Pdm301320en 0419 V1 - 2

INGENIUM I3 1.
5L PETROL ENGINE INTRODUCTION
PDM301320 0419
PERSONAL STUDY MODULE

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Copyright ©2019
INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION Version: 1.2 iii

PREFACE
Please remember that our training literature has been prepared for TRAINING PURPOSES
only. Repairs and adjustments MUST always be carried out according to the instructions and
specifications in the workshop literature. Please make full use of the training offered by
Technical Training to gain extensive knowledge of both theory and practice.
iv Version: 1.2 INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION

CONTENTS
AIMS AND OBJECTIVES

AIMS AND OBJECTIVES...................................................................................1-1
INTRODUCTION
OVERVIEW.........................................................................................................2-1
TECHNICAL SPECIFICATIONS.........................................................................2-4
MECHANICAL
OVERVIEW.........................................................................................................3-1
VALVETRAIN......................................................................................................3-3
ACCESSORY DRIVE BELT...............................................................................3-8
LUBRICATION SYSTEM..................................................................................3-10
VARIABLE FLOW OIL PUMP WITH INTEGRAL VACUUM PUMP..................3-12
COOLING SYSTEM..........................................................................................3-17
FUEL AND IGNITION SYSTEMS
OVERVIEW.........................................................................................................4-1
LOW PRESSURE FUEL SYSTEM.....................................................................4-2
HIGH PRESSURE FUEL SYSTEM....................................................................4-7
IGNITION SYSTEM..........................................................................................4-16
INDUCTION AND EXHAUST SYSTEMS
OVERVIEW.........................................................................................................5-1
INTAKE AIR DISTRIBUTION AND FILTERING.................................................5-2
ELECTRIC THROTTLE......................................................................................5-5
CHARGE AIR COOLING....................................................................................5-6
TURBOCHARGER AND INTEGRATED EXHAUST MANIFOLD.......................5-7
GASOLINE PARTICULATE FILTER (GPF)......................................................5-11
ENGINE MANAGEMENT SYSTEMS
OVERVIEW.........................................................................................................6-1
ENGINE SENSORS AND ACTUATORS..........................................................6-13
EIGHT SPEED TRANSMISSION
EIGHT SPEED TRANSMISSION.......................................................................7-1
SERVICING AND SPECIAL TOOLS
ENGINE SERVICE SCHEDULE.........................................................................8-1
SPECIAL TOOLS................................................................................................8-2
QUESTIONS
TEST YOUR KNOWLEDGE...............................................................................9-1
INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION Version: 1.2 v

vi Version: 1.2 INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION
INGENIUM I3 1.5L PETROL ENGINE
INTRODUCTION
AIMS AND OBJECTIVES

AIMS AND OBJECTIVES
AIMS AND OBJECTIVES
AIM
The objective of this personal study module is to introduce the new Ingenium I3 1.5L Petrol engine
and identify the configuration and operation of the engine management technologies used.
OBJECTIVES
• Identify the performance, economy and emissions specifications for the Ingenium I3 1.5L Petrol
engine and the similarities and differences between the I3 and I4 petrol engines.
• Recognise the mechanical configuration and technical innovations used on the new Ingenium I3
1.5L Petrol engine.
• Identify the configuration of the Variable Camshaft Timing (VCT) system.
• Identify the cooling and lubrication technologies and strategies used.
• Identify the configuration of the fuel supply system and the changes made to satisfy emissions
requirements.
• Identify the location and operation of ignition system components.
• Identify the configuration of the induction and exhaust system and the operation of the technologies
used.
• Identify the operation of the Gasoline Particulate Filter (GPF) and the procedure required to rectify
system warning messages.
• Identify the engine management system sensor location, recognise plausible signals and the effect
of sensor failure.
• Identify the Engine Management System (EMS) actuator locations, operation and the effect of
component failure.
• Identify the configuration and operation of the new 8 speed transmission.
• Identify the service procedures associated with the new Ingenium I3 engine.
INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION Version: 1.2 1-1

1-2 Version: 1.2 INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION
INTRODUCTION
INTRODUCTION
INTRODUCTION
OVERVIEW
The Ingenium I3 1.5L Petrol engine is the latest addition to Jaguar Land Rover's (JLR) already
impressive range of powertrain options.
The Ingenium I3 1.5L, is an all-aluminium, 1.5 litre (1497 cm₃), in-line three-cylinder enigne with a
single scroll turbocharger. The engine also features twin overhead camshafts, 12-valves and direct
fuel injection. The engine will feature in Jaguar and Land Rover models and will be available in
longitudinal or transverse applications with automatic transmissions. The engine is designed to operate
with Mild Hybrid Electric Vehicles (MHEV) and Plug in Hybrid Electric Vehicles (PHEV) vehicles.
NOTE: Engine availability and configuration is market dependent.
In this PSM we will be concentrating on the MHEV variant fitted to 20MY Range Rover Evoque.

