted) and fit the sample tapping adapter RH 9611. 4. Fit a suitable CO meter. 10/88 82-38 5. Ensure that the engine is at normal operating temperature. 6. If the complete tuning procedure is to be carried out. the following sequence of operations is recommended. a. Check the ignition timing (refer to Chapter E). b. "Check the purge flow rate (refer to Chapter G). c. Check the idle mixture strength. d. • Check the operation of the E.G.R. system and the air injection system (refer to Chapter FJ. e. Check the engine idle speed. Note The asterisk denotes a system only fitted to certain cars. Idle mixture strength - To set The mixture strength must be checked with the engine stabilized at its normal operating temperature and at an ambient temperature of between 15"C and 30"C (59°F and 86''F). The engine oil filler cap must be open and the idle speed set to 580 rev/min with the air conditioning system switched on. On cars fitted with a catalytic converter. disconnect the oxygen sensor at the plug in the engine compartment. Note It is important that the test equipment used to set the idle mixture strength meets the following specification. Accuracy - CO meter range 0% lo 2% CO concentration within-+ 0·10/o Rotational speed within J 10 rev/min. 1. On cars fitted with a catalytic converter. unscrew the blank from the exhaust (situated in front of the catalytic converter). Fit the sampling probe RH 9876 and connect it to the CO meter. On cars not fitted with a catalytic converter, insert the sample probe of the CO meter at least 600 mm (24 in) into the exhaust system tailpipe. On all cars, ensure that the CO meter used is fully warmed-up and correctly adjusted according to the manufacturer's instructions. 2. Briefly accelerate the engine and allow it to return to the idle speed. The CO concentration ·should be as follows. Cars fitted with All other cars a catalytic converter 0.5%-0.70/o 0.6%-0.8% 3. If the CO reading is outside the above range. remove the tamperproof plug and blanking screw {if fitted) from the fuel distributor (see fig. 82-49). Insert the mixture adjusting tool RH 9608 and adjust the mixture strength as follows. Turn the adjusting screw clockwise to richen the mixture (higher CO % ) and anti-clockwise to weaken the mixture (lower CO %). Note Always approach the firm I setlinu from the weak/ lean side. After making an adjustment. remove the adjusting tool and temporarily blank the hole (failure to blank the hole will result in an incorrect CO measurement). 1189 Printed in England @ Rolls-Royce Motor Cars Limited 1989 Fig. B2-49 Mixture adjusting screw 4. Reset the idle speed if necessary to 580 rev/min using the idle by-pass screw. Briefly accelerate the engine and re-check the idle CO% reading. 5. Repeat Operations 3 and 4 until the correct CO% reading is obtained. 6. When the CO% reading is correct. remove the sample probe/adapter. close the engine oil filler cap and fit a new tamperproof plug to the fuel metering unit. 7. Connect the oxygen sensor cable (if fitted). Note Closing the oil filler cap may increase the idle speed. Connecting the oxygen sensor will tend to restore normal idle speed. Do not attempt to correct these small variations in idle speed. Idle speed- To set Note It is important that the test equipment used to set the idle speed meets the following specification. Accuracy - Rotational speed within ± 1O rev/min. 1. To set the idle speed. ensure that the engine has stablized al its normal operating temperature. This can be achieved by allowing the engine to run at idle speed for at least 15 minutes after the thermostat has opened. The opening of the thermostat can be detected by a sudden rise in the temperature of the thermostat elbow pipe. 2. If a fuel evaporative emission control system is fitted, disconnect the purge line at the restrictor !leave the restrictor fitted into the hose to the engine). If there is 110 rest rictor fitle2198 Fig. B3-30 Fig. 83-31 Fuel system 'leak down' Testing an injector d. Leaking accumulator diaphragm. e. An external leak from one of the fuel system pipes. f. One or more of the injectors leaking. Procedure 11 Checking the injectors 1. Remove the injectors from the engine. 2. Connect one injector to the test equipment RH 9614 (Bosch Number KDJE 7452). Refer to figure B3-31. Opening pressure 3. Bleed the discharge tube by moving the operating lever several times with the union slackened. Tighten the union. TS04737 83-23 4. Check the injector for dirt by operating the lever slowly at approximately one stroke per two seconds, with the valve on the pressure gauge open. If the pressure does not rise to between 1,0 bar and 1,5 bar (14.5 lbf/in 2 and 21.8 lbf/in 2 ) the valve of the injector has a bad leak, possibly caused by dirt. Attempt to flush the valve by operating the lever rapidly several times. If the injector valve does not clear the injector should ll~ discarded. 5. Check the opening pressure of the injector by closing the valve of the test equipment and bleeding the injector by operating the test equipment lever rapidly several times. Open the valve and move the lever slowly at approximately one stroke per two seconds, note the pressure at which the injector begins to spray. The correct pressure for the injector to commence spraying is between 3,5 bar and 4.1 bar (50.8 lbf/in' and 59.5 lbf/in 2 ). If this is not correct fit a new injector. B ,, , .. Note The test equipment rotameter scale may read I I ,, either ml/min or cm 3/min. Whichever scale is used, the flow figures are identical (i.e. 1ml/min=l cm 3 /min). D C E Fig. 83-32 A B C D E Evaluation of spray and ·chatter' test Operate the lever of the test equipment at one stroke per second. As this is done. the valve in the end of the injector should be heard to 'chatter'. 10. The injector should produce an even spray with an approximate spray angle of 35°. If drops form at the mouth of the injector valve or if the spray is excessively one-sided. the injector should be discarded. The various spray formations and angles are shown in figure 83-32. Repeat Operations 1 to 10 inclusive on the remaining injectors noting that only new test fluid must be used to replenish the reservoir of the test equipment. 9. Procedure 12 Checking the delivery balance of the fuel distributor 1. Fit the delivery quantity comparison tester RH 9613 (Bosch Number KDJE 7455). 2. Remove the air intake elbow to reveal the air sensor plate. 3. Apply electrical power to operate the fuel pump and build-up pressure in the system (refer to page 83-27). 4. Bleed the test equipment. 5. This test is carried out under simulated idle, part load, and full load conditions as follows. / / ' Leakage test Open the valve on the test equipment and slowly operate the lever until the pressure reading is 0,5 bar (7.3 tbf/in 2 ) below the previously determined opening pressure. 7. Hold this pressure constant by moving the lever. 8. No drops should appear from the injector forthe next 15 seconds. 6. Injector spray patterns Unacceptable spray patterns Drop formation Cord spray Spray in strands Acceptable spray patterns Good spray formation Single-sided but still a good spray formation A2203 Idle conditions 6. Press switch number one on the test equipment and move the air flow sensor plate downwards (using the adjusting device shown in figure 83-33) until the reading on the small rota meter indicates a flow of approximately 6,7 ml/min. 7. Test the remaining outlets and determine which one has the lowest fuel delivery. 8. Press the switch of the outlet with the lowest fuel delivery and using the adjusting device, adjust the height of the air flow sensor plate until the reading on the rotameter is 6,7 ml/min. 9. Measure the fuel delivery from each outlet, noting that none of them should exceed 7, 7 m I/min. Part load conditions 10. Repeat Operations 6 to 9 inclusive, moving the air flow sensor plate downwards, until a fuel delivery of 20,8 ml/min is measured (on the large rotameter) from the fuel outlet with the lowest delivery. 11/87 B3-24 11. Measure the fuel delivery from each outlet. noting that it should not exceed 22.4 ml/min. Full load conditions 12. Repeat Operations 6 to 9 inclusive, moving the air flow sensor plate further downwards, until a fuel delivery of 94 ml/min is measured from the fuel outlet with the lowest delivery. 13. Measure the fuel delivery from each outlet, noting that it should not exceed 99 ml/min. If the fuel delivery exceeds the limits quoted. a new distributor shou Id be fitted. Procedure 13 Checking the engine idle speed Refer to Idle speed-To set in the service adjustments section. Procedure 14 Checking the operation of the throttle plates 1. Depress the accelerator pedal fully and observe the position of the throttle levers. 2. Ensure that the throttle levers are fully open (i.e. against the stops). 3. Also, ensure that the throttle linkage operates smoothly through both primary and secondary stages. 4. If the throttles do not open fully, or if the Iinkage does not operate smoothly, the problem should be investigated and corrected as described in Chapter K. Procedure 15 Checking the fuel accumulator diaphragm for a leak 1. Locate the flexible hose connecting the accumulator to the fuel tank return pipe. 2. Suitably clamp the hose to prevent unpressurized fuel from flowing out during the test. 3. Unscrew the worm drive clip securing the flexible hose to the connection on the fuel accumulator. 4. Withdraw the hose from the connection. 5. Apply electrical power to operate the fuel pump (refer to page 83-27) and pressurize the fuel accumulator. 6. Ensure that no fuel flows from the open connection on the fuel accu mu later du ring the test. 7. If fuel does flow from the open connection, the accumulator diaphragm is leaking and a new fuel accumulator must be fitted. 8. Connect the fuel pipe and remove the clamp. Procedure 16 Checking the engine running sensor 1. Switch on the ignition, the fuel pumps shou Id not operate. 2. Switch off the ignition. 3. Disconnect the battery. 4. Disconnect the engine running sensor electrical plug and socket situated approximately 75 mm (3 in) along the loom from the sensor. 5. Produce a fused test lead with an appropriate 'TTS' type connection on each end. Bridge the white/ pink and pink on the vehicle loom socket (ensure that the connections are insulated). 6. Connect the battery, noting that the fuel pump operates. 10/87 Prinled in England © Rolls-Royce Motor Cars Limited 1987 Fig. 83-33 Air flow sensor plate movement adjustment device A Adjusting screw (part of accessory kit AH 9960) This test isolates the engine running sensor from the fuel pump circuit. If the fuel pump still does not operate, check for a fault in one of the following. a. The pink cable to the vehicle loom socket via fuse 85 F2. b. The white/pink cable to the main fuel pump. c. The fuel pump. 7. Disconect the battery. remove the bridging cable and reconnect the engine running sensor. Connect the battery. Apply electrical power to operate the fuel pump (refer to page B3-27). If the fuel pumps do not operate, check for a fault in the following. a. The brown/black cable from the starter relay to the loom socket. b. Check for continuity of the white/black cable. Normally, a symptom of a fault in this supply is that the engine will start when cranked by the starter motor but stops immediately the key is released. If the fault diagnosis indicates that the loom and ancillary components are satisfactory, fit a new engine running sensor. Procedure 17 Checking the operation of the idle speed by-pass solenoid 1. Ensure that the parking brake is applied. Warm-up the engine. 2. Allow the engine to idle at 580 rev/min in park with the air conditioning system switched on. 3. Apply the foot brake and engage drive. Check that the idle speed is between 560 rev/min and 620 rev/min. TSO 4737 83-25 If the idle speed falls below 560 rev/min check the following. a. Test for electrical feed to the solenoid when in drive. b. Check for a blocked hose. If the above are found to be satisfactory, the solenoid valve is faulty and should be replaced. Note This solenoid does not operate with the gear range selector lever in the reverse position. Procedure 18 Checking the air intake filter and ducting for blockage 1. Remove the air filter element. 2. Examine the condition ofthe element and fit a new one if necessary. 3. Inspect the filter housing assembly. Particular attention should be given to the intake 'scoop' that diverts air from behind the front bumper into the filter housing; ensure that this is not obstructed. 4. Slacken the worm drive clips and free the flexible ducting from either side of the turbocharger. Ensure that the air intake elbow and ducting are not blocked. 5. Spin the turbocharger to ensure that the blades of the assembly rotate freely. 6. Carry out the tests given in the Workshop procedures 4 and 14. 7. Fit all hoses. clips, and the filter element upon satisfactory completion of the tests. Fault diagnosis test equipment and special procedures This section contains information relating to the fitting procedures for the test equipment used when diagnosing a fault. Also included are the special procedures associated with the fuel injection system. Depressurizing the fuel system The fuel in the system may be pressurized (except for the fuel tank and return lines). Therefore. unless the engine has been stationary for a minimum of four hours, it is recommended that the fuel system be depressurized before dismantling any parts of the system. The depressurizing procedure is given on page 83-12. Fuel injection system - pressure tester The pressure tester equipment (see figs. 83-34 and 83-35) should be connected into the cold start injector feed line, on top of the fuel distributor or the lower differential pressure valve tapping point. With the gauge connected at these points, the fuel system can be checked for. a. Fuel system leakage either internal or external (see fig. 83-34}. b. Primary system fuel pressure (see fig. 83-34}. c. Differential fuel pressure (see fig. 83-35). Installation of the test equipment 1. Carry out the usual workshop safety precautions. 2. Switch on the ignition. Ensure that the gear range selector is in the park position. Switch off the ignition and withdraw the gear range selector fuse (A6) from fuseboard F2. 3. Disconnect the battery. 4. Depressurize the fuel system. 5. The pressure gauge may now be connected to the fuel distributor as shown in either figure 83·34 or 83-35. Ensure that all pipe nuts and unions are tight. Bleeding the test equipment After fitting, but prior to using the test equipment, always ensure that it is properly bled as follows. 6. Remove the electrical connection from the auxiliary air valve. 7. Apply electrical power to operate the fuel pump (refer to page 83-27). 8. Allow the gauge to hang down under its own weight with the flexible hose fully extended, for a few seconds. 9. Lift up the gauge and suspend it from a suitable point. 10. The pressure tester equipment is now ready for use. Fig. B3-34 1 2 Pressure tester equipment - testing for leaks or primary system pressure Pressure gauge assembly RH 9612 or RH 9873 Special adapter RH 9881 Fuel delivery quantity comparison tester If there is any discrepancy in the quantity of fuel delivered by the individual fuel distributor outlets, it can be measured by a comparison test, using the test equipment RH 9613 (Bosch Number KDJE 7455), refer to figure 83-37. 10/87 B3-26 The test equipment is designed in such a way that the tests can be carried out without removing the fuel distributor from the engine. Ideally, the tester should be set permanently on a mobile trolley, so that once it is levelled-up, only the trolley needs to be manoeuvred to the test site. However, the tester can be set up on a table close to the test vehicle and the test equipment is levelled-up for each test using the levelling screws and spirit level. The test equipment should be fitted to the vehicle as follows. 1. Disconnect the battery. 2. Unscrew the unions securing the fuel injector lines to the fuel distributor outlets. 3. Screw the special adapters supplied with accessory kit RH 9960 into the fuel distributor outlets. 4. Fit the automatic couplings fastened on the ends of the test equipment to the special adapters in the fuel distributor outlets. Note Outlet one from the fuel distributor should always be nearest to the fuel inlet connection. Figure B3-36 indicates which test line and switch of the test equipment are connected to which engine cylinder. 5. Route the fuel return pipe across the engine, along the side of the car and into the filler for the fuel tank. 6. Disconnect the electrical plug from the auxiliary air valve. 7. Connect the battery. Note The condition of the battery is critical for this test. Therefore, always check the state of charge of the battery. 8. Apply electrical power to operate the fuel pump { refer to page 83-27). 9. To bleed the test equipment remove the air intake ducting from the mixture control unit and push the air flow sensor plate downwards to its fully opened position. Press each key on the flowmeter one aher the other, whilst simultaneously operating the three-way tap. Continue this operation until there are no bubbles in the two rota meters. 10. Allow the air sensor plate to return to the zero position. The test equipment is now ready for use. 11. To remove the test equipment. depressu rize the system and reverse the procedure. Apply control pressure to the system 1. Withdraw the starter inhibit relay (see fig. B3-38). 2. Produce a bridge cable of suitable length. 3. Bridge the green cable in the windscreen washer reservoir motor and the white/pink cable connection on the starter inhibit relay mounting block. 4. Switch on the ignition. 5. The fuel pump will run and pressure will build-up in the system. 6. Always remove the bridging cable immediately the test is complete. Apply electrical power to operate the fuel pump and build-up pressure in the system 1. Carry out the operations listed under the heading, Fig. 83-35 2 2 Pressure tester equipment- testing differential (lower chamber) pressure Pressure gauge assembly RH 9612 or RH 9873 Special adapter RH 9881 Apply control pressure to the system. Apply electrical power to the heater in the auxiliary air valve 1. Carry out the operations Iisted under the heading, Apply control pressure to the system. Removal and fitting of components Before dismantling any connections and removing any components always depressurize the system. Always blank off any open connections to prevent the ingress of dirt. Mixture control unit (see figs. 83-39 and B3-40) The mixture control unit comprises the air meter and the fuel distributor. The fuel distributor can be removed separately from the mixture control unit. however. in the process of general dismantling the components would be removed as one assembly. TSD4737 10/87 Printed in England © Rolls-Royce Motor 1 Cars Limited 1987 83-27 Fuel distributor-To remove and fit 1. Disconnect the battery and depressurize the fuel system ( refer to page 83-12}. 2. Unscrew and remove the following connections on the fuel distributor. a. Fuel supply to the fuel distributor. b. Fuel supply to the cold start injector. c. Small diameter pipe between the fuel distributor and the pressure regulator. 3. Unscrew the unions from both ends of the eight injector pipes and carefully withdraw the pipes. 4. Using a screwdriver, unscrew the securing screws situated on top of the distributor. 5. Lift the fuel distributor from the mixture control unit and collect the rubber sealing ring (resistance will be encountered due to the rubber sealing ring). 6. Do not remove the control piston from the fuel distributor. 7. Fit the fuel distributor by reversing the removal procedure, noting that the rubber sealing ring fitted in between the fuel distributor and mixture control unit must be in good condition. If in doubt, fit a new seating ring. When installing the sealing ring ensure that it is lubricated with a suitable grease and that it does not become trapped when the fuel distributor is fitted. This could cause a subsequent air leak which may be difficult to detect. Check the idle mixture strength. Mixture control unit assembly- To remove and fit (see figs. 83-39 and B3-40) 1. Disconnect the battery and depressurize the fuel system (referto page B3·12). 2. Unscrew the worm drive clips securing the air intake hose to the cast elbow. Free the joint. 3. Unscrew the worm drive clips securing the dump valve flexible hose to the return pipe. Free the joint. 4. Free the small diameter pipes to the dump valve. 5. Unscrew the two nuts retaining the long reach studs to the mixture control unit. 6. Withdraw the intake elbow. 7. Disconnect the electrical plug to the auxiliary air valve. 8. Unscrew the worm drive clips and free the two hoses to the auxiliary air valve and the smaller diameter hose to the rear of the idle speed control solenoid. 9. Unscrew the injector pipe nuts from on top of the fuel distributor. Free the pipes. 10. Unscrew and remove the following connections on the fuel distributor. a. Fuel supply to fuel distributor. b. Fuel supply to cold start injector. c. Small diameter pipe between the fuel distributor and the pressure regulator. 11. Unscrew the pipe nut securing the fuel return pipe to the bottom of the pressure regulator. 12. Unscrew the setscrew clam ping the fuel pipes to the bracket at the rear of the mixture control unit. 13. Unscrew the two mounting setscrews, one at the front and one at the rear of the unit. 14. Detach the electrical cables to. a. The electro-hydraulic actuator. b. The air flow sensor potentiometer. c. The dump valve solenoid valve. d. The dump valve vacuum switch. 15. Free the small diameter signal hoses to the solenoid and vacuum switch. 16. Unscrew the rear mounting nut (situated under the dump valve solenoid) and the front mounting setscrew (situated under the dump valve). 1 7. Carefully lift the assembly from the engine with the ancillary units still attached. 18. Remove the upper section of the mixture control unit from the lower half (air outlet duct) by unscrewing the cap nuts situated around the face joint. 19. Fit the assembly by reversing the procedure given for removal, noting that the face joint between the two halves of the assembly should be clean and coated with Wellseal. 20. Ensure that any rubber sealing rings that have been disturbed are in good condition. Note Whenever a hose or an electrical plug is disconnected, it is advisable to attach an identification label to facilitate assembly. In addition any open connections should be blanked as soon as possible to prevent the ingress of dirt. Throttle body- To service To remove. fit, and overhau I the throttle body refer to Chapter K. Fig. B3-36 O D Fuel distributor connections Key number on test equipment (left to right) Engine cylinder Auxiliary air valve- To remove and fit (see figs. 83-1 and 83-121 1. Disconnect the electrical plug. T0/87 B3-28 2. Unscrew the worm drive clips securing both of the rubber hoses. 3. Unscrew the two rnounti ng setscrews. 4. Withdraw the auxiliary air valve. 5. Fit the auxiliary air valve by reversing the removal procedure. Cold start injector - To remove and fit (see figs. B3-7 and 83-39) 1. Disconnect the battery and depressurize the fuel system (refer to page B3-12). 2. Detach the electrical plug from the cold start injector. 3. Unscrew the union connecting the fuel feed pipe to the iniector. 4. Unscrew the two small setscrews retaining the injector in position. Collect the washer from each setscrew. 5. Withdraw the injector and collect tl1e rubber sealing ring. 6. To fit the cold start injector reverse the procedure given for removal. Thermal time switch - To remove and fit (see fig. B3-13) 1. Disconnect the battery and remove the electrical plug from the thermal time switch. 2. Drain the engine coolant (refer to Workshop Manual TSO 4700. Chapter L). 3. Locate the brass thermal time switch (the forward switch on the inside of the thermostat housing). 4. Detach the electrical plug and carefully unscrew the switch. 5. Fit the switch by reversing the procedure. noting the following. Always fit a new aluminium sealing washer. Always coat the th reads of the switch with a suitable sealant (e.g. Loctite 572). Do not overtighten the switch. Injector-To remove and fit (see figs. B3·6 and 83-39) There are eight injectors fitted to the engine one for each cylinder. The removal.and fitting procedure given below is for one injector but the instructions apply equally to all of the injectors. 1. Disconnect the battery and depressu ri;:e the fuel system (refer to page 83-12). 2. Free the loor,i rail from the respective side of the engine. Manoeuvre the rail away to gain access to the injectors. 3. Unscrew the union connecting the fuel line to the injector. 4. Unscrew the two setscrews securing the injector retaining plate to the cylinder head. 5. Remove the plate and withdraw the injector. 6. Fit the injectors by reversing the procedure given for removal, noting that the rubber insulating sleeve must be in good condition. It is essential to check the spray patterns of the injectors before they are fitted. New injectors must be thoroughly flushed out before they are tested. 10/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 Fig. B3-37 1 2 Fig. B3-38 Installation of comparison tester Fuel delivery quantity comparison tester RH 9613 (Bosch No. KDJE 7455) Adapters (part of accessory kit RH 9960) Bridging the starter inhibit relay Fuel pressure regulator - To remove and fit (see figs. B3-1 and 83·9) 1. Disconnect the battery. 2. Depressurize the fuel system (refer to page 83-12). TSO 4737 83-29 3. Unscrew the pipe nuts of the three connections to the assembly. 4. Unscrew the small setscrew retaining the regulator to its mounting bracket. 5. Withdraw the assembly. 6. Fit the regulator by reversing the removal procedure. Electro-hydraulic actuator-To remove and fit (see figs. B3-17 and 83-4 1) 1. Disconnect the battery. 2. Depressurize the fuel system (refer to page B3-12). 3. Remove the fuel pressure regulator. 4. Unscrew the two special (non-magnetic} retaining ..-:::::::::::::::===~-~----~ ~ - -- lQ j ~ I I II i /\22 9 Fig. B3-39 Fuel distributor and associated components 10/87 83-30 screws and withdraw the actuator. Fit the actuator by reversing the removal procedure, noting the following. Always ensure that the rubber sealing rings are in good condition. Always use the special non-magnetic screws to secure the actuator in position. 5. Engine running sensor - To remove and fit 1. Discormect the battery. 2. Locate the main fuseboard, the engine running sensor is located directly behind the fuseboard on the right-hand side. 3. Follow the cables that emerge from the top of the assembly, to the cable connector situated A2.210 Fig. B3-40 Fuel distributor and associated components 10/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD 4737 83-31 approximately 50.8 mm (2 in) from the sensor. Disconnect the cables at this junction. 4. Withdraw the relays and mounting block situated directly in line with the engine running sensor. 5. Working from behind the assembly, unscrew the two securing nuts. 6. Withdraw the two long mounting setscrews. 7. Carefully manoeuvre the engine running sensor free. 8. Fit the assembly by reversing the procedure. Electronic control unit- To remove and fit (see fig. 83-18) The ECU is mounted on a common bracket with the ignition system ECU. above the right-hand footwell. The fuel injection system ECU is black in colour. The fuel injection system ECU should be withdrawn together with the ignition system ECU by removing the mounting bracket. as follows. 1. Disconnect the battery. 2. Disconnect the multi-pin plug to each ECU. 3. Remove the two screws at the rear of the mounting plate. 4. Withdraw the bracket rearwards from its front mounting clip. 5. Unscrew the clip securing the signal hose to the forward end of the ignition system ECU. 6. Completely withdraw the mounting bracket together with both the electronic control units still attached. 7. Detach the fuel injection ECU (coloured black) from the mounting bracket by removing the three retaining screws. 8. Fit the assembly by reversing the dismantling procedure. Service adjustments Preliminary checks Before carrying out any tuning. the following basic checks should be made. A2211 Fig. 83-41 Electro-hydraulic actuator - removed a. Check the condition of the sparking plugs. b. Ensure that the throttle linkage is correctly set (refer to Chapter K). c. Ensure that the throttle position switch is correctly set (refer to Chapter K). d. Check all air hose connections for tightness. e. Start the engine and visually check the fuel system for leaks. f. Whilst the engine is running, check the entire induction system for leaks (refer to this section, Workshop procedure 2). Before undertaking the tuning procedure the following work should be carried out. 1. Connect an impulse tachometer to the engine in accordance with the manufacturer's instructions. 2. Connect an ignition stroboscopic lamp to the engine in accordance with the manufacturer's instructions. 3. Insert the sample probe of the CO meter as far as possible into either exhaust tailpipe. Ensure that the CO meter is fully warmed-up and correctly adjusted. 4. Ensure that the engine is at normal operating temperature. Tuning procedure If the complete tuning procedure is to be carried out the following sequence of operations is recommended. a. Check the fuel and ignition systems (refer to this chapter). b. Check the operation of the dump valve (refer to Chapter D). c. "Check the purge flow rate (refer to Chapter G). d. Check the mixture strength (refer to this chapter). e. Check the engine idle speed (refer to this chapter) . Note The asterisk denotes a system only fitted to certain cars. Idle mixture strength- To set Note It is important that the idle CO strength is checked with the engine stabilized at normal operating temperature and in an ambient temperature range of 15°C to 30°C. Also, during any idle CO measurement, the crankcase must be completely sealed which means the oil filler cap must be closed and the oil dipstick pushed fully into position. On cars fitted with a fuel evaporative emission control system, disconnect the purge control line (see Chapter G). Note It is important that the test equipment used to set the idle mixture strength meets the following specification. Accuracy - CO meter range 0% to 2% CO concentration within ± O· 1% Rotational speed within ± 10 rev/min. 1. Insert the sample probe of the CO meter as far as possible into either exhaust tailpipe. Ensure that the CO meter is fully warmed-up and correctly adjusted. 2. Set the engine speed to 580 rev/min (air conditioning system switched on) using the idle by11/87 83-32 pass screw (see fig. 83-11 ). Note To avoid rev/min fluctuations due to the air conditioning compressor cycling in and out; it is permissible to bridge out the system thermostatic switch located in the evaporator by using a length of cable and suitable con nectars. Ensure that the air conditioning function switch is set to high and both temperature selectors are on full cold. Open all windows/ doors. Only keep the thermostat bridged for a maximum of 10 minutes, then remove the bridge for at least five minutes. Do not fot~et to remove the bridge cable when the CO has been set. 3. Check that the CO concentration is within the range 0.8% to 1.0%. 4. If the CO reading is outside the specified limits, remove the tamperproof plug and blanking screw from the fuel metering unit (see fig. B3-42). 5. Insert the mixture adjusting tool RH 9608 and adjust the mixture strength as follows. Turn the mixture adjusting tool clockwise to richen the mixture (increase CO%) or anti-clockwise to weaken the mixture (reduce CO%). Note Always approach the final setting from the lean/weak side. After making an adjustment, remove the adiusting tool and replace the blanking screw. Failure to replace this screw will result in an incorrect CO measurement. 6. If necessary reset the idle speed to 580 rev/min using the idle by-pass screw. Briefly accelerate the engine and re-check the idle CO% reading. Repeat Operations 5 and 6 until the correct CO% reading is achieved. When correctly set, remove the sample probe and fit a new tamperproof plug to the fuel metering unit. Connect the purge line if applicable. Note Accurate setting of the idle CO is critical to ensure satisfactory engine performance. Because of this, it is recommended that a final idle speed and CO check is carried out immediately after road testing the motor car. This is always the best time to take accurate CO readings. Fig. 83-42 Adjusting the idle mixture strength Idle speed-To set Note It is important that the test equipment used to set the idle speed meets the following specification. Accuracy - Rotational speed within ± 10 rev/min. the restrictor fitted into the hose to the engine (refer to Chapter G). 3. Ensure that the gear range selector lever is in the park position. 4. Ensure that the automatic air conditioning system is switched off. 5. Open the engine oil filler. Set the engine idle speed to 580 rev/min by turning the adjustment screw situated on the side of the throttle body (see fig. B3-11 ). 6. Finally, check the operation of the idle speed solenoid (refer to Workshop procedure 17). 7. Stop the engine and connect all necessary hoses and cables. 1. To set the idle speed, ensure that the engine has stabilized at its normal operating temperature. This can be achieved by allowing the engine to run at idle speed for at least 15 minutes after the thermostat has opened. The opening of the thermostat can be detected by a sudden rise in the tern peratu re of the thermostat elbow pipe. 2. If a fuel evaporative emission control system is fitted, disconnect the purge line at the restrictor, leave Tamperproofing Tamperproofing of the mixture strength adjusting screw is carried out by screwing a small blanking plug into the mixture strength adjusting screw access hole (see fig. 83-42). above the actual adjusting screw. A small black plastic plug should then be pressed into position to complete the operation. If the plug is fitted onto the end of a guide rod and then inserted, it will assist in the fitting operation. 11/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD4737 83-33 Section 84 Fuel injection and Ignition control system K-Motronic With the introduction of the 1989 model year specification, turbocharged cars are equipped with a Bosch K-Motronic engine management system. The K-Motronic system brings together the benefits of digital• fuel injection and ignition control systems into a single electronic control unit (ECUl. Other features of the system include cold start and warm-up enrichment, idle speed regulation, and automatic correction of any long term mixture strength deviations. On cars fitted with catalytic converters the K· Motronic system also provides an 'on-board' self diagnostic facility. Note * Digital refers to an electronic data system where the information used is in discrete or quantized form (data in the form of digits), not continuous as with an analogue system. The exhaust emission control systems (if fitted! include three catalytic converters (one warm-up converter and twin main converters), and air injection. The fuel evaporative emission control system (if fitted) includes a charcoal absorption canister which is purged during specific engine operating modes. A crankcase emission control system is fitted to all cars. This section contains service information relating specifically to the K-Motronic digital system. Details for the other emission control systems are provided within their respective chapter (refer to the Contents page!. K-Motronic digital engine management system The engine is equipped with several sensors that continuously monitor operating parameters such as engine speed. coolant temperature. and load (see fig. B4-19). The sensors are connected to a digital ECU which is programmed with characteristic data for the following functions, mixture strength control, ignition timing, idle speed control, purging of the evaporative emission control canister. and operation of the air injection system. A separate electronic control unit is used for the boost pressure control system. Fuel injection system The Bosch KE3-Jetronic continuous fuel injection system incorporates certain components from the KE2-Jetronic system. In addition to digital electronic correction of the air/fuel mixture, the system also incorporates electronic regulation of the idle speed. When the engine is running in the naturally aspirated mode, fuel delivery is directly proportional to intake air flow. During turbocharged modes of operation, electronic correction factors provide boost pressure compensation. Control of the air/fuel ratio is provided by a 1/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 mixture control unit, comprising an air meter and a fuel distributor (see fig. 84-2). Multi-point, mechanical fuel injectors are fitted. Electronic correction of the air/fuel ratio is provided for start and warm-up phases of engine operation. To achieve compliance with strict emission control regulations, cars fitted with catalytic converters require adjustment to the air/fuel ratio during part load engine operation. This is achieved by using a 'closed-loop' (lambda) control system. In this system a heated oxygen sensor measures the oxygen content of the exhaust gases and continuously adjusts the fuel flow to maintain a stoichiometric air/fuel ratio. Note Components within the system may look similar to those used on other systems. However, visual inspection should not be used to identify replacement parts, as internal calibrations may be different. Air flow sensing The air meter consists of an air venturi (cone) in which moves an air flow sensor plate mounted on a pivoted lever (see fig. 64-3). When the engine is operating the sensor plate is deflected into the air cone; the deflection being dependent upon the volume of air passing through the cone (i.e. throttle plates opening). The air deflects the sensor plate until a state of hydraulic balance exists; this being due to the force of the air pressure acting across the sensor plate area and the primary fuel pressure acting over the control piston area. The weight of the air sensor plate and connecting lever are balanced by a counterweight on the fuel distributor side of the lever. Any movement of the air sensor plate and lever about the pivot pin is transmitted to the control piston in the fuel distributor and the ECU by a potentiometer. The movement of the control piston and its horizontal control edge (see fig. 84-51 either increases or decreases the open area of the eight metering slits (one for each engine cylinder) in the fuel distributor. Differential pressure valves (one for each cylinder) located within the fuel distributor, maintain a constant pressure drop across the metering slits. The air flow sensor plate and the control piston are operated by the same lever. Therefore, the rate of basic fuel discharge is proportional to the deflection of the air sensor plate within the calibrated cone, as governed by throttle plate opening. Idle CO (idle mixture strength) is set during manufacture. Adjustment should not be necessary but can be achieved by removing the tamperpronf TS04737 84-1 10 9 Fig. B4-1 Engine compartment details 1 Idle speed actuator 2 Thermostat housing outlet 3 Cold start injector 4 Fuel pressure regulator 5 Electro-hydraulic actuator 8 7 6 6 Air intake 7 Air meter 8 Air pressure transducer 9 ECU compartment cover 10 Fuel distributor 5/88 84-2 plug and rotating the idle mixture screw. The tamperproof plug should then be replaced and no further mixture adjustment should be necessary. This basic adjustment alters the relationship of the air flow sensor plate position to that of the control piston in the barrel of the fuel distributor. Fuel circuits Fuel pressures within the KE3-Jetronic fuel circuit are as follows. 