Freelander 1 L series Diesel stuck in cold start mode

GrumpyGel said:

I'm also surprised and have been trying to find info, without much luck.

@Hippo , should the Hawkeye show descriptions for the codes?

Click to expand...

Yes it does show descriptions for codes. There's also a code look up section anorl. On rare occasions it does show a code with no description. Search the web for the code and you'll find the description.

Hi, I found the brief description on the Hawkeye.

Code 132 seems to be the issue. Charge Pressure Sensor error.

Is this the Bosch sensor connected to the Turbo?

Also can anyone tell me where the pipes connect to the bulk head sensor. This is the one with the fuel filter in line.

The charge sensor is the MAP sensor. It's on the bulkhead iirc. However it's a long time since I looked under the bonnet of an L series.

Stuart Jackson said:

Hi, I found the brief description on the Hawkeye.

Code 132 seems to be the issue. Charge Pressure Sensor error.

Is this the Bosch sensor connected to the Turbo?

Also can anyone tell me where the pipes connect to the bulk head sensor. This is the one with the fuel filter in line.

Click to expand...

The MAP sensor connects to the turbo compressor housing. There are two take offs on the housing, 1 for the waste gate actuator and the other for the map sensor.
The (your description) "bulk head sensor. This is the one with the fuel filter in line." is actually the EGR modulator valve and nothing at all to do with the map sensor. the 'fuel filter' is an air inlet filter for the vac modulator and is open at one end (no pipe connected - this is normal!).
The 'pipes' from the egr modulator are connected from the alternator mounted vac pump hose (prior to the one way valve) - the large hose feeds the brake servo. The small hose for the egr modulator is as said taken from prior to the one way valve in the brake servo vac hose.
From the EGR modulator the vac hose connects to the EGR valve assembly. The position of the egr valve is controlled via a PWM signal sent to the EGR vac modulator on the bulkhead from the ecu.
The map sensor also has an electrical connector to / from the ecu

to quote from 'Rave'

Manifold absolute pressure, when used in
conjunction with the signal from the IAT sensor and
the CKP sensor, allows the ECM to accurately
calculate the volume of oxygen in the air and adjust
the quantity of fuel being injected to achieve
optimum fuelling of the engine.
If the MAP sensor fails, the malfunction indicator
lamp on the instrument panel is illuminated. The
ECM uses a substitute value of 45.5 kPa (6.6 lbf/in 2 )
which limits the fuel quantity to 21 mg/stroke
resulting in a reduction in engine performance.

You need to identify the other codes you are seeing - I suspect one is the TPS. As you have (AFAIK) replaced it - then it would indicate a wiring fault. You should have a copy of RAVE and also the information to decode the info given by the hawkeye. You also need to use the hawkeye to see live data as well. an 'error code' is only the very beginning of diagnosis of an issue / issues. The next step after decoding the error codes is to study the data in RAVE, the Electrical Diagrams and also make full use of the live data capture of the diagnostic unit.

If you look back at post 13 in this thread by @GrumpyGel he has even given you the corresponding tps points to check on the ECU.
They are all in RAVE though - AND the hawkeye will give you live data for TPS actuation and testing.

A 'map' sensor error code doesn't necessarily mean there is a fault with the unit, it may simply be a lack of validity between expected and received value.

With these threads as they get longer in time, its difficult without reading all the thread to know exactly what the current problems are.

I believe though that your car is idling high. That won't be the MAP. Given the Rave description, a MAP failure will only limit the amount of fuel that it will allow to be injected - not raise it. So its not going to raise the idle - just keep it in 'limp mode' so you can't get much power out of the engine.

The MAP may just need cleaning - but I doubt it. Could be the wiring to it.

As said - have a look at the live data on the Hawkeye for MAP and TPS readings.

Do you have the Rave manual?

Thanks for the info. Lots to look into but having the Hawkeye gives me a much better view. I will check the live data on the TPS today. I found out how to do this and will compare the values to the given data. I don't have the RAVE manual. Is it possible to download it?

The Hawkeye gave out two other errors. Wiper park position error and brake light switch error which will be done today. From previous posts could the brake error be affecting things. I don't understand why there is an error because the brake lights are working perfectly.

Cheers

Stuart Jackson said:

Thanks for the info. Lots to look into but having the Hawkeye gives me a much better view. I will check the live data on the TPS today. I found out how to do this and will compare the values to the given data. I don't have the RAVE manual. Is it possible to download it?

The Hawkeye gave out two other errors. Wiper park position error and brake light switch error which will be done today. From previous posts could the brake error be affecting things. I don't understand why there is an error because the brake lights are working perfectly.

Cheers

Click to expand...

There are two sets of contacts in the brake light switch. One set of contacts is a Normally Open (NO) set, these are for the brake lights. The other set is a Normally Closed (NC) contact. These are used in conjunction with the NO contacts for various systems as a double chack that all is working. The ABS and engine ECU use the NC set of contacts, in addition to the NO contacts.

This is a link for the Rave workshop manual for the L Series...

http://www.mydocz.com/Landie/rave97.iso

Its an ISO file which is basically a CD image. It needs to be opened with something that will show it as a virtual drive letter ( eg E: ), I use "Virtual CloneDrive". You then run the rave.exe program which is a front end menu to a set of PDF documents. The ISO contains its own version of the Acrobat PDF Viewer. It can only be run on Windows operating systems.

A few of the problems I found when looking at this were talking about problems in "the loom" which was causing spurious throttle and brake switch feeds. As you have had 2 TPSs giving problems though - it might indicate a problem with the loom, however, the brake switch is a known part that does fail quite regularly, so I wouldn't go into this yet thinking there is a problem with the loom.

GrumpyGel said:

This is a link for the Rave workshop manual for the L Series...

http://www.mydocz.com/Landie/rave97.iso

Its an ISO file which is basically a CD image. It needs to be opened with something that will show it as a virtual drive letter ( eg E: ), I use "Virtual CloneDrive". You then run the rave.exe program which is a front end menu to a set of PDF documents. The ISO contains its own version of the Acrobat PDF Viewer. It can only be run on Windows operating systems.

A few of the problems I found when looking at this were talking about problems in "the loom" which was causing spurious throttle and brake switch feeds. As you have had 2 TPSs giving problems though - it might indicate a problem with the loom, however, the brake switch is a known part that does fail quite regularly, so I wouldn't go into this yet thinking there is a problem with the loom.

Click to expand...

Hi,

to quote -
-------------------------------------------------------------------
"The brake pedal switch is mounted on the pedal
box. The switch informs the ECM when the vehicle
is braking and allows it to implement active surge
damping and over-run fuel cut-off.
The ECM has one brake input which is monitored for
plausibility with the TP sensor. If the brake pedal
switch fails, there will be no effect on the engine
management system."
----------------------------------------------------------------------

There is some slight confusion in the LR description. The brake / tp plausibility would work in a way that expected the tp idle switch to be sensed when the brake pedal was pressed - due to the normal action of braking being firstly a release of the throttle.
However, for the issue to be related to the problems experienced by this user, it would mean that (in a working vehicle) if you braked with the left foot and pressed the accelerator with the right the engine would not attempt an increase in load - it does. The 'plausibility' here would be the plausibility of the brake switch itself - and as said in RAVE - does not effect the ems / edc.



Joe