INTRODUCTION
CHERRY JAGUAR LANDROVER (CJLR) ENGINE MANUFACTURING CENTRE CHANGSHU -
CHINA
The Ingenium I3 1.5L Petrol engine is the fourth engine in the Ingenium family and shares the same
architecture and overall construction of the Ingenium I4 2.0L Petrol engine. The engine will be
manufactured as a joint project with Cherry Jaguar Land Rover (CJLR) at the Changshu plant in
2
China. At more than 50,000m , the new world-class facility mirrors its sister plant in the UK and
includes both machining and assembly halls.
Ingenium I3 1.5L Petrol engine is available in two power outputs:
• 120 kW (160PS) (mid power)
• 146.9 kW (200PS) (high power)

INTRODUCTION
KEY FEATURES
• Variable coolant pump. A solenoid controlled coolant pump that can be shut off for reduced warm
up times and reduced flow at low load high RPM.
• Electric thermostat. The thermostat can independently control the coolant flow to the cylinder head
and cylinder block to improve warm up times.
• Variable flow oil pump. Solenoid controlled oil pump that can alter engine oil pressure depending
on load or engine speed.
• Bosch direct fuel injection delivering up to (250bar) of fuel pressure.
• Integrated exhaust manifold and single-scroll turbocharger.
• Intake and Exhaust Variable Camshaft Timing (VCT).
• Water Charge Air Cooler (WCAC).
• Single balance shaft.

INTRODUCTION
TECHNICAL SPECIFICATIONS
Item Description Item Description
1 Torque (Nm) 2 Power (kW)
A Torque (Nm) B Engine Speed (RPM)
C Power (kW)

INTRODUCTION
TECHNICAL SPECIFICATIONS
Title Specification-Mid Specification-High
Configuration 3 cylinder 3 cylinder

In-line In-line
Capacity 1497 cm₃ 1497 cm₃
Bore 83.0 mm 83.0 mm
Stroke 92.29 mm 92.29 mm
Valves per cylinder 4, Double Overhead Camshaft 4, Double Overhead Camshaft (DOHC)
Valvetrain technologies (DOHC) Exhaust and Intake Variable Camshaft
Exhaust and Intake Variable Camshaft Timing (VCT)
Timing (VCT)
Compression ratio 10.5:1 10.5:1
Maximum power output 120 kW (160PS) @ 5000rpm 146.9 kW (200PS) @ 5500rpm
Maximum torque 260Nm @ 2000-4500rpm 280Nm @ 2000-4500rpm
Turbocharger Single-Scroll Single-Scroll
Exhaust After Treatment 3-way catalytic convertor 3-way catalytic convertor
Emissions standard EU6d / China 6b / SULEV30 EU6d / China 6b / SULEV30
CO2 emissions 172 g/km (All-Wheel Drive) 172 g/km (All-Wheel Drive)

INTRODUCTION
MECHANICAL
MECHANICAL
OVERVIEW
1 Cylinder head 2 Cylinder block
3 Windage tray 4 Oil pan
The Ingenium I3 1.5L Petrol engine utilises a lightweight, all-aluminium design with number one piston
at the front of the engine. Using the same bore and stroke and cylinder bore spacing dimensions as
the four cylinder variant and sharing 62% common parts with other Ingenium engines, allows for
machining on the same production lines. This gives flexibility in production numbers of either variant.
The three and four cylinder engines have similar block castings with different cooling passageways
and main bearing sizes.

MECHANICAL
The crankshaft is forged carbon steel and has class leading vibration levels due to a five counterweight
design in order to balance bearing loads. In addition to the counterweight design the engine utilises
a single balance shaft to oppose the vibrations created by the reciprocating motion of the engine
components. Parasitic loss reduction measures include roller bearings on camshafts and balancer
shaft. The cylinder bores are also offset to reduce cylinder friction.
The cylinder head provides the location for 12 valves, three injectors, three spark plugs and one
cylinder head temperature sensor. In common with the four cylinder variant, the exhaust manifold is
now an integral part of the cylinder head and provides a direct mounting point for a single-scroll
turbocharger.
The intake manifold houses a Manifold Absolute Pressure and Temperature (MAPT) sensor and also
provides a mounting point for the electric throttle valve.
Additionally, a split-cooling system is utilised with an electric thermostat housing and a variable coolant
pump. The addition of this new technology enables the engine coolant to remain static in the engine
to maximise heat transfer during warm up. This allows the engine to achieve normal running
temperatures quicker which in turn lowers both fuel consumption and emissions.
SINGLE BALANCE SHAFT
The engine incorporates a single balance shaft, running at engine speed but in the opposite direction
to engine rotation. The balance shaft is driven by the primary drive chain.

MECHANICAL
VALVETRAIN
The Ingenium I3 1.5L Petrol engine uses a conventional roller finger follower valvetrain and a Variable
Camshaft Timing (VCT).
The result is an optimised combustion throughout the engine speed range which enhances:
• Fuel economy
• Driveability
• Power
• Emissions.
VARIABLE CAMSHAFT TIMING (VCT)
1 VCT Solenoid - Intake 2 VCT Actuator - Intake
3 Secondary timing chain 4 VCT actuator - Exhaust
5 VCT solenoid - Exhaust
The exhaust camshaft is actuated by a torque assisted VCT system, which uses pressurised engine
oil and residual cam torsional energy to change camshaft timing. A bias spring helps the exhaust
VCT system to meet the performance and actuation speed. In terms of camshaft timing, the exhaust
VCT base position is ADVANCE and at full travel position is RETARD. In the exhaust VCT the bias
spring only helps to meet performance and actuation speed when the VCT is moving from full travel
to base position. A steel pin in the actuator locks the actuator when the VCT actuator is at base
position.