6,2 bar to 6.4 bar Primary pressure (89.9 lbf/in 2 to 92.8 lbf/in2 ) Differential pressure valves 5,7 bar to 5,9 bar (lower chambers} (82.65 lbf/in 2 to 85.55 lbf/in2 1 Fuel injector pressure 4,0 bar to 4, 1 bar (58.0 lbf/in 2 to 59.4 lbf/in2 ) Primary fuel circuit Primary fuel pressure is controlled by the fuel pressure regulator (see figs. 84-4 and 84-9). An electrically driven pre-pump, mounted inside the fuel tank, supplies fuel to the inlet of the main pump. Fuel delivery to the fuel distributor is then via a pressure damper, a fuel accumulator, and a fine mesh filter. Fuel initially enters passages in the fuel distributor where the pressure is held constant (primary system pressure) by means of a pressure regulator. Excess fuel from the regulator flows through a fuel cooler (incorporated with the vehicle's automatic air conditioning system) and a one-way valve as it returns to the tank via the fuel return line. In the fuel distributor, movement of the control piston within the barrel allows metered fuel to pass through the fuel distributor slits, to the upper side of the diaphragm in each differential pressure valve (see fig. 84-51. The fuel entering the upper chamber of a differential pressure valve. deflects the diaphragm away from the open end of the injector fuel line and thereby allows fuel to flow to the injector. The fuel injectors have an opening pressure of between 4,0 bar and 4,1 bar (58.0 lbf/in2 and 59.4 lbf/in2 ) and are designed to spray finely atomized fuel under all operating conditions. The primary fuel circuit also feeds fuel to provide the hydraulic force that is applied above the control piston. This provides the hydraulic balancing force for the air load acting on the air sensor plate. Primary fuel pressure is supplied to the cold start injector and to the electro-hydraulic actuator (EHA). When the engine is stopped, the fuel pressure regulator allows system pressure to drop rapidly to a pressure governed by the fuel accumylator. This is just below fuel injector opening pressure. The retention of fuel at this pressure during 'hot soak' conditions minimizes fuel vaporization. A sudden drop in fuel pressure when the engine is stopped closes the injectors and prevents dieseling (the tendency of an engine to continue 'running-on' 1/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 Fig. B4-2 Mixture control unit 1 Air meter 2 Air intake 3 Fuel supply to distributor 4 Fuel return to tank via pressure regulator 5 Fuel feed to cold start injector 6 Injector pipe 7 Hydraulic system pipes 8 Electro-hydraulic actuator 9 System pressure regulator 10 Fuel feed to pressure regulator 11 10 9 8 7 A2462 Fig. 84-3 Air flow sensor and fuel distributor (mixture control unit) 1 Air flow sensor plate 2 Fuel line to injector 3 Fuel distributor 4 Fuel line to cold start injector 5 Control piston 6 Electro-hydraulic actuator tEHAI 7 Fuel return line to pressure regulator 8 Fuel supply line 9 Counterbalance weight 10 Differential pressure valve 11 Pivot TSD4737 84-3 .."'"' M N -- ay ~ 8 ~ p 0 11 111 G) LI. D w D 0 D (.) D al I 45°c 1113°F)J •Ir Throttle positionswitch Comparator I I p - Full load map I Integrator '>--= 1 - I 1~ '~ Sensor detection >-= 1 'Open loop' [coolant temperature > 45°C (113°F}) After-start enrichment Warm-up Purge control I enrichment I • t Start enrichment §] Part load map -- Lambda pre-control and basic adaption Acceleration enricbment Boost pressure compensation {engine speed> 3000 rev/min) - ' r Driver stage Driver stage 1~ Driver stage Positive/negative current Positive current t Output to electro-hydraulic actuator Zero current A2474 Fig. B4-20 K-Motronic ECU - Air/fuel ratio control 5/88 Printed in England © Rolls· Royce Motor Cars Limited 1988 TS04737 84-17 ~ ~ ~ Fig. B4·21 Location of the engine management system K-Motronic ECU The oxygen sensor will only exhibit this steep cl1ange in signal output when a certain pre· determined operating temperature is attained. Therefore, to reduce the oxygen sensor's dependency upon exhaust gas to maintain it at operating temperature, the sensor is heated electrically, using a ceramic heating rod fitted inside the zirconium dioxide tube. Following engine starting, particularly from cold. it is not possible to exercise satisfactory 'closed-loop' control. During these conditions the ECU provides start, post·start, and warm-up signals until the sensor reaches its operating temperature. The ECU continually monitors the internal resistance of the oxygen sensor. After starting a warm engine. the ECU immediately operates in the 'closed-loop' mode, if the sensor resistance is less than a specified threshold resistance. If, during normal engine operation, the sensor resistance does not oscillate about a check threshold within a specified time period the ECU switches to open loop mode. The output to the EHA is zero and fuelling is controlled mechanically by the mixture control unit. The 'CHECK ENGINE' warning lamp will also illuminate. Idle speed actuator (see fig. B4·24) The idle speed actuator contains a rotary magnetic drive, the armature of which is connected to a rotating slide. This adjusts the cross sectional area of the by-pass passage. The duty cycle from the ECU produces a torque at the rotating armature which acts against a return spring. The by-pass passage is adjusted to maintain the correct engine idle speed of 580±20 rev/min under all normal operating conditions. Output from the ECU to the idle speed actuator is dependent upon the engine coolant temperature such that a smooth idle quality can be achieved after starting at low ambient temperatures. To compensate for high frictional loads and warm-up functions, the ECU is programmed to allow a slightly higher than normal idle speed. fig . B4-22 Heated oxygen sensor 1 Two spring contacts for heater 2 Ceramic insulator 3 Heater 4 Ceramic sensor body 5 Protective tube 6 Air side 7 Exhaust gas side 8 Supporting ceramic 9 Protective sleeve 10 Contact for sensor Engine speed sensor !see fig. B4-25l The sensor is fitted into the cover below the timing wheel. It is retained in position by a bracket which extends from the left-hand rear engine mount. The signal generated by the rotation of the four segment timing wheel is received by the engine speed sensor and conveyed to the K-Motronic ECU for calculation of the engine speed. Four segment timing wheel (see fig. 84-26) The timing wheel is attached to the rear of the crankshaft. It has four equal length segments around its periphery, separated by four gaps. The gaps are also of equal length but each one is longer than the segments. During each revolution of the crankshaft the timing wheel sensor fitted at the rear of the engine, detects four segment and gap combinations. This 2/89 B4-18 Sensor output voltage Fig. Rich Stoichiometric (A== 1} 84-25 Engine speed sensor Lean 41994 Fig. B4-23 Typical sensor output signal Fig. B4-24 Idle speed actuator 2:89 Printed in England (,; Rolls-Royce Mo1or Cars Limited 1989 Fig. B4·26 Four segment timing wheel Fig. 84-27 Crankshaft reference sensor TSO 4737 B4-19 ratio signal is transmitted by the sensor to the KMotronic ECU for engine speed calculations. Crankshaft reference sensor (see fig. 84-2 7) Initiation of A1 ignition and subsequent engine firing order occurs when the front damper mounted reference pin passes the crankshaft reference sensor, situated at the front of the engine. 1 2 Ignition distributor assembly (see fig. 64-28) The tandem distributor assembly is mounted at the rear of the engine. It is driven via a gear wheel from the rear of the camshaft. The assembly consists of two four pole ignition distributor caps connected by a toothed drive belt. A rotor arm in each cap distributes the high tension from the ignition coils to the sparking plugs in accordance with the firing order Al, A3, 83, A2, B2, B1, A4, 84. Ignition amplifier modules (see fig. B4-291 The two amplifier modules !group 1 and group 21 are located adjacent to the bulkhead on the right-hand side of the engine compartment. The amplifiers (driver stages) provide the first stage amplification of the low tension signals from the K-Motronic ECU to the ignition coils. Ignition coils (see fig. B4-29) The two ignition coils (group 1 and group 21 are located adjacent to the bulkhead on the right-hand side of the engine compartment. When the low tension to the primary winding is interrupted by its amplifier, high tension is induced in the coil secondary winding. This high tension is then passed to the ignition distributor. Fig- B4-28 Ignition distributor assembly 1 Group 1 2 Group 2 Electronic components The theoretical wiring diagram shown in figure B4-30, provides basic details of the electrical components within the digital fuel injection and ignition control systems. Modes of operation The K-Motronic engine management system combines both the KE3 - Jetronic digital fuel injection system and the EZ 58F digital ignition system into one common electronic control unit (ECU). External pin parameter coding enables the use of a common K-Motronic ECU for all turbocharged cars, regardless of whether or not they are fitted with catalytic converters. Fig. 84-29 1 2 3 4 Ignition coils and amplifier modules Group 1 ignition amplifier Group 2 ignition amplifier Group 1 ignition coil Group 2 ignition coil Stand current (pre-cranking) Minimum engine speed to detect engine cranking is 30 rev/min. Hence, with the ignition on and an engine cranking speed of less than 30 rev/min, the EHA is energized with a stand current of 100 ± 2mA. There is an audible buzz as both the pre and main fuel pumps energize for approximately one second when the ignition is switched on. This ensures immediate fuel system charging and a pressurized fuel feed at the fuel distributor inlet, to assist engine starting. It is important to note that the mixture control unit air flow sensor plate should not be deflected, otherwise fuel will be sprayed into the cylinder head induction passages. Stand current will remain constant whilst the ignition is switched on. 10/88 84-20 ( Figure 84·30 Theoretical wiring diagram l 4/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 TSD4737 B4-21 ( o e 0 0 0 )0 K 3VK 2o •w ,,, rrr---_-:..-=- =:: "i' Ii - jl II II ~ "'..; "' "'::;; 0 20 1\W r=-- -------...... -------- 0 ~ :; " ~ ~ '6i" _.:,i I .,s - [g 11 ,1 1I' 11 I cc e N ~ , ,, 0 ,11,,I , 1I :-:-~ I I I -------- i------ -- ~65 ,::- ::,i.n ""0 ~ __ J 1 OYP 05"'~ I I I 11 I I ,a "' 1. 105• :1: 1 1 1 (JSK 20 B• I I I I I ~I :; ,., z "'",., ·""' ,, c.. "'C 0 I ; 0 Kllv ::, s 0 s " "' 0 .., s '.:, . ,, "0 - ~ "' 0 s" ,.,e z C, - 0 0 0 5 UP I 1 0 VVY I I 0 ::) > 0 ::i:· ~ I ( Fig. 84-30 1 2 3 4 5 6 7 8 9 10 II Theoretical wiring diagram Speed control ECU ACU thermostat K-Motronic ECU Fuse 85, Fuseboard 2. 20 amp Air flow sensor potentiometer Diagnostic button (if fitted) Warning lamps fuse Fuel pump relay ACU circuit relay Starter relay l e G) I O YG I OYG 1 O YG ~ tJ) 1 l 11 12 13 14 15 16 17 18 19 20 ACU control relay Fuse B3, Fuseboard 1, 1 5 amp Ignition driver module 1 Ignition driver module 2 Ignition coil 2 Ignition distributor 2 Digital EGR ECU Sparking plugs Ignition coil 1 Ignition distributor 1 O v~ ..2624 21 22 23 24 25 26 27 28 29 30 Fuel pre-pump Main fuel pump Check engine warning lamp (if fitted) Cold start injector Canister purge duty cycle valve (if fitted) Air pressure transducer Reference sensor - timing (front) Speed sensor ( rear) Idle speed actuator Electro-hydraulic actuator 31 32 33 34 35 36 37 Coolant temperature sensor Oxygen sensor and heater (if fitted) Throttle position switch Overvoltage relay Kick-down relay Parameter code socket (K·Motronic link required on cars not fitted with catalytic converters) Air injection system ECU @ -0 -..J 5· o5 :0 0 - «> in :i> Cl. 5 ,;om «> s: ~ !a :) (0 Q, 0) 'Tl cc· .,:. Engine coolant temperature . Specification a, w ..... m :, ::r 0 (» ~: -...... 0. ;;; ,- ; ~ c.o cc, (I) After start enrichment ( mA) 3 (II :, Warm-up enrichment ( mA) A B A B A B so·c (140°F} 100 100 0 0 0 0 4o•c (1 o4°F) 100 100 2 3 0 1 12 12 5 5 24 24 16 16 i:;· Q . "' Stand current (mA) Ill 0 0 ii' )( 0 cQ. 5· u:i Ill 2o·c (69.8°FJ 100 100 16°C (60.8°F) 100 100 o·c (32°FJ 100 100 44 44 30 30 -16°C (3.2°F) 100 100 61 61 38 38 -2s·c 1-14.8°F) 100 100 • 99 99 64 64 0 0 (I) ......5· y direct interpolation. Coolant temperatures beyond site four -26°C (-14.8°FI which is shown as the last site, are Cold start injector duty cycle 0 Mode 1 - Mode2 [~ Mode 3 r/l z~ § ..- r/l O> (I) C C ~ 'ci C: C: -------- ro ,._ (I) (.) ~ C> C: C: ::i -~ Q.) :J ::i -0 C >·~ -ro oc: 8 Duration of cold start injector operation (seconds) ~ o (/) :-= 6 -g ~ 0 Q.) ~ z ~ z ;. J:1 (.) 4 ,- ~ c ~.t: ai ::i <( -o 2 -40°c (-40°F) -Jo·c -2o·c (-22°F) /-4°F) -1 o·c o·c 1o·c 2o·c 9o·c ( 14"FJ (32°F) j50'F) (69"F) (194°F) lOO"C (212"FI I lO"C (230°F) Engine coolant temperature A26 7G Fig. 84-33 Cold start injector operation 7/88 Printed in England © AtJlls-noyce Motor Cars Limited 1988 TSO 4737 84-25 I .... -..;_~ extrapolated at the -26°C (-14.8°FI site value. Duty cycle control of the cold start injector voltage supply provides additional flexibility, matching cold start injection much closer to engine starting requirements. Coolant temperature sites Duration of cold start injector operation Duty cycle 16°C 160.8°F) 0°C (32°F) -16°C 13.2°Fl -26°C (-14.8°F) 4 8 8 9 50% 50% 80% 100% seconds seconds seconds seconds Note For this mode of operation the cold start injector only functions whilst the engine is cranking 2. Cold start injector function for 'hot' engine starting When the engine coolant temperature approaches 100°C (212 °Fland an engine cranking period exceeds 1.8 seconds, the cold start injector is energized and provides fuel injection into the induction manifold at a 10% duty cycle rate. This fuel flow supplements fuel from the main injectors resulting from air sensor plate deflection. This feature provides hot engine starting assistance during adverse operating conditions. 3. 'After start' cold start injector operation At engine coolant temperatures below -16°C (3.2°FJ further 'after start· assistance is provided by the cold start injector. Time periods and cold start injector duty cycles are preset within the K·Motronic ECU and commence at the same time as the 'after start' enrichment period provided by the EHA. Figure B4-33 provides graphic operational details. Coolant temperature Duration of cold start injector operation (during 'after start' assistance only) Duty -16°C !3.2°F) -26°C l-14.8°F) 6 seconds 7 seconds 75% 100% acceleration response (cars not fitted with catalytic converters). An instant functional check can be achieved by 'blipping' the throttle with the vehicle stationary. This should result in corresponding pulses in mA readings over the following range of engine coolant temperatures. On cars fitted with catalytic converters, acceleration enrichment commences at an engine coolant temperature of 16°C 13.2° F). coolant temperatures below this result in higher levels of acceleration enrichment. On cars not fitted with catalytic converters. a small amount of acceleration enrichment is present at engine coolant temperatures above 60°C (140° Fl. Below this value acceleration enrichment factors increase with decreasing engine coolant temperatures in a similar manner on all cars. Effect of engine coolant temperature on the digital ignition system During the engine warm-up phase improved combustion efficiency is achieved with additional ignition advance. Refer to the ignition control system section for details. Fuel injection system - Workshop servicing information Health risks Refer to Section A3, General information for health risk details relating to fuel and engine oils. Workshop safety precautions Refer to Section A3. General information for this information. cycle Additional information when working on the KE3 Jetronic system Acceleration enrichment Acceleration enrichment is present when specific K· Motronic engine management trigger thresholds are exceeded, these are dependent upon the rate of air sensor plate deflection. Once the threshold rate of air sensor plate movement has been reached, an increase in mA corresponding to acceleration enrichment reaches its peak value (dependent upon engine coolant ternperaturel and fades away within one second. Due to the fast response time. accurate in-vehicle measurements will not be possible under service conditions. Therefore. the following information should be used as approximate guidelines. It is however, sufficient to say that failure of the acceleration enrichment system can be detected by either unacceptable flat spots during the engine warm· up phase (cars fitted with catalytic converters) or poor 1. Do not start the engine unless the battery connections are securely fastened. 2. Do not disconnect the battery from the vehicle electrical system when the engine is running. 3. Do not charge the battery whilst it is installed in the vehicle. 4. Always remove the K-Motronic ECU before carrying out any electrical welding work. 5. Always ensure that all wiring harness plugs are securely connected. 6. Do not disconnect or connect the wiring harness 35 way multiple plug of the K-Motronic ECU with the ignition switched on. 7. If repeated or extended engine cranking periods are required for a particular engine/vehicle diagnosis, the electrical plug should be disconnected from the cold start injector. Fuel pressure The fuel injection system contains fuel that may be pressurized to 6,3 bar (91.3 lbf/in2 ). Therefore. to reduce 7/88 84-26 I '>;~;;' Symptom . - - - - - - - -- - - - -- - - - - - - - Engine fails to start or starts with difficulty when cold . - -- - - - - - - - - - -- - - - - -- Engine fails to start or starts with difficulty when hot , - -- - -- -- - - - - - - -- - - Uneven idle quality during the warm•up phase r-- - - - - - -- - - - - -- - - Poor throttle response . - - - - - - -- -- - - - - - Engine misfires during high speed/load operation Unsatisfactory engine performance (is 'boost' restricted to 'base pressure characteristic' complete control system functional check) , - - - - - - - - -- Engine runs on , - - - - - - - - - Fuel consumption too high , - - - - - - - Flat spot during acceleration , - - - - -- Idle CO concentration too high - - -~ Idle CO concentration too low Idle speed outside limits ...- Engine starts then immediately cuts out Refer to workshop procedure Possible cause - • -• -• - -• - -•- • - • - ,- , - , -, - Fuel pump and/or pre-pump not operating correctly =r=r:= : : : : : : ==~i--- =j-J-f 1==1 - - - -- -- ----- - - - - - - -1=-1-1=1-~l==-_,-_!·----1== ---- - - _t__ - ~1~~1::::::~%~:~~~o~trol piston seizure Incorrect pos1t1on of air flow sensor plate Incorrect operation of idle speed actuator or poor throttle plate seating i~i:~:~~~;~~:;;l:r~i:~ure lncorr~ct differential fuel pressure - - Leaks m fuel system - - - - ---- -- - - - Faulty injectors - Unequal fuel delivery from distributor - - - -1Throttle plates not opening correctly Fuel accumulator diaphragm burst Blocked air filter or ducting - ,--,- - , - - -1 I - Incorrect 'starting enrichment' function - , - - ,- - - , I Incorrect 'post start enrichment' function -,---1 1 - 1 -4 Incorrect ·warm-up enrichment' function 1 - - -1 I Incorrect ·acceleration enrichment' function Incorrect 'full-load enrichment' function Incorrect induction manifold pressure correction 1- - 1 - - 1 - - - 1 _ _ _ _._ Incorrect electrical connections at EHA I Faulty engine coolant temperature sensor - - -,---, - -- -- • - • Faulty air pressure transducer -1 ·-·-· 1- •- 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Refer to the fuel injection system electrical test programme (refer to fig. 84-35) l\26S3 Fig. 84-34 Basic KE3-Jetronic fault diagnosis chart 2/89 Printed in England 1$1 Rolls-Royce Motor Cars Limited 1989 TSD4737 84-27 the risk of possible injury and fire, always ensure that the system is depressurized using the following method. before commencing any work that will entail opening the system. 1. Clean the inlet connection to the fuel filter. 2. Wrap an absorbent cloth around the joint. 3. Carefully slacken the pipe nut to release any pressurized fuel from the system. 4. Tighten the pipe nut. 5. Discard the absorbent cloth in accordance with health and safety regulations. Exhaust gases When running turbocharged engines for prolonged periods within enclosed working areas, always ensure that the exhaust gases are removed safely. Whilst direct exhaust gas ventilation is available in some workshop areas, it is inevitable that extraction hoses will have to be used in certain circumstances, particularly when the vehicle is 'ramp bound'. In these specific instances, the large flexible exhaust adapter shrouds must be fitted to prevent a high level of depression being applied to the exhaust turbine seal in the turbocharger. Under no circumstances should high depression exhaust gas extraction units be applied directly to the tailpipes. Fault diagnosis This fault diagnosis section includes. Basic system test procedures Electrical and electronic components fault diagnosis Mechanical components fault diagnosis 'On-board' fault diagnosis coding (cars fitted with catalytic convertersl. It is important that fault finding is carried out in the sequence given to prevent incorrect diagnosis which could result in both lengthy and costly repairs. Often, a mechanical fault has sufficiently well defined symptoms to enable a very rapid diagnosis to be made. The basic fault finding procedure is as follows, noting that any faults found in one system should be rectified before moving onto the next" stage of the procedure. 1. Check the integrity of all hose and electrical connections. Tighten where necessary. 2. Check the condition of the sparking plugs. 3. Carry out a compression test on the engine cylinders. Inhibit the operation of the fuel injection and ignition systems during this test by removing the respective fuses. 4. Start the engine. On cars fitted with c.:italytic converters. turn the ignition key from the LOCK to the RUN position and observe that the 'Check Engine' warning panel is illuminated. Continue to turn the key to start the engine. As the engine starts check that the warning tamp extinguishes. If the tamp remains illuminated, refer to the 'on-board' diagnostic listing (see fig. B4-361. 5. Ensure that the engine is running on all eight cylinders. 6. Allow the engine to fully warm-up, whilst noting the following. a. Check the fuel injection system for leaks. b. Check that the vacuum system hoses and pressure pipes are free from leaks. c. Check that the crankcase emission control system hoses are free from leaks. d. Check the entire induction system for audible air leaks, paying particular attention to components downstream of the air flow sensor plate. This is particularly important on cars fitted with catalytic converters. in view of the systems ability to learn and provide limited air leak compensation. 7. Ensure that the idle CO is correct by checking the idle mixture strength. 8. Ensure that the idle speed actuator stabilizes the engine idle speed at 580 ± 20 rev/min regardless of load. 9. Carry out basic engine management system checks to ensure that the fuel injection and ignition control systems are functioning correctly. During manufacture, components of the fuel injection system are precisely adjusted in order to comply with the relevant emission control regulations. Therefore, alterations to any of the settings should not normally be necessary. Before commencing any fault diagnosis or work on the fuel injection system, ensure that the workshop safety precautions are fully understood. Fuel injection and ignition system functional checks The following series of functional checks are necessary to ensure the correct definition of the ignition and fuel systems ·maps'. Always use a good quality digital multi-meter to carry out the tests. Note The checks must be carried out with the engine stabilized at its normal operating temperature. Throttle position switch • continuity check 1. With the engine switched off. disconnect the four way electrical plug to the throttle position switch (see fig. 04-371. 2. Always ensure that movement of the throttles is controlled by the accelerator pedal for these tests. Idle 3. Using the multi-meter, carry out a continuity test across the black/pink and blue/purple cables from the switch as follows. 4. With the throttles ctosed the multi-meter buzzer should sound. 5. With the throttles fully open the buzzer should not sound. 6. The switching point should be just off the idte position and confirmed by an audible click. Full load 7. Using the multi-meter. carry out a continuity test across the black/pink and yellow/purple cables from the switch as follows. 8. With the throttles closed the multi-meter buzzer 2/89 84-28 ( Figure B4-35 Fuel injection system - electrical test programme fau It diagnosis chart Sheet 1 of 2 ( (_ ( \ 5/89 Printed in England ~ Rolls-Royce Motor Cars Limited 1989 TSD4737 84-29 Bosch KE3-Jetronic fuel injection system electrical test programme Electro-hydraulic actuator {EHA) measuring internal resistance Remove the multiple plug from the K·Motroni::: ECU. Measure the resistance between pins 4 and 5 (yellow/orange and white/orange). The reading should be between 18 and 22 ohms. Is the reading within specification? y rl Test for continuity or an earth fault in the cables from pins 4 and 5 in the loom socket >to the EHA 2 pin plug. If the wiring is found to be satisfactory, the EHA is faulty. ..!_YES~ Coolant temperature sensor - measuring internal resistance Remove the multiple plug from the K· Motronic ECU. Measure the resistance between pins 3 and 8 (yellow/blue and black/slate). See illustration A for the correct reading. Is the reading within specification? ...J,_YES1,. Operation of the throttle position switch Idle mode Remove the multiple plug from the K· Motronic ECU. Carry out a continuity test between pins 28 and 35 (black/purple and black/ pink). Throttle platet closed · buzzer is audible Throttle plates open - buner stops (switching point just off the idle position and idemified by an audible 'click'). Are the readings within specification? ..J. YES~ Operation of the throttle position switch Full throttle mode Remove the kick·down relay (to prevent feed back). Remove the multiple plug from the K· Motronic ECU. Carry out a continuity test between pins 31 and 35 (yellow/purple and black/pink). L r NO Coolant Sensor 1 I I I I Resistance .n 6000 : I I I I I \ If the resistance measured is 'infinity' test for an open circuit in the cables from pins 3 and 8. If zero ohms. check for a short circuit across the coolant temperature sensor. If the resistance measured is outside the specification given in illustration A, the , coolant temperature sensor is faulty. Note If the 2 way connector to the coolant temperature sensor becomes either disconnected or short circuit the 'Check Engine· warning panel on the facia will illuminate and the K· Motronic engine management system will resort to its limp home mode(see blink codings). I I I I 5000 I I I I 4000 I i I 3000 I r,. 'I. I !\_ I I I I I . .r-.1 1-.J\ ~ .,J_ NO 1:Trace the pink/blue cable back from pin 1 4 in the K·Motronic ECU plug and check for an open circuit. Check the over voltage relay for correct functioning. Check for fuse integrity. ~ I I •I I I I I I I ' . I I I' I I I I ' 'I ' I I I I I ' I I I I I I 40 Coolant Temperature •c I I I I I I ,..__ I 60 I ' I I ,_ I I I i I I I I I I I I I I I ' 'I I I I I I I I I I i II I I I I I I I I I I I I I I I I I I I I I J I I 80 A22$4 position switch. If the switcl) is still outside the specification, it is faulty or or incorrectly adjusted. Also check the throttle linkage for sticking. If the switching function is satisfactory. test for an open >circuit in the cables. Voltage supply for the airflow sensor YES i I! A ..J. YES~ L I I I I Throttie plates closed · no buzzer Throttle plates open · buzzer is audible (switching point at 72° throttle plate rotation no audible 'click'). Are the readings within specification? K-Motronic ECU ignition feed Remove the multiple plug from the K· Motronic ECU. Measure the voltage between pins 14 and 35 (pink/blue and black/pink). Briefly operate the starter motor. The reading should be between 8 and 1 5 volts. Is the reading within specification? I I I I I 20 I I I I I I I. l I I I I I I I I I• ~ I I I I I I I. I I I I I I I• I I I I I I I I I ............ I ' .... . ' I I I I • I I I I I I ..... I I I I l I I I i I I When carrying out this test programme always ensure that the following conditions apply. 1. The usual workshop safety precautions are carried out. 2. The battery is in good condition. 3. Any cables or connections disconnected for a test must be re-made before proceeding to the next operation 4. Always ensure that any faults are corrected before moving on to the next test. I I i I I " I I I I I I I I I I'.. I I 0 NO I I I I I I 1'. I I I I I I I I I I I 1 I' I I 1, 1 I I L-..\ >Test for continuity directly at the throttle I 'I I I I I ,, I I 1000 It I I I I I I I I I . 2000 1 I I I I ' I I I I ; I ' I I\ I I I I I ' I I I I I I I ! K·Motronic ECU permanent voltage feed Remove the multiple plug from the K·Motronic ECU. Measure the voltage between pins 19 and 35 (pink and black/pink) as follows. >Ignition off - 1 2 to 1 5 volts Ignition on - 1 2 to 1 5 volts Cranking - 8 to 15 volts Are the readings within specification? ,.L NO~ Trace the pink cable back from pin 19 in the K·Motronic ECU plug. Check for an open circuit [including fuse BS on fuseboard 2 !20 amp)}. Check the vehicle isolator switch and the battary (state of charge etc.). potentiometer Remove the 3 pin connector from the potentiometer. Swit~h on the ignition and \ measure the voltage across pin 1 YES >(black/slate) and pin 3 (blue/yellow) in the I r connector. This should be between 4.5 and 5.0 volts. Is the reading within specification? - .J, NOj,. - Switch on the ignition and test for between 4.5 and 5.0 volts directly at the K·Motronic ECU pins 8 and 26 (black/slate and yellow/blue). If the ;eading is now satisfactory, test for an open circuit in the cables between the potentiometer and ECU. If the reading is s:ill outside the specification the EC~J is faulty. y YES Using the multi-meter probes measure the voltage across pin 1 (black/slatei and pin 2 (blue/pink) with the ignition switched on. Slowly depress the airflow sensor plate. The voltage reading should progressively increase from a base line of zero volts (with increasing airflow sensor plate deflection) up to a maximum of between 4.5 and 5.0 volts. Is the reading within specification? ...t_ NO~ - If the reading is outside the specification, replace the airflow sensor potentiometer ---1\ YES V Continued on sheet 2 I ( Figure 84-35 Fuel injection system - electrical test programme fault diagnosis chart Sheet 2 of 2 ( ( 2189 Printed in England © Rolls-Royce Motor Cars Limited 1989 TSD 4737 84-31 ( 24 20 Stand current Connect a digital multi-meter in series with the EHA using the special adapter RH 9893, switch on the ignition. Note that the stand current should remain constant at 100 ± 2mA whilst tlie ignition is switched on. Ttiis should also result in an audible buzz as both the pre and main fuel pumps energize for approximately 1 second. Is the reading within specification? 18 16 ~, , 14 mA supply to EHA 1500 If the reading is outside the specification land all preceding tests in the programme have been successfully carried out). the K·Motronic ECU is faulty. If no reading is obtained, check for an open or short circuit in the leads from pins 4 and 5 (yellow/orange and white/orange) on the K·Motronic ECU to the EHA Rectify leads and/or replace the K·Motronic ECU B4·31. YES ~~~~~_. Stabilized engine operating conditions hot idle With the engine running at idle speed (580 ± 20 rev/min) and an engine coolant temperature of at least 80°C (176°F). check the supply of milliamps to the EHA. Cars not fitted with catalytic converters Supply is fixed at a nominal value of OmA ± lmA. Cars fitted with catalytic converters Supply should oscillate about a median of OmA with a band width of± 3mA. Is the reading within specification? YES (. .-.:::::,---- - - - , - - ~ - , -, -~ I ',,, ~l~---,----1---------ii , ,--:,, ;" ~,~, , ' ',,, f ~ - - - -;:.;.-I'-\-,_- ---+-'\\ ----, 101 - - - - -:- - -~,,..,- .- ,~ ' ----,• 81----___,.!:__ _ __ J-- - - -;-- ---i-~ ---t--~'t\ -~ mA S\l"ply to EHA I \ 61 - ~ - i -~ - - f ~ ~- ; . - ~- ; - ~ ~ - t -~ ~ j ~ ., 4 ~ -----<~- - ---1------;..-----+----~,- +- - -,-, -, ~,:"Pi , ·~ \ ' , ,,,, .. ,""' 2 ( ~ - ---!-- ---+1----+1 ----1-----1....:....-----1 1500 .2000 2500 3000 3500 4000 w 'I j - - Cars fitted with catalytic converters - - - - Cars not fitted with catalytic converters I '' "'' "----~-i "' ~ ' ' I 1 I I 20 00 2500 3000 3500 4000 4600 Engine speed ! r~v/ m111) C "2733 Full load enrichment (wi:hout boost correction) Due to plausibility constraints within the K·Motronic ECU. if loss of iull load enrichment is suspected it must be ch•!::ked during actual vehicle operation. Fit an analogue mA meter such that the meter reading can be observed by a front seat passenger. Using extension leads and the adapter RH £1893 connect the meter in series with the EHA. Disconnect the K·Motronic air pressure transducer (APT) see illustration D. Complete a lull throttle standing start acceleration and monitor the mA to the EHA along with engine sp~ed indicated by tlie vehicte tachometer. Cross r.heck the results of the test against the appropriate full load mA map, see illustration B. Due to the slow response of an analogue meter only consider the salient numerical points on the full load characteristic curve. Is the range of values within specification? Disconnect the multiple plug from the K·Motronic ECU. Check for throttte postion switch integrity. black/pink - pin 35. yellow/purple - pin 31, and blue/purple - pin 28. Also check the operation of the throttle position switch by using the accelerator pedal to operate the linkage. Ensure full load and idle map actuation. Trace both the blue/purple and the yellow/ purple leads beyond the K·Motronic engine management system for possible failure modes refer to TSD 4848. Is a failure confirmed? YES Check for continuity of cables from the air pressure transducer to the K· Motronic ECU (with both plugs disconnected) APT Cable colour K·Motronic ECU Pin, blacVpink Pin 35 Pin 2 green/slate Pin 6 Pin 3 purpie/brown Pin 21 Are they continuous? YES 4500 Engine speed (rev/mini B ' .. , Check the boost control system Refer to the appropriate flow chart in Chapter D. Does the system function correctly? [ \ 2s·c p1•F). . Rectify as necessary YES I 1 ] \~ \ ' I I ' YES ' ,.' ,' , ' I Full load enrichment (with boost correction) ·· Ensure that the pipe has bgen re-connected to the K·Motronic air pressure transducer (APT). Repeat the previous test Characteristic curve should now include boost correction, see illustration C. Is the range of values within specification? full load enr,cnmem 1w1thou1 boost correction) ·. I 6 Are readings within specification? ............... I .I .. ', I 8 Staning, after start, and warm-up enrichment Connect a digital multi-meter in series with the EHA using the special adapter RH 9893. Start tt,c engine whilst observing the multi· meter reading. Consult the enrichment factors charts (fig. B4·31 ). Cross check the stan, after stan, and warm-up factors with the vehicle's coolant temperature. Note Refer to note regarding coolant temperatures at the bottom of figure - ---. ~ - -·, , , ,, ., ... ;-- , I 10 2 ---- I - 12 4 12 __-,,,-- ' I I I 22 14 The mA values on graphs Band Care nominal and should only be used as a guideline for transient measurements, Valid for ambient air temperatures of up to Full load er>nct\ment (with boost correction) Continued from sheet 1 A2732 To complete this test programme check the idle mixture strength and the operation of the idle speed actuator. Refer to the appropriate pages of Chapter B. NO ( Figure 84-36 'On-board' fault diagnosis codings ( ' ; ~-. l. 4/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 TS04737 84-33 ( I \·. ·on-board' diagnostic check This procedure should be followed if a) The 'Check Engine' warning panel situated on the facia. illuminates during normal engine operation. b) A routine 'on-board' diagnostic check is required. Note There are four possible faults in the K·Motronic engine management system that are not externally registered by the illumination of the 'Check Engine· warning panel. These faults will however, be revealed by a blink code during an 'on-board· diagnostic check. Procedure Initiate an ·on-board' diagnostic check to reveal any of the listed fault codes that have been stored within the K·Motronic ECU buffer RAM (random-access memory). 1. Ensure that the usual workshop precautions are carried out. 2. Turn the ignition key to the RUN position on the switchbox. so that the 'Check Engine· warning panel illuminates (see illustration A). 3. Depress the 'on·board' diagnostic button (see illustration BJ for a minimum of 4 seconds and then release. 4. Monitor the blink code on the 'Check Engine· warning panel. after the initial period of 2.5 seconds tamp on and 2.5 seconds lamp off. Refer to illustration C for an example of the initial period of 'Check Engine' warning panel operation, followed by the blink code 4.4.3.1. 5. Once a blink code has been initiated. it will keep repeating the information (with initiation periods identifying blink code commencement). until the ·on· board' diagnostic button is depressed for another 4 seconds period. This procedure must be repeated until all stored blink codes have been extracted from the K·Motronic ECU buffer RAM. 6. If there are no more fault codes stored, the condition is identified by the unique code 1. 1 .1.1. Warning panel on/off periods for this code are of 2.5 seconds duration. 7. To reset the buffer RAM following fault extraction and/or rectification, isolate the vehicle battery using the master switch located in the vehicle luggage compartment (see illustration D). To ensure complete K·Motronic ECU buffer RAM reset. the battery should be switched off for at least 4 seconds. 8. If there are no faults stored, then the blink code 4.4.4.4. will register on the 'Check Engine' facia warning panel. Fault codes Blink code 'Check Engine' panel illuminated 2.3.1.2. Yes Fault description System method of recognition Limp home facility Coolant temperature sensor output outside operating range Coolant temperatures less than -46°C (-50.S"F) or more than+ l 86°C (+ 366.8°F) K·Motronic ECU provides EHA with mA compensation equivalent to+ (176°FJ coolant temperature for all operational modes other than staning which is set to+ 20°C (68°F) 2.2.3.2. Yes Incorrect air flow signal Volumetric air flow rate outside pressure upper and lower threshold limits (i.e. less than 5m3/hr or more than 1200 m3 /hr) Ignition and fuelling switched to full load map 2.1.2.1. No Idle switch fault. Idle control maps not recognised Idle switch closed. Air flow greater than 166m3/hr with switch closed for more than 0.3 seconds Ignition and fuelling switched to part load map 2.1 .2.3. Yes Full load switch fault Full load control maps not recognised Full load switch closed but ECU recognises part load engine operation for more than 0.3 seconds Ignition and fuelling switched to part load map 2.1.1.3 . Yes Engine speed sem.or and/or connection to the ECU defective. Air sensor plate mechanism or fuel distributor plunger stuck Ignition switched on, volumetric air flow rate more than 5m3hr but no engine speed signal None 4.4.3.1 . No Idle speed actuator connecting plug open or short circuit End stage within K-Motronic ECU Engine idle speed may drift from 580 ± 20 rev/min. Normal engine operation under all conditions except idle mode 2.3.4.2. Yes Lambda sensor and/or connection failure End stage within K-Motronic ECU Resort to 'open loop' engine operation 2.3.4.1 . Yes Lambda control outside threshold limits EHA current is less than - 1 4 mA or more than + 21 mA for more than 2 minutes Once threshold limits are exceeded. further compensation/correction is not available and engine control system effectively resorts to 'open loop'. 2.3.4.3 . No Basic idle mixture strength adjustment on mixture control unit set to its lean limit Adaptive Lambda pre-control increases EHA current more than 10 mA Engine management system will continue to compensate until threshold limit of + 21 mA is exceeded 2.3.4.4. No Basic idle mixture strength adjustment on mixture control ur.it set to its rich limit Adaptive Lambda pre·control reduces EHA current more than - 5 mA Engine management system will continue to compensate until threshold limit of - 1 4 mA is exceeded 4.3.1.2 . Yes Engine reference tensor and/or its connection to the ECU defective Synchronisation lost Dependent upon ECU data update prior to engine reference sensor failure 4. ( so·c 4. 3. LAMP ON - - LAMP OFF - 1. - - should not sound. 9. With th e throttles fu lly open th e m utli-meter buzzer should sound. 10. The switching point should be at approximately 7 2 ° of throttle plate rotation. Fuel injection and ignition system maps 1. With the engine switched off, disconnect the three way electrical plug to the throttle position switch (see fig. 84-37). 2. Connect a digital multi-meter in 'series' with t he electro-hydraulic actuator {EHAL usi ng the adapter RH 9893 (see f ig. 84-38). 3. Set t he multi-meter to read m illiamps. Idle 4. Bridge the black /pink and t he blue/ purple c onnection on the ECU side of the throttle position switch connector (see f ig. 8 4-37). The engine will now be governed by the 'idle map' engine management parameters. 5. Fit a st roboscop e t o the engine in accordance w it h the manufacturer's instructions. 6. Turn th e ignition key from the LOCK to the RUN position and c heck for the K-Motronlc ECU 'stand cu rren t' of 100 mA ± 2mA. 7. Start and run the engine unt il normal operat ing temperature is attained. 