2002 Range Rover L322 Service Repair Manual Description
The Td6 diesel engine is a 3.0 litre, 6 cylinder, in-line direct injection unit, with 4 valves per cylinder, operated by two overhead camshafts. The engine emissions comply with ECD3 (European Commission Directive) legislative requirements and employs a catalytic converter, electronic engine management control, positive crankcase ventilation and exhaust gas recirculation to limit the emission of pollutants. The unit is water cooled and turbocharged.
The fuel injection system features common rail technology. The cylinder block is of cast iron construction with a cast aluminium stiffening plate bolted to the bottom of the block to improve lower structure rigidity. The cylinder head is cast aluminium with a moulded plastic camshaft cover. The single-piece oil sump is also cast aluminium. The exhaust manifold is mounted on the right side of the engine and a moulded plastic acoustic cover is fitted over the upper engine to reduce engine generated noise.
To reduce the level of transmitted engine vibration to the vehicle body, the engine is mounted on two hydraulically damped mountings, fitted betwen the engine support brackets and engine sub-frame. These are controlled by the Engine Control Module (ECM).
2002 Range Rover L322 Technical Features
The technical features include:
- In-line 6–cylinder engine with a cast iron crankcase
- Plastic cylinder head cover
- Light alloy cylinder head
- 4-valve technology with centrally arranged fuel injector
- Valves and springs identical to the Td4
- Plastic manifold based on two-shell weld technology
- Exhaust turbocharger, with Variable Nozzle Turbine (VNT)
- Compression ratio 18:1
- Common rail fuel injection system
- High pressure fuel pump
- Cooling duct pistons with central crown bowl
- Electronically controlled Exhaust Gas Recirculation (EGR)
- Exhaust re-treatment by means of a diesel specific oxidation catalytic converter and primary catalytic converter
- Switchable hydraulic engine mounts
- 7-blade cooling fan with viscous clutch drive
- Engine cut out begins at 4000 rpm. The cutout limit is reached at approx. 4800 rpm.
2002 Range Rover L322 Engine Data
The technical data is detailed below.
|Displacement (eff.)||2926 ccm|
|Compression ratio||18 : 1|
|Firing order||1, 5, 3, 6, 2, 4|
|Engine weight||210 kg|
|Power to weight ratio||1.56 kg/kW|
|Total oil capacity (including
Cylinder Block Components
The cylinder block components are described below:
The cylinders and crankcase are contained in the cylinder block, which is of single grey cast iron construction with hollow beam structure. The cylinders are direct bored. Oil is supplied via lubrication jets for piston and gudgeon pin lubrication and cooling.
Lubrication oil is distributed throughout the block via the main oil gallery to critical moving parts through channels bored in the block which divert oil to the main bearings, and to the big-end bearings via holes machined into the crankshaft.
A tapping at the front RH side of the cylinder block connects a pipe to the turbocharger by means of a banjo connection. Oil under pressure from the oil pump provides lubrication for the turbocharger bearings. Cylinder cooling is achieved by coolant circulating through chambers in the engine block casting.
NOTE: The water jacket does not have core plugs.
Two hollow metal dowels are used to locate the cylinder block to the cylinder head, one on each side at the front of the unit. Two additional hollow metal dowels are used to locate the timing cover to the cylinder block. A port is included at the rear right hand side of the cylinder block which connects to the turbocharger oil drain pipe to return lubrication oil to the sump.
A plug sealing the lubrication cross-drilling gallery is located at the front right hand side of the cylinder block. Plugs for the main lubrication gallery are included at the front and rear of the cylinder block.
The connecting rods are machined, H-sectioned steel forgings. The big-end bearing shells are plain split halves. The upper half of the bearing shell is treated using the sputtering process (cathodic surface coating process) to improve its resistance to wear.
The small-end of the connecting rod has a bushed solid eye which is free to move on the gudgeon pin. The small-end bush is a hand-push transition fit.
The six pistons are gravity die cast with graphite-compound coated aluminium alloy skirts. Although the piston is similar to that fitted to the Td4 engine the lobe in the piston crown bowl is higher. The combustion chamber is designed on a swirl chamber principle. The swirl chamber partly contains the inlet air during the combustion process and helps provide turbulence for efficient air/fuel mixture to promote complete combustion. This reduces fuel consumption, exhaust emission and smoke produced at full load. The four recesses in the piston's crown also provide clearance for the valve heads.
The pistons are attached to the small-end of the connecting rods by fully floating gudgeon pins which are retained in the piston by circlips. The pistons incorporate an oil cooling channel for piston and gudgeon pin cooling, oil being supplied under pressure from the piston lubrication jets.
Each piston is fitted with two compression rings and an oil control ring. The top compression ring is located in a steel insert ring carrier which helps to provide a minimal reaction to compression forces. The top ring is a 10° chromium-plated keystone ring. The 2nd compression ring is a tapered compression ring and the lower ring is a chromium-plated spring loaded bevelled ring.
Piston Lubrication Jets
The six lubrication jets (one for each cylinder) have a long hook-type nozzle and are fitted at the bottom right hand side of each cylinder. The jets provide lubrication to the cylinder walls, and to the piston underskirt for cooling the pistons and lubricating the gudgeon pins and small-end bearings. The input port to each lubrication jet mates with a port provided in each mounting position, tapped at the underside of the cylinder block from a main gallery on the RH side of the block.
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