MECHANICAL
The intake camshaft is actuated by a cam torque actuated VCT system. This system only requires
camshaft torsional energy to change the camshaft timing. Engine oil is recirculated within the VCT
actuator and pressurised engine oil is only required to refill any losses. No bias spring is required to
meet the required activation speed due to the amount of torsional energy in the camshaft. The VCT
base position is RETARD and full travel is ADVANCE. A steel pin in the actuator locks the actuator
when the VCT actuator is at base position.
The VCT system is controlled by the PCM using information from two Camshaft Position (CMP)
sensors. The electrically controlled VCT solenoids determine the position of the VCT actuators which
have a direct interface with the camshafts.
The intake camshaft can be advanced by 70° and the exhaust camshaft can be retarded by 50°.
VCT offers class-leading levels of flexibility and control over engine breathing, resulting in optimised
combustion throughout the engines operating range. This provides improvements in fuel economy,
drivability, power and emissions.
VARIABLE CAMSHAFT TIMING ACTUATOR
1 Solenoid coil 2 Solenoid core
3 VCT solenoid assembly 4 Solenoid pintle pin
5 Centre bolt 6 Pressurised engine oil
7 Filter 8 Rotor
9 VCT actuator assembly 10 Spool valve
The VCT actuators are operated by VCT solenoids which are controlled by the PCM. Each VCT
actuator has its own dedicated VCT solenoid which is supplied with a 12V feed and is PWM controlled
on the ground side by the PCM. The PCM can operate the VCT solenoid to move the pintle pin to a
pre-determined position to control the flow of pressurised engine oil into the VCT actuator.

MECHANICAL
When camshaft timing requires advancing or retarding the VCT solenoid operates extending the
pintle pin and moving the spool valve. This movement directs pressurised engine oil into one side or
the other of the central rotor chambers in the VCT actuator. At the same time the solenoid pintle
moves towards the spool valve located in the centre bolt and makes contact.
Further movement of the solenoid pintle pin will push the spool valve into a known (controlled) position
and oil will pass through channels within the centre bolt into the VCT actuator chambers. The
pressurised engine oil rotates the internal rotor in the VCT actuator which is secured to the camshafts.
This in turn changes the engine's valve timing.
Each camshaft VCT actuator has three hydraulic chambers. In the exhaust VCT, a combination of
residual camshaft torques and pressurized engine oil ensures that VCT performance and response
times are maintained. In the intake VCT, residual camshaft torque is enough to meet actuator
performance and response times, as long as the three chambers are filled up with engine oil.
In the event of VCT solenoid failure (e.g. solenoid not energised), the spool valve of the VCT (10)
will remain at its full back position and the VCT phaser will return to its base position, leading to a
reduction in engine performance and fuel economy.
ENGINE TIMING

MECHANICAL
1 Intake camshaft oil control valve 2 VCT actuator - Intake
3 Secondary timing chain 4 Secondary timing chain guide
5 Exhaust camshaft oil control valve 6 VCT actuator - Exhaust
7 Secondary timing chain tensioner guide 8 Secondary timing chain tensioner
9 Primary timing chain tensioner 10 Primary timing chain tensioner guide
11 Crankshaft 12 Balance shaft drive
13 Primary timing chain idler 14 Secondary timing chain idler
15 Secondary timing chain guide
The engine timing gear is driven by two bushed timing chains which are both located at the rear of
the engine.
The primary timing chain is driven by a sprocket on the crankshaft which in turn drives two intermediate
idler sprockets and the singe balance shaft. The secondary timing chain is driven by the intermediate
idler sprocket and then drives the sprockets on the intake and exhaust camshafts.
The camshaft sprockets are integrated with the VCT actuator assemblies.
Two timing chain tensioners maintain the primary and secondary timing chains at the correct tension
and dampen any backlash in the chain tension due to engine deceleration.
The primary timing chain has a single fixed timing chain guide which is secured to the cylinder block.
Additionally, a primary timing chain tensioner guide which pivots around a bolt is also fitted. This
guide applies a controlled tension to the primary timing chain via a timing chain tensioner.
The primary timing chain tensioner is operated by hydraulic pressure to apply a controlled tension to
the timing chain. The primary timing chain tensioner receives pressurised engine oil from the variable
flow oil pump.
The secondary timing chain has two fixed timing chain guides which are secured to the cylinder head
and the camshaft carrier. The secondary timing chain also has a timing chain tensioner guide which
pivots around a bolt with a second timing chain tensioner. This is a hydraulic tensioner which also
receives pressurised engine oil from the variable flow oil pump with integral vacuum pump.
Both timing chains and tensioners are maintenance free, fit for life components and as such, have
no service interval. A procedure and special tools are required to ensure that the correct crankshaft
to camshaft timing is achieved if the timing chains need to be replaced. Both the primary and secondary
timing chains have gold coloured links which are aligned with timing marks on the sprockets.

MECHANICAL
TIMING CHAIN ACCESS PANEL
To access the secondary timing chain and VCTs for camshaft timing and locking processes, an
access panel is located in the cylinder head cover at the timing chain end.

MECHANICAL
ACCESSORY DRIVE BELT
ACCESSORY DRIVE BELT - MHEV SHOWN
1 Coolant pump pulley 2 Bi-directional decoupling tensioner
3 Belt Integrated Starter Generator (BISG) 4 Accessory drive belt
5 Air Conditioning (A/C) Compressor 6 Crankshaft drive pulley
The crankshaft drive pulley is attached to and rotates with the crankshaft. The crankshaft drive pulley
gives the drive for the accessory drive belt which in turn gives rotational power for the front-mounted
accessories such as the Belt Integrated Starter Generator (BISG), the air conditioning compressor
and the coolant pump.
NOTE: The crankshaft drive pulley is a combined pulley and torsional vibration damper.
The crankshaft pulley that drives the primary belt also comprises a complex dual spring isolator that
has been specifically developed to work with the decoupling tensioner system.
The torsional vibration damper houses the rubber and mass element tuned to reduce vibration in the
crankshaft produced by the combustion process.
The accessory drive belt is a multi-vee type belt which is automatically pre-loaded by the belt tensioner
to maintain enough friction around the drive wheels. The belt tensioner is calibrated to give the correct
amount of tension for a particular drive system which means that no servicing is required. This also
ensures slip-free drive of the accessory components.
The accessory drive belt must be inspected at every routine service for excessive wear and damage
and replaced every 6 years/10,2000km (63,000 miles).