8. With th e engine running at idle speed and the coo lant tempe rature stabilized above B0°C (176°F). check that the ignition timi ng is 6° ± 1° btdc at an idle speed of 580 ± 20 rev/ min. At the same time the basic compensatio n current to the EHA should read a stable 0 ± 1.0mA o n the multi-meter. N ote On cars fitted with catalytic converters the ignition tim ing should be 8° ± 1° btdc and the basic compensation current to t he EHA should be oscillating about a median of zero milliamps. Part load 9. Remove the bridge cable from the black/pink and the blue/purple connecti ons on the ECU side of the throttle position switch connector {see fig. B4-37). 10. Lea ve the co nnect or plug and socket disconnected. This ensures that the engine is governed by the 'part load' engine managment system parameters. 11. Set th e engine speed to 2000 ± 20 rev/min. 12. Ensure that the engine if still fully warmed -up and check that the ignition timing is 14° ± 1° b t dc. At the same time the basic compensation current to the EHA should read - 2 ± 2mA. Note On cars fitt ed w ith catal yti c converters the ignition t iming should be 27° ± 1° btdc and the basic compensation current to the EHA should be oscillating about a median of zero milliamps. Deviation should be approximately ± 3 milliamps. 13. Stop the engine, re move the test equipment, and connect t he throttle position switch connector. 14. If the fu el injection and ignition control system maps do not conform to the specification, refer to the appropriate fault diag nosis ch arts. 2/89 Printed in England ~ Rolls-Royc e Motor Cars Limited 1989 Fig. 84-37 Throttle position switch electrical connection Fig . 84-38 Multi-meter connected in 'series' with the EHA Diagnosing and correcting faults The workshop procedure number given before the title of the operation refers t o the fault diagnosis chart for the basic KE3 - Jetronic fuel injection system given in f igure 84-34. Before carrying out any tests. ensure that t he battery is in a fully ch arged condition. It should be noted that all components of the sys tem (except the fuel injectors and cold start injector) can be tested on the vehicle. Procedure 1 Fuel pump and/or pre-pump not operating correctly For information rela ting to thes e com ponents re fe r to Chapter C. Procedure 2 Induction system air l eaks Visually c heck all vacuum hoses, pipes, and clips for TSD 4737 84-35 damage or looseness that may allow an air leak into the induction system. Check the entire induction system for air leaks with the engine running. Use a suitable length of rubber hose as a listening tube. The leak will often be heard as a high pitched hiss or whistle. Procedure 3 Metering control unit lever sticking 1 Ensure that the engine temperature is above 20°C (68°F). 2. Remove the air intake elbow from the inlet to the control unit. 3. Apply pressure to the control piston in the fuel distributor for approximately 10 seconds (refer to page 8~22). Switch off the power to the fuel pumps. 4. Press the air sensor plate slowly downwards to its maximum open position. The resistance to this movement should be uniform over the whole range of travel. Allow the air sensor plate to return to its rest position and repeat the operation. If the resistance to the air sensor plate movement is uniform over the whole range of travel, the metering unit lever is not sticking. Note Always ensure that the fuel pumps are not running before depressing the airflow sensor plate. Otherwise. fuel will be sprayed into the engine on each occasion the airflow sensor plate is depressed. 5. Should the resistance to sensor plate movement be greater in the rest position, it could be due to the plate being either out of position or distorted due to impact damage (caused by an engine misfire). 6. If the condition described in Operation 5 is confirmed, depressurize the fuel system (refer to page 84-2 7). Press the plate fully downwards and allow it to return to the rest position. A2654 Fig. 84-39 Air flow sensor plate position A 1,0mm (0.40inl free play with fuel system pressuri2.ed B Sensor plate inclination 4.5° 7. Should a resistance be confirmed in Operation 6, remove the air sensor plate and repeat the operation. If this alleviates the resistance, the air sensor plate is fouling the sides of the air funnel and should be centralized (refer to Procedure 4) or the air funnel may be deformed in some way. 8. If there is still a resistance to the movement of the lever. it could be due to contamination within the fuel distributor barrel or occasional binding in the lever mechanism. 9. Contamination within the fuel distributor can be checked by separating the fuel distributor from the control unit for visual inspection. Do not attempt to remove the control piston. Remove the retaining screws situated on top of the fuel distributor. Lift off the fuel distributor (resistance will be felt due to the rubber sealing ring). 10. Examine the distributor for contamination. 11. Fit the fuel distributor by reversing the dismantling procedure. Ensure that the rubber sealing ring is in good condition and is lubricated with suitable grease. Ensure that the retaining screws are evenly tightened. 12. If a resistance is still noticeable, a new assembly should be fitted. 13. After fitting the fuel distributor check the idle mixture strength. Procedure 4 Positioning the air flow sensor plate 1. Remove the air inlet ducting from above the sensor plate. 2. Check that the sensor plate does not look deformed or damaged, particularly around its outside edge. Also ensure that the sensor plate will pass through the parallel section of the air funnel without fouling. 3. If necessary, loosen the plate securing bolt. 4. Insert the guide ring RH 9609 whilst retaining the sensor plate in the zero movement position. This will prevent the sensor plate from being forced downwards as the centring guide ring is being installed. 5. With the centring guide ring in position, tighten the retaining bolt to 5Nm (0,50kgf m to 0,55kgf m. 44 lbf in to 48 lbf in). Carefully remove the centring guide ring. 6. Apply pressure to the control piston in the fuel distributor for approximately 10 seconds (refer to page 84-42). 7. The air sensor plate should be positioned as shown in figure B4-39, with the plate not protruding above or below the parallel section of the air funnel. 8. If the air sensor plate is too high. carefully tap the guide pin lower !see fig. B4-401, using a mandrel and a small hammer. Note This adjustment must be made very carefully, ensuring that the pin is not driven too low. Repeated adjustment can loosen the guide pin. Serious damage to the engine could result if the pin should fall out. Procedure 5 Checking the operation of the idle speed actuator It is important that the test equipment used to check the idle speed meets the following specification. 7/88 B4-36 Accuracy· Rotational speed within ± 10 rev/min. 1. Start and run the engine until normal operating temperature is attained. 2. Disconnect the 2 way electrical plug connection from the front end of the actuator. The engine speed may drift from the controlled 580 ± 20 rev/min. 3. Hold the actuator body and reconnect the electrical plug. 1f the ac'.uator is functioning correctly a pulse of armature movement should be felt and the engine idle speed should return to 580 ± 20 rev/min. Note The return to this idle speed range will not be immediate. A certain amount of incremental engine speed stabilization will take place. 4. If the idle speed actuator control is outside the specifications, refer to the appropriate fault diagnosis flow chart on page 84-49. Procedure 6 Checking the hot/cold start system Refer to the modes of operation section and the fault diagnosis flow charts. Procedure 7 Checking the cold start injector 1. Detach the electrical plug from the cold start injector (see fig. 84-1). 2. Remove the cold start injector from the induction manifold with its feed pipe attached. Place the nozzle of the injector into a suitable clean container so that the operation of the injector can be observed. 3. Produce a test lead using a Bosch electrical plug, two lengths of cable, and a micro-switch. 4. Connect the electrical plug to the cold start injector and the two cables, one to an auxiliary electrical feed and the other to an earth point. Note Exercise care to eliminate the possibility of an electrical spark (use the micro-switch to make and break the circuit). 5. Apply electrical power to operate the fuel pump (refer to page B4·42). 6. Operate the micro-switch to complete the auxiliary electrical circuit. The cold start injector should spray fuel as the contacts in the micro-switch complete the electrical circuit; if it does not spray fuel, fit a new injector. Operate the micro-switch to break the auxiliary electrical circuit. . 7. Dry the nozzle of the cold start injector. 8. Repeat Operation 5 but do not operate the micro· switch. Note that no drops of fuel should form on or drip from the injector nozzle. If the injector is defective a new one should be fitted. 9. Remove the auxiliary test lead from the injector. Fit the injector to the induction manifold and connect the loom plug. Procedure 8 Checking the operation of the primary fuel circuit Fuel delivery 1. Depressurize the fuel system !refer to Section A3). 2. Disconnect the fuel return line at the fuel pressure regulator lower connection. Using a 'firttee' type nipple and nut ISPM 1390/1), connect one end of an auxiliary fuel return hose to the connection. Hold the other end of the hose in a graduated measuring container capable of 2/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 Fig. B4-40 Height adjustment for the air flow sensor plate 1 Fuel distributor 2 Air flow sensor plate 3 Electro-hydraulic actuator IEHAl 4 Lower chambers pressure tapping holding more than 10 litres (2.2 Imp gal, 2.6 US gal). 3. Apply electrical power to operate the fuel pumps (refer to page 84-42). At least 10 litres (2.2 Imp gal, 2.6 US gall of fuel should be delivered into the measuring container within 5 minutes. 4. If the delivery Quantity is satisfactory, check the primary system pressure. However, if the delivery Quantity is below the prescribed amount proceed as follows. Check the fuel pump delivery after each operation. 5. Check the voltage at the fuel pump. When the pump is operating this should be 11.5 volts. 6. Fit a new 'in-tank' filter. 7. Fit a new main fuel filter. 8. Check the fuel lines for blockage. 9. Fit a new fuel pre-pump. 10. Fit a new fuel pump. 11. After establishing that the fuel delivery is correct, remove the test eQuipment. 12. Connect the fuel return pipe. Primary system pressure To carry out this test. fit the pressure tester RH 9873 as shown in figure 84-46. 1. Apply electrical power to operate the fuel pumps (refer to page 84-42). 2. The pressure gauge will show primary system pressure which should be between 6,2 bar and 6.4 bar (89.9 lbf/in2 and 92.8 lbf/in2 l. 3. If the primary fuel pressure is too high. a. Check for a restriction in the fuel return line to the tank. TSO 4737 B4-37 b. 4. a. b. The fuel pressure regulator is faulty. If the primary fuel pressure is too low. Check the fuel supply. The fuel pressure regulator is faulty. Procedure 9 Checking the differential fuel (lower chamber) pressure 1. Ensure that the engine is at normal operating temperature. 2. Measure the primary system fuel pressure. Ensure that the reading is within the specification. 3. Remove the test equipment and re-connect the cold start injector pipe. A2201 4. Install the pressure tester RH 9873 as shown in figure B4·47. 5. Apply electrical power to operate the fuel pump for 30 seconds I refer to page B4·42J. Switch off the power to the fuel pump. The gauge will now show the differential pressure valve lower chamber pressure which should be between 5.7 bar and 5,9 bar (82.7 lbf/in2 and 85.5 lbf/in2 ). 6. If the differential fuel pressure is outside the specified limits. a. The fuel pressure regulator is faulty. b. The fuel metering unit is faulty. c. The electro-hydraulic actuator !EHAJ is faulty. d. The mA supply to the EHA is incorrect (refer to Fuel injection and ignition system maps). Procedure 10 Check the fuel system for leaks The engine should be at normal operating temperature tor this test. 1. Fit the pressure tester RH 9873 as shown in figure B4-46. 2. Apply electrical power to operate the fuel pump for 30 seconds (refer to page B4·42). 3. Allow the primary system pressure to build-up. Switch off the power to the fuel pump. 4. Note the time it takes for the pressure to fall to zero and compare this with the graph for fuel system 'leak· down' (see fig. 84-42). 5. If the pressure loss is outside the acceptable limits, the leak may be due to. a. Defective pressure regulator. b. Leaking cold start injector. c. Faulty non-return valve in the fuel pump. d. leaking accumulator diaphragm. e. An external leak from one of the fuel system pipes. f. One or more of the fuel injectors leaking. Procedure 11 Checking the injectors Cleanliness of components and their connections cannot be over emphasized for this test. 1. Clean all external fuel connections before removing the fuel injectors. 2. Remove the fuel injectors from the engine. 3. Connect one injector to the test equipment RH 9614 (Bosch Number KDJE 74521. Refer to figure 84-43. Fig. 84·41 Fuel distributor removed Opening pressure Bleed the discharge tube by moving the operating lever several times with the union slackened. Tighten the union. 5. Check the injector for dirt by operating the lever slowly at approximately one stroke per 2 seconds with the valve on the pressure gauge open. If the pressure does not rise to between 1,0 bar and 1,5 bar (14.5 lbf/in2 and 21.8 lbf/in2 I the valve of the injector has a bad leak, possibly caused by dirt. Attempt to flush the valve by operating the lever rapidly several times. If the injector valve does not clear the injector should be discarded. 6. Check the opening pressure of the injector by closing the valve of the test equipment. Bleed the 4. 0 10 20 30 40 50 ... 60 Time-minutes A1198 Fig. 84-42 Fuel system 'leak down' 7/88 B4-38 injector by operating the test equipment lever rapidly several times. Open the valve and move the lever slowly at approximately one stroke per 2 seconds. Note the pressure at which the injector begins to spray. The correct pressure for the injector to commence spraying is between 3,9 bar and 4,1 bar 156.5 lbf/in2 and 59.4 lbf/in2 ). Leakage test Open the valve on the test equipment and slowly operate the lever until the pressure reading is 0,5 bar (7.3 lbf/in2 ) below the previously determined opening pressure. 8. Hold this pressure constant by moving the lever. 9. No drips should appear from the injector for the next 15 seconds. 7. Evaluation of spray and 'chatter' test 10. Operate the lever of the test equipment at one stroke per second. As this is done, the valve in the end of the injector should be heard to 'chatter'. 11. The injector should produce an even spray with an approximate spray angle of 35°. If drops form at the mouth of the injector valve, or if the spray is excessively one-sided, the injector should be discarded. The various spray formations and angles are shown in figure B4-44. Fig. 84-43 Testing an injector Repeat Operations 1 to 11 inclusive on the remaining injectors noting that only new test fluid must be used to replenish the reservoir of the test equipment. Procedure 12 Checking the delivery balance of the fuel distributor 1. Fit the delivery quantity comparison tester RH 9613 !Bosch Number KDJE 7455). 2. Remove the air intake elbow to reveal the air sensor plate. 3. Apply electrical power to operate the fuel pump and build-up pressure in the system (refer to page 84-42). 4. Bleed the test equipment. 5. This test is carried out under simulated idle, part load, and full load conditio_n s as follows. Note The test equipment rotameter scale may read either ml/min or cm3 /min. Whichever scale is used, the flow figures are identical (i.e. 1ml/min=1 cm'min). Idle conditions Press switch number one on the test equipment and move the air flow sensor plate downwards (using the adjusting device shown in figure B4-45) until the reading on the small rotameter indicates a flow of approximately 6, 7 ml/min. 7. Test the remaining outlets and determine which one has the lowest fuel delivery. 8. Press the switch of the outlet with the lowest fuel delivery and using the adjusting device. adjust the height of the air flow sensor plate until the reading on the rotameter is 6,7 ml/min. 9. Measure the fuel delivery from each outlet, noting that none of them should exceed 7,7 ml/min. A -----· . B ),) /~ ( /1 I . /i C D -J 6. 7/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 E A220J Fig. 84-44 Injector spray patterns Unacceptable spray patterns A Drop formation B Cord spray C Spray in strands Acceptable spray patterns D Good spray formation E Single-sided but still a good spray formation TSD4737 B4-39 Part load conditions 10. Repeat Operations 6 to 9 inclusive, moving the air flow sensor plate downwards. until a fuel delivery of 20,8 ml/min is measured (on the large rotameterJ from the fuel outlet with the lowest delivery. 11. Measure the fuel delivery from each outlet, noting that it should not exceed 22.4 ml/min. Full load conditions 12. Repeat Operations 6 to 9 inclusive. moving the air flow sensor plate further downwards, until a fuel delivery of 94 ml/min is measured from the fuel outlet with the lowest delivery. 13. Measure the fuel delivery from each outlet, noting that it should not exceed 99 ml/min. If the fuel delivery exceeds the limits quoted, a new distributor should be fitted. Procedure 13 Checking the operation of the throttle plates 1. Depress the accelerator pedal fully and observe the position of the throttle levers. 2. Ensure that the throttle levers are fully open (i.e. against the stopsl. 3. Also, ensure that the throttle linkage operates smoothly through both primary and secondary stages. 4. If the throttles do not open fully. or if the linkage does not operate smoothly, the problem should be investigated and corrected as described in Chapter K. Fig. 84-45 Air flow sensor plate movement adjustment device A Adjusting screw (part of accessory kit RH 99601 1 \ Fig. 84-46 Pressure tester equipment · testing for leaks or primary system pressure 1 Pressure gauge assembly RH 9873 2 Special adapter RH 9881 Procedure 14 Checking the fuel accumulator diaphragm for a leak 1. Locate the flexible hose connecting the accumulator to the fuel tank return pipe. 2. Suitably clamp the hose to prevent unpressurized fuel from flowing out during the test. 3. Unscrew the worm drive clip securing the flexible hose to the connection on the fuel accumulator. 4. Withdraw the hose from the connection. 5. Apply electrical power to operate the fuel pump !refer to page B4·42) and pressurize the fuel accumulator. 6. Ensure that no fuel flows from the open connection on the fuel accumulator during the test. 7. If fuel does flow from the open connection, the accumulator diaphragm is leaking and a new fuel accumulator must be fitted. 8. Connect the fuel pipe and remove the clamp. Procedure 15 Blocked air filter or ducting 1. Remove the air filter element. 2. Examine the condition of the element and fit a new one if necessary. 3. Inspect the filter housing assembly. 4. Inspect the intake 'scoop' that diverts air from below the front bumper assembly into the fitter housing (refer to Chapter JI. Ensure that the flow of air is not restricted. 5. Inspect the intercooler matrix (refer to Chapter J). Ensure that the matrix is not blocked. thus restricting either the flow of cooling air or the flow of intake air. 6. Slacken the worm drive clips and free each section of flexible hose in turn. Ensure that each section is in good condition and not restricted. 7. Ensure that the air intake elbow is not restricted. 8. Spin the compressor blades of the turbocharger assembly to ensure that the blades rotate freely. 9. Carry out the test given in the Workshop procedures 4 and 13. 10. Fit all hoses, clips, and the filter element upon 7/88 84-40 satisfactory completion of the tests. Fault diagnosis test eQuipment and special procedures This section contains information relating to the fitting procedures for the test equipment used when diagnosing a fault. Also included are the special procedures associated with the fuel injection system. Depressurizing the fuel system The fuel in the system may be pressurized. Therefore, it is recommended that the fuel system be depressurized before commencing any work that involves dismantling parts of the system. The depressurizing procedure is given in Section A3. Fuel injection system • pressure tester The pressure tester equipment (see figs. B4-46 and B4-471 should be connected into the cold start injector feed line, on top of the fuel distributor or the lower differential pressure valve tapping point_ With the gauge connected at these poir,ts. the fuel system can be checked for. a. Fuel system leakage either internal or external (see fig. B4-46). b. Primary system fuel pressure (see fig. B4-46). c. Differential fuel pressure (see fig. 84-4 7). Fig. 84-4 7 Pressure tester equipment · testing differential {lower chamber! pressure 1 Pressure gauge assembly RH 9873 2 Special adapter RH 9881 Installation of the test equipment 1. Carry out the usual workshop safety precautions. 2. Switch on the ignition. Ensure that the gear range selector is in the park position. Switch off the ignition and withdraw the gear range selector fuse (A61 from fuseboard F2. 3. Disconnect the battery_ 4_ Depressurize the fuel system. 5. The pressure gauge may now be connected to the fuel distributor as shown in either figure B4-46 or B4-4 7. Ensure that all pipe nuts and unions are tight. Bleeding the test equipment After fitting. but prior to using the test equipment always ensure that it is prop~rly bled as follows 6. Apply electrical power to operate the fuel pump (refer to page 84-42). 7. Allow the gauge to hang down under its own weight with the flexible hose fully extended, for a few seconds. 8. Lift up the gauge and suspend it from a suitable point. 9. The pressure tester equipment is now ready for use. Fuel delivery quantity comparison tester If there is any discrepancy in the quantity of fuel delivered by the individual fuel distributor outlets, it can be measured by a comparison test. using the test equipment RH 9613 (Bosch Number KDJE 74551. refer to figure 84-48. The test equipment is designed in such a way that the tests can be carried out without removing the fuel distributor from the engine. Ideally, the tester should be set permanently on a 7/88 Printed m England © Rolls-Royce Motor Cars Limited 1988 Fig. B4-48 Installation of comparison tester TSO 4737 84-41 mobile trolley, so that once it is levelled-up, only the trolley needs to be manoeuvred to the test site. However, the tester can be set up on a table close to the test vehicle and the test equipment is levelled-up for each test using the levelling screws and spirit level. The test equipment should be fitted to the vehicle as follows. 1. Disconnect the battery. 2. Unscrew the unions.securing the fuel injector lines to the fuel distributor outlets. Fig. B4-49 Fuel distributor connections 3. Screw the special adapters supplied with accessory kit RH 9960 into the fuel distributor outlets. 4. Fit the automatic couplings fastened on the ends of the test equipment to the special adapters in the fuel distributor outlets. Note Outlet one from the distributor should always be nearest to the fuel inlet connection. Figure 84-49 indicates which test line and switch of the test equipment are connected to which engine cylinder. 5. Route the fuel return pipe across the engine, along the side of the car and into the filler for the fuel tank. 6. Connect the battery. Note The condition of the battery is critical for this test. Therefore, always check the state of charge of the battery. 7. Apply electrical power to operate the fuel pump (refer to page 84-42). 8. To bleed the test equipment, remove the air intake ducting from the mixture control unit and push the air flow sensor plate downwards to its fully opened position. Press each key on the flowmeter one after the other, whilst simultaneously operating the three-way tap. Continue this operation until there are no bubbles in the two rotameters. 9. Allow the air sensor plate to return to the zero position. The test equipment is now ready for use. 10. To remove the test equipment, depressurize the system and reverse the procedure. Apply fuel pressure to the system 1. Carry out the usual workshop safety precautions. 2. Ensure that the automatic air conditioning system is switched off. Remove fuse A1 from fuseboard Fl. 3. Remove the ECU compartment cover situated to the rear of the right-hand front road spring cover. 4. Disconnect the oxygen sensor (if fitted) inside the ECU compartment (see fig. 84-50). 5. Withdraw the fuel pumps relay located inside the ECU compartment (see fig. 84-50). 6. Produce a short bridge cable containing a microswitch. The micro-switch is used to 'make' and 'break' the test circuit. thus eliminating the possiblity of a spark. 7. Ensure that the contacts in the micro-switch are not 'made' (i.e. the bridge cable is open circuit). 8. Bridge the pink and white/pink cable in the relay base, using the auxiliary bridging cable. Complete the circuit by operating the micro-switch. The fuel pumps will now run and pressurize the system. Removal and fitting of components Before dismantling any connections and removing any components always depressurize the system and carry out the usual workshop safety precautions. Always blank off any open connections to prevent the ingress of dirt. Mixture control unit (see figs. 84-51 and 84-521 Fig. 84-50 ECU and relay compartments The mixturt: control unit comprises the air meter and fuel distributor. 7/88 84-42 The fuel distributor can be removed separately from the mixture control unit, however, in the process of general dismantling the components would be removed as one assembly. Fuel distributor· To remove and fit 1. Carry out the usual workshop safety precautions. including disconnecting the battery and depressurizing the fuel system. 2. Unscrew and remove the following connections on the fuel distributor. a. Fuel supply to the fuel distributor. b. Fuel supply to the cold start injector. c. Small diameter pipe between the fuel distributor and the pressure regulator. 3. Unscrew the unions from both ends of the eight injector pipes and carefully withdraw the pipes. 4. Using a screwdriver. unscrew the securing screws A2656 Fig. 84-51 Fuel distributor and associated compartments 7/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSO 4737 B4-43 situtated on top of the distributor. 5. Lift the fuel distributor from the mixture control unit and collect the rubber sealing ring (resistance will be encountered due to the rubber sealing ring). 6. Do not remove the control piston from the fuel distributor. 7. Fit the fuel distributor by reversing the removal procedure, noting that the rubber sealing ring fitted in between the fuel distributor and mixture control unit must be in good condition. If in doubt, fit a new sealing ring. When installing the sealing ring ensure that it is lubricated with a suitable grease and that it does not become trapped when the fuel distributor is fitted. This could cause a subsequent air leak which may be difficult to detect. 8. Check the idle mixture strength. Mixture control unit· To remove and fit (see figs. B4·51 and 84-521 1. Carry out the usual workshop safety precautions. including disconnecting the battery and depressurizing the fuel system. 2. Unscrew the worm drive clips securing the air intake hose to the cast elbow. Free the joint. !I fl : I ·-......J A26S7 Fig. 84-52 Fuel distributor and associated compartments 7/88 B4-44 I 3. Unscrew the worm drive clips securing the dump valve flexible hose to the return pipe. Free the joint. 4. Free the small diameter signal hoses to the dump valve. 5. Unscrew the two setscrews retaining the cast intake elbow via its mounting brackets to the mixture control unit. 6. Withdraw the intake elbow and rubber sealing ring. 7. Unscrew the injector pipe nuts from the top of the fuel distributor. Free the pipes. 8. Unscrew and remove the following connections on the fuel distributor. a. Fuel supply to fuel distributor. b. Fuel supply to cold start injector. c. Small diameter pipe between the fuel distributor and the pressure regulator. 9. Unscrew the pipe nut securing the fuel return pipe to the bottom of the pressure regulator. 10. Unscrew the two mounting setscrews. one at the front and one at the rear of the unit. 11. Detach the electrical cables to. a. The electro-hydraulic actuator. b. The air flow sensor potentiometer. c. The dump valve solenoid valve. d. The dump valve vacuum switch. 12. Free the small diameter signal hoses to the solenoids and vacuum switches. 13. Unscrew the rear mounting nut (situated under the dump valve solenoid) and the front mounting setscrew (situated under the dump valve). 14. Carefully lift the assembly from the engine with the ancillary units still attached. 15. Remove the upper section of the mixture control unit from the lower half (air outlet duct) by unscrewing the cap nuts situated around the face joint. 16. Fit the assembly by reversing the procedure given for removal. noting that the face joint between the two halves of the assembly should be clean and coated with Wellseal. 17. Ensure that any rubber sealing rings that have been disturbed are in good condition. Note Whenever a hose or an electrical plug is disconnected, it is advisable to attach an identification label to facilitate assembly. In additon any open connections should be blanked as soon as possible to prevent the ingress of dirt. Throttle body· To service To remove. fit, and overhaul the throttle body refer to Chapter K. Idle speed actuator· To remove and fit (see figs. B4-24 and B4-51l 1. Carry out the usual workshop safety precautions. 2. Disconnect the electrical plug. 3. Unscrew the worm drive clips securing the two hoses to the actuator. Free the joints. 4. Carefully slide the actuator from its rubber mounting. 5. Fit the idle speed actuator by reversing the removal procedure. 7/88 Printed in England © Aolls·Royce Motor Cars Limited l 988 Cold start injector • To remove and fit (see figs. 84-10 and B4-52l 1. Carry out the usual workshop safety precautions. including disconnecting the battery and depressurizing the fuel system. 2. Detach the electrical plug from the cold start i11jector. 3. Unscrew the union connecting the fuel feed pipe to the injector. 4. Unscrew the two small setscrews retaining the injector in position. Collect the washer from each setscrew. 5. Withdraw the injector and collect the rubber sealing ring. 6. To fit the cold start injector reverse the procedure given for removal. Injector· To remove and fit (see figs. 84-9 and 84-52) There are eight injectors fitted to the engine one for ech cyinder. The removal and fitting procedure given below is for one injector but the instructions apply equally to all of the injectors. 1. Carry out the usual workshop safety precautions, including disconnecting the battery and depressurizing the fuel system. 2. Free the loom rail from the respective side of the engine. Manoeuvre the rail away to gain access to the injectors. 3. Unscrew the union connecting the fuel line to the injector. 4. Unscrew the two setscrews securing the injector retaining plate to the cylinder head. 5. Remove the plate and withdraw the injector. 6. Fit the injectors by reversing the procedure given for removal, noting that the rubber insulating sleeve must be in good condition. It is essential to check the spray patterns of the injectors before they are fitted. New injectors must be thoroughly flushed out before they are tested. Fuel pressure regulator· To remove and fit (see figs. 84-12 and 84-511 1. Carry out the usual workshop safety precautions, including disconnecting the battery and depressurizing the fuel system. 2. Unscrew the pipe nuts of the three connections to the assembly. 3. Unscrew the small setscrew retaining the regulator to its mounting bracket. 4. Withdraw the assembly. 5. Fit the regulator by reversing the removal procedure. Electro-hydraulic actuator - To remove and fit Isee fig. 84-171 1. Carry out the usual workshop safety precautions, including disconnecting the battery and depressurizing the fuel system. 2. Remove the fuel pressure regulator. 3. Unscrew the two special (non-magnetic) retaining screws and withdraw the actuator. TSD 4737 84-45 4. Fit the actuator by reversing the removal procedure, noting the following. a. Always ensure that the rubber sealing rings are in good condition. b. Always use the special non-magnetic screws to secure the actuator in position. K-Motronic electronic control unit (ECUI - To remove and fit 1. Carry out the usual workshop safety precautions, including disconnecting the battery. 2. Remove the ECU compartment cover situated to the rear of the right-hand front road spring cover. 3. Locate the K-Motronic ECU !see fig. B4-21). 4. Unscrew the two securing screws from the upper end of the ECU. 5. Free the ECU from the retaining clip situated at the lower end of the unit. 6. Disconnect the multi-plug from the lower end of the unit. 7. Fit the ECU by reversing the procedure. Service adjustment Preliminary checks Before carrying out any tuning. the following basic checks should be made. a. Check the condition of the sparking plugs. b. Ensure that the throttle linkage is correctly set !refer to Chapter KJ. c. Ensure that the throttle position switch is correctly set (refer to Chapter K). d. Check a11 air hoses and connections. e. Check the security of the electrical connections to the fuel injection system and ignition control system components. f. Ensure that the warnings relating to the running of Fig. B4-53 Exhaust CO tapping {Cars fitted with catalytic converters) turbocharged engines in a workshop environment are understood (refer to Chapter DJ. g. Start the engine and visually inspect the fuel system for leaks. h. Whilst the engine is running. check the entire induction system for leaks !refer to this section, Workshop procedure 2J. Before undertaking the tuning procedure, the following work should be carried out. 1. Connect an impulse tachometer and an ignition stroboscope lamp to the engine in accordance with the manufacturer's instructions. These two functions can be accomplished by fitting a compact tester (e.g. Bosch MOT 2011 to the engine. 2. Insert the sample probe of a CO meter as far as possible into either exhaust tailpipe. On cars fitted with catalytic converters. connect the sample probe of the CO meter to the special tapping situated by the turbocharger (see fig. 84-53). Tuning procedure If the complete tuning procedure is to be carried out the following seQuence of operations is recommended. a. Carry out the preliminary checks a to f inclusive. b. Turn the ignition key to the AUN position and ensure that the 'Check Engine' warning panel is illuminated. Turn the key to the START position. Ensure that the engine starts and that the 'Check Engine' warning panel extinguishes. On cars fitted with catalytic converters. if the lamp remains illuminated refer to the 'On-board' fault diagnosis chan (see fig. 84-36}. Note If repeated and/or extended engine cranking is required for a particular diagnostic test, the electrical plug should be disconnected from the cold start injector. This will prevent the sparking plugs becoming fouled due to continued cold start injection operation. c. Confirm that the engine is running on all eight cylinders and carry out the preliminary checks g and h. d. Ensure that the engine has stabilized at its normal operating temperature. e. On cars fitted with catalytic converters, carry out an initial 'open loop' mixture strength check. f. Carry out basic fuel and ignition system functional checks. These include checking the operation of the throttle position switch and the system operating maps (refer to this chapter). g. Check the operation of the idle speed actuator (refer to this chapter). h. Check the operation of the dump valve (refer to Chapter D). 1. Check and set the idle mixture strength. j. * Check the operation and flow rate of the purge control system (refer to Chapter G). k. • Check the operation of the air injection system !refer to Chapter FJ. I. * On all cars fitted with catalytic converters, carry out an 'on-board' diagnostic check to confirm that there are no faults stored in the ECU (blink code 4.4.4.4. should register). 7/88 84-46 I '· (. m. Tamperproot the mixture adjustment screw. n. Remove all test equipment. Note The asterisks denote a system only fitted to certain cars. Idle mixture strength - To check and set Adjustment to the idle mixture strength should not normally be necessary, as this is set and sealed during manufacture of the vehicie. However, if either new parts are fitted or the setting is disturbed proceed as follows. 1. Ensure that the crankcase is completely sealed for this exercise, which means that the oil filler cap must be closed and the engine oil dipstick pushed firmly into position. 2. Before taking any reading, it is important to note the following information concerning the test equipment. Accuracy - CO meter range 0% to 2% CO concentration within 0.1 % Rotational speed within 10 rev/min 3. On cars fitted with catalytic converters, disconnect the electrical plug from the EHA. Mixture strength is adjusted under ·open loop' conditions. 4. On cars fitted with a fuel evaporative emission control system, disconnect the purge hose from the induction manifold and blank the manifold tapping. 5. Insert the probe of a suitable CO meter as far as possible into either exhaust tailpipe. On cars fitted with catalytic converters, connect the sample probe of the CO meter to the special tapping situated by the turbocharger (see fig. 64-53). 6. Start and run the engine. Allow both the engine and CO meter to fully warm-up. It is essential that the engine coolant has stabilized at its normal operating temperature of approximately 80° C (176°F). The ambient air temperature should be between 15°C and 30°C (59°F and 86°Fl. 7. Check the idle speed exhaust gas CO reading. This shou Id be 0.9% ± 0.1 % at 580 j: 20 rev. min, with the transmission in park and the automatic air conditioning system switched off. If the idle CO concentration is outside the sp.icified limits adjust by carrying out Operations 8 to 11 inclusive. 8. Remove the mixture adjustment screw access plug. Insert the mixture adjusting toot (see fig. B4-54J and adjust the idle mixture strength as required. The idle mixture screw should be turned clockwise to richen the mixture (increase CO%) and anti-clockwise to weaken the mixture (reduce CO%). Remove the mixture adjusting tool after each adjustment and blank the airmeter aperture (mixture adjustment access hole) to prevent the entry of unmetered 'false air'. Failure to blank the access hole will result in an incorrect CO measurement. Note Always make the mixture adjustment from the lean mixture strength side (i.e. if the idle CO concentration is too high. initially turn the idle mixture adjustment screw more than necessary in an anti-clockwise direction and then approach the correct setting with clockwise rotation of the mixture adjustment screw. 2189 Printed in England © Rolls-Royce Motor Cars Limited 1989 Fig. B4-54 Adjusting the idle mixture strength 9. Briefly open the primary throttles to incrP.ase the engine speed after each adjustment. this will allow a more stabilized idle CO setting to be achieved. Ensure that the primary throttles return to the correct idle position before the CO concentration is checked. 10. Upon completion of the idle mixture strength adjustment, tamper proof the adjustment screw. 