MECHANICAL
The BISG can add and remove torque in the drivetrain, therefore a bi-directional decoupling tensioner
is utilised to ensure sufficient force is applied to the drive belt during positive and negative torque
events. This occurs when the BISG is being used as a battery charger or a motor as part of the MHEV
strategy.
A Tensioner in the loaded position B Tensioner in the unloaded position
1 Locking dowels 2 15mm socket slot
NOTE: When replacing the belt the upper locking dowel hole should be used to pin the tensioner.
If the belt has failed, the lower locking down hole can be used to pin the left arm against the
fixed frame.
To release the spring tension use a 15mm diameter socket to rotate the right arm of the tensioner
from position A to position B as shown in graphic E235713. Once in position hold the tensioner in
place with a locking pin fitted into the locking dowels shown in callout 1 of the above graphic. In this
position the accessory drive belt can be replaced.
CAUTION: The pin should only be removed when the wrench is used to back off
the tensioner.
Removing the pin without using a wrench can damage the belt tensioner and the
belt profile.

MECHANICAL
LUBRICATION SYSTEM
LUBRICATION SYSTEM COMPONENT LOCATION
1 Secondary timing chain oil jet 2 Piston cooling oil jets solenoid
3 Primary timing chain oil jet 4 Piston cooling oil jet (x3)

MECHANICAL
5 Variable flow oil pump with integral vacuum 6 Oil drain pipe - Turbocharger
pump
7 Engine oil cooler 8 Oil filter and housing assembly

MECHANICAL
VARIABLE FLOW OIL PUMP WITH INTEGRAL VACUUM PUMP
VARIABLE FLOW OIL PUMP
1 Vacuum exhaust valve 2 Spacer housing
3 Solenoid 4 Eccentric control ring
5 Vanes with rotor 6 Oil pump cover
7 Calibrated spring 8 Oil pump housing
9 Vacuum pump vanes 10 Vacuum pump housing
11 Pump drive sprocket 12 Bolt
Fixed displacement oil pumps are one of the contributors to parasitic energy loss. This is due to the
fact that for the majority of the time they deliver more oil than is required to ensure the engine can
operate safely over a wide operating range. A pressure relief valve provides a method of protection
from excessive high oil pressures. Under high volume flow conditions, some of the pressurised oil is
simply "wasted" back into the oil reservoir.
The Ingenium I3 1.5L Petrol engine is fitted with a variable flow oil pump with integral vacuum pump
which is located in the engine oil pan.
A variable flow oil pump provides a lubrication system with the ability to vary the volume output
according to engine load and speed. The volume flow from the pump is regulated in order to reduce
the quantity of oil that is "wasted" back to the reservoir, therefore reducing the parasitic load on the
engine and providing a fuel saving benefit.

MECHANICAL
VARIABLE FLOW OIL PUMP OPERATION
1 Oil pump housing 2 Eccentric ring
3 Control ring surface 4 Calibrated control spring
5 Oil pump rotor 6 Pump vanes
The oil pump has a volumetric flow control mechanism to allow the output to be varied according to
the engine load and speed.
The oil pump is a vane cell pump (6) with an eccentrically mounted control ring (2), which is held in
position by a calibrated control spring (4). The delivery characteristic are adjusted by moving the
position of the eccentrically mounted control ring. To adjust the position, oil pressure is applied to the
control ring surface (3), which then acts against the tension of the calibrated control spring (4).
When the oil pressure is greater than that of the control spring tension, the control ring moves clockwise
into the centre of the vane cell pump. This decreases the eccentricity, reducing the oil pump output.

MECHANICAL
HIGH DELIVERY RATE - HYDRAULIC CONTROL (OIL PUMP SET TO MAXIMUM DISPLACEMENT).
The pump is controlled hydraulically by the engine oil gallery pressure acting on the control ring
surface, pushing against the calibrated control spring. Oil flow in and out of the control ring chamber
is controlled by a spring mounted spool valve. When the spool valve is in the mounted position, oil
flow is restricted into the chamber but the oil may exit freely. As the pump speed increases from zero,
the pump remains on maximum displacement as there is insufficient oil pressure being applied to the
control ring surface.
At a defined set point, the spool valve "spring load" is overcome by the engine oil gallery pressure.
Movement of the spool valve allows pressurised oil to flow into the control ring chamber, the flow of
oil from the control chamber is now restricted. Oil pressure in the control chamber acts upon the
control ring surface. The eccentric ring moves against the calibrated control spring, the volumetric
flow of the oil pump is reduced. As the pump speed increases, the oil flow increases, transferring
more pressure to the control ring surface. This continues to reduce the volumetric flow back and the
oil pressure, thus providing a regulated maximum engine oil gallery pressure.
In the case of an electrical failure, this function allows the oil pump to still provide a regulated lubricating
oil supply.

MECHANICAL
LOW DELIVERY RATE - ELECTRONIC CONTROL (OIL PUMP SET TO MINIMUM DISPLACEMENT).
The volumetric flow of the oil pump is regulated electronically by the activation of a solenoid. The
solenoid acts against the spool valve, allowing pressurised oil to pass into the control ring chamber
to electronically control the volumetric output of the oil pump. The control solenoid is operated by a
Pulse Width Modulated (PWM) signal from the ECM.
To ensure the oil pump output is correct, the oil pressure sensor provides pressure feedback to the
PCM. The oil pump output is infinitely variable across all engine speeds and loads, the output is
constantly being adjusted to suit the current demands required from the lubrication oil supply. When
systems such as the VCT actuator or the piston cooling jets are activated, a higher demand is placed
on the lubrication circuit supply. The PCM adjusts the volumetric output of the pump to meet these
demands as and when they are required.
NOTE: Oil pump solenoid: The lower the duty cycle, the higher the volumetric flow of the oil
pump.
NOTE: The Ingenium I3 1.5L Petrol engine will use Castrol EDGE Professional E 0W-20 engine
lubricating oil. The oil has been jointly developed for this engine with Castrol and Jaguar Land
Rover and is approved to engine oil specification STJLR.03.5006. It improves fuel efficiency,
reduces CO2 emissions and metal to metal friction and wear. Castrol EDGE Professional is
the only engine oil recommended by Jaguar Land Rover.
INTEGRAL VACUUM PUMP

The vane type vacuum pump is tandem to the oil pump, connected to the vacuum circuit via a drilling
in the engine block and a vacuum connector. The vacuum produced by the vacuum pump is used to
provide a vacuum for the brake booster on the braking system.

MECHANICAL
The vacuum pump induces air from the brake booster through a vacuum line and port in the cylinder
block. The air extracted from the brake servo flows through the vacuum pipe connector which is
equipped with a one way valve to prevent oil ingress into the brake system. The air is vented into the
cylinder block via a vacuum exhaust valve.
PISTON COOLING OIL JETS
1 Piston cooling oil jet (x3) 2 Piston cooling oil jets solenoid
Three piston cooling oil jets are located in the cylinder block. Each jet is located adjacent to a cylinder
and secured in the cylinder block with a bolt. The oil jet outlet nozzle and the support bracket are an
assembly.
The piston cooling oil jets provide piston and gudgeon pin cooling and lubrication. Each piston cooling
jet has a single outlet nozzle which sprays oil into the cooling chamber in the piston. The jets are
supplied pressurised engine oil from the variable flow oil pump with integral vacuum pump via a
drilling in the cylinder block.
The oil supply to the drilling is controlled by a piston cooling oil jets solenoid which is controlled by
the PCM. The solenoid has a 12V supply and is PWM controlled on the ground side by the PCM.
The solenoid opens and closes the oil supply depending on engine speed and load.
After a cold start and during warm up, the heat-up process improves as the piston-cooling jets are
energised. Owing to the reduced heat dissipation from the pistons, emissions are reduced. The piston
cooling jets are energised and de-energised across the whole engine speed and load range.
NOTE: The piston cooling jet solenoid is normally open and powered closed by the PCM. Any
electrical failures in the solenoid circuitry mean that oil will be supplied to the piston cooling
jets.

MECHANICAL
COOLING SYSTEM
INGENIUM I3 1.5L PETROL ENGINE COOLING CIRCUIT SCHEMATIC
1 Engine Oil Cooler 2 Electric pump
3 Swirl pot 4 Integrated exhaust manifold (with cylinder

head)
5 Cylinder head 6 Cylinder block
7 Low temperature radiator 8 Water Charge Air Cooler (WCAC) Electric

pump
9 Five port valve 10 Transmission oil cooler
11 Electrically heated thermostat 12 Variable flow pump
13 Turbocharger bearing water jacket 14 Heater Core
15 Expansion/Degas tank 16 In line thermostat
17 Main radiator 18 Water Charge Air Cooler (WCAC)
A Hot B Cold
C High pressure (from pump) D Low pressure (return to pump)
E Link pipe (low temperature circuit fill and F Degas lines

drain)
G Temperature sensor

MECHANICAL
The Ingenium I3 1.5L Petrol engine has a thermal management system, designed to reduce the warm
up phase after a cold start and channel the heat produced to increase efficiency. The focus is on
reducing:
• Internal engine friction
• Emissions
• The use of heating measures which impair fuel efficiency.
The main technologies adopted to assist the thermal management system are:
• Variable coolant pump
• Electric thermostat.
VARIABLE COOLANT PUMP
1 Electrical connector - position sensor - 5V 2 Electrical connector - shroud control

supply solenoid -12V supply
3 Variable Coolant Pump body 4 Position sensor
5 Drive pulley hub 6 Seal
7 Shroud 8 Pump impeller
The variable coolant pump is controlled to give the optimum flow to support all cooling requests from
the engine components. The variable coolant pump has a shroud inside that slides over the impeller
to prevent water from being pumped around the engine. The pump generates internal pressure, used
to move the shroud.
Pressure is generated with every rotation of the pump. This pressure is then diverted either to the
shroud assembly or leaked back to the coolant system, which is controlled by a solenoid valve.
Therefore, the shroud will not move if there is no rotation of the pump.