11. Stop the engine and remove the test equipment. Connect any cables that have been disconnected for the purpose of the test. Tamperproofing Two methods of tamperproofing the mixture strength adjusting screw are used. On cars fitted with catalytic converters a metal plug is carefully driven into the access hole for the mixture strength adjustment screw. On cars not fitted with catalytic converters a small screw is inserted into the mixture strength adjustment access hole. A black plastic plug is then pressed into the hole. If the plastic plug is fitted onto the end of a guide rod and then inserted. it will assist in the fitting opert1tion. TSO 4737 Figure 84-55 Idle speed actuator - fault diagnosis chart 7/88 84-48 Check the operation of the idle speed actuator. refer to the appropriate Workshop procedure. If the idle speed is incorrect or the operation of the actuator is suspect proceed as follows Check for a blockage in the idle by-pass hoses and/or the hose connections from the air guide housing to the induction manifold/cold stan injector housing Is there a blockage or restriction? Idle speed too high Remove the idle speed actuator, Visually inspect and test th? assembly for damage and malfunction. Ensure that the motor spindle can be manually rota1ed such that the spool valve closes :rom its basic aperture setting (see illustration AJ Is the idle speed :1ctuator functioning correctly? Replace the idle speed actuator Replace the K·Motronic ECU Remove blockage With the engine running at idle speed, blank the air by-pass hose on one side of the idle speed actuator. The engine speed should reduce to 400 ± 100 rev/min Is the engine idle speed within specification? With the engine running at idle speed. hold the body of the idle speed actuator. Disconnect and then re-connect the electrical 2 way plug from the end of the actuator. A sudden pulse of armature movement during the operation will confirm that the electrical connection is made Is the electrical connection made? Excessive idle speE'd can result from air by· passing the thronlr. plates. Check that the throttle plates are seating correctly. Check th.:it the throttle plates are correctly positioned on the primary and secondary spindles. Ensure that they are correctly positioned on the spindle s1ops Are the throttle plates functioning correctly? NO Replace or rectify the idle speed actuator Check the entire induction system for air leaks. Refer to the appropriate workshop procedure and rectify any leaks Rectify in accordar.ce with Chapter K Complete the tests by checking the idle mixture strength. Refer to the appropriate page of Chapter B. Adjust as necessary NO Check the voltage at pin 17 (slate/pink) at the K-Motronic ECU multiple plug Is it 12 volts? NO Disconnect the multiple plug from the K· Mo1ronic ECU. Check for continuity of the black/pink cable from pin 18 in the plug to the earth at the rear of· A' bank cylinder head. This is a three cable earth point (see the earth illustration). Is it continuous? Remove the idle speed actuator. Visually inspect and test the assembly for damage and malfunct1on. E:isure that the motor spindle can be manually rotated such that the spool valve closes from its basic aperture setting !see illustration A) Is the idle speed actuator functioning correctly? Replace the idle speed actuator Replace the K·Motronic ECU Rectify earth cable Disconnect the 2 way plug from the idle speed actuator. Check the voltage at the pink/white cable in the plug Is it 12 volts? Disconnect the 2 way plug from the idle speed actuator. Trace the pink/white cable back to fuse B3 ( 1 5 amp) on fuseboard 1. Refer to TSO 4848 and rectify as necessary Disconnect the 2 way plug from the idle speed actuator. Check for continuity through the actuator Is it continuous? Replace the idle speed actuator Disconnect the 2 way plug from the idle speed actuator. Check for continuity of the slate/pink cable from the plug to pin 17 in the K·Motronic ECU 'TIUltiple plug and rectify as necessary Rotation this way only, such that ajrgap closes. F,':, LJ Basic aperture setting A A2735 Important Before carrying out a test ensure that the following conditions apply 1 The battery is fully charged 2 Use a multi-meter to carry out the tests 3 The ignition is switched off when either disconnecting or connecting electrical connections 5 6 7 8 Always remake any connections immediately a test is complete Ensure that the fuse listed is intact Ensure that the battery is fully charged Always ensure a test is satisfactory before moving to the next test A'tm11mmm11111 IIIIIIUlilllWWJ _J \..../1 =:J==rr=J I I I 1.0 SIC 0 0 000©©0©@®®@@@®® 1 @@®@@®@@®@@®®@@@@ 1 h1 o~ 0 t --1.0_ l(_W_ _ _ _ _2_ .0_K\_~_ 0 0 ____,.__ _2_0_~ _ _-l IS IS A2 A2 LO SK A2 736 1 2 3 4 Fuseboard Fl. fuse B3. 15 amp Main loom to valance loom plug and socket 7 way - right-hand ·A· post Valance loom to engine loom plug and socket 7 way - right-hand side K·Motronic ECU 7/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 5 6 7 • K·Motronic earth Idle speed actuator 2 way plug Idle speed actuator Splice TSD 4737 B4-49 Additional information when working on the EZ 58F ignition control system 1. Do not start the engine unless the battery connections are securely fastened. 2. Do not isolate the battery from the vehicle electrical system when the engine is running. 3. Do not charge the battery whilst it is installed in the vehicle. 4. Always remove the K-Motronic ECU before carrying out any electrical welding work. Ignition control system - Workshop servicing information Health risks Refer to Section A3, General information for health risk details relating to the ignition control system. Workshop safety precautions Refer to Section A3. General information for these details. Symptom , - - - - -- - - - -- - - - -- - -- -- - - Starter motor operates - engine does not start - - - - - -- - - - -- -- -- - -- - Uneven engine idle - - - -- - -- - -- - - -- - - Poor throttle response - -- - -- -- - -- -- - - Poor engine performance - -- - - -- - - - -- Engine misfires - - - - -- - -- - Fuel consumption too high Low boost pressure - - -- Engine backfires Engine runs too hot Possible cause -- - -- - - - - - - - - - - - Sparking plugs defective - - - - - - - - - Shunt on secondary ignition stage - - -- --- -- -- -- - - ----- ----- -- - - - - Open circuit on secondary ignition stage - - - - - - HT series suppression too high - - - - - - - Incorrect firing order - - - - - - lgnitioncoil(s)faulty - - Faulty ignition distributor/leacis -- -- Faulty llirollle posilion switch/ wiring - - - -- - -- --- --- - - - --- - - - -- --- - -- - -- -- -- - - -- --- - -- --- --- --- - - -- - -- --- -- --------------------1---- - - -- - - -- -- -- -- - --- -- -- - --~ -- Faulty engine speed signal Incorrect ignition timing Faulty engine speed sensor signal Incorrect ignition timing Faulty air sensor plate potentiometer Faulty power supply to K-Motronic ECU Faulty crankshah sensor/wiring - - Incorrect K-Motronic ECU output signal A2147 Fig. 84-56 Ignition system fault diagnosis chart 10/88 84-50 ( ( 5. Always ensure that the wiring harness plugs are securely connected. 6. Do not disconnect or connect the wiring harness 35-way multiple plug of the K-Motronic ECU with the ignition switched on. 7. If repeated or extended engine cranking periods are required for a particular engine/vehicle diagnosis, the electrical plug should be disconnected from the cold start injector. 8. Always ensure correct polarity when making cable connections. 9. Always use a good quality digital mutti-me!er when carrying out tests on the system. 10. Do not pierce any electrical leads or looms with test probes. etc. 11. Do not remove the high tension lead situated between the ignition coil and distributor. when the engine is running. 12. Ensure that no 'arcing' takes place between electrical connections. Exhaust gases When running turbocharged engines for prolonged periods within enclosed working areas. always ensure that the exhaust gases are safely removed. Whilst direct exhaust gas ventilation is available in some workshop areas, it is inevitable that extraction hoses will have to be used in certain circumstances, particularly when the vehicle is on a ramp. In these instances, large flexible exhaust adapter shrouds must be fitted to prevent a high level of depression being applied to the exhaust turbine seal in the turbocharger. Under no circumstances should hig~ depression exhaust gas extraction units be applied directly to the tailpipes. (. Danger· high voltage levels Dangerously high voltage levels are present in an electronic ignition system. Thei.e levels are not only present in individual components. but also in the wiring looms, plugs, sockets, and test connections. The primary as well as the secondary circuit are subject to these high voltages. Therefore. whenever the system is switched on ensure that you do not touch components/circuits contained within the ignition system. Always wear thick rubber gloves and use insulated tools as an added precaution. Fault diagnosis This fault diagnosis section includes. Basic system test procedures Electrical and electronic components fault diagnosis It is important that prior to commencing any fault diagnosis work on the digital ignition control aspect of the K·Motronic engine management system it must be established that the mechanical functions of the engine are operating correctly, that the KE3 • Jetronic fuel injection side of the K-Motronic engine management system is operating correctly. and that the battery is in a good state of charge. Connect an impulse tachometer and an ignition 10/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 stroboscope lamp to the engine in accordance with the manufacturer's instructions. These two functions can be accomplished by fitting a compact tester (e.g. Bosch MOT 21) to the engine. Always use a good quality digital multi-meter to take any electrical measurements and ensure equipment suitable for testing high tension (HT) is available. Note It is important that the test equipment used to check the ignition timing meets the following specification. Accuracy· Ignition timing within ± 1° Rotational speed within ± 10 rev/min. When carrying out any work on the system it is essential that all workshop safety precautions are observed. Basic fault diagnosis The basic ignition system fault diagnosis chart given in figure B4-56 provides a list of basic symptoms and possible causes. Some of the symptoms described could also be caused by a fuel system failure or a boost control system failure. Detailed fault diagnosis and test procedure The information contained in figure 84-5 7 provides detailed procedures for testing the ignition control system and where necessary the appropriate remedial steps to be taken when any rectification is required. The various components of the system are shown in their locations on sheet 1, together with a wiring diagram. Sheets 2 and 3 provide the step by step procedure for checking the system. If any electrical fault is traced back beyond the engine loom plug and socket (see fig. 64-57, item 7). always refer to the Electrical Workshop Manual TSD4848. Removal and fitting of components Before dismantling any connections and removing any components. ensure that any special precautions necessary are understood and the usual workshop safety precautions are carried out. K-Motronic electronic control unit (ECUI • To remove and fit To remove and fit the K-Motronic ECU refer to page B4-46. Ignition driver module(sl • To remove and fit (see fig. B4-581 Always take care when commencing any work on a driver module. If the engine has been running, sufficient time must be allowed for the module to cool before commencing work. 1. Carry out the usual workshop safety precautions. 2. Label the cables to the two driver modules. This will facilitate identification upon assembly (see fig. B4-29J. Withdraw the four cables. 3. If only the upper driver module is to be removed, this TSD4737 84-51 Figure 84·57 Bosch EZ 58F digital ignition system test programme Sheet 1 of 3 The K·Motronic engine management system To ease diagnosis of faults the K·Motronic engine management system is sub-divided into two sections, namely the Fuel in;ection system (KE3·Jetronic) and the Ignition control system (EZ 58F). This electrical test programme contains details for testing the digital ignition control system. When carrying out this test programme always ensure that the following conditions apply. 1. The usual workshop safety precautions are carried out 2. The battery is in good condition. 3. Any cables or connections disconnected for a test must be re-made before proceeding to the next operation. 4. Always ensure that any faults are corrected before moving on to the next test 10/88 84-52 \l I t" ' t I 'I It .,_ wSc,ecn 0 ~ B• 20 :!,r, W Scfe,en A2763 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 K-Motronic ECU K·Motronic ECU multiple plug Parameter code socket (link only required on cars not fitted with catalytic converters) Fuse B3. fuse board 1 ( 1 5 amp) Splice A Main loom to valance loom plug and socket 7-way - right-hand ·A' Post Valance loom to engine loom plug and socket 7-way - right-hand side Splice B Ignition driver module - group 1 Ignition driver module - group 2 0 0 Earth Engine speed sensor 3-way plug and socket Engine speed sensor Splice C Earth 20 ~w ,O KW 2.0 KW 1,0 KW _ _ _;2:...C;...~ I ;;..;"_;_ •· _ _ _ M,'L 1----..a.2.a..O-"K""'W-----i VEL 7~ 1 SKW 7R 20 KW 0 [;]::: - : :. - - - - - - - - - - - - - - - - - - -- - - - - - - - - - - - - - ~- - - - - ·- - - , 1 I N I I E) 0 B >------, Ignition coil - group 2 Ignition coil - group 1 Sparking plugs Ignition distributor - group 2 Earth-crankcase Ignition distributor - group 1 Ignition reference sensor 3-way plug and socket Crankshah reference sensor (ignition) 21 23 24 05KW Earth 20 22 Right-hand drive cars 0 Left-hand drive cars 0.5 K\'11 o.s t(\",' O.S t.W 1.5 KW 2 0KW 20 KW 10KW RS t1'!\ 3PS ""' Group 1 HT Group 2 HT 20KW lOKW 0.6 KW 20 KW 20 KW 05 1(11', RB 2.0 KW RB Figure 84-57 Bosch EZ 58F digital ignition system test programme Sheet 2 of 3 ( (__ C 1189 Printed in England © Rolls-Royce Motor Cars Limited 1989 TSO 4737 84~53 High tension {HTI system check Remove a suitable sparking plug connector from a cylinder in both Group 1 and Group 2. Fit each connector to a slave sparking plug and earth the plug electrode to a suitable point on the engine (i.e. exhaust manifold). Crank the engine Is an HT spark present 7 The digital ignition system has two primary and two secondary stages. For clarification the two systems are designated Group 1 and Group 2. Group 1 controls cylinders A 1, 83, B2, and A4 Group 2 controls cylinders A3, A2. B1. and B4 Layout of ignition distributor caps and HT leads allows Group 1 and Group 2 to fire sequentially. Firing order A 1. A3, B3, A2, B2, Bl. A4, B4 Check condition and route of HT harness to both 'A' and 'B' bank of cylinders. Also check the integrity of the HT leads from the ignition coils to the 2 x 4 ignition distributors Are these in a satisfactory condition? Ignition coil(s) checklist complete. Continue with Ignition driver module (amplifier) checks Replace the sparking plugs. Ensure engine sta11s and runs s&tisfactorily Check for continuity of the light green cable from the K-Motronic ECU pin 11 to the centre connection of the Group 1 ignition amplifier. Repeat the continuity test on the light green cable from the K-Motronic ECU pin 24 to the centre connection of the Group 2 ignition amplifier Are the cables continuous? YES _ _ __ ___. Rectify as necessary. Ensure engine starts and runs sa1,sfac1orliy Crank the engine Is high tension (HT) present in either Group 1 or Group 2 sparking plug combinations? o. n - o.sn NO Replace K-Motronic Engine speed and reference sensors Without specialist measuring equipment there is no direct method to measure or display either crankshaft reference or engine speed signals. The sensors are mounted at the front and rear of the engine !items 19 and Replace faulty components. Ensure engine starts and runs sa.1isfac1orily ECU 221. Check for continuity ot the blue cable from pin 29 and pin 30 of the K-Motronic ECU to each respective 3-way plug (items 18 and 21 J sensor connections Are the cables continuous? YES - - - - - - - ' External check of both ignition coils Visually inspect the sealing plug located adjacent to termin~l 4 identification Is plug in position or has sealing compound escaped? Check the internal resistance of both ignition coils Primarv coil internal resistance across terminals l and 15 = 0.55 n to 0.65 n Secondary coil internal resistance across terminals 1 and 4 = 7.75 K ll to 1 l.75 K !l Are the readings within specification? NO ...._ _________ _., Replace defective coil(s) NO Disconnect both ignition driver module 4-pin connectors (items 9 and 10) and the valance loom to engine loom plug and socket 7-way (item 7j. Check for continuity of the red/black and pink/white cables between both 4·pin connectors and the 7-way plug and socket Are the cables continuous? YES Re-fit sparking plugs and attempt to start engine YES Primary ignition system check Disconnect the round 4 pin connector from Group 1 ignition amplifier. Connect a digital multi-meter across pins 15 and 31. Switch on the ignition and measure the voltage. Repeat the test across pins 15 and 31 of Group 2.4 pin connector. Specification is 8 to 15 volts Are the readings within specification? Replace defective ignition driver (amplifier) module(s) and repeat test YES YES Check the series resistances for interference suppression and/or excessive internal resistance Rotor arm 1K!l ± 100n Ignition distributor towers 1K!l :! 100!1 High tension (HT) leads 1 Sparking plug connector 5KD ± 1oon Sparking plugs SKD z 100H Take into account the internal resistance of test leads/probes when carrying out the above tests Are the readings within specification? Remake connections or replace light green screened cable as necessary Check splice B (see item 8). Rectify the cables as necessary NO Check for continuity of the black.'pink earth cables via splice C (item 23) Are the cables continuous? YES..-------i Rectify cables and connections as necessary Check the general condition of the earth and the screen cables Are they satisfactory? YES Check the integrity of the cables from the 3-way plugs (items 18 and 21) to the sensor tips for both crankshaft reference and engine speed Ate the cables to the sensors satisfactory'? YES YES ~~~~~ Check for continuity of the pink/white cable from the 7-way plug and socket to fuse B3 (15 amp) on fuseboard 1 (item 41 Is it continuous? Refer to TSD4848 continued on sheet 3 Rectify the cable/connections a; necessary Pin 1 = +ve Pin2=-ve Pin 3 = .!. screen Measure thP. internal resistance between pins 1 and 2 in the 3·way plugs Is this between 0.4Kn and 1.6Kfl? Engine starts and runs satisfactorily (. Figure B4·57 Bosch EZ 58F digital ignition system test programme Sheet 3 of 3 ( 5/89 Printed in England ® Aolls•Royce Mot0r Cers Limited 1989 TS04737 B4-55 ( Voltage supply for the airflow sensor potentiometer Remove the 3-pin connector from the potentiometer. Switch on the ignition and measure the voltage across pin 1 (black/slate) and pin 3 (blue/yellow) in the connector. This should be between 4.5 an "' :, I Individually check and replace/overhaul the following 1. Vacuum switch 2. Solenoid valve 3. Dump valve Dump valve is operating satisfactorily " ., > a) 05 KW It> 0 <;) 0 I I VEL 0 0 12L ,:; .·: ! "· ~ ·. 0 B C: " "' e 0 _ L-.=:. (l ;,_ 5 .::: G.:e. S _.:.__ _ _ _ _ _ _ _ 0 5 PN 0 _, · o - 1 OB I ID 0 : L _ _ _ _ _ J i - - - - -- - -. ... ( 1 'A' bank knock sensor 2 ·s· bank knock sensor 3 Braking system 4 Left-hand valance 1 2 way plug and socket 5 Left·hand valance single connecticn 6 Speed control system 7 Boost control solenoid 2 way plug and socket 8 Boost control solenoid 9 Right-hand valance 7 way plug and socket 10 Dump valve solenoid 2 way plug and socket 11 Dump valve solenoid 12 Left-hand valance 12 way plug and socket 1 3 Dump valve vacuum switch 4 way plug and socket 14 15 16 17 18 19 Dump valve vacuum switch Air pressure transducer EGR ECU EGR ECU Boost control ECU K·Motrcnic ECU 20 Parameter code socket (!ink required on cars fitted with cataly,ic converters) '--- -- 0 (,E) '------e 1 2 3 4 5 6 7 Knock sensor Wastegate Warm-up cataly,ic converter I ntercooler Dump valve Air pressure transducer Dump valve solenoid 8 Dump valve vacuum switch 9 Air intake filter housing 10 Boost control solenoid 1 1 Boost control ECU 12 K·Motronic 13 Braking system 14 Speed control system ( Figure D3·9 Turbocharging system - fault diagnosis chart Sheet 5 of 5 ( (_ C. 5/88 Printed in England ~ Rolls-Royce M~tor Cars Limited 1988 TSD4737 D3-15 Brake lamps, Cruise control, and Knock sensors ( ( The boost control system switches to base pressure and hence naturally aspirated performance if 1. The brakes are applied (stall torque limiting function) 2. The cruise control is activated Switch on the ignition Are the brake lamps illuminated without depressing the brake pedal? Refer to Workshop Manuals TSO 4700 /Chapter G) or TSO 4848 anc! rectify the fault Switch on the ignition Depress the brake pedal and measure the voltage at pin 20 of the boost control ECU (see item A) Is it , 0 to 13 volts? Check the stop lamps circuit refer to Workshop Manual TSD 484S Disconnect pin 22 (cruise control) from the boost control ECU. Insulate the wire very carefully. Retest the vehicie Ha$ the performance improved? Check for a fault in the cruise control system ..)__NO, ,---------:..._....,,,..,._ _________, Start the eng i n6 Check the operation of the boost control valve (see,item BJ Is it 'clicking' at random? Start and run the engine at idle speed Measure the voltage on the pinktgreen cable at the boost control valve plug Is it less than 5 volts? Start the engine with the transmission in park Increase the engine speed to between 3000 and 3500 rev/min Measure the voltage of the pink/green cable at the boost control valve plug Is it less than 5 volts? System operating satisfactorily ( Disconnect the knock sensor connectors, one at a time (see item C) Start the engine Measure the voltage on t~1e pink/green cable at the boost controi valve plug Is it greater than 9 volts and is the valve not 'clicking'? NO Check the condition and continuity of the knock sensor cables. NotE- the polarity Are they continuous and in gooci condition? Rectify faulty cables Replace knock sensor(s) Check the integrity of knock sensor cabies at the pin connectors Check pins. substitute knock sensors. and ensure protective sleeves are securely fastened YES Replace ECU the CO measuring pipe from the main exhaust pipe below the turbocharger. 14. Unscrew the two setscrews securing the oil drain pipe to the bottom of the turbocharger. Free the joint. 15. Unscrew the exhaust clamp ring, securing the turbocharger assembly to the exhaust downtake pipe. 16. Unscrew the four nuts retaining the turbocharger assembly to the exhaust manifold mounting flange. Collect the distance washers. 17. Carefully withdraw the turbocharger assembly, taking care not to damage the machined mating faces of both the turbocharger and the exhaust manifold. 18. Fit the turbocharger by reversing the removal procedure, noting the following. 19. Ensure that the face joint surfaces between the turbocharger and exhaust manifold are clean and undamaged. 20. Torque tighten the retaining nuts to the figures given in Chapter L. 21. Before connecting the lubrication pipes, the turbocharger must be primed with clean engine oil in the following manner. a. Slowly pour the engine oil into the feed port on top of the turbocharger and manually spin the compressor blades. Exercise care to ensure that the blades are not damaged. b. Once the oil drains from the port on the bottom of the turbocharger, clean the joint face and fit both the gasket and oil return pipe. c. Fill the turbocharger through the feed port and then clean the joint face and fit both the gasket and oil feed pipe. Exhaust wastegate - To remove and fit (see fig. D3-11) 1. Locate the boost pressure pipe connection on the side of the wastegate assembly_ Unscrew the male pipe nut and withdraw the pressure pipe. 2. Unscrew the setscrews securing the wastegate to the exhaust manifold. Collect the washers. 3_ Withdraw the wastegate and collect the 'O' ring. 4. Fit the wastegate by Feversing the removal procedure, noting that the sealing ring fitted between the wastegate and housing must be in good condition. Fo, the remainder of the information relating to the exhaust system refer to Workshop Manual TSD 4 700, Chapter Q. Air dump valve (recirculation) pipe - To remove and fit The recirculation pipe is an integral part of the cast intake assembly. 1. Unscrew the worm drive clip securing. a. the main intake hose to the cast intake assembly. b. the hose from the air dump valve to the metal pipe. Twist each hose to free the joint. 2. Unscrew the intake assembly retaining nut and collect the washer (see fig. 03-12). 3. Withdraw the pipe assembly. 7/88 Printed in England © Rolls-Royce Motor Cars limited 1988 Fig. D3-10 Turbocharger and inlet pipes A2621 Fig. D3-11 Exhaust gas wastegate Fig. D3-12 Air dump valve pipe TSD 4737 03-17 Fig. _ ex haust . D33··11~3 ~Tu=rb~oc-ha-rg_e rand _ __ fittings_- - - - - - 5/88 D3-18 4. Fit the pipe assembly by reversing the procedure, ensuring that the hoses are in good condition. Air dump valve - To remove and fit 1. Free the two flexible hoses from their respective connections on the bottom of the dump valve lsee fig. D3-141. 2. Remove the cast engine air ir1take elbow (refer to Chapter 8, Section B4, Mixture control unit assembly - To remove and fit). 3. Invert the cast elbow. 4. Unscrew the three setscrews retaining the dump valve. Collect the washer fitted under the head of each setscrew. 5. Withdraw the dump valve assembly. 6. Fit the dump valve by reversing the procedure. ensuring that the gasket is in good condition. Air dump valve - To dismantle. inspect. and assemble (see fig. D3-5) 1. Remove the dump valve from the cast air intake elbow. 2. Collect the rubber sealing ring. 3. Unscrew the two Allen screws retaining the circular end plate to the assembly. Collect the gasket. 4. Unscrew the two through setscrews from the base of the dump valve. Collect the washer from each setscrew. 5. Withdraw the valve from the casting. 6. Unscrew the four setscrews situated around the diaphragm retaining ring. 7. Unscrew the nut from the centre through bolt. Collect the washer. 8. Lilt off the seal assembly. diaphragm. spring guide, spring. and base washer. 9. Withdraw the through bolt, guide. and washer from the valve housing. 10. Clean the parts and examine the rubber diaphragm, body sealing ring, and the valve seal assembly plate. 11. Assemble the components by reversing the dismantling procedure. Air dump valve vacuum swhch and solenoid - To Fig. D3-14 Dump valve signal hoses connect a digital multi-meter between the brown cable and earth. 2. Slacken the vacuum switch signal hose clamp screw and withdraw the hose. Connect the Mityvac pump RH 12495 to the connection on the switch. 3. Switch on the ignition noting that the reading on the multi-meter is between 8 volts and 15 volts. 4. Operate the vacuum pump and apply a vacuum to the switch. The meter should read zero when the reading on the gauge is between 317,50 mm Hg and 381.0 mm Hg (12.50 in Hg and 15 in Hg). 5. Slowly release the vacuum. noting that the meter again reads between 8 volts and 15 volts before the vacuum drops below 317,50 mm Hg (12.50 in Hg). 6. If the operation of the switch is suspect, it should be renewed. Solenoid valve - To remove end fit 1. Disconnect the inlet and outlet hoses from the solenoid valve. 2. Disconnect the electrical connections to the solenoid valve at the 2-way connection block. 3. Carefully slide the solenoid from its rubber mounting. 4. Fit the solenoid valve by reversing the dismantling procedure. remove and test lsee fig. D3-5) This solenoid and switch are fitted adiacent to the air flow sensor potentiometer on the mixture control unit. Vacuum switch - To remove and fit 1. Disconnect the vacuum signal hose from the switch. 2. Disconnect the electrical connections to the switch, at the 4-way connection. 3. Carefully prise the shakeproof securing washP.r from the cylindrical body of the switch, below the mounting bracket. 4. Lift the switch from the mounting bracket. 5. Fit the switch by reversing the dismantling procedure. Vacuum switch - To test 1. Locate the switch electrical connection block and 2/90 Printed in England © Rolls-Royce Motor Cars Limited 1990 Solenoid valve - To test 1. Disconnect the electrical connections to the solenoid valve at the 2-way connection block. This block is situated between the air potentiomer !mixture control unit! and the solenoid valve. Note The connection block is usually clipped together with the connection block for the vacuum switch. 2. Slacken the hose clamp screws on the solenoid inlet and outlet connections. Twist each hose to free the ioint. Withdraw the two hoses. 3. Connect a suitable length of hose to the front connection on the solenoid and blow down the open end of the hose. It should be possible to blow through the solenoid valve. 4. Connect a 12 volt supply to the solenoid. Note that it should not be possible to blow down the hose TSD 4737 D3-19 when the solenoid is energized. Note If the solenoid valve is fitted to the car for this test, exercise care to eliminate the possibility of an electrical spark. Boost control ECU - To remove and fit lsee fig. D3-6l 1. Disconnect the battery. 2. Remove the front left-hand flasher and side lamp assembly (refer to Workshop Manual TSD 48481. 3. Disconnect the multi·pin plug from the ECU. Note Do not finger the ECU terminal pins. 4. Unscrew the setscrews securing the engine cooling system expansion bottle to the wing valance. Carefully manoeuvre the expansion bottle into the engine compartment to gain access to the ECU securing screws. 5. Unscrew the three self-tapping screws that retain the ECU to the wing valance. Support the ECU before the last securing sc;rew is removed. 6. Withdraw the ECU through the front flasher and side lamp wing aperture. 7. Collect the three screw clips from the ECU. 8. Fit the ECU by reversing the removal procedure. Air pressure transducer {APT) - To remove and fit 1. Disconnect the electrical plug at the APT. 2. Unscrew the metal pipe nut from the adapter on the APT. 3. Unscrew the two mounting screws and withdraw the APT. 4. Fit the assembly by reversing the removal procedure. Engine knock sensors - To remove and fit 1. Locate the sensor mounted half-way along the crankcase on each side. 2. Detach the electrical plug from the end of the sensor. 3. Unscrew the sensor from the crankcase. 4. Fit the sensors by reversing the removal procedure. Ensure that the heat resistant sleeves fitted to protect each sensor cable, ·are in good condition and satisfactorily clipped along their entire length. 5/88 03-20 Chapter E Ignition systems Sections Contents Rolls-Royce Silver Silver Spirit Spur Corniche/ Corniche II Bentley Mulsanne/ Turbo R Eight Mulsanne S E1 El El El E1 E1 E1 Precautions E2 E2 E2 E2 E2 E2 Ignition control system E3 E2 E3 E3 E3 E3 E5 E3 Ignition timing E4 E4 E4 E4 E4 Contents and issue record sheet Continental 1987/88/89 model year Naturally aspirated cars 1987/88 model year Turbocharged cars Ignition system test procedures (incorporating ignition timing) Ignition circuits E4 E6 E7 E7 E7 E7 E7 E7 E7 Note For details of the ignition system fitted to 1989 model year turbocharged cars, refer to Chapter B, Section 84 K - Motronic. 5/88 TSD 4737 Printed in England © Rolls-Royce Motor Cars Limited 1988 E1-1 Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections Page No. l 2 3 4 I E1 5/88 I E2 2/87 I E3 2/87 2/87 2/90 I E4 2/90 2/90 2/90 2/87 I E5 7/87 7/87 7/87 I E6 10/88 I E7 10/87 1/89 7/87 7/87 7/87 2/87 2/90 2/87 2/87 65 - -- - - - - - - - - -- - - - - -----'-------'-7/87 2/87 - - - - - -- - - - 7 8 9 10 11 12 - - - - - - - - - -- - - - - - - - - - - -- - - - - - - -- - - -- - - 13 14 15 16 - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - - - - - - -17 18 19 20 21 - - - - - - - - - - - - - - - - -- - - - -- - - - - - - - - - -- -- - 22 23 24 25 26 - - - - - - - - - - - - - - - - - - - - - - -- - - - - - -- - - - - -27 28 29 30 31 - - - - - - - -- - - - - - - - - - - - - - - - - - -- - - -- - - - - - 32 33 34 35 36 - - - - -- - - - - - -- - -- - - - - - - - - - - - - - - - -- - - -37 38 39 40 41 - -- - - -- - - - - - - - - - - - - - - - - - -- - - - - -- - - - - - 42 43 44 45 46 - -- -- - - - - -- - - - - - - - -- -- - - - - - - - -- - - - - - 47 48 49 50 51 - -- - - - - - - -- - - -- -- - - - - - - - - - - - - - - - - -- - - 52 53 54 2190 Printed in England © Rolls-Royce Motor Cars limited 1990 TSO 4737 E1-3 Section E2 Precautions Danger - Exhaust gases To ensure adequate ventilation, always open garage doors fully before starting the car in a garage. or any confined space. The exhaust gases contain carbon monoxide (CO), which is odourless and invisible, but very poisonous. Operating the air conditioning system in a confined space increases the danger of these gases entering the car. 4. Never remove the high tension lead situated between the ignition coil and distributor when the engine is running. 5. Ensure that no arcing takes place between electrical connections. 6. Never supply more than 16 volts direct current to the ignition system. Danger - High voltage levels Dangerously high voltage levels are present in an electronic ignition system. These levels are not only present in individual components, but also in the wiring looms, plugs, sockets, and test connections. The primary as well as the secondary circuit are subject to these high voltages. Therefore, whenever the system is switched on ensure that you do not touch components/circuits contained within the ignition system. General precautions Whenever possible ensure that the battery master switch (if fitted) is turned to the OFF position or the battery is disconnected. However, it is essential that when disconnecting or connecting electrical components, either the battery master switch is turned to the OFF position or the battery is disconnected. When carrying out operations that require the battery master switch to be in the ON position and the battery connected always ensure that the following procedures are carried out. The parking brake is firmly applied. The gear range selector lever is in the park position. The gearchange isolatil')g fuse (fuse A6) on the main fuseboard F2 is removed. In addition, the following points should be noted. Never disconnect the battery or switch off the battery master switch when the engine is running. Always ensure correct polarity when making cable connections. It is recommended that when carrying out tests on the car wiring, a good quality multi-meter is used. Never use generator type meters. Do not use a test lamp on circuitry that contains electronic components, such as the ignition system. Special precautions 1. Always wear thick rubber gloves and use insulated tools. 2. Before using test equipment always read the manufacturer's instructions. 3. Do not pierce any electrical leads or looms with test probes, etc. 2/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD4737 E2-1 Section E3 Ignition control system Introduction A constant energy ignition control system is fitted. The system utilises a variable reluctance electronic distributor incorporating an integral amplifier module together with a high energy coil. The system also incorporates resistive type sparking plugs. Component description Ignition distributor (see fig. E3- 1) The ignition distributor assembly is situated at the rear of the engine and is driven from the crankshaft via a skew gear. Contained within the distributor body is an assembly incorporating a permanent magnet and coil; the assembly being linked to an amplifier module. Also contained within the body is a rotor arm and reluctor wheel; the wheel incorporating eight teeth, one per cylinder. Each time a tooth of the reluctor wheel passes close to the coil pole piece (during rotation of the distributor shaft) a small voltage is induced within the coil. The voltage is then passed to the ignition amplifier module. This in turn controls the primary current in the ignition coil. The advance characteristics of the ignition distributor are controlled by centrifugal weights together with the vacuum advance capsule. Except during idle speed or at small throttle openings, a gated orifice vacuum signal is applied to the ignition distributor capsule from the throttle body. This ensures smooth running of the engine under all operating conditions and therefore improves fuel economy. Ignition coil The ignition coil is situated in the engine compartment, mounted on the right-hand inner wing valance (see fig. E3-2). When the ignition amplifier, located on the distributor body, interrupts the current to the primary winding of the ignition coil a high voltage is induced in the secondary winding. The high voltage is distributed via the distributor rotor arm and high tension leads to the sparking plugs. Sparking plugs Prior to fitting the sparking plugs ensure that the gap setting corresponds to the figures quoted in Chapter A. Engine crankshaft sensor To enable ignition timing to be measured using diagnostic test equipment an engine crankshaft sensor is located at the rear of the engine, mounted on the transmission adapter (see fig. E3-3). When the crankshaft is at 20" atdc the sensor detects a pin on the starter ring carrier. This causes a 2/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 fSji\ Vo \ ~ A1897 Fig. E3-1 Ignition distributor 1 Cover 2 Rotor arm 3 Reluctor wheel 4 Coil pole piece 5 Pick-up assembly 6 Clamp setscrew 7 Vacuum advance capsule 8 Amplifier module TSD 4737 E3-1 Fig. EJ-2 Ignition coil Fig. E3-3 Engine crankshaft sensor pulse to be generated in the coil of.the sensor. This pulse is transmitted, via the diagnostic socket. to the test equipment giving accurate information as to crankshaft position. Diagnostic socket The diagnostic socket is situated on the engine adjacent to the alternator as shown in figure E4-4. 2/87 E3-2 Section E4 Ignition timing Ignition timing Ignition timing settings vary, dependent upon the country specification of the car. Therefore, prior to commencing work, reference must be made to one of the following ignition timing data charts. Figure E4-1 Cars conforming to an Australian, Japanese, or North American specification. Figure E4-2 Cars conforming to a Middle East specification. Figure E4-3 Cars other than those conforming to an Australian, Japanese, Middle East, or North American specification. Ignition - To time Ignition timing is carried out on A1 cylinder, the front cylinder on the right-hand side of the engine when viewed from the driver's seat. Note It is importnnl tlrnl the lest eciuipmcnl used to lime the ignition meets lhP- following specification. Accuracy - Ignition timing within ± 1° Rotational speed within± 10 rev/min. 1. Ensure that the parking brake is firmly applied, the gear range selector lever is in the park position. and the gearchange isolating fuse (fuse A6) removed from fuseboard F2 at the main fuseboard. Also ensure that the air conditioning function switch is in the OFF position and any non essential electrical loads are off. 2. Check that the sparking plugs are in good condition and that the gap settings are correct. 3. Move the battery master switch (if fitted) to the OFF position. Alternatively, disconnect the battery. 4. Connect suitable diagnostic test equipment (e.g. Bosch MOT 201) to the diagnostic socket !see fig. E4-4). Refer to the manufacturer's instructions when connecting this equipment. If diagnostic test equipment is not available connect a stroboscope and tachometer in accordance with the manufacturer's instructions. 5. Disconnect the vacuum advance hose at the reducer connection (see fig. E4-5). Blank off the exposed hose leading to the throttle body. 6. As necessary move the battery master switch to the ON position or re-connect the battery. 7. Start and run the engine until the coolant thermostat has opened. Continue to run the engine for a minimum of 15 minutes after (he thermostat has opened. 8. As engine speed and ignition timing settings vary, dependent upon the specification of the car, reference must be made to the appropriate ignition timing data chart (see fig. E4-1, E4-2, or E4-3), prior to carrying out Operations 9, 10, 11, 14, and 18. 9. Operate the primary throttles by use of the accelerator pedal until the required engine speed is obtained (see fl1 in fig. E4-1, E4-2, or E4-3). When selecting this speed ensure that it is approached from a higher range. Engine rev/min Ignition timing Remarks Static 10° btdc Initial static setting. A 1 piston approaching tdc; distributor rotor arm on A1 firing position. 1400± 25 20° btdc± 1° Vacuum advance hose disconnected and exposed hose leading to throttle body blanked off. Approach engine rev/min from a higher speed. t1 580 (idle speed) 6° btdc to 14° btdc Air conditioning function switch in LOW position. Ensure that the compressor clutch is in the engaged position and record ignition timing figure. 10° to 14° further advanced than the figure recorded in Initial Vacuum of 635 mm Hg (25 in Hg) applied using Mityvac pump RH 12495, then reduce to 508 mm Hg (20 in Hg). Ensure that the compressor clutch is in the engaged position when taking ignition timing figure. Ignition timing figure should be between 16° bide and 28n btdc. n 580 (idle speed) III r.1 Fig. E4-1 Ignition timing data Cars conforming to an Australian, Japanese, or North American specification 2/90 Printed in England © Rolls-Royce Motor Cars Limited 1990 TSD4737 E4-1 10. Check the ignition timing read out on the diagnostic test equipment. Alternatively, direct the timing light from the stroboscope onto the crankshaft damper timing marks and timing pointer (see fig. E4-6). Check the timing. 11. If the reading is outside the specified limits. slacken the ignition distributor clamp setscrew (see fig. E3· 1) and rotate the distributor body in the appropriate direction until the correct setting is obtained. Clockwise rotation of the distributor body advances the ignition and conversely anti-clockwise rotation retards the ignition. After adjustment, tighten the distributor clamp Engine rev/min Ignition timing Remarks Static 1° btdc Initial static setting. A 1 piston approaching tdc; distributor rotor arm on A 1 firing position. 2000 ti 580 (idle speed) m 580 (idle speed) Middle East 25° btdc± 1° Taiwan 30° btdc± 1° Vacuum advance hose disconnected and exposed hose leading to throttle body blanked off. Approach engine rev/min from a higher speed. Middle East 3° atdc to 5° btdc Taiwan 2° btdc to 10° btdc Air conditioning function switch in LOW position. Ensure that the compressor clutch is in the engaged position and record ignition timing figure. 12°1016° further advanced than the figure recorded in EJ Initial Vacuum of 635 mm Hg (25 in Hg) applied using Mityvac pump RH 12495, then reduce to 508 mm Hg (20 in Hg). Ensure that the compressor clutch is in the engaged position when taking ignition timing figure. Ignition timing figure should be between 9° btdc and 21° btdc. m Fig. E4·2 Ignition timing data Cars conforming to a Middle East or Taiwan specification Engine rev/min Ignition timing Remarks Static 6° btdc Initial static setting. A 1 piston approaching tdc; distributor rotor arm on A 1 firing position. 2000 30° btdc±1° Vacuum advance hose disconnected and exposed hose leading to throttle body blanked off. Approach engine rev/min from a higher speed. 2° btdc to 10° btdc Air conditioning function switch in LOW position. Ensure that the compressor clutch is in the engaged position and record ignition timing figure. 12°10 16° further advanced than the figure recorded in~ Initial Vacuum of635 mm Hg (25in Hg) applied using Mityvac pump RH 12495, then reduce to 508 mm Hg (20 in Hg). Ensure that the compressor clutch is in the engaged position when taking ignition timing figure. Ignition timing figure should be between 14° btdc and 26° btdc. m 580 (idle speed) n 580 (idle speed) m Fig. E4-3 Ignition timing data Cars other than those conforming to an Australian, Japanese, Middle East, Nonh American, or Taiwan specification 2190 E4-2 Fig. E4-4 Diagnostic socket Fig. E4-5 Vacuum advance hose reducer connection setscrew (finger tight plus h·alf a turn) and check to ensure that the reading is still within the specified limits. 12. Select LOW position on the air conditioning function switch and ensure that the compressor clutch. situated in the engine compartment. has engaged. With the switch in LOW position the compressor clutch will cycle in and out. Therefore, when carrying out Operations 13. 14, and 18 ensure that the compressor clutch is always in the engaged position. 13. Set the engine idle speed to 580 rev/min by means of the adjustment screw on the throttle body (see fig. E4-7}. Clockwise rotation of the screw reduces the rev/min; anti-clockwise rotation increases the rev/min. 14. Check the ignition timing to ensure that it corresponds with the timing figures quoted in the relevant chart (see IE) in fig. E4- 1, E4-2, or E4-3). Record the figure obtained. Fig. E4-6 Crankshaft damper timing marks Fig. E4-7 Idle speed adjustment screw If the figure is outside the specified range, this indicates that the distributor is faulty and a new unit must be fitted. 15. Stop the engine. 16. Locate the exposed hose from the vacuum advance capsule and connect a Mityvac pump RH 12495 lo th is hose. 17. Start the engine and apply an initial vacuum of 635 mm Hg (25 in Hg). Then, reduce the vacuum to 508 mm Hg (20 in Hg). 18. Adjust the engine idle speed to 580 rev/min. Note the ignition timing figure obtained in Operation 14 and check that the timing has further advanced by the amount specified in the relevant chart (see~ in fig. E4-1, E4·2. or E4·3). If the figure is outside the specified range, this indicates that the distributor is faulty and a new unit must be fitted. 19. Stop the engine. As necessary move the battery 2/90 TS04737 Printed in England ©Rolls-Royce Mo1orCars Limited 1990 E4-3 master switch to the OFF position or disconnect the battery. 20. Remove the test equipment and re-connect the vacuum advance hose. 21. As necessary move the battery master switch to the ON position or re-connect the battery. 22. Check the engine idle speed and adjust if necessary, as described in Chapter B. 2/87 E4-4 Section E5 Ignition control system Introduction To provide optimum ignition timing a digital electronic ignition control system is fitted. The system (see fig. E5-3) incorporates engine sensors. an EZ 58F electronic control unit. group 1 ignition amplifier and coil, group 2 ignition amplifier and coil, a two times four-way ignition distributor, and resistive type sparking plugs. Ignition timing is pre-programmed and is not adjustable. Under no circumstance must any attempt be n,ade to rotate the ignition distributor housing. Component description Engine sensors The sensors located at various positions on the engine, monitor operating conditions. The information obtained from the sensors is transferred to the EZ 58F electronic control unit providing a constant indication of engine operating conditions. This enables the EZ 58F to provide optimum ignition timing. Crankshaft sensor (see fig. E5-1) The sensor monitors engine speed and crankshaft position by obtaining a signal from the timing wheel mounted on the end of the crankshaft. A regular waveform is induced by the sensor from the 124 tooth timing wheel. Each time an odd tooth spacing on the timing wheel passes the sensor tip an indication is produced in the waveform pattern. This provides a reference point for the EZ 58F electronir. control unit. The air gap between the tip of the sensor and the timing wheel should be between 0,5mm and 1,5mm (0.019in and 0.059in). Fig. E5-1 Crankshaft sensor, plug, and socket 1 Sensor 2 Plug and socket Engine coolant temperature.sensor (see fig. E5-2) Located in the engine thermostat housing, the sensor provides the EZ 58F electronic control unit with information as to engine coolant temperature. Ignition system Piezo resistive pressure transducer (see fig. E5-4) This sensor is located within the EZ 58F electronic control unit. It obtains information as to the load on the engine by measuring the absolute induction manifold pressure from a tapping on the induction manifold. Throttle position switch (see fig. E5-5) The switch unit is mounted onto the throttle body and is connected to the spindle of the primary throttle plates. It identifies the position of the accelerator pedal and supplies the EZ 58F electronic control unit with information as to the operating mode of the engine (i.e. idle speed/ overrun, part load. or full load). 7187 Printed in Engl<1nd © Rolls-Royce Motor Cars Limited 1987 Fig. E5-2 Engine coolant temperature sensor TSO 4737 E5-1 Engine sensors Induction manifold pressure Coolant temperature Engine speed/ crankshah position - Throttle plate position - EZ 58F ECU Group 1 amplifier Group 2 amplifier Jl ~ Jl /~ 1,~ lI '• ;; I~ I I •• Group 1 coil Group 2 coil 12v + ign Al B3 ,? ~ A4 B4 -1---.. ! A1 Bl 2 x 4-way distributor • A3 !• B3 I ! i. ,?!) A2 3 I t !.. A2 82 Sparkmg plugs I !• 81 ! ' A4 =i i. B4 A209S Fig. E5-3 Digital electronic ignition control system 7187 E5-2 EZ 58F digital electronic control unit (see fig. E5-4) The electronic control unit incorporates four preprogrammed ignition advance maps. These maps are designated -cranking and low engine rev/min, idle speed/overrun. part load. and full load. Ignition amplifier modules (see fig. E5-6) The amplifier modules (group 1 and group 2) are located adjacent to the bulkhead on the right-hand side of the engine compartment to the rear of the windscreen washer flu id reservoir. They are mounted on a common heat sink. The amplifiers provide first stage amplification of low tension signals from the EZ 58F electronic control unit to the ignition coils. Fig. ES-4 Ignition system EZ 58F digital electronic control unit 1 Electronic control unit 2 Piezo resistive pressure transducer 3 KE2-Jetronic fuel injection system electronic control unit Ignition coils (see fig. ES-6) The ignition coils (group 1 and group 2) are located adjacent to the bulkhead on the right-hand side of the engine compartment to the rear of the windscreen washer fluid reservoir. When the low tension to the coil primary winding is interrupted by its amplifier, high tension is induced in the coil secondary winding. This high tension is then passed to the ignition distributor. Ignition distributor (see fig. E5-1 J The distributor assembly is mounted at the rear of the engine. It is driven by a gear situated on the end of the camshaft. The unit incorporates two four pole ignition distributor caps connected by a toothed drive belt. A rotor arm in each cap distributes the high tension from the ignition coils to the sparking plugs. Sparking plugs The sparking plugs are NGK BPR 5 EV with the gap set to 1,0mm (0.040in). Fig. ES-5 Throttle position switch Cylinder firing order A 1. A3. B3, A2. B2, Bl. A4, 84. Fig. E5·6 Ignition amplifiers and coils 1 Group 1 amplifier 2 Group 1 coil 3 Group 2 amplifier 4 Group 2 coil 7/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD4737 E5-3 Section E6 Ignition system test procedures Prior to commencing fault diagnosis on the EZ 58F digital electronic ignition control system it must be established that the mechanical functions of the engine are operating correctly, that the KE2-Jetronic fuel injection system is operating correctly. and that the battery is in a good state of charge. When carrying out the following procedures it is essential that all workshop safety precautions and the precautions described in Section E2 are observed. Equipment required 1. A stroboscopic ignition timing lamp 2. A suitable tachometer 3. A vacuum pump with a range of up to 635mm Hg (25in Hg) 4. A digital mlilti-meter 5. Equipment suitable for testing high tension (HT) Note It is important that the test equipment used to chP.ck the ignition timing meets the followinri speci ric.il ion. Accurncy - lunition timin!J within 1 1" Rotational speeu within l l O rev/min. Basic fault diagnosis The basic ignition system fault diagnosis chart given in figure E6-2 provides a list of basic symptoms and possible ignition system causes. Note The symptoms described could also be caused by fuel system failure or boost control system failure. The chart also indicates which ignition system test procedures should be carried out to rectify a specific problem. When carrying out a test procedure reference can also be made to the appropriate wiring diagram in Section E7. Test procedures High tension (HT) 1. Using suitable test equipment check for spark (HT) at a sparking plug during engine cranking. If HT is present proceed to Operation 3. 2. Ensure that all HT leads, the ignition distributor caps, and the rotor arms are in good condition. Using the multi-meter check the series suppression resistance of the ignition system components (see fig. E6-1 ). renew as necessary. Note To remove a distributor cap depress each of the two retaining screws and rotate them a quarter of a turn anti-clockwise, then lift off the cap. Reverse the procedure to fit the cap. Repeat Operation 1. If HT is not present proceed to Operation 4. 3. Referring to figure E5-3 ensure that the HT leads of the group 1 and group 2 ignition systems are not crossed. Also ensure the correct firing order A 1. A3, B3, A2, B2. B1. A4, 84. Using the multi-meter check the series 10/88 Printed in England ~) Rolls-Royce Motor Cars Limited 1988 Component Resistance 100 0 100 0 Rotor arms 1 KO± Ignition distributor towers 1 KO± 0.1 0HT leads Sparking plug connector caps _ _ 5 KO ± Sparking plugs 5 KO± 0.5 O 100 0 100 0 T;ike into account the internal resistance of test leads/probes when carrying out the above measurements. Fig. E6-1 Ignition system components series suppression resistance suppression resistance of the ignition system components as given in figure E6-1. Renew components as necessary and re-test the system. Primary ignition system 4. To cnc1blc Opera lions 5 to 8 inclusive to be carried out it is recommended that the windscreen washer fluid reservoir is removed. 5. Fold back the sleeving at each ignition amplifier plug. Switch on the ignition. Using the multi-meter measure the voltage between the black cable (earth) at pin 2 and the white cable (positive) at pin 4 on each ignition amplifier. If a voltage reading cannot be obtained. a. Verify that fuse 83 at fuseboard F1 is intact. b. Ensure the continuity of the white cable at pin 4 of each ignition amplifier to fuse 83 at fuseboard F1. c. Ensure the continuity of the black cable at pin 2 of each ignition amplifier to its earth connection. If a voltage reading of less than 12 volts is obtained. a. Check the condition of the battery. Rectify if necessary. b. Referring to the wiring diagram in Section E7 ensure that no high resistance occurs in the routing of the white cables from pin 4 of each ignition amplifier to fuse B3 at fuseboa rd F1. c. Ensure the integrity of the earth connection on the black cable at pin 2 of each ignition amplifier. 6. Using the multi-meter, measure the voltage between the white cable at terminal 15 of each ignition coil and a known earth point. Also measure the voltage between the white cable at pin 25 of the EZ 58F electronic control unit and a known earth point. In each case ensure that a 12 volts positive supply is available on the white cables. If a voltage, eading cannot be obtained ensure the continuity of the white cable to fuse B3 at fuseboard Fl . Ignition coils 7. Remove the protective cover from each ignition coil and inspect the blanking plug. If the plug is TSD4737 E6-1 I displaced or sealing compound has escaped, fit a new coil. Using the multi-meter and taking into account the resistance of the test leads, ensure the resist a nee of the primary and secondary windings at each ignition coil a6 follows. Between terminals 1 and 15 0.4 H to 0. 7 !l Between terminals 1 and 4 4.9 K n to 8. 7 Kn If a reading is outside the Ii mits fit a new coi I. Ignition amplifiers Remove the ignition amplifier plugs and at each 8. plug ensure continuity between the blue/black cable at pin 3 and the red cable at pin 5. Also ensure continuity of the white/black cable at pin 1 to its coi I connection. Re-connect the amplifier plugs. Carry out Operations 1. 2. and 3. If the ignition coils fail to generate HT replace the ignition amplifiers as necessary. Crankshaft sensor 9. Disconnect the three-way plug and socket to the crankshaft sensor. Using the multi-meter ensure the following. Symptom , - - - - - - - - - - - - - - - - - - - -- -- Starter motor operates- engine does not start . - - - - - - - - - - - - - - -- - - - - - Uneven engine idle , - - - - - - - - - - - -- - - - - - Poor throttle response . - - - - - - - -- - - - - - - - Poor engine performance . - - - - - - - -- - - - - Engine misfires - -- - - - - - - Fuel consumption too high . - - - - - - - - Low boost pressure . - - - - - Engine backfires Engine runs too hot Possible cause -- --- -- - - --- --- - - -- ---- --- - -- - - - - - - - -- - - Sparking plugs defective -- - - -- -· - - - Shunt on secondary ignition stage - - .- - - - - - - - Open circuit on secondary ignition stage - - - - - - - - - - HT series suppression too high -- -- -- -- - - - Incorrect firing order - - - - - - - - - - - - - - - - Ignition coil(s) faulty -- -- -- - Faulty ignition distributor/leads - - --- - - - - - - Faulty throttle position switch/ w i ring - - - - - - Faulty engine speed signal - - -- Incorrect ignition timing -- -- Faulty ignition Piezo resistive pressure transducer - - - - - - - - - - - - - - - - - Opt:!n circuit on ignition primary stage - - - - - - - -- - - - - - - - - Faulty power supply to EZ 58F ECU - - - - - - - - - - - - - - Faulty crankshaft sensor/wiring -- -- -- -- -- Incorrect EZ 58F ECU output signal Test procedure Renew 1 to 3 1 to 3 2and 3 3 7 2 and 3 11 9and12 3. 7to 14 14 4 to 7 6 9 12 A214? Fig. E6-2 Ignition system fault diagnosis chart 1/89 E6-2 Cool;,nt sensor resistance .n 6000 5000 4000 \ \ 3000 ' I\ " ~ 2000 1000 0 (32) 20168) .......... ~ r---.. ..... ---- 40 1104) 1--- 60 (1401 80 (1761 Coolanl temperature •c (°Fl A2109 Fig. E6-3 Engine coolant temperature sensor resistance characteristic graph a. The continuity of the blue cable at pin 1 of the loom connector to pin 7 of the EZ 58F electronic control unit. b. The continuity of the brown cable at pin 2 of the loom connector to pin 19 of the EZ 58F electronic control unit. c. The internal resistance of the crankshaft sensor, measured between pins 1 and 2 of the sensor connection, is between 0.6 KO and 1.6 KO. If the measurement is outside these Ii mits fit a new sensor. Re·rnake all connections. Engine coolant temperature sensor 10. The sensor provides information to both the EZ 58F electronic control unit (via the green/blue cable) and the KE2-Jetronic fuel injection system electronic control unit (via the yellow/blue cable). Disconnect the plug from both the EZ 58F electronic control unit and from the KE2-Jetronic fuel injection system electronic control unit. Using the multi-meter ensure the following. a. Continuity of the black cable at pin 10 of the EZ 58F electronic control unit plug to its earth connection. b. Continuity of the green/blue cable at pin 23 of the EZ 58F electronic control unit plug to the engine coolant temperature sensor. c. Resistance measured between pins 10 and 23 of the EZ 58F electronic control unit plug compares with 7187 Printed in England © Rolls-Royce Motor Cars Limited 1987 the sensor resistance characteristic graph given in figure E6-3. Note Under service conditions it may not be practical to gauge precise engine coolant temperature. Therefore carrying out the test with a cold engine (e.g. after the car has stood overnight) would mean that coolant temperature and ambient air temperature would be similar. Throttle position switch 11. The throttle position switch provides information to both the EZ 58F electronic control unit and to the KE2-Jetronic fuel injection system electronic control unit. Disconnect the plug from the EZ 58F electronic control unit and from the KE2-Jetronic electronic control unit. Using the multi-meter and referring to the wiring diagram in Section E7 ensure the following. a. Continuity of the blue/purple cable at pin 4 of the EZ 58F electronic control unit plug to its connection at the throttle position switch. b. Continuity of the yellow/purple cable at pin 17 of the EZ 58F electronic control unit plug to its connection at the throttle position switch. c. Continuity of the black cable at the throttle position switch to its earth connection. d. With the throttle plates closed only switch contacts 2 and 18 are connected {see fig. E6-4). TSD4737 E6-3 I e. With the throttle plates just off the idle position (confirmed by an audible click) switch contacts 2, 3. and 18 are open circuit i.e. not connected (see fig. E6-5) . f. With the throttle plates fully open (the switching point is just before full throttle and there is no audible click). only switch contacts 3 and 18 a reconnected (see fig. E6-6). g. Restore all connections. Fig. E6-4 Throttle position switch - idle speed condition ~ -~ · ~ ---~--o,., _,'___....__----'1-0-~· ~ I A2 149 Fig. E6·5 Throttle position switch - part load condition A2150 Fig. E6-6 Throttle position switch - full load condition EZ 58F ignition electronic control unit 12. With the operation of both the engine coolant temperature sensor and throttle position switch proved correct. the following check is sufficient to confirm the correct ignition/engine coolant temperature response of the EZ 58F electronic control unit. a. Start and run the engine. With the engine coolant at normal operating temperature i.e. above 80°C (176°F) disconnect the two-way plug from the electro hydraulic actuator (see fig. E6-11 ). Note It is necessary to disconnect the electro hydraulic actuator (EHAJ to prevent overfuelling when the engine coolant temperature sensor is disconnected. However. disconnecting the EHA will cause some deterioration of engine idling quality. b. Disconnect the throttle position switch plug and socket. Using a length of cable with suitable connections bridge the EZ 58F electronic control unit to initiate the ignition idle speed map. The bridge should be made at the black and blue/ purple connections on the control unit side of the throttle position switch plug and socket. c. Partly open the engine throttles to set a stabilized engine speed at approximately 700 rev/min. Using a stroboscopic timing light, connected in accordance with the manufacturer's instructions, measure the degree of ignition advance at the crankshaft damper timing marks !see fig. E6-, 2). d. Disconnect the two-way connector from the engine coolant temperature sensor. Check that the ignition timing has advanced by 2° btdc. Should this check not prove satisfactory renew the EZ 58F electronic control unit. Restore all plug and socket connections to return the system to basic engine settings. Ignition timing 13. All ignition timing checks must be carried out with the engine speed stabilized and with the engine coolant at normal operating temperature i.e. above 80°C(176°F). Note Although engine settings are carried out with the air conditioning system switched on and with the compressor clutch engaged, it will prove more convenient to carry out the following checks with the air conditioning system switched off. However, it is essential that when re-setting the engine idle speed at the conclusion of these checks, the air conditioning system is switched on and the compressor clutch is engaged. 7/87 E6-4 (Degrees btdc) 12· ' 1 I . 10 Ignition advance \ \ \ I \ I I 8 \ I I . t I I - ' . I I I 6 I I '\ \ \ \ \ \ \ \ \ \ V 4• I 2· \ \ - .,,,,,, ,, ,,. J Increasing engine rev/min - - ... - -Decreasing engine rev/min Ide I/ 0° 0 100 200 400 300 500 600 700 800 900 1000 Engine speed {rev/min) Ai090 Fig. EG-7 Cranking and low rev/min stabilization map (Degrees btdc) - ·-·- 35 30 . 25 . . 20 Ignition advance 15 . / . . 10 5 • 0 / / ~ 500 1000 / / / / :z: 0 ::, <.> .:.,_ .; :: $- V ., "O .. !q) 0. '6, C w 1500 2000 2500 3000 3500 4000 4500 Engine speed (rev/min) A2091 Fig. E6·8 Idle speed/overrun map 7/87 TSD4737 Printed in England © Rolls-Royce Motor Cars Limited 1987 E6-5 I '-.;~/ Absolute manifold pressure m bar mm Hg 255 191 255 320 340 425 510 595 675 760 382 446 506 570 633 697 791 825 889 952 845 930 1015 1100 1185 1270 1355 1440 1525 36 36 41 44 44 44 44 40 35 32 27 27 27 26 24 12 1016 1080 1144 34 34 43 46 46 46 44 40 34 32 27 24 24 25 22 16 26 30 40 46 46 46 44 42 36 34 28 23 22 22 20 24 26 34 46 44 44 43 42 36 34 28 23 22 21 20 18 18 4000 3500 3000 2750 22 24 34 44 44 42 40 38 36 32 28 23 22 21 20 18 16 20 30 44 44 42 41 38 34 30 28 24 23 21 18 16 12 16 26 38 40 40 40 36 33 10 8 10 20 28 30 30 28 26 24 23 23 22 20 16 12 10 12 22 32 34 34 36 32 28 26 24 22 20 18 14 12 6 8 14 18 22 24 24 22 20 18 6 B 18 24 26 26 24 24 22 28 22 26 21 18 23 20 18 22 18 17 21 14 13 16 10 10 14 8 8 2500 2250 2000 1750 1500 1300 1100 6 6 10 16 16 18 20 18 18 16 16 15 14 12 10 8 900 6 6 8 12 14 16 17 17 17 16 16 14 13 11 9 8 744 6 6 6 10 10 6 6 6 8 8 10 12 14 15 15 15 15 14 10 8 8 598 8 8 500 10 12 13 14 15 15 15 14 13 6 6 6 8 8 8 10 12 13 13 13 13 12 8 8 8 430 Engine speed (rev/min) 42089 Fig. E6-9 Part load map (degrees btdc) The part load map extrapolates last point ignition advance values beyond 4000 rev/min, i.e. at 4000 rev/min and absolute manifold pressure at 1525 mbar (1144mm Hg) ignition advance is 12° btdc. At 4600 rev/min and absolute manifold pressure at 1525 mba r (1144mm Hg) ignition advance is 12° btdc . . !Degrees btdc) 35 .- 30 - .- 25 Ignition advance V ---- ~ 20· . - 0 .:, : . . <> -., .2 ·E- 15 ., "C .,"'Q. ~- 10 • 5, - C: w s· 0 500 1000 1500 2000 2 500 3000 3500 4000 4500 Engine speed [rev/min) A2088 Fig. E6-10 Full load map 7187 E6-6 Connect a stroboscopic timing light and a tachometer in accordance with the manufacturer's instructions. Using the idle speed adjustment screw (see fig. E6· 13) set the engine idle speed to 580 rev/min ± 10 rev/min. Clockwise rotation of the screw reduces the rev/min, conversely anti-clockwise rotation increases the rev/min. Check that the ignition timing is 7° btdc ± 1° btdc. Using the idle speed adjustment screw. reduce the engine idle speed to 500 rev/min± 10 rev/min. Check that the ignition timing is 10° btdc ± 1° btdc. If the ignition timing is outside the specified limits it will be necessary to renew the EZ 58F electronic control unit. Return the engine idle speed to the basic setting of 580 rev/min with the air conditioning system switched on and with the compressor clutch engaged. Switch off the ignition. Fig. E6·11 Electro hydraulic actuator Ignition system Piezo resistive pressure transducer 14. Disconnect the vacuum hose from the EZ 58F Fig. E6-12 Crankshaft damper timing marks electronic control unit at the induction manifold. Blank off the manifold tapping. Connect the Mityvac pump RH 12495 to the hose from the EZ 58F electronic control unit. Start the engine and allow to idle. Apply a vacuum of 508mm Hg (20in Hg) to the ignition hose. This should result in a decrease in engine speed of approximately 100 rev/min. If no decrease occurs, check the induction manifold hose for leaks or blockage between the vacuum pump and the EZ 58F electronic control unit. If no leaks or blockage are present, the Piezo resistive pressure transducer within the EZ 58F electronic control unit is faulty. Renew the unit. Switch off the ignition. Remove all test equipment and restore all connections. 15. For more detailed information concerning the EZ 58F electronic control unit ignition maps refer to figures E6-7 to E6-10 inclusive. Fig. E6-13 Idle speed adjustment screw 2/90 TS04737 Printed in England © Rolls-Royce Motor Cars Limited 1990 E6-7 Section E7 Ignition circuits Contents Wiring diagram and component location 10/87 Printed in England 0 Rolls-Royce Motor Cars Limited 1987 Pages Bentley Rolls-Royce Silver Silver Spirit Spur Corniche/ Corniche II Eight Mulsanne/ Turbo R Continental MulsanneS E7-3 E7-3 E7-3 E7-3 E7-3 E7-6 E7-3 TSO 4737 E7-1 Ignition circuit Wiring diagram and component location Naturally aspirated engines 2/87 TS04737 Printed in England © Rolls-Royce Motor Cars Limited 1987 E7-3 OS W Oti W OS W / 0 l------- - - - - - - - 05 W _____ I I ,-------u !'--, ~ -' ·\·B' - - - - - - - - - 1 C 8 e 0 I _) G "'0 sl .,.,, 0 0 !) W B 0 I RVE 05 W I HT 05 w 9 0 e 05 W 05 W 0 RVE s 9 "' ( 0 I I I I e A ; - - - - - - - - - - - - - - . . . . :0...=. 5 ....:.. W:.....__ _ _ _ _ __ _ _ _ _ _ _ _ __ __,c..:....:..:.....__ Ou W IZI s !I -· "' 0 01 0 s "'0 z >-- ;::; :I: ~ "' 05 we 05 WB 0 S WB G> 0 HT "' 0 / a, z > 0 I I F1 CD I I !.= _ _ _ _ _ _ _ _ _ _ _ ----------- >-- :I: ... :I: >-- :I: >-- :I: O; NS IZI s DP "' :::, $4 >-- :I: IO ti IO B OP S4 CD "z 0 12v + ,gn ftlttltl ... T IZI s "' 0 0 ~ Wfl IJ f) 1 Switchbox plug and socket 18-way 2 'Other than Europe' plug and socket 3 Splice A 0.5W 0.5W 0.5W 0.5 W o.sw (1 - CD 0.5W 4 Right-hand valance to engine loom plug and socket 9-way 5 Right-hand main to valance loom plug and socket 12-way 6 Splice B o.sw - _...;.;.;_..;.;___~~ - -0.5W ~ l 0 oaaoaooooo J A1~87/G 111mo,oo1n1mmm1mom1r -o-.s _w_ _ 7 Ignition coil 8 12 volts positive supply from battery master switch connection 9 Splice C 0.5WB - 10 11 12 13 14 15 16 17 18 19 - - - - - - ~ , _ __ 0.5W8 ~ _ 0_.5_W_8_ _ Starter motor Speedometer connection - positive Engine running sensor plug and socket Distributor suppressor Fuseboard F1, fuse B3, 10 Amp Distributor assembly Engine crankshaft sensor Diagnostic plug and socket 4-way Diagnostic socket Splice D 0.5W8 __ o."'sw _ e_ _~ ~ - - - - - - ~- 0.5W8 20 Alternator connection 21 Fusible link (at alternator) 22 Splice E 4.5 N _ _F_ u s_ib_le_Li_nk--~ - - - 4._5 N - -~ 1.0N 23 Engine earth point 24 Sparking plugs A1729 2/87 Printed in England @ Rous-Royce Motor Cars Limited 1987 TSD4737 E7-5 Ignition circuit Wiring diagram Turbocharged engines 2/87 E7-6 I ~ RMV 12 0~ W ( 0 ~ \,\• us w C ~ CD Ot. Vv AVE 9 G> 3: I ~I G 05 W 0 s IAI W p G e 0© ti> G) s s "' "' 0 0 I e 0 - ., s OS WR a, • I I "' c;. I K ~ 0 ~ - W & CD 05 w I ( "'::, ~ "' c:, - - 0 8 st "'' 0 s 0 ~ ~~E~SI(i) :r ~ c::I c=, c=, c=, c=, ( I ~ ~ I I I IO II 10 8 cs G) :r ::, - - ,, TPS :zl Cl PS4 0 ~ I•$ I 1 I- 10 ll I ,--02~--..J ~ ~ ~ <] i 1I> + OS W HT <} ,- I \ ~ o ua IO UB z 0 M 0 S yp J G 05 yp a, ;: ::, a:) 0 - Cl) s "' 0 OS W "' 0 0 e f , - 3 • 0 H 05 UP ~ ~ E) "' 0 0 © I I I I , ~~ !-.I 1U "z ~ ft 0~ W ·- ~ 12s+,gn 3 0 NW RAM 85 0 or, we J(I NW 0 •I ~ IN 11 '-, 1,,, " •,u e os we ( lanition circuit ...., Component location Turbocharged engines ( ! ·, {. / \. 2/87 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD4737 E7-7 r (. 1 Battery earth point Battery 3 Memory fuse. 20 Amp (located in the luggage compartment) 4 'A' post earth point 5 Cranking interlock relay 6 Splice A 33 Splice F 1.0UB 2 1.08 1.08 I.OB _ 34 35 36 37 1.0 B - 30NW O.!. NW 8 ( 9 10 11 12 13 14 15 16 17 18 3.0 NW ::@E 3.0 NW o.s w ~ o.s w osw ~_ _ _ _ __ ~ 1.oue _...;;.;.:.__;;._-~1---- - . . : .0:•.:.. 5W ,;..;,.;;.. B __ O.SWB ~ 38 To fuel injection system electronic control unit 39 To knock sensor electronic control unit 40 Splice H 0.5 NW Right-hand 'A' post main to body loom plug and socket 5-way Engine coolant tern perature sensor Fuseboa rd F1, fuse 83, 10 Amp 12 volts positive supply when engine is cranking Turbo ignition link connection Engine running sensor plug and socket Speedometer connection - positive 'Other than Europe' plug and socket Switch box plug and socket 18-way Right-hand main to valance loom plug and socket 12-way SpliceC _ O.SWB l .O B 7 Sptice B _ EZ 58F electronic control unit plug EZ 58F electronic control unit Engine crankshaft sensor Splice G -~O! _ 1.08 __;. 1:..:. .0...c. U.;;,.. 8_ 0.5 UP 0.5 UP 41 42 43 44 45 :B 0.5 UP Splice J 0.5 YP 0.5 VP O.S VP 0.5 yp Thronle position switch plug and socket 4-way Throttle position switch plug Throttle position switch Splice K ~c /J ~-~mnmmm1111nm11n1mmm r-.. 1.08 1.08 10 B 1.0 B 1.0 B 1.0 B 10B 1.0 B 19 Right-hand valance to engine loom plug and socket 9-way 20 Group 2 ignition amplifier 21 Group 2 ignition amplifier plug 22 Splice D 0.5W C 0.5W 8 X 0.5 W 0.5 W o.s w 23 Group 1 ignition amplifier plug 24 Group 1 ignition amplifier 25 To tachometer 26 Group 2 ignition coil 27 Group 1 ignition coil 28 Group 2 ignition distributor 29 Sparking plugs 30 Group 1 ignition distributor 31 Splice E A\777/A 1.0 B 1.0 B 1.0 B 1.0 8 1.0 e 1.0 e 32 Engine earth point ( Chapter F Exhaust emission control system Contents Sections Bentley Rolls-Royce Silver Spirit Silver Spur Corniche/ Corniche II Eight Mulsanne/ Turbo R Mulsanne S Continental Fl Fl Fl Fl Fl F1 Introduction F2 F2 F2 F2 F2 F2 Exhaust gas recirculation system F3 F3 F3 F3 F3 F3 Air injection system F4 F4 F4 F4 F4 F4 Three-way catalyst system F5 F5 F5 F5 F5 F5 Contents and issue record sheet F1 1987/88/89 model year Naturally aspirated cars 1989 model year Turbocharged cars Introduction F6 Air injection system F7 Catalytic converter system F8 10/88 Printed in England @ Rolls-Royce Motor Cars Limited 1988 TSO 4737 F1-1 Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections I I I I I I I I Fl F2 F4 F3 F5 F6 F7 Fa Page No. 1 10/88 11/86 11/86 11/86 11/86 10/88 10/88 10/88 10/88 2 5/87 11/86 10/88 10/88 10/88 10/88 3 5/87 11/86 11/86 10/88 10/88 4 10/88 5 _ __ _ __ _ _ _ _ _ _ _ _ _ _ _ _ ...:....::...:..__ _ _ ____;....:.._:_ .;_;__;:_..::....__ _ __ _ __ 11/86 10/88_ _ 10/88 6 7 10/88 8 9 10 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - 11 12 13 14 15 16 - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - 17 18 19 20 21 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - 22 23 24 25 26 - - -- - - - - - - - - - - - - - - - - - - - - - - - - -- - - - -- - 27 28 29 30 - - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - - 31 32 33 34 35 36 - -- - - -- - - - - - - - - - - -- - - - - - - - - - - - - - -- - -37 38 39 40 41 42 - - - - - - - - - - - - - - - -- - -- - -- -- - - - - - - - - - - -- 43 44 45 46 - - -- - - - - - - - - - -- - - - - - - - - -- - - - - - - - - - -- 47 48 49 50 51 - - - - - - - - - -- - - - - - - - - - - - - - - -- - - -- - - - -- 52 53 54 10/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSD 4737 F1-3 Section F2 Introduction The contents of this Chapter apply to cars conforming to an Australian, Japanese, or North American specification. All have naturally aspirated engines. The exhaust emission control system (see fig. F2-1) is designed to reduce the carbon monoxide, hydrocarbon. and oxides of nitrogen content in the exhaust gases. To comply with current exhaust emission control regulations, cars produced to these specifications are fitted with a three-way catalytic converter in place of the conventional front silencer. In order to achieve maximum efficiency the catalytic converter requires very accurate control of the engine air/fuel ratio. This is accomplished by the use of a continuous fuel injection system with 'closed loop' mixture control (refer to Chapter BJ. Dependent upon the specification of the vehicle the following additional systems are fitted to improve the control of exhaust emissions. The exhaust gas recirculation system recirculates 1 a proportion of the exhaust gas from 'B' bank exhaust pipe, through a vacuum operated metering valve into the induction manifold. The recirculation of exhaust gas lowers the peak combustion temperature and therefore, reduces the oxides of nitrogen content of the exhaust gas. The air injection system comprises a belt driven pump, that during the warm-up period passes air via an air switching valve and check valves to the exhaust manifolds. The injected air combines with the exhaust from the combustion chambers to promote oxidation of the gases and reduce the catalytic converter warm-up time. Whenever the coolant temperature is above 33°C (91°F), the air switching valve vents the output from the air pump into the engine air intake system. For details of the servicing and maintenance requirements of the exhaust emission control system. refer to the Service Schedules Manual TSO 4702. 2 A1821 Fig. F2·1 1 2 3 4 Exhaust emission control system Air pump Air meter and fuel distributor assembly Exhaust gas recirculation valve Catalytic converter l 1/86 Printed in England © Rolls-Royce Motor Cars Limited 1987 5 Oxygen sensor 6 'B' bank exhaust manifold 7 'B' bank air manifold 8 Air switching valve TS04737 F2-1 Section F3 Exhaust gas recirculation system A proportion of the exhaust gas taken from a connection on the 'B' bank exhaust pipe, is recirculated through a vacuum operated exhaust gas recirculation (EGRJ valve, into the induction manifold where it mixes with the intake air (see fig. F3-1 ). Substantially atmospheric pressure is maintained downstream of the metering valve, so that the recirculation flow is proportional to the exhaust gas flow. The recirculation of the exhaust gas lowers the peak combustion temperature in the cylinders. reducing the level of oxides of nitrogen in the exhaust gases. Exhaust gas recirculation (EGR) valve (see figs. F3-2 and F3-3) The EGR valve incorporates an integral pressure transducer. Located in an extension of the valve seat is a metering orifice. A throttle gated vacuum signal is used to operate the valve. This signal is modulated by the integral transducer and applied to the control valve diaphragm. This varies the lift of the control valve, thus maintaining a constant control pressure (just above atmospheric pressure) between the metering orifice and the valve seat. When the engine load is increased, the control pressure exceeds the transducer setting and the transducer valve closes. The fu 11 vacuum signal is then applied to the control valve diaphragm, opening the control valve and increasing the EGR flow. Similarly, as the engine load is reduced, the control pressure becomes less than the transducer setting and the transducer valve opens, venting the diaphragm chamber to atmosphere. Th is causes the control valve to close and reduce the EGR flow. The transducer valve coAtinuously varies the control valve lift to maintain a constant control pressure under all normal operating conditions. The use of a throttle gated vacuum signal ensures complete control valve closure at idle to maintain good idle quality. To improve starting and drive-away during low temperature conditions, a solenoid valve interrupts the throttle gated vacuum signal to the EGR valve, until a predetermined coolant temperature is sensed. The temperature is sensed by a switch located in the thermostat housing. A throttle position switch also operates the solenoid to cut-out exhaust gas recirculation at wide throttle openings. Fitting components to the exhaust gas recirculation system It is recommended that prior to fitting components the threads of nuts, bolts, and setscrews are smeared 11;86 Printed in England © Rolls· Royce Motor Cars Limited 198 7 Fig. F3-1 Exhaust gas recirculation system with Never-seez anti-seize compound. Any sealing rings, pipe flares, or the grooves in the split clamps should be lightly smeared with either graphite or Never-seez compound. This will assist alignment of the parts upon assembly. Do not allow the compound to enter the exhaust system, particularly up-stream (in front) of the catalytic converter, otherwise damage to the converter assembly will result. EGR valve - To remove and fit 1. Detach the vacuum hose from the valve. 2. Unscrew the two nuts retaining the valve; collect the washers. 3. Withdraw the valve and gasket. Note If there is insufficient clearance to withdraw the valve, it will be necessary to carry out Operations 4 to 9 inclusive. 4. Remove the windscreen wipers relay {wipers 3) and the mechanism cover. 5. Locate the top EGR valve feed pipe joint and unscrew the two securing nuts. Collect the washers. bolts, and both halves of the clamp. Free the joint and collect the sealing ring. 6. Remove the throttle linkage pivot. 7. Detach the hose and pipe connected to the vacuum connections on the induction manifold. This will allow access to the two setscrews securing the EGR pipe to the induction manifold. 8. Unscrew the two setscrews securing the EGR pipe to the induction manifold and free the joint. 9. Move the assembly forward to allow the EGR valve to be withdrawn. 10. To fit the EGR valve, reverse the dismantling procedure, ensuring that all gaskets are in good TSD4737 F3-1 1 Fig. F3·2 1 2 3 4 Exhaust gas recirculation valve (exhaust pressure below operating value) Ambient air Air filter Air bleed Restrictor Ambient air <}:::::::J Exhaust gas .. • condition and that the sealing ring in the top feed pipe joint is clean. EGR valve feed pipe- To remove and fit (see fig. F3-1) The main feed pipe connects the EGR valve assembly to the 'B' bank exhaust pipe. 1. To free one end of the flared pipe, unscrew the two securing nuts, collect the washers, bolts, and both halves of the split clamp. 2. When the joint is freed, remove the sealing ring located inside both adjoining pipes. 3. Repeat Operations 1 and 2 to free the joint at the opposite end of the pipe. 4. To connect the pipe reverse the dismantling procedure. Always ensure that the sealing ring, pipe flares, and split clamp mating faces are thoroughly clean and free from scale. If necessary the mating faces may be lightly dressed with fine emery cloth. EGR components - To clean Whenever components are removed for cleaning the following guidelines should be adhered to. 1. Use a scraper to clean the worst of the carbon deposit from the valve, joint flanges, and feed pipes. 2. Remove the remaining carbon using a wire brush 2 U854 Fig. FJ-3 Exhaust gas recirculation valve {exhaust pressure above operating value} 1 Exhaust gas to induction manifold 2 Exhaust gas from exhaust manifold Ambient air ~ Exhaust gas .. , . fitted into a portable drill. Take care not to damage the valve seating area. 3. Thoroughly 'blow out' all components with dry compressed air before they are fitted to the engine. EGR valve - To check Checks to ensure the correct operation of the valve are only required under no load conditions as follows. 1. Ensure that there is no exhaust tailpipe restriction or extraction. 2. Ensure that the ACU is !lWitched off. 3. Start and run the engine until normal operating temperature is attained (approximately 15 minutes after the thermostat has opened). 4. Raise the engine speed slowly and observe the movement of the EGA valve diaphragm. The throttle control must be opened slowly to avoid a false reading. 5. Note the speed at which the diaphragm starts to move, indicating that the valve is opening. This should be between 1250 rev/min and 1750 rev/min. The speed at which the valve commences to move and then continues to move until open, is considered the EGA valve opening speed. Any slight fluttering of the diaphragm prior to the valve opening should be discounted. 