MECHANICAL
The solenoid has a 12V supply and is PWM controlled on the ground side by the PCM. Any request
from 0 – 100% flow can be fulfilled at most engine speeds, contributing to the whole engine thermal
management strategy. The internal pressure within the pump acts against a return spring in the
housing. Without a signal from the PCM, the solenoid is open, therefore the shroud returns to its base
position under spring force, resulting in full flow from the pump.
NOTE: When the variable coolant pump is not rotating the shroud will not operate when
connected to the harness. The variable coolant pump must rotate to generate the internal
pressure to move the shroud.
During engine cold start, the impeller is fully covered by the shroud, therefore no coolant is pumping
into the engine block. As components warm up, the flow request will increase in five stages. The
variable coolant pump is controlled to give the minimum flow to support all cooling requests from the
engine components. When coolant temperature reaches an opening temperature of 85°C (185ºF),
the shroud will move to its furthest open position allowing maximum pumping, with temperature control
managed by the thermostat.
Two additional electric 20 Watt pumps are used within the system. One electric pump is located at
the bottom right hand side of the radiator cowling and is used to supply coolant flow around the low
temperature system. The low temperature system incorporates the WCAC. The second pump is
located at the front of the right hand suspension turret. This pump is used to supply coolant to the
cabin heater during stop/stop operation when the engine is off, maintaining occupant comfort. It is
also used to draw coolant through the turbo bearing housing after key off to stop the engine oil that
is used to lubricate the turbocharger bearings from overheating.

MECHANICAL
ELECTRIC THERMOSTAT
1 Radiator bypass 2 Degas tank/cabin heater and TOC return
3 From radiator bottom hose 4 Thermostat heating element connection
5 To variable coolant pump
The electric thermostat consists of a main thermostat with an electric heating element.
When energised, the heating element heats the wax allowing the main valve to open and coolant
from the engine to circulate back to the variable coolant pump. As the main valve opens, the bypass
valve closes the bypass route, driving flow through the radiator. Therefore, operation of the cooling
system is not only performed directly by the coolant temperature, but as specified by the PCM operating
the heating element, enabling a finer control of the coolant temperature during the warm up phase.
The target operating temperature of the Ingenium I3 1.5L Petrol engine is between 90 and 105°C
(194 and 221°F) and is maintained between 103°C and 105°C (217°F and 221°F) unless under
increased load. The wax element of the thermostat has an opening temperature of 105°C (221°F).
Therefore, the duty cycle of the thermostat heater can be increased to assist the opening of the main
wax thermostat to maintain the sub 105°C (221°F) target temperature. When the engine is operated
in a higher load condition or at high speed cycles, the engine is regulated to a reduced operating
temperature (approximately 90°C/194°F).
NOTE: The electric thermostat is not serviceable. Failure of the thermostat, temperature sensor
or heater element requires replacement of the complete unit.
1: COLD ENGINE
The coolant flow is as follows:
• The bypass valve is open.

MECHANICAL
• This allows pumped coolant to flow through the system and back to the variable coolant pump via
the bypass hose.
• The variable coolant pump output is controlled to provide the minimum coolant flow through the
cooling system, dependent on engine load, engine speed or cabin heating requests.
• This function permits the engine and coolant to warm up faster.
2: WARM UP
• Again, the variable coolant pump output is regulated to correspond with the engine load, speed
and cabin heating demands.
3: WARM ENGINE
• At a target temperature the variable coolant pump output is set to maximum, resulting in a
continuous flow of coolant.
4: NORMAL OPERATING TEMPERATURE - LOW ENGINE LOAD
• The wax element reacts to the coolant temperature and opens the main thermostat valve (higher
engine temperature).
• Coolant may now flow from the engine into the radiator top hose.
• The coolant is cooled by the radiator and then exits from the bottom hose.
• The main thermostat valve will open at an engine temperature of approximately 105°C (221°F).
5: NORMAL OPERATING TEMPERATURE - HIGH ENGINE LOAD
• The heating element is activated, the thermostat now opens at a lower (normal) temperature.
• The opening and closing of the thermostat will maintain an engine temperature between 90-105°C
(194-221°F).

INTRODUCTION

OVERVIEW
FUEL SYSTEM SCHEMATIC
1 Fuel Injector (x3) 2 Fuel Rail Pressure and Temperature

(FRPT) Sensor
3 High Pressure (HP) fuel pump 4 Fuel rail
5 Fuel pressure sensor - low 6 Fuel tank
7 Passive fuel level sensor 8 Active fuel level sensor
9 Low Pressure (LP) fuel pump module 10 Jet pump
11 One way valve
The Ingenium I3 1.5L petrol engine is fitted with a return-less, on-demand, Direct Injection fuel delivery
system. It incorporates Low Pressure (LP) and High Pressure (HP) fuel circuits to provide the engine
with sufficient fuel for all operating conditions.
The system utilises the following components:
• Fuel Pump Driver Module (FPDM)
• Fuel Tank and Low Pressure (LP) Fuel Pump Module with an operating pressure between 4.5bar
(65.3psi) and 6.3bar (91.4psi).
• Fuel Delivery Line
• Fuel Pressure Sensor - Low
• HP Fuel Pump. Maximum operating pressure 250bar (3625psi).
• Fuel Rail including Fuel Rail Pressure and Temperature (FRPT) sensor
• Three Solenoid type Fuel injectors.