5/87 F3-2 C Figure F3·4 Exhaust gas recirculation system - fault diagnosis chart ( n u ( ' 5:87 TSO 4737 Printed in England e Rolls·Aoyce Motor Cars Limited 1987 F3-3 C Stan and run the engine et id1e speed 1nct11ase the engine speed. noting the oper.at•on al the EGR valve Check fo, retatded ignition timing refer to Chapter E Valve begin• to open Hrly tailptpe Th• valve ehould open at b.low connectot see Rem A) Check the YOhage on the slate/blue cable at the ,emperature switch plug 12 way plug and soc1 ( Ens1Jre that the engine is fully warmed-up Dellch thE temperature swnch plug (see ,tem B and 3J. Bridge the e.tbles ,n the plug Ignition on Can you blow down the hoae end through the solenoid? NO Ignition on Fully open the throttles C.n you blow down the hoH and through Check the tempertrture awitch circuit leaye the temperature switch b'ct the temperature switch plug (see item B and 3) Measure lhe vol1age on the white cable at the throttle l)Osition switch plug ar,d socket 4 way (see item C ind 10) Is it 12 vott.? Refer to TSO 4701 Chttek the ignition feed white cable to !use B3 on fuseboard Reier to TSO 4701 Check ttie 19rn1ion feed white cable tC> fuse B3 on fuseboa,d Du,eonneet the 1 2 way plug end socket O,soonneet the solenoid plug and socket Check to, conunuity from item 2 to item 7 YES the •olenoid? Ignition on Release ttie thronles C.n you blow down the hoH end throu9h NO Cneek the voltage on the whne cable in the temperature switch plug an~ socket 12 way tsee item :J and 2) Is it 12 votts? D and 21 Replace lhe solenoid Measure the voltage on the white/green cable at tile throttle position sw,1ch plug and socket 4 way !see item C end 10) when the throttles are fully opened I• it t2 votta? D1sconnec1 the temperature switel"i plu9 (see 11em O and 3) Check the white cable for continuity Check for cor,tinuity of the yellow/purple cable between items 1 1, and C •nd 1O la it continuou.-r Key Rectify fault on cable YES Reset Fully open the thronles Measure the YOluge on the white/blue cable 11 the sofer,oid plvg and socket (see item A and 7) Is it 1 2 voit.? 01 5 6 7 8 9 replace the throttle posttion switch D1seonnet1 the solenoid ph,g ind socket (see item fl. and 71 Che<:k the black cable to earth for continuity Is it continuoua? 1 Fuse 2 Temperature switch plug and socket (12 way) 3 Temperature switch plug 4 Temperature switch Rectify fault on the cable Diode - temperature switch circuit Diode - throttle position switch circu11 Solenoid valve plug c1nd socket (2 way) Solenoid valve Engine earth point l O Throttle position switch plug and socket 14 way) l 1 Throttle position switch plug t 2 Throttle position switch • Splice Replace the solenoid Check for eol\tinuity of tht white/green and the white/bl1Je cable between items C and 10. and A end 7 Replace tt,e solenoid Important Before carrying out a 1est ensure that the following conditions appty 1. The battery is fully charged 2. The engine is fully warme~up 3. Use a multimeter to carry out the electrical c,rcuit tests 4. The engine is switched off when either disconnecting or connecting electrical connections 5. Always remake any connection immediiltely a test is complete 6. Ensure that fuse 83 on fuseboard 1 1s mtact 7, Ensure that the test is carried out in a well ventilated area ( preferably outside) and without any exhaust extraction or restriction (. Section F4 Air injection system The air injection system (see fig. F4-1) consists of a belt driven air pump that delivers air via an air switching valve to the exhaust ports, during engine warm-up. This air combines with lhe cxha11sl from lhe comlrnsliun chambers, lo promote oxidation ol the gases and faster warm-lip of the catalytic converter. When the coolant temperature is above 33°C (91"F) the air switching valve vents the output of the air pump into the engine air intake. For dclails of the scrvicin11 ;inc1 mninl~nancr. requirements of the c1ir injection sysll:n, refr.r to the Service Schedules Manual TSO 4702. Air injection pump The rotary vane pump is mounted at the front of the engine; and belt driven from the refrigeration compressor pulley._Air is drawn into the pump, through a centrifugal filter and exits from a connection on the rear of the pump. I 'f I I ) ..'' .. ' 'Ji . . !1,J~11 .) "• ' ·, I J ( '··, Al827 Fig. F4-1 1 2 3 4 5 Air switching valve (see fig. F4-2) The air switching valve comprises a vacuum operated valve with integral control solenoid. When the coolant temperature is below 33"C (91 "Fl the solenoid is energized th us applying inlet manifold vacuum to the diaphragm chamber. This causes the injected air to be re-routed to the exhaust manifolds. When the solenoid is de-energized lat a coolant temperature above 33''C (91°F)] the manifold vacuum signal is inhibited and the diaphragm chamber vented to atmosphere. This causes the internal spring to return the valve to the rest position, routing the injection air to the engine air intake system. 6 7 8 9 Air injection system Air pump Vent hose to air cleaner 'A' bank check valve Relief valve 'A' bank exhaust manifold connection 'B' bank exhaust manifold connection Vacuum hose Air switching valve 'B' bank check valve 3 2 1 Pressure relief valve A pressure relief valve is fitted between the air injection rump and the air switching valve. It consists of a spring loaded disc that opens at a set pressure. This prevents excessive pressure build-up, that could damage the pump vanes under extreme conditions. Check valves A check valve is fitted into the air injection pipe to each exhaust manifold. Each valve assembly consists of a spring and one-way disc. The assembly prevents the flow of exhaust gases back to the air switching valve if either the exhaust back pressure exceeds the pump delivery pressure, or the pump belt fails. Air pump drive belt Before commencing to adjust the drive belt inspect it for signs of wear or cracking. If the belt is found unsatisfactory it should be renewed. 1 li86 Printed in England © Rolls-Royce Motor Cars Limited 1987 A B 7 Fig. F4-2 1 2 3 4 5 6 7 A B 6 5 4 W995 Air switching valve Inlet Outlet to engine air intake Outlets to exhaust ports Inlet manifold vacuum Solenoid valve Diaphragm chamber Atmospheric air bleed Solenoid dP.-energized Solenoid energized TSD4737 F4-1 The belt tension must be checked at a point midway between two pulleys (see fig. F4-3l by use of a belt tension meter. Belt dressing must not be applied to prevent belt slip. Refrigeration compressor to air pump Load may be applied on either side of the belt run. New belt and retensioning load Belt tension meter 24,9 kgf to 29,4 kgf (55 lbf to 65 lbfJ from the system. When the coolant temperature increases to approximately 33°C (91°F) the air will be switched from the exhaust manifolds towards the air cleaner. This change can be detected by the noise the air will make as it leaves the open connection of the air switching valve. 4. If an air leak is suspected coat the suspect component with a soap solution; soap bubbles wilt confirm an air leak. 5. Fit the disconnected hose to the air cleaner. 1. The tension of the belt is adjusted by altering the position of the air pump. 2. Stacken the pivot setscrews located at the front of the air pump. Also slacken the tensioner nut on the threaded adjustment arm. 3. Adjust the tensioner nut until the belt tension is correct. 4. Tighten both pivot setscrews. 5. Check that the belt 1ension is still correct when the air pump is fully secured. Air pump- To remove and fit 1. Slacken the worm drive clip securing the hose to the pump outlet. 2. Release the belt tension (see Air pump drive belt). 3. Unscrew and remove the pivot setscrews (see fig. F4-3). 4. Fit the air pump by reversing the removal procedure, ensuring that the belt tension is correctly set. Checking the air injection system for leaks and correct operation To check that the system is functioning correctly, refer to the flow chart (see fig. F4-4). If an air leak is suspected, proceed as follows. 1. Disconnect the vent hose to the air cleaner (see item A on the flow chart). 2. Start and run the engine. 3. Listen carefully for any evidence of an air leak Fig. F4-3 Air pump drive belt adjustment and tension check point 10/88 F4-2 ( Figure F4·4 Aii injection system -fault diagnosis chart ( I l_ (. 1 l/86 Printed in England © Rolls·Aovce Moior Cars Limited 1987 TSD4737 F4-3 ( 1. Disconnect the air injection vent hose at the air cleaner !see item A) Switch on the ignition 2. Disconnect the plug from the front temperature switch in the thermostat housing. Bridge the white and slate/blue cables in the plug Start the engine, ensure that it is running on all eight cylinders Is air flowing through the vent hose (see item A)i> Stop the engine. unbridge the temperature switch in the thermostat housing Connect the plug to the switch Stan and run the engine until it is fully warmed-up. Allow the engine to run at the idle speed setting Is air flowing through the vent hose (see item A}? Rectify the leaks Check the air-switching valve vacuum hose and connections for air leaks (see item BJ Are there any leaks? NO NO Stop the engine otherwise damage to the catalytic converter may result Check the electrical wiring circuit as follows Locate the link loom 2 way plug and socket (see item D and 5) Measure the voltage on the slate/blue cable in the plug Is it 1 2 volts? YES / l Disconnect the link loom plug and socket Check for continuity of the black cable (see item 8) Remove the hose from the air pump outlet and securely blank the outlet pipe (see item F) Sta rt the engine Does tha air pump relief valve open allowing air to flow to atmosphere? Rectify the fault on the black earth cable Replace faulty relief valve NO YES Key 1 Fuse 2 Temperature switch plug and socket ( 1 2 way) 3 Temperature switch plug 4 Temperature switch 5 Air switching valve link loom plug and socket (2 way) 6 Air switching valve plug 7 Air switching valve 8 Engine earth point • Splice , : • .. '?" _ YES System functions satisfactorily Replace the appropriate check valve F' _:.,:>O:.;:',;,,.'- - - + { ... C :o -. Check the voltage on the white cable at the plug and socket 12 way Is it 12 volts? Refer to TSO 4701 Check the ignition feed white cable to fuse 93 on fuseboard 1 Check for continuity of the slate/blue cable between the thermostat loom plug (see item E and 2) and the link looni plug (see item D and 5) Detach the plug from the front temperature switch in the thermostat housing (see item C and 3). Bridge the cables in the plug. Again, check the voltage on the slate/blue cable at the 12 way plug and socket Is it 12 volts? Leave the plug to the temperature switch bridged. Disconnect the 12 way plug and socket At the 1 2 way plug and socket check for continuity of the slate/blue cable and the white cable through the temperature switch plug Remove the air pump. hotes to the air switching valve, and the setscrew securing the valve in position. Turn the valve to gain access to the electrical plug. Release the plastic clip an:t withdraw the plug. Note in which direction the plug is fitted to the valve. Bridge ihe plug (see item Hand 6). Detach the link loom 2 way plug and socket (see item D and 5). Check the link loom for ccntinuity Is it continuous? Rectify the fault on the link loom cables NO .--~~ ~~~~-,, _ Locate the thermostat loom plug and socket 12 way (see item E and 2) Check the voltage on the slate/blue cable Is it 12 volts? Replace the temperature switch Renew the air switching valve YES,---~~~~~~~-,~~~~~~~~~~~~~~~---' Stop the engine Remove the hose from 'A' bank check valve (see item G) Start the engine Is there a flow of exhaust gas from either of the following? 1. 'A' bank check valve or 2. The disconnected hose (it is still connected to ·a· bank check valve) _ Important Before carrying out a test ensure that the following condition apply 1 The battery is fully charged 2 The engine is cotd 3 Use a multimeter to carry out the tests 4 The ignition is switched off when either disconnecting or connecting electrical connections 5 Always remake any connection immediately a test is complete 6 Ensure that the fuse B3 on fuseboard 1 is intact Section F5 Three-way catalyst system The exhaust system is basically of dual pipe construction that utilizes a single catalytic converter in place of a conventional front silencer. The dual exhaust pipes from the engine combine into a single pipe just prior to the catalytic converter. From the converter. the system reverts to a twin pipe system with both pipes entering a common rear silencer. A single tailpipe then conveys the exhaust to atmosphere. 1 Catalytic converter protection To protect the catalytic converter from possible damage the following precautions should be taken. Unleaded gasolene Use unleaded gasolene only 87AKI (91 RON)* Min. The use of leaded gasolene will result in a substantial reduction in the performance of the catalyst. Under no circumstances add fuel system cleaning agents to the fuel tank for induction into the engine, as these materials may have a detrimental effect on the catalytic converter. "AKI 3 Fig. FS-1 1 2 3 2 X631 Catalytic converter Stainless steel mesh retaining rings Stainless steel mesh Monolithic catalyst (1 of 3 blocks) = Anti-knock index RON= Research octane number Engine malfunction If the engine misfires or suffers from a lack of power that could be attributed lo a malfunction in either the ignition system or fuel system, operation of the vehicle should be discontinued. Driving the vehicle with a malfunction could cause overheating and consequP.nt damage to the catalytic converter. Fuel Do not allow the vehicle to run out of fuel. A warning lamp situated on the facia illuminates to warn the driver of a low fuel level in the fuel tank. Jf the vehicle runs out of fuel at high speed, possible damage to the catalytic converter could result. Starting the engine The vehicle must not be pushed or towed to start the engine. Failure to observe this warning could cause overheating and consequent damage to the catalytic converter. Exhaust emission control system It is important that the vehicle is maintained in its correct operating condition. Failure to do so will result not only in loss of fuel economy and emission control but could also cause damage to the catalytic converter due to overheating. Catalytic converter - To remove and fit (see fig. F5-2} 1. Remove the screws retaining the grass-fire shieldls) 11/86 Printed in England © Rolls- Royce Motor Cars Limited 198 7 Fig. FS-2 1 2 Catalytic converter in position Oxygen sensor Exhaust joint clamps located below the catalytic converter. Note Take care when removing the shield(s) as any sharp edges could cause injury to the operator's hands. 2. Ensure that the weight of the catalytic converter is temporarily supported. 3. Support the weight of the downtake pipes. 4. Unscrew and remove the oxygen sensor. 5. Unscrew the nuts from the exhaust clamps forward and rearward of the catalytic converter. Collect the washers and bolts, then free the clamps. 6. Discard the temporary support and withdraw the catalytic converter. 7. Collect the sealing rings from the joints as the converter is removed. 8. Fit the catalytic converter by reversing the removal procedure, noting the following points. 9. The sealing rings and pipe flares must be TSD4737 F5-1 thoroughly clean and free from scale. They may be lightly dressed with fine emery cloth if required. 10. Apply Never-seez anti-seize compound to the clamp bolt threads before assembly. 11. The sealing rings, pipe ftares, and grooves in the spherical joint clamp brackets should be lightly smeared with either graphite lubricant or Never-seez compound. This will assist al_ignment of the parts upon assembly. 12. The parts should be loosely assembled and then manoeuvred to give the best alignment, before the joints are tightened. 13. Smear the threads of the oxygen sensor with Never-seez assembly compound. It is important that the Never-seez is applied only to the threads of the unit. Care must be taken to ensure that the compound does not contact the slotted shield below the threaded portion. Torque tighten the oxygen sensor to the figures given in Chapter L. Do not allow the assembly compound to enter the exhaust system, particularly up stream (in front) of the catalytic converter, otherwise damage to the converter assembly will result. To check that the warning panel bulb is operating satisfactorily, ensure that the panel illuminates during engine cranking (i.e. starter motor engaged). Exhaust system For information relating lo the remainder of the exhaust system refer to TSO 4700 Chapter Q, Exhaust system. Oxygen sensor warning lamp On cars conforming to Australian and North American specifications an oxygen sensor warning lamp is situated on the facia. When permanently illuminated, the lamp informs the driver that a malfunction has occurred in the 'closed loop' mixture control system. The cause of the malfunction must then be investigated by referring to the appropriate fault diagnosis chart contained in Chapter 8. The warning lamp may illuminate when the engine is being cranked but should extinguish soon after the engine starts_ The lamp will however, remain illuminated until the oxygen sensor reaches its normal operating temperature_ Oxygen sensor For details relating to the oxygen sensor refer to Chapter B. Exhaust system overheat warning lamp On cars conforming to a Japanese specification an exhaust overheat warning system is fitted. The warning panel for this system is situated on the facia. Illumination of the panel indicates that an overheating condition caused through an engine malfunction has been reached in the exhaust system_ If an exhaust overheat condition is indicated, stop the vehicle as soon as possible and switch off the ignition. After three minutes the engine may be started again and providing the overheat warning lamp remains extinguished, the vehicle can be accelerated gently up to a speed of 30 km/h (18 mile/h). This speed must not be exceeded until the cause of the overheat warning has been corrected by referring to the appropriate fault diagnosis flow chart (~ee fig. F5-3). 11/86 F5-2 ( Figure F5· 3 Exhaust overheat warning system-fault diagnosis chart Sheet 1 of 2 ( C ( 11.'86 Printed in England © Rolls•Royce Motor Cars Limited 1987 TS04737 F5-3 lmportnnt Before carrying out a test ensure that the following conditions apply 1, The battery is fully charged 2. The engine is cold 3. Use 3 multimeter to carry out the electrical circuit tests 4. The engine is switched off when either discc,nnecting or connecting electrica l connections 5. Always remake any connection immedi ately a test is co mplete 6. Always exercise extreme care when carrying out investigations around the exha1Jst and catalytic converter. as the se components may be very hot. Before carrying oul a full diagnostic inspection ensure that the vehicle did not run out of fuel. If the overhea1 warning lamp illuminates for reasons other than the above. a fauh has occurred in a. The various systems that lead ·into the eKhaust (fuel system, air intake. e1c.) or in the eKhaust itself parTicularly the catalytic convener. Any fauh.s in these ar eas can be determined as system faults b. The overheat warning circuit (faulty converter the rmocouple, electronic control unit. wiring connections, etc.) cau sing the tamp to illuminate although the system is operating satisfactorily. These faults can be determined as c ircuit faults. Does an overheat conditi on exist end/ or is the warning lamp illuminated at the commencement of the test? Verify 1he exact conditions prevailing at the time o1 the exhaust overheat warning. Check the warning lamp bulb (item F and 21 Is it service,l ble? Start the engine. Does the warning lamp illuminate during engine cran king and extinguis h immediately the engine starts? YES.--~~~~_. Road test the car Does the exhaust overheet condition occur and the warning lamp illuminate? Overheat warning If an overheat condition is indicated, stop the vehicle as Quickly as possible in a safe and orderly manner. Switch off th e ignition. After three minutes the engine may be staned again and providing the overheat warning lamp remains extinguished, the vehicle may be accelerated gently up to a speed of 30 km/h (1 B miles/h). This speed must not be exceed ed until the cause of the overheat warning has been corrected. YES Check the white/purple cable between items C and 12. and F and 2 Is it shorted to earth? Substitute the ECU Does t he warning lamp bulb illuminate during eng ine cranking? Replace the bulb Return the ca r to the owner Check the warning lamp test circuit. Refer to TSO 4 7 01 YES If the overheat warning lamp illuminates (except during cranking and/or warning lamps test) ioi any reason other than running out of fu el. either a system f au It or a circuit fault has occurred. Fully warm-up car Does the ,vehicle appear eKcep1i onally hot particu larly in the area of the catalytic convener? Allow the car to go cold Stan t he engine and immediately note the warn ing lamp. Does it extinguish? Suspect a system fault The following is a list of components and systems that may contribute to a malfunction in the exhaust resu lting in overheating of the catalytic converter. Any condition resulting in an engine misfire or uneven running should always be investigated first 1. Ignition system - Chapter E 2. Faulty purge flow system - Chapter G 3. Faulty fuel injection system - Chapter B 4 , Faulty EGR system - Chapter F 5. Blocked fuel system - Chapter C 6. A ir injection system operating continuously - Chapter F Suspect u warning circuit fault Disconnect the thermocouple 2 way plug and socket in tht engine compartment (see item B and 9). Check for continuity between the blue and the brown ca bles to the the rmocouple Are they co,,tinuous? NO Replace the (herrnocouple Connect the m ultimeter between either the rmocouple cable and eanh. Have the cables been shorted to earth? Rectify cables Rectify the cable Discard the original ECU l eave the engine compartment 2 way plug and socket disconnec,ed. Release the rubber strap r e:ainmg the catalyst overheat ECU in posnion (see item 0 ), Di sconnect the 2 way plug and socke1 situated approximately 2 7 9.4 mm ( 1 1 in) from the ECU. Check the cominuity a{ the brown cabl~ and of the blue cable between items 9 and 10 Are they continuous? Rectify the cable(s) YES Figure FS-3 Exhaust overheat warning system -fault diagnosis chart Sheet 2 of 2 11186 Printed in England © Rolls-Rovce Motor Cars Limited l 987 TSD4737 F5-5 ( Key 1 Diode board 10 way plug Warning lamp 2 3 Other than Europe plug and socket 4 Engine running sensor plug and socket 5 Speedometer connection 6 Fuse 7 Right-hand 'A' post earth point 8 Thermocouple probe 9 Engine compartment plug and socket 10 Catalyst overheat warning 2 way plug and socket 11 Electrical control unit 12 Catalyst overheat warning 4 way plug and socket Keep the 2 way plug and socket disconnected. Connect the multimeter between the end of the brown cable (see item 10) and earth. Connect the multimeter from the engine compartment between the end of the blue cable (see item 10) and earth Is either cable shorted to earth? Rectify the cable(sJ Remake the electrical connections ensuring that the cable colours match (i.e. brown to brown) Do the cable colours correspond? YES ~~~~~--' 1. Disconnect the catalyst overheat ECU 4 way plug and socket (see items C. D, and 12) 2. Disconnect the diode board 10 way plug (see item E and 1) Check the black/purple cable Is it shorted to earth? l Olfl!'Clltt,;n 8 osairl. ,uw, o..a,, l ,~ .. '9ft 1 ONl -.. Ous systems that lead into the e>thaust (fuel system, air intake, etc.) or in the e>thaust itself particularly the catalytic converter. Any taults in these areas can be determined as system faults b. The overheat warning circuit (faulty convener thermocouple. electronic control unit, wiring connections. etc.) causing the lamp to illuminate although the system is operating satisfactorily. These faults can be determined as circuit faults. Ooes an excessive exhaust temperature condition exist and/or is the warning lamp illuminated at the commencement Important Before carrying out a test ensure that the following conditions apply 1. The battery is fully charged 2. The engine is cold 3. Use a multimeter to carry out the electric:a1 circuit tests 4. The engine is switched off wher. either disconnectmg or connecting electrical connections 5. Always remake any connection immediately a test is complete 6. Alway~ exercise extreme care when carrying out investigations around the exhaust and catalytic converter. es these components ma\• be very not. Verify the exact condition prevailing a1 the time of the warning of the test? Stan the engine. Does the warning lamp illuminate during engine cranking and extinguish immediately the engine starts? ________, YES .--~~~~--' Road test the car Does the excessive exhaust temperature condition occur and the warning lamp illuminate? Check the warning lamp bulb (item F and 21 Overheat warning ff an excessive exhaust temperature condition is indicated. stop the vehicle as Quickly as possible in a safe and orderly manner. Switch off the ignition. After three minutes the engine may be started again and provided the warning lamp remains extinguist'led. the vehicle may be accelerated gently up to a speed of 30 km/h ( i 8 miles/h). This speed mvst not be exceeded until the cavse of the warning has been corrected. Chec11 the white,purple cable between items C and i2, and F and 2 Is it shorted to eerth? Is it serviceable? Substitute the ECU Does the warning lamp bulb illuminate during engine cranking? Fully warm-up car Does the vehicle appear exceptionally Mot particularly in the area of the catalytic converter? Allow the car to go cold Stan the engine and immediately note the warning lamp. Does it extin9uish? Suspect a system fault The following 1s a list of components and systems that may contribute to a malfunction in the exhaust resulting in excessive temperature of the catalytic converter. Any condition resulting in an engine misfire or uneven running should always be investigated first 1. Ignition system· Chapter B 2. Faulty purge flow system· Chapter G 3. Faulty fuel injection system· Chapter B 4. Blocked fuel system· Chapter C 5. Air injection system operating continuously· Chapter F Discard the original ECU Replace the bulb Return the car to the owner Check the warning lamp test circuit. Refer to TSO 4848 YES If the overheat warning lamp illuminates (except during cranking and/or warning lamps test} for any reason other than running out of fuel, either a system fault or a cir,;uit fault hai> occurred. Ree1ity the cable Suspect a warning circuit fault Disconnect the the rmocouple 2 way plu!; and socket In the engine compartment (see 1:em 8 and 9). Check for continuity between the blue and the brown cables to the thermocouple Are they continuous? NO Replace the thermocouple Connect the multimeter between either thermocouple cable and earth. Have the cables been shorted to ea"h? Rectify cables Le<1ve the engine compartmem 2 way plug and socket disconnected. Release the rubber strap retaining the catalyst overheat ECU in position (see item DJ. Disconnect the 2 way plug and socket situated appro)(imately 279,4 mm (11 in) from the ECU. Check the continuity ol the brown cable and of the blue cable between items 9 and l 0 Are they continuous? Rectify the cable(sJ YES Figure FS-2 Exhaust temperature warning system fau It diagnosis chart Sheet 2 of 2 ( ( l 10/88 Pr-inted 11, England © Rolls-Royce Motor Cars Limited 1988 TSO 4737 F8-5 ( ( Key 1 Diode board 10 way plug 2 Warning lamp 3 Other than Europe plug and socket 4 Engine running sensor plug and socket 5 Speedometer connection 6 Fuse 7 Right·hand 'A' post earth point 8 Thermocouple probe 9 Engine compartment plu!} and socket 10 Exhaust temperature warning 2 way plug and socket 11 Electrical control unit 12 Exhaust temperature warning 4 way plug and socket Keep the 2 way plug and socket disconnected. Connect the multimeter between the end of the brown cable (see item 10) and earth. Connect the multimeter from the engine compartment between the end of the blue cable (see item 10) and earth Is either cable shorted to ear1h? Rectify the cable(s) Remake the electrical connections ensuring that the cable colours match (i.e. brown to brown) Do the cable colours correspond? YES ~_;__~~~--' 1. Disconnect the catalyst overheat ECU 4 way plug and socket (see items C. D, and 12) 2. Disconnect the diode board 10 way plug !see item E and 1) Check the black/purple cable Is it shorted to earth? i~Wl!.t'Pnl"' 11... - 7 .... 0~ 'A· · o, .. -. 0!.V.' o," 0 ' :~two,,,wc (i) ,, .~,"t.•'"' 0 Remake the connections correctly Check the warning lamp test circuit Refer to TSO 4848 Is it satisfactory? Rectify as necessary Check the colour matching cf 1he cables in the 4 way connec1or (see i1ems C. D, and 12) Is the colour matching co_rT_e_ ct_?_ _ _ _ _~ Correct the cable mis-match YES Rectify the fault on the black/purple cable Check the voltage on the white cable at the ECU 4 way plug and socket (see items C. D. and 12) Is it 12 volts? Check the white/purple cabl2 from the ECU 4 way plug and socket (see items C. D. and l 2) to the warning lamp bulb (see item F and 2) Checl<. the ignition feed white cable from the fuse for 12 volts supply (see wiring diagram) Check the white/purple cable for continuity and/or short circuiting to another cable Is it 12 volts? ( Disconnect the ECU 4 way plug and socket (see items C. D. and 12) Check the black cable to :he earth point (see item G and 7·) Is it continuous ? Substitute both the ECU and thermocouple in turn. and repeat the test Rectify the fault on the black cable ~ ~ Chapter G Fuel evaporative emission control system Contents Sections Bentley Rolls- Royce Silver Spirit Silver Spur Corniche/ Corniche II Eight Mulsanne/ Turbo R Mulsanne S Contents and issue record sheet Gl G1 Gl G1 G1 Gl G1 198 7/88 model years Fuel evaporative emission control system G2 G2 G2 G2 G2 G2 G2 1989 model year Fuel evaporative emission control system G3 G3 G3 G3 G3 G3 G3 5/88 Printed in England © Rolls-Royce Motor Cars Limited l 988 Continental TSO 4737 G1-1 Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections Page No. 1 2 3 4 5 6 7 8 I G1 5/88 2/90 I G2 G3 10/86 5/87 5/87 7/88 5/88 7/88 2/90 5/88 10/86 5/88 2/90 7/88 9 7/88 10 11 12 5/88 1/89 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 2/90 TSD 4737 Printed in England © Rolls-Royce Motor Cars Limited 1990 G1-3 Section G2 Fuel evaporative emission control system A fuel evaporative emission control system is fitted on all cars conforming to the following specifications. Australian Japanese Middle East North American Taiwan The system eliminates direct venting of the fuel tank and therefore, prevents the release of hydrocarbons into the atmosphere. Fuel vapours from the fuel tank are collected and stored in a charcoal filled canister situated under the left-hand front wing. When the canister is purged, the stored fuel vapours are extracted from the charcoal and burnt in the engine. The fuel tank is located at the forward end of the luggage compartment, behind the carpet covered panel. An expansion tank situated within the fuel tank inhibits complete filling and provides fuel expansion volume to cope with extreme temperature conditions. A combined pressure/vacuum relief valve is located in the fuel filler cap. A rollover tube with a restrictor is incorporated in the vent line from the fuel tank to the control canister. 2 1 3 Fig. G2·1 Fuel evaporative emission control system 1 Purge connection 2 3 A11H9 Control solenoid Rollover tube Note The purge connection to the engine varies slightly depending upon the specification of the vehicle. On cars conforming to either the North American or Japanese specifications the purge 10/86 Printed in England © Rolls· Royce Mo1or Cars Limi1ed 1987 4 Canister 4 door cars 2doorcars ir:= ==== connection is to the the air guide housing (as illustrated above). On cars conforming to the Australian. Middle East, or Taiwan specifications the purge connection is to the throttle housing. TSD4737 G2-1 2 S Fig. G2-2 1 2 3 4 5 6 7 This prevents fuel from reaching the canister during harsh manoeuvres or in the event of vehicle i nversion. For details of the servicing and maintenance requirements of the system, refer to the Service Schedules Manual TSO 4702. 3 4 A1818 Purge control system (Turbocharged engines) Dump valve vacuum switch Dump valve solenoid valve Purge control vacuum switch Purge control solenoid Adapter Hose from fuel tank vent Canister Naturally aspirated engines (see fig. G2- l) Operation of the purge system is controlled by a solenoid mounted in front of the ignition distributor. This solenoid is controlled by the throttle position switch and also on cars conforming to an Australian, Japanese, or North American specification, by a switch mounted in the thermostat housing. The canister is purged whenever the engine is running except at the idle speed setting, or on cars fitted with the thermostat housing switch, if the coolant temperature is low. Turbocharged engines {see fig. G2·2) The purge control system comprises a solenoid valve and a vacuum switch. As the accelerator pedal is lightly depressed with the engine running, a gated orifice is uncovered by one of the throttle plates. The increasing vacuum then applied to the control line via the throttle housing, solenoid valve, and hoses draws the stored vapours from the canister into the induction manifold. When the accelerator pedal is further depressed, the manifold vacuum falls, and at a predetermined value the vacuum switch operates to close the solenoid valve. This seals the purge li~e to prevent a reverse flow occurring under boost conditions. Emission control canister The evaporative emission control canister is mounted under the left-hand wing. It is a cylindrica t container filled with activated carbon granules. These granules are retained within the canister by a system of baffles and screens as shown in figure G2-3. The top of the canister incorporates a tube, open to atmosphere to admit purge intake air. In the base of the assembly is one connection for the fuel tank vent hose and another connection for the purge line. At the mileage specified in the service schedules remove the control canister and fit a new assembly. 8 7 6 5 Fig. G2-3 Emission control canister 1 2 3 4 5 6 7 8 Air intake Baffle Carbon granules Baffle mat Screen Stand tube Purge line connection Fuel tank vent connection 4 IJ640 Emission control canister - To remove and fit 1. locate the emission control canister under the left-hand front wing (see fig. G2-4). Using the special pliers RH 8090 remove the securing clip from the canister end of the purge hose. 2. Withdraw both hoses fitted to the canister. Label each one to facilitate assembly. 3. Unscrew the four setscrews retaining the control canister in position. 4. Withdraw the canister from under the wing. 5. Note the position of the canister in relation to the mounting bracket and unscrew the retaining worm drive clip. 6. Fit the new canister to the mounting bracket and tighten the retaining worm drive clip. 5/87 G2-2 7. Ensure that the canister is in the correct position relative to the mounting bracket. 8. Fit the assembly to the vehicle by reversing the procedure given for removal, noting that a new hose securing clip should be used. Fuel tank vent The fuel tank is vented to the filler neck via two connections. This allows adequate venting of the tank during filling. A separate vapour line from the centre of the tank (the rollover tube) almost encircles the tank before passing to the evaporative loss canister. The vent line is situated under the floor of the car on the left-hand side as shown in figure G2· 1. It includes a restrictor at its highest point and passes around the tank to prevent liquid fuel from entering the canister during harsh manoeuvres or in the event of vehicle inversion. In the event of a blockage in the vapour line to the control canister. a combined pressure and vacuum relief valve is incorporated into the fuel filler cap. The valve prevents an excessive pressure build-up in the fuel tank caused by fuel vaporization or vacuum as the fuel is consumed. For all other details of the fuel tank refer to Chapter C, Fuel system. Fuel evaporative emission control system - To leak check Whenever the various pipes. hoses, and components of the fuel evaporative emission control system are disturbed, the system should be checked for air leaks upon assembly. To lest the system proceed as follows. 1. Withdraw the fuel tank hose from the canister and connect it to the test equipment shown in figure G2-5. 2. Apply air pressure to the fuel tank hose via the test equipment. Apply pressure until a reading of 380 mm ( 15 in) H20 is attained and then close the pressure supply. 3. After five minutes again check the pressure reading. The reading should not have fallen by more than 12,7 mm (0.50 in). 4. If the pressure drop is more than 12,7 mm (0.50 in) progressively treat all joints in the system with a soap solution to detect air leaks. 5. Rectify any air leaks and again 'leak check' the system. 6. During the five minutes leak down. visually inspect the hoses, pipes, and connections that are routed under the car. Commence where the hose exits from the body at the rear and follow the system to the loss control canister. Ensure that the hoses are secure in the mounting clips. 7. When the system is satisfactory, detach the test equipment and connect the hose to the control can ister. Purge line The purge line connects the control canister to the engine induction system. 5/87 Printed in [ngland © Rolls-Royce Motor Cars Limited 1987 Fig. G2·4 Fuel evaporative control canister and mounting bracket setscrews. 1 380 mm (15 in) 3 Fig. G2·5 1 2 3 2 W879 Leak check test equipment Connection to fuel tank/canister hose Pump One-way pressure valve Air from the atmosphere is drawn downwards through the carbon granules in the canister and collects the stored fuel vapours. This mixture then passes from the base of the canister to the throttle body or the air guide housing, where it is drawn into the engine induction system. Purge flow rate - To check Naturally aspirated engines 1. Fit a flowmeter RH 8725 between the pipe from the canister and the hose to the control solenoid (see fig. G2-6). 2. Start the engine. 3. On cars conforming to an Australian. Japanese, or North American specification, ensure that the coolant temperature is above 33°C (91°FJ. TS04737 G2-3 Fig. G2-6 Connecting the flowmeter A Turbocharged engines B Naturally aspirated engines 4. Increase the engine speed to 2500 rev/min by opening the throttles. 5. Check that the purge flow rate complies with the following chart. Specification Japanese Flow rate tt3/h litres/min 15.3·0 7.1-14, 1 20-40 9.4-18.8 North American Australian Middle East Taiwan Turbocharged engines 1. Fit a flowmeter RH 8725 between the hose from the canister and the adapter (see fig. G2-6). 2. Disconnect the hose from the purge control vacuum switch. 3. Connect the Mityvac pump AH 12495 to the vacuum switch. 4. Start the engine and apply a vacuum of 381 mm Hg (15 in Hg) to the vacuum switch. The control solenoid should now open and the flow through the system register on the flowmeter. 5. Increase the engine speed to 2500 rev/min. 6. Check that the purge flow rate is between 20 ft' /h and 40 ft3 /h (9.4 litres/min and 18,8 litres/mini. All cars If the flow is less than the minimum, check for the following. 1. Air leak in hoses/pipes. 2. Blockage in hoses/pipes. 3. Control system malfunction. 4. Incorrect ignition timing. If the flow is in excess of the maximum, check for the following. 1. Excessive lean mixture strength. 2. Incorrect ignition timing. 3. Air leak between the throttle body and the induction manifold. 2/90 G2-4 ( FiguteG2-7 Purge control system -fault diagnosis chart (Naturally aspirated engines} ( ( 10,86 Printed in England © Rolls-Royce Motor Cars Limited 1987 TSD 4737 G2-5 ( Important Before carrying out a test ensure that the following conditions apply. 1. The battery is fully charged 2. The engine is cold 3. Use a multimeter to carry out the tests 4. The ignition is switched off when either disconnecting or connecting electrical connections 5. Always remake any connections immediately a test is cc,mpleted 6. Ensure that fuse 83 on fuseboard 1 is intact 7. Visually inspect the hoses for deterioration Check the purge flow rate Detach the hose from the wing valance pipe isee item A) Fit an additional hose to the valance pipe Can you blow down the hose and through the canister? Ignition off Can you blow down the hose and through the solenoid? Investigate and rectify a blocked pipe and/or canister Investigate and rectify blocked hoses to the throttle body or renew the control solenoid (see item 7) YES ( Ignition on Can you blow down the hose and through the solenoid? Measure the voltage on the white/purple cable at the solenoid plug and socket (see item B and 6) Is it 12 volts? Detach the temperature switch plU!'.l (see item D and 3) Ignition on Can you blow down the hose and through the solenoid? Detach the temperature switch plug (see nem D and 3) Ignition on Partially open the throttles Can you blow down the hose and through the solenoid? Control systems function satisfactorily ,~~ . ~· _ _ _ _..,.,~,;;'::.:.'---H 0 : .. -. 0 r;I) ~ I t.ti vl 0 .,, GD . ~ .