LOW PRESSURE FUEL SYSTEM
FUEL PUMP MODULE
1 Fuel supply connection 2 Fuel level sensor electrical connector
3 Fuel pump electrical connector 4 Fuel inlet filter
5 Fuel level sensor float 6 Swirl pot
7 Active fuel level sensor 8 Jet pump
9 Jet pump connection - Left (passive) side 10 Fuel Fired Booster Heater (FFBH) fuel
of fuel tank supply connection - If equipped
The fuel tank contains a fuel pump module which collects fuel from both sides of the tank. The fuel
pump ensures there is sufficient fuel available in the swirl pot to supply the engine's fuel demands
during cornering/lateral acceleration, fuel is transferred to the swirl pot using a Venturi pump. The LP
fuel pump supplies fuel to the HP fuel pump mounted on the engine. The LP fuel pump module is
located in the right hand side of the fuel tank. The LP fuel pump module flange is sealed to the tank
with an O-ring and secured with a locking ring.
The top flange of the LP fuel pump module provides the internal and external interface for the tank
electrical and fuel connections. The flange has external electrical connectors that are connected to
the active and passive fuel level sensors, and the LP fuel pump. The lower part of the LP Fuel Pump
Module forms the swirl pot and provides the location for the LP fuel pump.
The venturi effect is a reduction in fluid pressure that occurs when a fluid flows through a constricted
section of a pipe. A venturi pump is created by the flow of fuel from the LP fuel pump to the HP fuel
pump. The rapid flow of fuel through the suction pipe creates a depression which draws the fuel back
from the left (passive) side of the fuel tank into the fuel pump (active) side of the fuel tank. A second
venturi effect draws fuel from the active side of the fuel tank into the swirl pot.

THREE PHASE FUEL PUMP
The Ingenium I3 1.5L Petrol engine is fitted with a fuel pump module which has only recently been
introduced on Jaguar Land Rover vehicles. A brushless Direct Current (DC) motor is utilised and
operates on an Alternating Current (AC) principle. The motor has 3 main electrical connections (3
phase) connected in a star configuration and designated U, V and W. Each connection serves as
both a power and ground supply (AC).
As with the existing pump configuration, the PCM sends a Pulse Width Modulation (PWM) signal to
the Fuel Pump Driver Module (FPDM) to control the fuel pump's output depending on the required
fuel pressure. The FPDM then supplies power along each of the 3 wires in phases to operate the
pump, which activates each coil acting on the rotor. When one of the phases is being activated, the
other phases provide a ground path for current flow. To stop the fuel pump, the PWM signal from the
PCM is 75%.
The integrity of the motor can be checked by measuring the resistance between phases 1 and 2, and
between phases 1 and 3. If any of the phases were to be open circuit, the pump would not operate.
1 Phase 1 (U) 2 Phase 2 (V)
3 Phase 3 (W) 4 Activation request from PCM (PWM signal)
5 Rotor 6 3 Phase Coil
PCM Powertrain Control Module FPDM Fuel Pump Driver Module

FUEL PUMP DRIVER MODULE LOCATION - L551 SHOWN
The LP fuel pump operation is controlled by the Fuel Pump Driver Module (FPDM) via a PWM signal
from the PCM. The speed of the LP fuel pump regulates the supplied fuel pressure to the HP fuel
pump with a nominal output pressure between 4.5bar (65.3psi) and 6.3bar (91.4psi).
The output pressure from the fuel pump will change with engine demand and fuel temperature. The
PCM monitors the input from the Fuel Pressure Sensor - Low and adjusts the speed of the LP fuel
pump to meet requirements.
The on time of the PWM signal represents half the pump speed, for example, if the PWM signal has
an on time of 50%, the FPDM drives the pump at 100%. The FPDM will only energise the fuel pump
if it receives a valid PWM signal, with an on time of between 4% and 50%. To switch the fuel pump
off, the PCM transmits a PWM signal with an on time of 75%.
The FPDM has a switched power supply from the fuel pump relay and supplies power to the fuel
pump via hardwired connections. The PCM is hardwired to the Body Control Module/Gateway Module
(BCM/GWM) assembly and receives a 'wake-up' message.
The following conditions will energise the fuel pump relay:
• Opening the driver's door
• Operating the ignition switch
• Engine crank request (Operating the ignition switch with applied brakes).
If the PCM does not detect pressure in the fuel delivery line, it stops the engine if it is running or
prevents the engine from starting and stores an appropriate Diagnostic Trouble Code (DTC). The
PCM receives a monitoring signal from the FPDM and any DTCs produced by the FPDM are stored
by the PCM.
NOTE: DTCs can be retrieved from the PCM using the approved diagnostic equipment. The
FPDM itself cannot be interrogated.

NOTE: In the event of an accident, the Restraints Control Module (RCM) outputs a crash signal
to disable the fuel pump relay.
FUEL PRESSURE SENSOR - LOW
The Fuel Pressure Sensor - Low is located in a connector between the fuel delivery line from the fuel
pump module and the LP delivery pipe to the HP fuel pump. The sensor measures the fuel pressure
being supplied from the tank mounted fuel pump module to the HP fuel pump and returns a varying
voltage signal to the PCM.