•. ~ • ':' ,•··= -·· · . t ··:-•...,' :•,:, .:. Replace the solenoid Disconnect the solenoid p!ug and socket Check the black cable to earth for conunuity. Is it continuous? NO Disconnect the throttle position switch at the plug and socket (see item C and 9) Ignition on Can you blow down the hose and through the solenoid? NO Check a. Throttle pos,tion switch and circuit b. Temperature switch and circuit Key 1 Fuse 2 Temperature switch plug and socket !12 way) 3 Temperature switch plug 4 Temperature switch 5 Diode 6 Solenoid plug and socket (2 way) 7 Solenoid valve 8 Engine eartti point 9 Throttle position switch plug and socket {4 way) 1 0 Throttle position switch plug 1 1 Throttle position switch • Splice Check the temperature switch circuit Leave the throttle position switch disconnected. Disconnect the temperature switch plug (see item D and 3). Bridge the cables in the plug. Ignition on Can you blow down the hose and through the solenoid? Rectify the fault on the black earth cable Unbridge the temperature switch plug Measure the voltage on the white cable in the temperature switch plug. Is it 12 volts? Measure the voltage on the slate/blue cable as it enters the diode (see item F and SJ Is it 12 volts? Check for continuity of the slate/blue cable from the diode to the temperature switch plug (see item D and 5). This will include the 12 way connector (see item E and 2) NO Measure the voltage on the white/purple cable as it exits from the diode Is it 1 2 volts? Replace the temperature switch Check the throttle switch circuit leave the temperature switch plug disconnected. Measure the voltage on the white cable at the throttle position switch plug and socket (see item C and 9). Is it 12 volts? Cars produced to a Middle East and Taiwan specification do not have a temperature switch Refer to TSD 4701 Check the ignition feed wllite cable to fuse B3 on fuseboard 1 Ensure that the throttles a:e closed. Measure the voltage on the blue/purple cable at the throttle position switch plug and socket Is it 12 volts? · Reolace tl"Je throttle position switch Measure the voltage on the white/purple cable at the solenoid plug and socket (see item B and 6) Is it 12 volts? Disconnect the soleno,d plug and socket. Check for continuity on the black cable from this plug to the engine earth point (see item G and 8) Is it continuous? Replace the diode Check for continuity of the white/purple cable from the control solenoid plug and socket {see item B and 6) to either Temperature switch circuit - The diode {see item F and 5) The throttle switch circuit - The switch plug and socket {see item C and 9) Rectify the fault on the black earth cable Replace the solenoid ( Figure G2·8 Purge control system - fault diagnosis chart (Turbocharged engines) /' \ ( 2190 TSO 4737 Printed in England © Rolls-Royce Motor Cars Limited 1990 G2-7 ( Check the purge flow rate Detach the hose from the adapter (see item AJ Can you blow down the hose and through the canister? Investigate and rectify canister a blocked pipe and/or Disconnect the solenoid plug and socket Check the black cable to earth for continuity (see items F and 6, D and 3, and G and 8) Is it continuous? Ignition off Cen you blow down the hose and through tha solenoid? Replace the solenoid Ignition on Connect the Mityvac pump RH 1249S to the purge control system vacuum switch (see item Band 5). Apply 381 mm Hg (l 5 in Hg) to the switch Can you blow down the hose and through Maintain the 381 mm Hg (15 in Hg) vacuum to the switch throughout these the solenoid? Ignition on Release the vacuum Can you blow down the hose and through Measure the voltage of the white/blue cable at the purge control solenoid 2 way plug and socket (see item F and 6) Is it 12 volts? Replace the solenoid Check for continuity of the white/blue cable between items C and 4, and F and 6) tests. Measure the voltage on the white/blue cable at the vacuum switch 4 way plug and socket (see item C and 4) Is it 12 votts7 Measure the voltage on the white cable at the vacuum switch 4 way plug and socket (see item C and 4) Is it 1 2 volts? Measure the voltage on both white cables at the link loom plug and socket (see item D and 3) Is there 12 volts on each cable? Check for continuitv of white cable between items C and 4, and D and 3 Replace the solenoid Replace the vacuum switch the solenoid? Measure the voltage on both white cables at the right-hand valance to engine loom 9 way plug and socket (see item E and 2) Is there 12 volts on each cable? Control system functions satisfactorily 12 V + tgn ' Key 1 Fuse Right·hand valance to 2 os w 0 t,,Jt( 8 3 4 engine loom plug and socket (9 way) Purgt control link loom plug and socket Vacuum switch socket (4 Wi!Y) 0 5 WU 5 osw 6 7 e • f) 0 e ( Rectify the fa ull of the black earth cable PCS 2 ,.o 8 PCL PS 0 1 08 208 I• Vacuum switch Soler:oid plug and socket (2 Woy) Soleroid valve Engine earth point Splice Important Before carrying out a test ensure that the following conditions apply, l. The b,ittery is fully charged 2. The engine is cold 3. Use a multimeter to carry out the tests 4. The ignition is switched off when either disconnecting or connecting electrical connections 5. Always remake any connections immediately a test is completed 6. Visually inspect the system hoses for deterioration 7. Ensure fuse 83 on fuseboard 1 is intact Check for continuity of the white cable between items D and 3, and E and 2 Refer to TSD 4701 Check the ignition feed white cable to fuse B3 on fuseboard 1 Section G3 Fuel evaporative emission control system The fuel evaporative emission control system differs between turbocharged and naturally aspirated cars and also. between naturally aspirated 4 door saloons and 2 door convertibles (see figs. G3·1 and G3-2). With all systems however, the principle of operation is to eliminate direct venting of the fuel tank and therefore. to prevent the release of hydrocarbons to the atmosphere. Fuel vapours from the fuel tank are collected and stored in a charcoal filled adsorption canister situated under the front left-hand wing of the vehicle. When the canister is purged, the stored fuel vapours are extract~d from the charcoal and burnt in the engine. The fuel tank is located at the forward end of the luggage compartment, behind a carpet covered panel. An expansion tank situated within the main fuel tank inhibits complete filling and provides fuel expansion volume to cope with extreme ambient temperature conditions. A combined pressure/vacuum relief valve is located in the fuel filler cap. A rollover tube with a restrictor is incorporated in the vent line from the fuel tank to the control canister. This prevents fuel from reaching the canister during harsh manoeuvres or in the event of vehicle inversion. For details of the servicing and maintenance requirements of the system. refer to the Service Schedules Manual TSD 4 702. Naturally aspirated cars The principle of operation for both 2 door and 4 door cars is identical. however, the emission control canister fitted under the front left-hand wing, is installed forward of the wheel arch on 2 door cars and behind the wheel arch on 4 door cars. Fuel vapour that accumulates in the top of the fuel tank is routed from the centre vent, around the tank and to the inlet connection on the control 1 A2488 Fig . G3-1 Fuel evaporative emission control system 1 Purge line 2 Canister 3 Rollover tube 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 General view Saloon -= ••c = Convertible T!:iD 4737 G3-1 canister. The flow of vapour in the line is controlled by a vent valve which opens when the vapour pressure reaches a pre-determined level. This allows the vapour to pass into the control canister where it is stored by the carbon granules. The canister is purged at most times when the engine is running and the st0red fuel vapour is drawn from the control canister via a restrictor, into the induction manifold. The vapour is then drawn into the engine cylinders with the fuel/air mixture where it is burnt. The purging of the storage canister is controlled by a cut-off solenoid which closes the purge line whenever the engine is running at the idle speed setting, or if the engine is operating below a predetermined temperature (except cars produced to the Middle East and Taiwan specification). speed, tow engine temperatures (where necessary). and under boost operating conditions. The purge control valve regulates the purge flow rate depending on engine operating conditions. It receives a duty cycle signal from the engine management system ECU which is programmed with purge control characteristic data tsee fig. G3-4). The duty cycle signal varies between 0% and 100% according to engine speed and load. Turbocharged cars The fuel vapour that accumulates in the top of the fuel tank is routed from the centre vent, around the tank and to the inlet connection on the control canister. The flow of vapour in the line is controlled by a vent valve which opens when the vapour pressure reaches a predetermined level. This allows the vapour to pass into the control canister where it is stored by the carbon granules. The canister is only purged when the engine is operating in the naturally aspirated mode. Operation of the purge system is controlled by a solenoid valve connected electrically to the dump valve vacuum switch and a temperature switch in the thermostat housing (except cars produced to a Middle East and Taiwan specification) and by a purge control valve connected to the engine management system ECU. The solenoid prevents purge flow at idle Fuel evaporative emission control system To leak check Whenever the various pipes, hoses, and components of the fuel evaporative emission control system are disturbed, the system should be checked for leaks upon assembly. To test the system proceed as follows. 1. Withdraw the hose from the fuel tank side of the control valve and connect it to the test equipment shown in Section G2, figure G2-5. 2. Apply air pressure to the fuel tank hose via the test equipment. Apply pressure until a reading of 380 mm 115 in) H2 0 is attained and then close the pressure supply. 3. After five minutes again check the pressure reading. The reading should not have fallen by more than 12,7 mm (0.50 in). 4. If the pressure drop is more than 12, 7 mm (0.50 in) progressively treat all joints in the system with a soap solution to detect leaks. 5. Rectify leaks and again 'leak check' the system. 6. During the five mintues leak down, visually inspect the hoses, pipes, and connections that are routed under the car. Commence where the hose exits from the body at the rear and follow the system towards the control canister. A B Fig. G3-2 A 1 2 3 4 5 6 1 A2489 Fuel evaporative emission control system - Engine details B Turbocharged engines Naturally aspirated engines 1 Purge line Manifold connection 2 Manifold connection Restrictor 3 Control solenoid Purge line 4 Purge valve Control solenoid 5 Fuel tank vent valve Fuel tank vent valve 6 From the fuel tank From the fuel tank 7/88 G3-2 Ensure that the hoses are secure in the mounting clips. 7. When the system has been satisfactorily checked, detach the test equipment and connect the hose to the control canister. withdrawing the valve as the assembly shown in figure G3-7 (item 3). Servicing of the valve is not required. The following general performance from the valve is acceptable, otherwise it should be replaced. Fuel tank pressure control valve The fuel tank pressure control valve is situated in the fuel tank vent line just prior to the emission control canister. Its purpose is to seal the majority of the fuel vapours in the fuel tank and vent line until the vapour pressure rises above a predetermined level. The valve is situated between two rubber hoses and should be removed by freeing the hose clips and Restriction flow and valve leakage test 1. The flow through the valve (from the tank to the canister) to be between 300 cm3/min and 500 cm3/min with 3,1 .±_ 0.1 kPa (4,5 mbar .±_ 0.01 mbar) applied to the tank tube. 1 2 Diaphragm leakage 2. Diaphragm leakage not to exceed 30 cm 3 /min with 3,1 kPa 14,5 mbar) applied to the tank tube. 3 9 12 Fig. G3-3 Emission control canister 1 Purge duty cycle valve (turbocharged cars only) 2 Cut-off solenoid 3 Canister 4 Purge connection 5 Air intake 6 Tank vent connection 7 8 9 10 11 12 11 10 A2623 Baffle mat Tank vent shroud Separator grid Carbon granules Baffle mat Base plate 7/88 TSO 4737 Printed in England © Rolls-Royce Motor Cars Limited 1988 G3-3 Vacuum test Pressure in the tank tube to be less than 1.5 kPa (2.17 mbarl with 4,2 kPa 16,1 mbar) applied to the vacuum tube and with 1600 cm3/min flow through the valve. 3. Purge line The purge line connects the control canister to the engine induction system. Air from the atmosphere is drawn downwards through the carbon granules in the canister and Engine management system Engine speed Engine load ECU Engine speed sensor Air pressure transducer Coolant temperature switch Tank connection Air connection Dump valve vacuum switch Purge control valve Charcoal canister Purge solenoid 80673 Fig. G3·4 K·Motronic ECU - Canister purge control 5/88 G3-4 ( Figure G3·5 Purge control system -fault diagnosis chart (Naturally aspirated engines) ( ( 5/88 Printed in England ® Rolls-Royce Mo1or Cars Limited 1988 TSO 4737 G3-5 ( Check the purge flow rate Ignition off. Working under the front left•hand wing remove the rear section (4 door cars) or front sectior. (2 doo; ca;s) of the underwin; sheet. This will reveal the canister assembly. Detach the hose from the bottom of the solenoid. Fit an additional length of hose to the base of the solenoid. Can you blow down the hose and through the solenoid? Investigate and rectify blocked hoses to the throttle body or renew the control solenoid (see item 7) Check a. Throttle position switch and YES C Important Before carrying out a test ensure that the following conditions apply. 1. The battery is fully charged 2. The engine is cold 3. Use a multimeter to carry out the tests 4. The ignition is switched off when either disconnecting or connecting electrical connections 5. Always remake any connections immediately a test is completed 6. Ensure that fuse B3 on fuseboard 1 is intact 7. Visually inspect the hoses for deterioration - - - --=-'"'"'""'--....JJ Ignition on Can you blow down the hose and through the solenoid? Measure the voltage on the white/purple cable at the solenoid plug and socket (see item Band 6J Is it 1 2 volts? • ._.-:;•C,...,.....,..)Wl',CI Detach 1he temperature switch plug (see item D and 3) Ignition on Partially open the throttles Can you blow down the hose and through -.. A26Jl Check the temperature switch circuit Leave the throttle position switch disconnected. Disconnect the temperature switch plug (see item D and 3). Bridge the cables in the plug. Ignition on Can you blow down the hose and through the solenoid? Rectify the fault on the black earth cable Unbridge the temperature switch plug Measure the voltage on the white cable in the temperature switch plug. Is it 12 volts? Check for continuity of the slate/blue cable from the diode to the temperature switch plug (see item D and 5). This will include the 12 way connector (see i1em E and 2) Measure the voltage on the slate/ blue cable as it enters the diode isee item F and 5) Is it 1 2 volts? NO Check the throttle switch circuit leavl! 1he temperature switch plug disconnec1ed. Measure the voltage on the white cable at the throttle position switch plug and socket (see item C and 9). Is it 12 volts? Cars produced to a Middle East and Taiwan specification do not have a temperature switch 8 'l'·•\ Replace the solenoid Measure the voltage on the white/purple cable as it exits from ttle diode Is it 12 volts? Refer to TSO 4848 Check the ignition feed white cable to fuse B3 on fuseboard l Ensure that the throttles are closed Measure the voltage on the blue/purple cable at the throttle position switch plug and socket Is it 1 2 volts? the solenoid? Control sys1ems function satisfac1orily :.,,..,,..p Disconnect the solenoid plug and socket Check the black cable to earth for continuity. Is it continuous? NO Detach the temperature swi1ch plug (see item O and 3) Ignition on Can you blow down the hose and through the solenoid? :. ~ b. Temperature switch and circuit Replace the temperature switch ( FI · : • • 'II" CITCUlt Disconnect the throttle position switch at the plug and socket (see item C and 9) Ignition on Can you blow down the hose and through the solenoid? l Key 1 Fuse 2 Temperature switch plug and socket ( 12 way) 3 Temperature switch plug 4 Temperature switch 5 Diode 6 Solenoid plug and socket 12 way) 7 Solenoid vatve 8 Engine earth point 9 Throttle position switch plug and socket (4 way) 1 0 Throttle position switch plug 11 Throttle position switch • Splice Replace the throttle position switch Measure the voltage on the white.lpurple cable at the solenoid plug and socket (see item Band 6) Is it 12 volts? Disconnect the solenoid plug and socket. Check for continuity on-the black cable from this plug to the engine earth point (see item G and 8) Is it continuous? N0 Replace the diode Check for continuity of the white/purple cable from the control solenoid plug and socket (see item B and 6) to either Temperature switch circuit - The diode (see item F and 5) The throttle switch circuit - The switch plug and socket (see item C and 9) Rectify the fault on the black earth cable Replace the solenoid ( Figure G3·6 Purge control system - fault diagnosis chart (Turbocharged engines) Sheet 1 of 2 ( ( ( 7/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSO 4737 G3-7 Check the purge flow rate (see page G3· 12) Does this operate com,ctty? YES Purge control system functioning satisfactorily NO ,_~~ ~~....r-~ v L~~~~ ~~~~~~~---' Working under the front left-hand wing remove the rear section of the under-wing sheet This will reveal the canister assembly. Detach the hose from the bonom of the solenoid {see item A). Fit an additional length of hose to the base of the solenoid. Can you blow down the hose and through the solenoid? Switch on the ignition. Ensure that the engine is cold Can you blow down the hose and through the solenoid? Detach the plug from the temperature switch in the thermostat housing (see item CJ. Switch on the ignition On cars conforming to s Middle East and Taiwan specificatio11, partially open the throttles Can you blow down the ho,e and through the aoh,noid? Detach the throttle position switch 4 way plug and socket.(see item El With the switch in the idle position cheek for continuity at the plug between the blue/purple cable and the black/pink cable Are they continuous? Change solenoid Check the 15 emp fuse B3 on fuseboard 1 Is it intact? YES Check the voltage ?n the pink/white cable at the purge control so1enoid 2 way plug and socket (see item B) Is it 1 2 \IOltS7 Check the voltoge ?n the pink/white cable at the engine/valanc Rolls-Royce Motor Cars Limited 1988 G3-9 ( Check the voltage on the yellow/black cable at thermostat/engine 12 way plug and socket Is it 12 volts? Check for continuity of the yellow/black and the black/yellow cable between the engine/valance 12 way plug and socket, and the thermostat/engine 12 way plug and socket Rectify the faulty cable(s) and diode es necessary. Withdraw the plug from the thermostat housing temperature switch. Bridge the plug contacts and then again check the voltage on the blue cable in the tl1ermostat/engine 12 way plug and socket Is it 12 volts? Check the voltage on the blue cable in the thermostat/engine 12 way plug and socket Is it 1 2 votu? NO Check continuity of the slate and the blue cables between the thermostat/engine 12 way plug and socket and the thermostat switch plug Check the black earth cable for continuity and rectify as necessary Replace thermostat hour,ing switch Oioo• / Only finad tours IOI conforming to• Middle Ent &rtd T•M•an speeifieetion -.. IO N Disconnect the K·Motronic ECU multi-plug. Disconnect the plug from the duty cycle valve. Check for continuity of the white/blue cable between the duty cycle valve plug through the engine/valance 1 2 way plug and socket to terminal 1 5 in the back of the ECU multi· plug Is it continuous? Rectify faulty cables or connections as necessary ( Position the multi-meter in the white/blue cable line from the duty cycle valve to the K·Motronic ECU. Disconnect the plug from the temperature in the thermostat housing. Start and run the engine above idle speed. Check to ensure that the reading on the mufti-meter indicates that the ECU is operating the duty cycle valve approximately in accordance with the phases quoted in Purge flow rate - To check Does this happen? Replace the ECU ' - - -- - - '..:: 0.:;. ~·::... s - - -l ~ 1 - - - --'0:..:~c;;WV cr...........,. oS YES System is functioning satisfactorily 0 0 14 15 16 Fuse 1 5 amp B3 F1 Engine/Valance 12 way plug and socket Purge cut•off solenoid 2 way plug and socket Purge cut•off solenoid valve Vacuum switch 4 way plug and socket Dump valve vacuum switch Thermostat/Engine loom plug and socket 12 way Temperature switch plug Temperature switch Purge duty cycle control valve plug Purge duty cycle control valve Throttle position switch plug and socket 4 way Throttle position switch plug 3 way Throttle position switch Dump valve plug and socket 2 way Dump valve solenoid 17 K·Motronic ECU 1 2 3 4 5 Important Before carrying out a teSl ensure that the following conditions apply. 1. The battery is fully charged 2. The engine is cold 3. Use a multi•meter to .::arry out the tests 4. The ignition is switch~d off when either disconnecting or connecting electrical connections 5. Always remake any connections immediately a test is completed 6. Visually inspect the S;/stem hoses for deterioration 7. Ensure fuse 83 on fuseboard 1 is intact 6 7 8 9 10 11 12 13 collects the stored fuol vapolirs. T his mixture then passes c1Jon\:l a hose rro,n the µurnr. connection on the cani ster vic1 a cut-o ff solenoid and restrictor (naturally aspirated cars} or dut y cycle purge control valve (turbocharged cars} into the induction manifold. Operation of the purge system is controlled by the soleno id valve th at cuts out the purge flow until a predetermined coolant tempera wre is reached . On turbocha rg ed cars the soleno id also cuts out the purge flow under boost operating conditions. On naturally aspirated cars and turbocharged cars (without ca talytic converters) th e solenoid also cuts out the purg e flow at idle. 1 2 3 Emission control canister (see fig. G3-3) The evapora tive emission control canister is mounted under th e left-hand front wing. The cani ster is a cylindrical container f illed with activated carbon granules. The t op of the canister incorporates a tube, open to atmosphere to admit purge air, together with fuel tank vent and purge connection pipes. At t he mileage specified in the service schedules, remove the control canister and fit a new assembly. Emission control canister - To remove and fit 1. Locate the emission control canister by removing the appropriate underwing sheet. as fol lows. 4 door cars - The canister is located behind the fron t left-hand wheel. Remove the rear section of t he underwing sheet. 2 door cars - The canister is located in front of the front left-hand wheel. Remove the forward section of the underwing sheet. 2. The underwing sheet c an be w ithdrawn once the self-tapping screws, situated around the edge of the sheet have been removed. 3. Detach the hoses arrowed in fig ure G3-3. Label each hose to facilitate identifica ti on. 4 . On turboch arged c ars, disconnect the electrical plug to th e duty cycl e purge valve. 5. Disconnect the 2-way electrical plug and socket to the solenoid valv e. 6. Note the position of the canister and its connections in relation to the various hoses, brackets, and clamping ring. 7. Unscrew the mounting clamp ring securing screw and carefully m anoeuvre the canis'ler from its position. 8. Fit th e canister to the vehicle by reversing the procedure given for removal. Fuel tank vent The fuel t ank is vented to the filler neck via two connections. This allows adequate venting of t he tank during filling. A separate vapour line from the centre of the tank {t he rollover tube) almost encircles the t ank before passing via the vent line and fuel tank pressure control valve to the evaporative loss control canister. 5/BB Printed in England © Rolls-Royce Motor Cars limited 1988 Fig. G3·7 1 2 3 Canister installation - 2 door cars Canister Cut-off solenoid Pressure control valve - fuel tank vent The vent line is situated under the floor of t he car on the left-hand side as shown in figure G3·1. It includes a restrictor at its highest point and passes around the tank to prevent liquid fuel from entering the vent line during harsh manoeuvres or in the even t of vehicle inversion. In the event of a blockage in the vapour line to the contro l canister, a combined pressure and va cuum relief valve is incorporated into the fuel filler cap. The valve prevents an excessive pressure buildup in the fuel tank caused by fuel vaporization or vacuum as the fuel is consumed. The fuel tank pressure control valve regulates th e rel ease of fuel vapour from th e tank vent line to the canister. The valve only opens to allow vapour to pass wh en the pressure in the tank exceeds the valve setting. For all other details of the fuel tank refer to Chapter C. Fuel sy stem. On naturally aspirated cars the flow rate is controll ed by a restri ctor but on turbocharged cars it is controlled by a purge control valve. This valve regulates t he purge fl ow ra t e depending upon the engine operating conditions. It receives a duty cycie signal from the engine management system ECU which is programmed with purge control characteristic data. TSD 4737 G3-11 Purge flow rate - To check Naturally aspirated cars 1. Fit the flowmeter RH 8725 into the purge line at the restrictor, leaving the restrictor in the hose from the canister. 2. Start and run the engine until normal operating temperature is attained. 3. Increase the engine speed to 2500 rev/min by opening the throttles. 4. Check the purge flow rate is between 26,0 litres/ min and 33,0 litres/min (55 ft3/h and 70 ft 3/h), except on 1987/88 model year cars for the Middle East or Taiwan when the purge flow rate should be between 9,4 litres/min and 18,8 litres/min (20ft 3/h and 40 ft3/h). Turbocharged cars 1. Connect the flowmeter RH 8725 into the purge line between the induction manifold and the purge control duty cycle valve. 2. Start and run the engine until normal operating temperature is attained. Stop the engine. 3. To carry out the test start the engine and run at idle speed. 4. Note that the purge control system has three phases of operation, as follows. Phase 1 - 90 seconds delay before purge after starting the engine. Phase 2 - 1 50 seconds active purge. Phase 3 - 1 5 seconds interval with no purge to allow the lambda pre-control system {if fitted) to learn previous purge/driving cycles. Continued engine operation results in alternating Phases of 150 seconds active purge and 105 seconds no purge ( phases 1 and 3 = 90 seconds + 15 seconds). Note Operation 4 does not apply to turbocharged cars fitted with a fuel evaporative emission control system that are produced to a Middle East or Taiwan specification. 5. Increase the engine speed to 2000 ± 50 rev/min by opening the throttles. 6. Check that the purge flow rate is between 53 ft/h and 106 ft:3/h (25 litres/min and 50 litres/min}, in the 150 seconds active purge phase ( refer to Operation 4}. All cars If the flow is less than the minimum, check for the following. 1. Leak in hoses/pipes. 2. Blockage in hoses/pipes. 3. Control system malfunction. If the flow is in excess of the maximum, check for the following. 1. Excessively lean mixture strength. 2. Air leak between the throttle body and the induction manifold. 1/89 G3-12 Chapter H Crankcase emission control system Contents Contents and issue record sheet Sections Rolls-Royce Silver Silver Spirit Spur Corniche / Corniche II Bentley Eight Mulsanne/ Turbo R Continental Mulsanne S H1 H1 H1 H1 H1 H1 Hl H2 H2 H2 H2 H2 H2 H2 1987/88/89 model years Crankcase emission control system 5/88 Printed in England ©> Rolls•Royce Motor Cars Limited 1988 TSO 4737 H1-1 Issue record sheet The dates qlloted below refer to the issue date of indivictu11I pages within this chapter. Sections Page No. 1 2 5/88 3 4 5 5/88 5/88 5/88 5/88 5/88 6 - - - - - ---=--=.:::.--- - - - - - - -- - - - - - -- - - - - - - - - - 7 8 9 10 11 12 13 14 - - - - - -- - - -- - - - - - -- - - -- - - - -- - -- - - - - - - - 15 16 - - - - - - - - -- - - - - - -- - - -- - - - -- - -- - - - - - - - - 17 18 19 20 21 - - - - - - - - - - - -- - - - - -- - -- - - - - -- - - - - - - - - 22 23 24 25 26 - - - - - - - - -- - - - - -- - - - -- - - - -- - -- - - - - - - - - 27 28 29 30 31 - - - - - - - - - - - - - -- - - - - - -- - - - - -- - - - - - - - - ~ 32 33 34 35 36 - -- - - - - - - - -- - - - - - - - - -- - -- - - - - - - - - - - - ~ 37 38 39 40 41 - - - -- -- - - - - - - -- - - - - - - -- - - - -- - - - - - - - - ~ 42 43 44 45 46 - -- - - -- - - - - -- - - - -- - - - - - - - - -- - - - - - - - - ~ 47 48 49 50 51 - -- - - -- - - - -- - - -- - - - -- - - - - - -- - -- - - - - - ~ 52 53 54 5/88 TSO 4737 Printed in England © Rolls-Royce Motor Cars Limited 1988 H1-3 Section H2 Crankcase emission control system Crankcase emissions are controlled by a closed breather system (see figs. H2-1 and H2-21. The purpose of the system is to maintain a depression in the crankcase under all operating conditions. To achieve this, crankcase emissions (engine blow-by) are drawn from a connection on the engine oil filler and pass. via a flame trap in the breather housing. into the induction system where they mix with the inlet charge of fuel and air. Once in the induction system the gases are drawn in to the combustion chambers and finally burnt in the engine. The breather housing has two inlet elbows and two outlet connections. A wire mesh flame trap is situated inside the housing. immediately behind the inlet elbow from the crankcase. The crankcase is connected to the breather housing from the front of 'B' bank cylinder head via the oil filler (which has a sealed cap). This inlet elbow is connected inside the breather housing, to the air intake duct connection. The second inlet elbow connects the auxiliary air valve or idle speed actuator to the breather housing. This connection conveys air to the cold start injection galleries in the induction manifold, via a second outlet connection. Both inlet elbows are connected inside the housing by a small diameter hole. 1 4 Fig.H2-1 1 2 3 4 Naturally aspirated cars Under normal operating conditions, except when on full throttle. crankcase emissions (engine blow-by) flow from the oil filler via a moulded rubber hose to the breather housing. They are then drawn through the small internal connecting (metering) orifice. into the induction manifold. When approaching full throttle conditions. manifold depression decreases and the crankcase emissions are drawn from the breather housing to the air intake duct. This is due to the increasing depression created by the air cleaner and associated ducting. A depression is therefore maintained within the crankcase under all normal operating conditions. Turbocharged cars With the system fitted to turbocharged engines the breather housing is more complex. The system has to function with either a depression or when under boost conditions, a pressure existing in the induction manifold. The basic connections and operation when a depression exists in the induction manifold are very similar for both systems. However, during boost conditions two metal disc valves and a rubber diaphragm control and direct the flow of the crankcase emissions (see fig. H2-5). Crankcase emission control system hose connections (naturally aspirated cars} To induction manifold To air intake duct From oil filler From auxiliary air valve 2 Fig.H2-2 1 2 3 4 3 4 Crankcase emission control system hose connections {1989 model year turbocharged cars) To air intake ducting To induction manifold From idle speed actuator From oil filler Breather housing - To service At the mileage/time interval specified in the service schedules. the gauze flame trap (situated behind the TSD 4737 5/88 Printed in England © Rolls-Royce Motor A1 600 Cars limited 1988 H2-1 inlet elbow from the oil filler) should be removed and cleaned as follows. 1. Withdraw the starter relay. 2. Unscrew the setscrew retaining the inlet elbow to the housing. 3. Ease the flange from the housing, noting that a slight resistance may be encountered due to the rubber sealing ring located on the elbow spigot. 4. Insert a small pointed instrument into the gauze and carefully lever the flame trap from the housing. 5. Wasl1 the components in methylated spirit and dry with compressed air. 6. Visually inspect the gauze for damage. If it appears serviceable. fit it into the housing and assemble the remaining parts by reversing the dismantling procedure. Breather housing - To overhaul Complete overhaul of this assembly is only envisaged at very high mileages or in the event of a system malfunction. On these occasions proceed as follows. A2492 Fig. H2-3 Crankcase breather {naturally aspirated cars) All cars 1. Withdraw the starter relay. 2. Slacken the worm drive clips or remove the securing bands on the hoses leading to the breather housing. Label each hose for identification and free each joint. 3. Unscrew the two setscrews securing the breather housing to the engine. Withdraw the assembly. 4. Slacken the remaining four worm drive clips or remove the securing bands, free the joints and withdraw the hoses. Examine the hoses for serviceability and clean as necessary using either soap and water or methylated spirit. If the hoses have covered a high mileage and/or show signs of deterioration they should be discarded and new parts fitted. 5. Unscrew the setscrew retaining the inlet elbow to the housing. Ease the flange from the housing, noting that a slight resistance may be encountered due to the rubber sealing ring situated on the spigot. 6. Insert a small pointed instrument into the gauze and carefully lever the flame trap from the housing. Turbocharged engines 7. Repeat Operation 5 on the connection to the induction manifold. 8. Collect the metal disc valve situated behind the flange. 9. Unscrew and remove the five small setscrews situated around the top of the assembly. 10. Withdraw the top and collect the spring, guide washer, and diaphragm. 11. Collect the metal disc valve from the smaller chamber located above the aperture for the flame trap. All cars A2493 Fig. H2-4 Crankcase breather (turbocharged cars) 12. Wash all parts in clean methylated spirit and examine them for serviceability, particularly the rubber sealing ring(s) and diaphragm (if fitted). 1f the rubber parts have covered a high mileage and/or show signs of deterioration, they should be renewed. 13. Assemble the breather housing and fit it to the engine by reversing the dismantling procedure. 5/88 H2-2 (. Figure H2·5 Crankcase breather housing - turbocharged engines ( ( _.,. ( 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSD 4737 H2-3 (. Engine air intake ' - - -- Note An internal drilling connects the lower passage to above the - ~diaphragm - I\ Airflow at idle and low power output Under these conditions a large depression in the induction manifold draws blow-by gas from the crankcase via a calibrated restrictor. This signal is also communicated via internal drillings to the chamber above the diaphragm valve (1). When the crankcase depression increases to a predetermined level [101,60 mm (4.0 in) H2 0] the signal raises the diaphragm from its seat. This opens a passage for filtered engine intake air to by-pass the valve disc (2) and combine with the crankcase blowby gas. Thus the mix or ratio of intake air to blow-by gas maintains the correct crankcase depression. A summary is that disc valve 3 is fully open, disc valve 2 is fully closed and diaphragm valve 1 does not oscillate but stabilizes during steady state engine conditions at a position where it maintains the correct manifold depression. 2 3 Airflow at idle and low power output Airflow at intermediate load The intermediate load illustration is theoretical and will not normally happen as shown. A combination of events is illustrated whereas in practice these will rarely happen together. Due to the depression in the induction manifold valve disc 3 is open and blow-by gas will flow from the crankcase. through the restrictor passage, into · the manifold. The diaphragm valve compares the depression in the crankcase with that after the air intake filter. The air filter depression is negligible and therefore valve ( Turbo compressor ......._~_, 2 - 3 disc 2 is closed, unless the airflow through the restrictor becomes less than the amount of blow-by (i.e. the crankcase pressure tends towards atmospheric) when disc valve 2 will open. Blow-by will then also pass to the engine air intake and crankcase depression will be controlled. If the crankcase depression is greater than [ 101,60mm (4.0in) H2 0] (valve disc 2 will be closed) the diaphragm lifts off its seat to control the crankcase depression and provide an additional route for the blow-by gas. ../ __./ Crankcase Airflow at intermediate load Airflow at high load At high loads the induction manifold is under boost conditions hence valve disc 3 is forced to close off the restrictor passage. Valve disc 2 is sucked open due to the. depression behind the air filter. The engine breathes by drawing the blow-by gas from the crankcase through the breather housing and into the engine air intake ducting. In this condition l Crankcase 2 Combustion chamber 3 _____,~ Flame _ / trap _/ Airflow at high load l A1635 the crankcase depression is solely controlled by the depression after the air filter. At crankcase depressions greater than 101.60 mm (4.0 in) H2 0 the diaphragm lifts off its seat and provides an additional minor route for the blow-by gas to pass on its way to the engine air intake ducting. Crankcase depression - To check 1. Remove the engine dipstick. 2. Connect a water manometer via a suitable hose to the dipstick tube. 3. Start and run the engine at idle speed. 4. Check the reading on the manometer which should be as follows. Naturally aspirated engines - manometer reading showing a slight depr:ession. Turbocharged engines - manometer depression reading should be between 101,6 mm H2 0 and 152.4 mm H20 (4.0 in H20 and 6.0 H20). 5/88 TSD 4737 Printed in England H2-5 @ Rolls-Royce Motor Cars Limited 1988 Chapter J Air intake system Contents Sections Bentley Rolls-Royce Silver Spirit Silver Spur Corniche/ Corniche II Eight Mulsanne/ Turbo R Continental Mulsanne S Contents and issue record sheet J1 J1 Jl Jl Jl J1 Jl 1987/88/89 model years Naturally aspirated cars 1987/88 model years Turbocharged cars Air intake system J2 J2 J2 J2 J2 J2 J2 1989 model year Turbocharged cars Air intake system 5/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 J3 TSO 4737 J1-1 Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections Page No. 1 2 3 4 5 I J1 5/89 5/89 I J2 10/86 10/86 10/86 10/86 I J3 5/88 5/88 5/88 6 - - - - - - - - - -- - - - - - - - - -- - - - - - - - - - - -- -- - 7 8 9 10 11 - - - -- - - - -- - - - - - - - - -- - - - - - - - - - - - - -- - - - 12 13 14 15 16 - - - - - - - - - - - -- - - - - -- - - - - -- -- - - - - - - - -- 17 18 19 20 21 - - - - -- - - - - - - - - - - -- - - - - - - - - - - - - - - - - - - 22 23 24 25 26 - -- - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - 27 28 29 30 31 - - -- - - - - - - -- - - - - -- - - - - - - - - - - - - - - - - - - - 32 33 34 35 36 - - - -- -- ~ - - - - -- - - - -- - - - - - - - - - - - -- - -- ~ 37 38 39 40 41 - - - - -- - - - - -- - - - - -- - - - - -- - - - - - - - -- -- - - 42 43. 44 45 46 - - -- - - - -- - - - -- - -- - -- - - - - - - -- - - -- - - - - 47 48 49 50 51 - - - - - - - - - - - - - - - - - - - -- - -- - - - - - - - - ~ ~ ~- - ~ 52 53 54 5/89 TSO 4737 Printed in England © Rolls-Royce Motor Cars limited 1989 J1-3 Secti on J2 Air intake system The air i ntake system (see figs. J2-1 and J2-3) i s similar for both naturally aspirated and turbocharged eng ines. Air enters the system behi nd the right -hand side of t he front bumper and is conveyed, by a p lastic ducting, into the lower half of the filter hou si ng. The housing is located inside the eng ine compartment at t he forward end of the wing v alance. The air is drawn upwards through the filter element situated in the top cover of the hou sing. It then travels vi a further ducting and a turbocharger assembly (if fitted), through the cast aluminium alloy intake elbow and on 10 the air meter housing. Naturally aspirated engines have a bbck plastic diffu ser fitted into the ducting in front of the cas t aluminium i ntake elbow. This is to elimi nate the resona nce or noise generated within the system at low engine speeds. An air bleed is situated in the re ar face of the ducting just p rior to the intake system entering the filter housing. The purpose of this is to ensu re that the engine will continue to run should the main intake become temp orarily blocked. A connection moulded into the side of the filter housing is used to vent the air injection system into the air intake system. On engines not fitted with an air injection system t his connect ion rem ains blanked. Air filter element - To remove and fit 1. Release the six retaining clips and w ithdraw the top cover from the air f ilter housing. On Corniche/Continental cars, unscrew the two setscrews securi ng the filter housing to the valance. Move the Assem bly further i nto the engine compartment to allow access to the retaining clips. 2. Turn the top cover as shown in figure J 2-2. 3. Withdraw the filte r element. taking note of its location i n the top cover. · 4. Ensure that the housing is cle,in. then f it the new element into tile top cov er. Ensure that the seal a round the element sea ls correc1ly in the top cov er recess. 5. Carefully replace the top cover onto the main housing and secure with the retaining clips. Air filter housing - To remove and fit (see fig. J2-3) Always blank any open connections as soon as possible to prevent the ingress of fo reign matter. 1. From inside the engine compartment, unscrew the worm drive clip secu ring the main intake hose to the housing. Free the joint and rem ove the h ose. 2. Remove the right-ha nd front flasher lamp and throug h the resulting aperture, unscrew the worm drive clip securing the underwing ducting to the side of th e housing. Free the joint and move the ducting. 10i86 Printed in Engl,ind © Rolls-Royce Motor Cars Limited 198 7 A Fig. J2-1 Air intake system A Naturally aspirated B Turbocha rged Fig . J2-2 Renewing the air filter element TSD4737 J2- 1 • components associated stem an d ) . J2·3 Air intake sy Fag. (Naturally asp1·rated engines 10/86 J2-2 This operation is not required on Corniche/ Continental cars. 3. If the engine is fitted with an air injection system, detach the vent hose from the side of the housing. 4. Slacken the nuts retaining the mounting brackets to the housing. 5. Unscrew the setscrews securing the mounting brackets to the wing valance. 6. Withdraw the filter housing. 7. Fit the filter housing by reversing the removal procedure. noting the following. 8. If an air injection system is fitted, ensure that the small blank in the side of the housing is removed. 9. Ensure that the two mounting grommets situated in the valance are in good condition. Intake elbow - To remove and fit The cast aluminium alloy intake elbow connects the flexible ducting of the air intake to the air meter on the mixture control unit. 1. Unscrew the worm drive clips securing the following. a) Main intake hose to the elbow. b) Hose from the breather housing pipe to the intake elbow. c) Return hose from the dump valve connection (turbocharged engines only}_ 2. Free each hose from its connection. 3. As the main hose is removed from the intake elbow. collect the diffuser (naturally aspirated engines only). 4. Unscrew the two setscrews securing the intake elbow to the mixture control unit (see fig. J2-5). 5. Withdraw the elbow. 6. To fit the elbow, reverse the dismantling procedure, noting that the rubber sealing ring inside the elbow is in good condition. Fig. J2-4 A Intake ducting - To remove and fit The ducting can be divided into two sections, namely the engine compartment ducting and the underwing ducting. If work is necessary to the engine compartment ducting, removal and fitting is straightforward as it is retained by worm drive clips. If work is required on the underwing section, note that the top of the plastic moulding is secured by a worm drive clip and that the bottom clips through the front wing. Removal of the underwing section (see fig. J2-4) will depend upon the condition of the front wing. Fig. J2-5 Removal of the air intake elbow Underwing ducting 4 door cars 10/86 Printed in England © Rolls-Royce Motor Cars Limited 1987 8 2doorcars TS04737 J2-3 However, it will normally be necessary to remove the snow tray, flasher lamp, front bumper and on turbocharged cars the air dam. Finally, it will be necessary to remove the headlamps washer reservoir securing nuts and bolts, so that the assembly can be moved sideways to accommodate the movement of the ducting. On Corniche/Continental cars, the underwing section is a convoluted hose secured by worm drive clips. To gain access, remove the front underwing sheet. 10/86 J2-4 Section J3 Air intake system The air intake system comprises an air filter element which is installed in a housing on the top of the right-hand front inner wing (see fig. J3-1). Ambient air is ducted from behind the front bumper lnto the bottom of the filter housing. The air is then drawn upwards through the filter element 1 !dirty side of the element will be facing downwards) and passes along flexible ducting to the turbocharger compressor inlet. Compression of the intake air results in an increase in air temperature. Therefore, a charge air intercooler has been incorporated to reduce the 3 2 t 5 Fig.JJ-1 4 A24 !14 Air intake system Turbocharger assembly Air injection system feed hose Air filter housing lntercooler assembly Dump valve assembly 1 2 3 4 5 5/88 Prin1eow and into the air meter housing. At low engine speeds and loads, the vacuum operated dump valve opens and allows a proportion of tlie inducted air to return to the inlet side of the turbocharger compressor. When increased engine performance is required. the dump valve closes so that the inducted air is pressure fed to the engine. Fig.JJ-2 Renewing the air filter element Fig. J3-3 Dump valve signal hoses Air filter element - To remove and fit 1. Release the six retaining clips and withdraw the top cover from the air filter housing. 2, Turn the top cover as shown in figure J3-2. 3. Withdraw the filter element, taking note of its location in the top cover. Ensure that the seal around the element seats correctly in the top cover recess. 4. Carefully replace the top cover onto the main housing and secure with the retaining clips. Air filter housing - To remove and fit Always blank any open connections as soon as possible to prevent the ingress of foreign matter. 1. Remove the right-hand front underwing sheet and through the resulting aperture. unscrew the worm drive clip securing the underwing ducting to the side of the housing. Free the joint and withdraw the ducting. 2. From inside the engine compartment, unscrew the worm drive clip securing the main intake hose to the housing. Free the joint and detach the hose. 3. If the engine is fitted with an air injection system. detach the hose from the rear of the housing. 4. Slacken the nuts retaining the mounting brackets to the wing valance. 5. Unscrew the setscrews securing the mounting brackets to the wing valance. 6. Withdraw the filter housing. 7. Fit the filter housing by reversing the removal procedure, noting the following. 8. Ensure that the two mounting grommets situated in the valance are in good condition. 9. If an air injection system is fitted, ensure that the small connection in the rear of the housing is clear. Connect the small diameter air injection system feed hose to the connection and secure with a worm drive clip. Intake elbow - To remove and fit The cast intake dhow connects the flexil..Jlc c1ucting ol the air i11t,1kc ::;y:;tcm, to the air meter 011 the Fig. J3-4 Removal of the air intake elbow mixture control unit. l. Release the clips securing the following. c:1) Main intake hose to the elbow. bl Return hose from the dump valve connection. 5/88 J3-2 cl Small diameter signal hoses to the dump valve (see fig. J3-3). di Hose from the breather housing pipe to the connection under the dump valve. 2. Free each hose from its connection. 3. Unscrew the two setscrews securing the intake elbow to the mixture control unit (see fig. J3-41. 4. Withdraw the elbow. 5. To fit the elbow, reverse the dismantling procerlure, noting that the rubber sealing ring inside the elbow is in good condition. Intake ducting - To remove and fit The ducting used inside the engine compartment is of the flexible convoluted type and the intake under the front wing is a plastic moulding. All ducting is secured to the various components by worm drive clips. Removal of the plastic moulding under the wing will require the removal of the front underwing sheet. lntercooler - To remove and fit An intercooler is fitted behind the air dam on the right-hand side of the vehicle. 1. Locate the forward section of the underwing sheeting, situated under the right-hand front wheel arch. 2. Unscrew the self-tapping screws situated around the sheet. 3. Withdraw the sheet. 4. Unscrew the two nuts retaining the sheeting lmder the intercooler. 5. Unscrew the worm drive clips securing both the feed and return air hoses to the intercooler. 6. Unscrew the nuts that fasten the four intercooler mounting studs to the body. 7. Remove the undersheet mounting bracket from beneath the intercooler. 8. Lift the intercooler until the mounting studs just clear their respective holes and then turn the intercooler and manoeuvre it from its position. 9. Fit the intercooler by reversing the removal procedure. 5/88 TSO 4737 Printed in Engl3nd J3-3 © Rolls·Aoyce Motor Cars limited 1988 Chapter K Throttle linkage Contents Sections Bentley Rolls- Royce Contents and issue record sheet Silver Spmt Silver Spur Corniche/ Corniche II Eight Mulsanne/ Turbo R Continental Mulsanne S K1 K1 K1 Kl K1 Kl K1 K2 K2 K2 K2 K2 K2 K2 1987/88/89 model years Throttle linkage _) 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSO 4737 K1-1 ~ ~ Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections Page No. 1 2 3 5/88 5/88 5/88 5/88 5/88 5/88 4 5 _ _ _ _ _ _ __ _ _ __ _ _ _ _ _ _ _ __ _ __ _ _ __ _ _ _ __ 6 7 8 9 10 ~ - -- - - -- - - - -- - -- - - - -- - -- - -- - - -- - - - - - - 11 12 13 14 15 16 - - - - - - - -- - - -- - - -- - -- - -- - - -- - - -- - - - - -17 18 19 20 21 ~ -- -- - - - - - -- - - - - -- - - -- - - - -- - - -- - - - - - - 22 23 24 25 26 - - - - - - -- - - - -- - - - -- - - - -- - -- - - -- - - - -- - - 27 28 29 30 31 ~ -- -- - - - - - -- - - - - - -- - - -- - - -- - - -- - - - - - - 32 33 34 35 36 - - - - - - - - - - - -- - - - - -- - - - - - -- - - - - - - - - -- 37 38 39 40 41 ~ - - - - - - -- - - - -- - - - - - -- - - -- - - -- - - - - - - - - 42 43 44 45 46 - - - - -- - - - - - - - -- - - - - - - - -- - - - - -- - - - - - - - 47 48 49 50 51 - - - - - - - - -- - - - - -- - - - - - -- - - -- - - - - -- -- - 52 53 54 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSD4737 K1-3 Section K2 Throttle linkage The procedures described relate to a complete overhaul of the throttle linkage mechanism. In service, the operator need only select those passages relevant to his particular task. The throttle linkages fitted to all models are very similar (see fig. K2-2) and can be divided into three basic sub-assemblies as follows. Throttle body linkage The linkage fitted to the primary and secondary throttle spindles is identical for all cars. However. there is an area at the rear of the throttle housing where a permutation of one or two stub pipe(s) and blank(s) prevents the assembly from being interchangeable. Intermediate linkage The intermediate linkage is very similar for all cars. the only minor differences being in the length and shape of the long rod and lower jaw connecting the mechanism to the underfloor linkage. 2 Underfloor linkage This linkage is similar for the various models but naturally differs between left-hand drive and righthand drive. Throttle body linkage - To overhaul 1. Withdraw the starter relay. Note If the throttle housing is not to be removed carry out Operation 3 and then proceed to Operation 6. 2. Remove the mixture control unit, refer to Chapter B. 3. Unscrew the nut and withdraw the pinch bolt from the control rod to throttle body linkage joint. Unscrew the joint pad and r.elease the ball. 4. Disconnect the spring from both the front and rear of the linkage. 5. Unscrew the four setscrews that secure the throttle housing to the induction manifold. Collect the washers, withdraw the housing and gasket. Blank off the manifold openings. 6. Release the lock-washer from around both the primary and the secondary throttle spindle securing nuts. 7. Withdraw the linkage and collect the metal sealing washer from each spindle. 8. Unscrew both screws retaining the throttle position switch. Collect the washers and withdrnw the switch. 9. Lightly mark the throttle butterflies to ensure that they are assembled in their original positions. 10. Carefully close the split legs of the butterfly screws. Unscrew the retaining screws and withdraw the butterflies. A1621 Fig.K2-1 1 2 3 4 5 6 7 8 9 10 11 A B Throttle body linkage Primary throttle butterflies Throttle position switch Idle speed adjusting screw !if fitted) Locking screw (secondary throttles! Adjusting screw (secondary throttles) Secondary throttle spindle Primary throttle spindle Secondary throttle butterflies Locking screw (primary throttles) Adjusting screw (primary throttlesl Throttle linkage Vacuum signal tappings 0,0381 mm (0.0015 inl feeler gauge 11. Withdraw the primary and secondary throttle spindles. Both spindles should be carefully tapped out from the bearing end (i.e. towards the throttle position switch end), collect the blank from the end of the secondary spindle. If the bearings are also to be removed. carefully tar, the secondary spindle to remove the blank and then drive each spindle out of the housing towards the bearing end (i.e. from the throttle position switch end). 12. Unscrew the idle speed adjusting screw. together with its spring. 5/88 TSO 4737 Printed in England © RoUs·Royce Motor Cars Limited 1988 K2-1 A ~ B D ---------- E F I l 5.08mm - 7.62mm ' (0.20in - 0.30in) C A14ll> Fig. 1<2-2 Throttle linkage A 8 C Underfloor linkage (right-hand drive cars) Additional throttle return spring (cars conforming to a Canadian and USA specification) Relationship between accelerator and brake pedals D E F Throttle body linkage Intermediate linkage Underfloor linkage !left-hand drive cars) 5/88 K2-2 13. Clean all parts. 14. Examine the throttle spindles and bearings for .J wear and excessive play. 15. Ensure that the throttle butterflies and their respective seating areas are not damaged. 16. Before fitting the butterfly shaft bearings, ensure that the outer surface of each is coated with an approved sealant (i.e. Wellseal). 17. Examine the linkage mechanism and springs for damage or breakage. 18. Assemble the throttle body by reversing the procedure given for dismantling, noting that a new gasket should be fitted between the throttle housing and the manifold. Also note the following basic settings that must be carried out. 19. Check the throttle stop screws, to ensure that there is a gap of 0,0381 mm (0.0015 inl between the raised edge of the secondary butterfly disc and the throttle body, with the throttle body linkage resting against the secondary throttle adjustment screw. If there is any discrepancy between the gaps on each secondary butterfly disc it is the larger gap that should comply with the dimension quoted. To adjust the gap, first unscrew and remove the original locking screw (without a headl. A new locking screw will then be required. If new parts are to be fitted the gap should be set by rotating the adjustment screw. Screw in the new locking screw until it just contacts the top of the adjustment screw. Do not tighten to break off the head. 20. Repeat Operation 19 on the primary throttle butterfly discs. 21. If necessary (i.e. when new parts have been fitted) tighten the primary throttles locking screw until '.he head of the screw breaks off. Ensure that the adjustment screw situated below the locking screw has not moved by checking that the gap between the primary throttle butterfly discs and their respective bore is still 0,0381 mm (0.0015 in!. If movement has occurred. adjust by filing the underside of the adjusting screw. Note If new parts have been_ fitted, do not break the head off the secondary locking screw. This is carried out during the engine tuning sequence given in Chapter 8. 22. Fit the throttle position switch, setscrews, and washers. Lightly clamp the switch. Rotate the switch to a position where the switch 'clicks' closed as the primary throttle lever touches its stop. Tighten the switch securing screws and then check that the switch does not prevent the primary lever from resting against its stop. 23. Connect a multi-meter across the pins marked 2 and 18 on the switch and carry out a continuity test. Ensure that the switch contacts are closed !circuit continuous) with the throttles closed and that the switch opens as the throttles just begin to move open. 24. Connect the multi-meter across the pins marked 3 and 18 on the switch and carry out a continuity test. Ensure that when the primary throttles are moved to 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 the fully open position the switch contacts close (circuit continuous). 25. Unscrew (openl the idle speed setting screw five complete turns from the fully closed position. Note On 1989 model year turbocharged cars this screw should remain fully closed. 26. The throttle body and linkage are now complete as a sub-assembly with all the basic settings carried out. 27. Fit the throttle body and linkage assembly to the induction manifold. Throttle linkage - To assemble and set (see fig. K2-21 All bearings and ball joints should be lubricated with Molytone 265 grease prior to assembly. When adjusting a ball joint, always screw the adjustable pad fully in and then gradually slacken it until there is free movement of the joint. without free play. 1. Set the accelerator pedal off-stop screw to an initial length of 30.38 mm 11.20 in). This dimension should be taken from the top of the boss on the lever to the top of the adjustment screw. Tighten the lock-nut. Right-hand drive cars 2. Fit the right-hand mounting bracket (item 11 for the accelerator cross-shaft. 3. Insert the cross-shaft !item 21 through the longeron. Fit the accelerator pedal lever !item 3) and insert the cross-shaft into the bush in the right-hand mounting bracket. 4. Mount the control operating lever (item 41 on the opposite end of the cross-shaft. but do not fit the pinch bolt. 5. Fit the left-hand mounting bracket (item 51 onto the cross-shaft. Screw the bracket to the underside of the body. 6. Tighten the accelerator pedal lever pinch bolt. 7. Fit the accelerator pedal to the lever. Check that the pedal fits centrally in the rubber boot. Tighten the pinch bolt. ensuring that the pedal lever assembly still rotates freely. 8. Adjust the cross-shaft end-float to between 0,13 mm and 0,38 mm (0.005 in and 0.015 in) bending the mounting brackets if necessary. Check that the cross-shaft rotates freely. 9. Fit the return spring (item 6) using the hooks. 10. Slide the control operating lever into its correct position. Fit the pinch bolt and tighten the nut. , Note Cars produced to an Australian or Japanese specification should have the operating lever positioned in the groove nearest to the longeron. All other cars should have the levers fitted in the other groove. Left-hand drive cars 2. Build a sub-assembly of the accelerator pedal lever !item 71. the pivot bolt and mounting brackets !item 8). Check that the lever moves freely between the brackets. 3. Fit the accelerator pedal lever assembly to the body and check that the lever moves freely. 4. Fit the accelerator pedal to the lever. Check that TSD 4737 K2-3 the pedal fits centrally in the rubber boot. Tighten the pinch bolt, ensuring that the pedal lever assembly still rotates freely. 5. Fit the accelerator cross-shaft (item 9) into the mounting brackets and fit the mounting brackets (items 10 and 11) to the body longerons. 6. Adjust the cross-shaft end-float to between 0,13 mm and 0,38 mm (0.005 in and 0.015 in) by bending the brackets. Check that the cross-shaft rotates freely. 7. Using the rod Ii tern 12) connect the pedal lever to the cross-shaft. Use the lowest hole. Lock the split pins and check that the rod moves freely. 8. Fit the cross-shaft return spring !item 13) using the hooks. 9. Fit the heatshield (item 14) to the cross-shaft mounting bracket. 10. On cars built to a Canadian and USA specification, fit the spring anchor (item 1 5) to the upper rear engine mounting and fit the additional return spring (item 16) between the anchor and the pedal lever as shown in inset B. All cars 11. Check that the brake pedal is correctly set lthe accelerator pedal is set relative to the brake pedal). Ensure that there is a minimum clearance of 99.44 mm (3.915 in) between the seal housing and the underside of the brake pedal. Note Full instructions for setting the brake pedal are given in Workshop Manual TSO 4 700, Chapter G-Hydraulic systems. 12. Check that the accelerator pedal lies between 5,08 mm and 7,62 mm 10.2 in and 0.3 in) below the brake pedal as shown in inset C. If not, reset of the off-stop screw. 13. Assemble the bellcrank (item 171 and trapeze isolator (item 18) levers. 14. Using the control rod (item 19) connect the bellcrank lever to the ball joint on the throttle body linkage. Set the length of the control rod to dimension A between the inner faces of the lock-nuts. 15. Fit the throttle body linkage return springs !items 20 and 211 using the hooks. · 16. Fit the isolator bracket (item 22) to the body longeron. 17. Using the control rod (item 23) set the length to dimension B between the inner faces of the lock-nuts. Connect the bellcrank lever to the fulcrum lever !item 24) on the trapeze isolator mechanism using the control rod. 18. Fit the jaw (item 25) situated at the lower end of the long rod (item 26) to the control operating lever. 19. Set the length of the long rod to a nominal dimension between the inner faces of the lock-nuts. as follows. long rod to the fulcrum lever and connect the ball joint. 21. Ensure that the entire throttle linkage operates smoothly. 22. Check that full throttle and kick-down are available. If not, adjust the ·length of the long rod. 23. Ensure that the throttles close fully when the accelerator pedal is released. 24. With the engine at normal operating temperature but not running, repeat Operations 21 to 23 inclusive. 25. Carry out the engine tuning procedure given in Chapter B. Dimension A A B B C C D D Model year 52,07 mm-53,34 mm (2.05 in-2.10 in) 1987/88 54,36 mm-56,90 mm (2.14 in-2.24 in) 1989 78,74 mm-81,28 mm (3.10 in-3.20 in) 1987/88 64,26 mm- 66,80 mm (2.53 in- 2.63 in) 1989 434,34 mm (17.10 inl 1987/88 485,14 mm (19.10 in) 1989 441,96 mm (17.40 in) 1987/88 492.76 mm (19.40 inl 1989 Right-hand drive cars to dimension C. Left-hand drive cars to dimension D. 20. Offer the upper end ball joint (item 271 on the 5188 K2-4 Chapter L Special torque tightening figures Contents Sections Silver Spirit Silver Spur Corniche/ Corniche II Bentley Mulsanne/ Turbo R Continental Eight Mulsanne S Contents and issue record sheet u L1 L1 L1 L1 L1 L1 1987/88/89 model years Special torque tightening figures L2 L2 L2 L2 l2 L2 L2 Rolls-Royce 5/88 TSD4737 Printed in England © Rolls-Royce Motor Cars Limited 1988 L 1-1 Section l2 Special torque tightening figures Introduction This section co11lains tile special torque ti\Jhlc111119 figures aprilicnhle 10 lhis Workshop M.imwl. For standard torque lightening figures refer to Chapter P, in Workshop Manual TSD 4 700. Chapter B Nm kgf m Air flow sensor plate setscrew 5 0,5 - 0,55 2 Thermal time switch 30 3 ,0 22 3 Primary system pressure regulator (large hexagon) 13 - 15 1.3 - 1,5 9,5 - 11 4 Oxygen sensor When fitting an oxygen sensor, always smear the threads with Never-seez assembly compound. Do not allow the assembly compound onto the slo1ted shield below the threaded portion 50- 59 5, 1 - 6, 1 37 -44 Ref. Component lbf ft 44-48 lbf. in. TS04737 5188 Printed in England © Rolls·Royce Motor Cars Limited Comnonents usoc1 durin9 mnnulucture of the vr.hiclr. lwvr. diHr.renl thread formations (Metric. UNF, UNC. etc.). Therefore. when filling nuts, bolts, and setscrews it is important to ensure that the correct type and size of thread formation is used. 1988 L2-1 ChapterC Nm kgfm lbf ft Fuel pressure damper to fuel pump When tightening the component ensure that the pump outlet is held firmly with a spanner, otherwise the flexible pump mounts may be strained 16 - 24 1.7 - 2,5 12- 18 Turbocharger assembly to exhaust manifold - stud 4 off 11 - 13 1,2 - 1.3 8 - 10 2 Wastegatt) assembly to exhaust manifold - stud 2 off 11 - 13 1,2 - 1,3 8-10 3 Turbocharger assembly to exhaust manifold - nut 4 off 17,7-20 1,8 - 2,0 13 - 15 4 Wastegate assembly to exhaust manifold - nut 2 off 17,7 - 20 1,8 - 2,0 13 - 15 Ref. Component Chapter D 5/88 L2-2 Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections Page No. 1 2 3 4 5 5/88 5/88 5/88 5/88 5/88 6 - -- - - - - -- - - -- - - - - - - - - - - -- -- - - - - - - - - - 7 8 9 10 11 - - - - - - -- - -- - - - - - -- - - - -- - -- - - -- - - - - - - 12 13 14 15 16 - - - - - - - -- - -- - - - - - -- - -- - - -- - -- - - - - - - - 17 18 19 20 21 - - - - - - - - - -- - - - -- - - - - - -- - - -- - - - - - - - - - - 22 23 24 25 26 - - - - -- - - -- - - - - -- - - - - -- - -- - - - - -- - - - - - - 27 28 29 30 31 - - - - - - -- - - - - -- - - - - - -- - - - -- - -- - - - - - - - 32 33 34 36 35 _ _ _ _ _ _ ___:__ _ _ _ _ _ __ _ _ _ __ _ _ _ _ _ __ _ _ _ __ __ _ 37 38 39 40 41 - - - - - -- - - - -- - - - - - - -- - - - - -- - -- - - - - - - - - 42 43 44 45 46 - -- - - - - -- - - - - - - - - - - - - - -- - - - - -- - - - -- -47 48 49 50 51 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 52 53 54 TSO 4737 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 L 1-3 I ~ Chapter F Nm kgfm lbf ft Spherical clamp- nut 20 2,0 15 Air pump clutched pulley -nut 34 3,5 25 Ref. Component ;5J(j(y ~0 Al7S3 2 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSD 4737 L2-3 Chapter M Workshop tools Contents Sections Rolls-Royce Bentley Silver Spur Contents and issue record sheet M1 M1 M1 M1 M1 M1 M1 1987/88/89 model years Workshop tools M2 M2 M2 M2 M2 M2 M2 10/91 Printed in England © Rolls-Royce Motor Cars Limited 1991 Corniche/ Corniche II Eight Mulsanne/ Turbo R Continental Mulsanne S Silver Spirit TSO 473'7 M1-1 Issue record sheet The dates quoted below refer to the issue dates of individual pages within this chapter. Section$ Page No. 1 2 3 M1 M2 10/91 10/91 10/91 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 4 s______________________________________ _ 6 7 8 9 10_ __ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ 11 12 13 14 15~---- -- - - -- - - - - - - -- - - - - - - - - - - - - - - - - - - 16 17 18 19 20~-- - - - - - - - - - - - - - - - - - - - - - - -- -- - - - --~- ---~ 21 22 23 24 10/91 Printed in England © Rolls-Royce Motor Cars Limited 1991 TSD 4737 M1-3 Section M2 Workshop tools RH 8090 f-'liers RH 8725 Flowmeter RH 9607 Adapter (for use with pressure tester} RH 9608 Mixture adjusting tool RH 9609 G~1ide ring RH 9612 RH 12210 K- Motronic ECU interrogator (for use on turbocharged cars without the on - board fault diagnosis capability) RH 12211 Atlas Copco belt tension meter RH 12495 Mityvac vacuum/pressure pump and gauge assembly Pressure tester (6 bar gauge used on K- Jetro1,icl RH 13014 • 'Closcci loop' systnm tester (Only use with RH 13015} RH 9873 Pressure tester (10 bar gauge used on K-Jetronic, KE2-Jetronic, and K-Motronic) RH 13015 *Connection lead (Only use with RH 130141 SPM1390/1 'Firtree' type nipple and nut RH 9613 Fuel delivery quantity comparison tester RH 9614 Injector test equipment RH9615 * 'Closed loop' system tester (Only use with RH 9979) RH 9645 Hose and adapter (for use with pressure tester) RH 9876 CO sample tapping adapter (for use on naturally aspirated cars fitted with catalytic converters) RH 9881 Adapter (fuel distributor) RH 9893 Adapter (electrical connection to EHA) RH 9928 Removal/Fitting tool (fuel tank sender unit and in -tank filter) RH 9960 Accessory kit (comprising fuel distributor adapters and AFS plate operating screw) RH 9979 *Connection lead (Only use with RH 96151 RH 12207 Setting tool (engine speed sensor air gap) 10/91 Printed in England © Rolls-Royce Motor Cars Limited 1991 • Alternatives in sets (Use on cars with a K-Jetronic fuel injection system and a catalytic converter(s) fitted in the exhaust system) TSO 4737 M2-1 Chapter N Running changes Contents Sections Bentley Rolls·Royce Silver Spirit Silver Spur Corniche/ Corniche II Eight Contents and issue record sheet N1 Nl N1 N1 Nl N1 N1 No. 1 The fitting of two air pressure transducers N2 N2 N2 N2 N2 N2 N2 No. 2 1988 Model year changes (Swiss or Austrian specification) N3 N3 N3 N3 N3 N3 N3 1,ss Printed in England © Rolls·Royce Motor Cars Limited 1989 Continental \ No. 3 K-Motronic ECU interrogator RH 12210 No. 4AtlasCopco belt tension meter RH12211 Mulsanne/ Turbo R Mulsanne S N4 NS N5 NS NS N5 NS N5 TSO 4737 N1-1 Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections I N1 Page No. 1 1/89 2 3 1/89 4 5 6 7 8 9 10 11 I N2 I 5/88 I I N3 1/89 I N4 I 1/89 1/89 N5 1/89 1/89 ---------------- - ---- ------------- - - - - - - - -- - - - - - - - - - - -- - - - - - - -- - - - - -- - - 12 13 14 15 16 - - -- - - -- - - - - - - - - - -- - - - - - -- - - - - - - - - -- 17 18 19 20 21 - -- - - - - -- - -- - -- - - - - - - - - - - - - - - - - - - - - - 22 23 24 25 26 - - - - - - - - -- - - - - - - - - - - -- - - - - - - - - - - - - - - 27 28 29 30 31 - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - -- - -- ~ 32 33 34 35 36 - - - - - - -- - - - - - - - - - - - - -- - - - - - - - -- - - - - ~ 37 38 39 40 41 - -- - - - - - - - - - - - - - - - -- - - - - - - - - -- ------ 42 43 44 45 46 - - -- - - - - - - - -- - - - - - - - - -- - - -- - - - - - - - -~ 47 48 49 50 51 - -- - - - - - - - - - - - -- - - - - -- - ------------~ 52 53 54 1/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 TSD 4737 N1-3 Section N2 Running changes No 1 The fitting of two air pressure transducers During production of the 1987 model year Bentley Turbo R. a change was introduced to the method of signalling induction manifold pressure lo both the fuel injection system ECU and the boost control system ECU. Originally, the signalling operation was carried out by one air pressure transducer (APT). The unit received a voltage feed from the fuel injection system ECU. Then. dependent upon induction manifold pressure (either positive or negative pressure). it electrically signalled the information primarily to the fuel injection system ECU and also to the boost control system ECU. A modified crankcase was introduced during production of 1987 model year cars. that resulted in a change of frequency pick-up by the knock sensors, during detonation. This demanded a finer tuned system and therefore, a second identical APT was fitted adjacent to the existing unit (see fig. N2-1 ). The fuel injection system and the boost control system now have their own APT which works independently of the other. Each APT receives its voltage feed from its own ECU and dependent upon induction manifold pressure. electrically signals the information back to its respective ECU. Fig. N2-1 Air pressure transducers 5/88 Printed in England © Rolls-Royce Motor Cars Limited 1988 TSD4737 N2-1 Section N3 Running changes No 2 1988 Model year changes The information contained within this running change up-dates the manual for 1988 model year cars. The main changes to the various build specifications affect cars produced to a Swiss or Austrian specification. For the 1 988 model year these cars are fitted with a catalytic converter and a power train very similar to that fitted to cars produced to a North American specification. The only differences are that the Swiss and Austrian cars do not have an oxygen sensor warning lamp on the facia. They do however. have a new type of exhaust gas sample tapping (see fig. N3-1) fitted in front of the catalytic converter. The other change that affects all 1 988 model year cars is that the model year identification letter in the vehicle identification number (VIN) has changed. The tenth digit in the VIN of 1988 model year cars is the letter J (e.g. *SCAZS02A6JCX21057 * J. Fig. N3-1 1 2 3 4 5 Exhaust gas sample take-off Outside edge of vehicle Tube end cap Exhaust adapter Exhaust gas flow into catalytic converter Heat resistant flexible tube 1/89 Printed in England © Rolls-Royce Motor Cars Limited 1989 TSD 4737 N3-1 Section N4 Running changes No 3 K-Motronic ECU interrogator RH 12210 1989 model year Bentley Turbo R motor cars are equipped with a Bosch K-Motronic engine management system. The K-Motronic electronic control unit (ECU) provides a self diagnostic fault finding facility for the eng ine management system. On cars fitted with full emission control systems including catalytic converters. this fault finding facility is interpreted as a blink code via the facia mounted CHECK ENGINE warning panel. Refer to Chapter B, Section 84 for full details. On all other 1989 model year turbocharged cars, the K-Motronic ECU incorporates the self diagnostic capabilitr but there is no 'on-board' facility for displaying the information. To carry out a fault finding check on these cars use test box RH 12210. This test box will interrogate the K-Motronic ECU and exhibit its findings as blink codes on the test box indicator lamo. The procedure for using the interrogator is as follows. l. Ensure that the usual workshop safety precautions are carried out. 2. Open the cover to reveal the main fuseboard. 3. Closely inspect the area below and behind the fuseboard (see fig. N4-1 ). Locate the two cables, one green/yellow. the other black, taped back into the loom. These two cables should be freed and positioned as shown in the illustration. Note If the ECU has not previously been interrogated by this method it may be necessay to improve access to the loom. Disconnect the battery. Refer to TSO 4848 c1nd release the fuseboard assembly from ils mounting. Carefully move the fuseboard assembly into the car to provide the improved access. . Jf the ECU has been subjected to interrogation by this method previously, the green/yellow and the black cables will be readily accessible and Operations 4 to 7 inclusive omitted. 4. Ensure that the two cables are insulated. 5. Connect the battery. 6. Carry out a thorough road test on the car. 7. Upon return, carry out the usual workshop safety precautions. Ensure that the ignition is switched off and withdraw fuse 85 from fuse panel F1 on the main fuseboard. 8. Connect the test box RH 12210 to the car as shown in figure N4-1. 9. Insert fuse 85 and note that the indicator lamp on the test box is illuminated. 10. Turn the ignition key to the RUN position. 11. Depress the button on the test box for a minimum of four seconds. 12. Release the button and monitor the blink code displayed on the test box indicator lamp. 1/89 Pri11ted i11 England © Rolls-Royce Motor Cars Limited 1989 EID LWJ GJOO~[PEIU!J.J:1.!J I Fig. N4-1 Bosch K-Motronic interrogator in position The initial period will be 2.5 seconds lamp on and 2.5 seconds lamp off. Afterwards, the fault code will be revealed (see fig. N4-2). The fault code 4.4.3.1. is shown in the illustration. 13. Once a blink code has been initiated, it will keep repeating the information (with further initiation periods identifying blink code commencement). until the button on the test box is depressed for another four seconds period. This procedure must be repeated until all stored blink codes have been extracted from the K-Motronic ECU. 14. lf there are no more fault codes stored, the condition is identified by the unique code 1.1.1.1. The test box indicator lamp on/off periods for this code are of 2.5 seconds duration. 15. To reset the ECU following fault extraction and/or rectification, isolate the vehicle battery for more than four seconds. Use the master switch located in the luggage compartment. whenever possible. 16. If there are no faults stored in the ECU, the blink TS04737 N4-1 LAMP ON 4. - - - - LAMP OFF ~ ...._ 4. - - - - .__ ~ ...._ L-- 3. 1. - - - '-- L-- - ....___ Example blink code 4.4.3.1 . System method of recognition Limp home facility Engine reference sensor and/ or its connection to the ECU defective Synchronization lost Dependent upon ECU data update prior to the engine reference sensor failure 2.3.1.2. Coolant temperature sensor output outside operating range Coolant temperature less than -46°C (-50.8°F) or more than 186°C (366.8°F) K-Motronic ECU provides EHA with mA compensation equivalent to ao•c I176°Fl coot ant temperature for all operational modes other than starting which is set to 20°C(68°F) 2.2.3.2. Incorrect air flow signal Volumetric air flow rate outside pressure upper and lower limits Ignition and fuelling switched to full load map 2. l.2.1 . Idle switch fault. Idle control maps not recognised Idle switch closed. Air sensor plate voltage ratio greater than 0.56 for more than 0.3 seconds Ignition and fuelling switched to part load map 2.1.2.3. Full load switch fault. Full load control maps not recognised Ignition and fuelling switched to part load map 2.1.l.3. Engine speed sensor and/or connection to the ECU defective. Air sensor plate mechanism or fuel distributor plunger stuck Full load switch closed but ECU recognises part load engine operation for more then 0.3 seconds Ignition switched on, volumetric air flow rate more than 9m 3thr but no engine speed signal 4.4.3.1 . Idle speed actuator connecting plug open or short circuit End stage within K-Motronic ECU Limp home engine id Ie speed of 900 rev/min. Normal engine operation except idle mode 1.1.1.1. No more faults stored in ECU memory Blink lamp on/off periods for this code are of 2.5 seconds duration Blink code Fault description No faults stored 4.4.4.4. 4.3.1.2. None Fig. N4-2 Bosch K-Motronic ECU fault codes code 4.4.4.4. will register on the test box indicator lamp. 17. Upon completion of the tests. switch off the ignition, withdraw fuse B5 from fuse panel F1 on the main fuseboard, and remove the test box connections. 18. Connect the cable to the fuseboard illumination lamp. 19. Insulate the green/yellow and the black cables. Tape them back to the loom behind the fuseboard, ensuring that they are safe but accessible for future use. The importance of correctly insulating and stowing these two cables cannot be over emphasized. The cable connectors must not be allowed to contact other components. 20. Insert fuse B5. 1/89 N4-2 Section N5 Running Changes No 4 Atlas Copco belt tension meter RH 12211 When checking the tension of the air pump driving belt. use the Atlas Copco tension meter RH 12211. The tension meter consists of two main components. the clamping unit, incorporating a hydraulic cylinder and a trigger operated read-out unit (see fig. N 5-1 ). The tension meter shou Id be fitted close to the midpoint of the drive belt span, as shown in figure N5-2. The procedure for using the tension meter is as follows. 1. Ensure that the usual workshop safety precautions are carried out. 2. Ensure that the engine is cold. A warm engine will return a higher belt tension reading. 3. Inspect the drive belt for either cracks or glazing. Renew the belt if necessary. 4. Examine the back of the drive belt around the midpoint of the span. If any irregularities are found where the clamping unit is to be fitted, rotate the engine until the area of the belt is acceptable. 5. Belt tension readings should always be taken over one belt only. Therefore. the belt blocker should be fitted prior to using the gauge for the first time and thereafter remain in position in the clamping unit (see fig. N5-1 ). 6. Open the jaws of the clamping unit by applying pressure at the two points indicated by the arrows in figure N5-1. 7. Position the clamping unit with the jaws open, onto the mid-point of the belt span as shown in figure N5-2. Release the clamping unit. 8. Initially, adjust the small Allen screw situated on the top of the clamping unit until the clamping unit wi II only just slide along the belt. This operation need only be carried out if the clamping unit is a poor fit on the belt. 9. Squ_eeze the trigger of the read-out unit. The reading displayed on the gauge when the red lamp illuminates is the belt tension. Repeat this procedure until the clamping unit has settled on the belt and the readings become consistent. Note this figure. 10. Remove the clamping unit from the belt. 11. Rotate the engine. 12. Repeat Operations 6 to 9 inclusive. The average of the two noted readings is the drive belt tension. If the two readings vary by more than 45 N (10 lbf), take a tt·,ird reading by again removing the clamping unit, rotating the engine, and repeating Operations 6 to 9 inclusive. Discard the exceptional value and then average the two remaining readings. 13. Do not adjust the drive belt unless the tension has fallen below the minimum acceptable tension of 200 N (40 lbf). 14. If necessary, adjust the belt tension as described in Chapter F, of this Workshop Manual. The air pump 1/89 Printed in England © Rolls-Royce Motor Cars Limited 1999 Fig. N5-1 Clamping unit A Belt blocker Fig. N5-2 Belt tension meter in position drive belt should be tensioned to a figure of between 250 N and 300 N (5.5 lbf and 65 lbf). 15. When adjusting the tension of the drive belt, the following points should be noted. a) the belt should be cold. bl rotate the engine and check the belt tension several times until a consistent reading is obtained. c) the pivot fixings should not be loosened by more than is necessary to allow the belt to be tensioned. TSD4737 N5-1 di the belt tensioning figures quoted io Operation 14, apply equally to replacement or existing drive belts. e) if a new belt has been fitted and tensior.led, the belt tension must be checked after·the erigine has run for 15 minutes. 1/89 N5-2