LOW PRESSURE FUEL SYSTEM CONTROL SCHEMATIC
1 Powertrain Control Module (PCM) 2 Instrument Cluster (IC)
3 Body Control Module/Gateway Module (BCM/ 4 Fuel pump module

GWM) assembly
5 Fuel Pump Driver Module (FPDM) 6 Ground
7 Power supply 8 Fuel pressure sensor - Low
9 Restraints Control Module (RCM) - Crash signal A Hardwired
AL Pulse Width Modulated (PWM) AV High Speed Controller Area Network

- Comfort (HSCANCO)
AX FlexRay™

HIGH PRESSURE FUEL SYSTEM
The HP fuel system of the Ingenium I3 1.5L Petrol engine is a Direct Injection (DI) system controlled
by the Powertrain Control Module (PCM). LP fuel from the LP fuel pump is pressurised by the HP
fuel pump which then delivers a uniform level of pressure to the shared fuel rail, which in turn serves
all three fuel injectors.
The PCM controls the HP fuel pump to ensure the optimum pressure is available for smooth operation,
up to 250bar (3625psi). The PCM controls HP fuel pump and fuel injectors to inject the required
volume of fuel into the combustion chambers.
The HP fuel system consists of:
• HP fuel lines
• HP fuel pump
• Fuel rail
• Fuel Rail Pressure and Temperature (FRPT) sensor
• Fuel injectors (x3)
HIGH PRESSURE (HP) FUEL SYSTEM
1 HP fuel pump 2 Fuel Rail Pressure and Temperature (FRPT)

sensor
3 Fuel injector (x3) 4 Fuel rail

HIGH PRESSURE FUEL PUMP
1 HP fuel pump 2 Fuel metering valve connector
3 LP fuel inlet 4 Exhaust camshaft - Fuel pump lobes
5 Tappet 6 HP fuel outlet to fuel rail
The HP fuel pump is a single cylinder pump located on the top of the engine and attached to the
camshaft carrier. It is mechanically driven by a three-lobe cam on the exhaust camshaft which acts
against a tappet on the end of the plunger. The plunger is spring loaded to ensure the tappet remains
in contact with the cam.
The PCM controls the output of the HP fuel pump to deliver up to 250bar (3625psi) of fuel pressure
to the fuel rail. The delivery rate of the HP fuel pump is adjusted by means of a fuel metering valve
which is controlled by a PWM signal from the PCM. The PCM then utilises data from the FRPT sensor
to calculate the time the fuel injectors need to be energised in order to deliver the correct quantity of
fuel to the combustion chambers.

HP FUEL PUMP SCHEMATIC
1 Pressure Relief Valve (PRV) 2 HP fuel outlet connection
3 Check valve 4 Pump plunger
5 LP fuel inlet connection 6 Damper chamber
7 Fuel metering valve
The fuel metering valve is a normally open solenoid controlled by the PCM with a PWM signal. During
the inlet stroke, the fuel metering valve is de-energised and fuel flows into the pumping chamber.
The PCM energises the fuel metering valve closed during the delivery stroke and the pressurised
fuel then flows through the check valve into the fuel rail. By changing the closing point of the fuel
metering valve, the PCM can regulate the volume of fuel output during the delivery stroke, and thus
the fuel pressure in the fuel rail.
NOTE: The following PicoScope waveforms were taken at Idle and show the PCM's PWM
control strategy of the HP Fuel Pump.

HP FUEL PUMP - IDLE
The damper chamber absorbs pressure pulses from the operation of the fuel metering valve. The
check valve prevents the return of HP fuel to the pumping chamber during the inlet stroke of the
plunger. If the HP fuel pump delivery pressure increases to 250bar (3626psi), the PRV opens and
returns fuel to the inlet side of the plunger.
If the fuel metering valve is not activated, the fuel drawn in to the pumping chamber is returned to
the LP side during the delivery stroke. In the event of failure of the fuel metering valve, the engine
will run on LP fuel pump supply pressure only, resulting in a severe loss of engine performance.

FUEL RAIL PRESSURE AND TEMPERATURE (FRPT) SENSOR
The FRPT sensor is located on the top of the fuel rail, screwed into a threaded port and sealed with
mating tape.
Four wires connect the sensor directly to the PCM:
• 5V power supply for the pressure sensor
• Temperature signal
• Pressure signal
• Shared ground.
The FRPT sensor contains a Negative Temperature Coefficient (NTC) sensor which allows the PCM
to determine the fuel temperature.
Metal thin film technology is used to determine fuel pressure based on the expansion of a thin steel
diaphragm. This expansion is sensed by the PCM on a return signal wire which is proportional to the
fuel pressure in the fuel rail. The PCM compares the sensor signal voltage to stored memory values,
to calculate the actual fuel pressure present in the fuel rail. The PCM then uses the fuel rail pressure
information to control the operating position of the fuel metering valve on the HP fuel pump.

The following PicoScope pattern was measured with the engine at idle with engine speed increasing.
FRPT SENSOR - PRESSURE WAVEFORM
In the event of signal failure, control of the fuel metering valve is lost. The engine will run on LP fuel
pump supply pressure only, resulting in a severe loss of engine performance.

FUEL INJECTORS
1 Support disc 2 O-ring seal
3 Electrical connector 4 Injector solenoid
5 Combustion seal ring 6 Injector nozzle
The three HP fuel injectors spray fuel from the fuel rail directly into the combustion chambers. The
fuel injectors are installed close to the centre of the combustion chambers, between the inlet valves
and next to the spark plug. On each fuel injector, an O-ring seal and support disc seals the head of
the fuel injector in the fuel rail. A Teflon combustion seal ring seals the nozzle of the fuel injector in
the cylinder head.
The fuel injectors are solenoid operated and when the solenoid winding is energised, a needle valve
is opened and fuel is sprayed into the combustion chamber. There are six holes around the tip of the
nozzle through which the fuel is sprayed. Two of the holes direct fuel below the spark plug. The other
four holes direct fuel evenly around the remainder of the combustion chamber. The solenoid winding
is connected to a power feed and a ground from the PCM which operates the fuel injectors with a
two stage power supply.

The following PicoScope pattern was measured with the engine at maximum throttle.
FUEL INJECTOR TWO STAGE POWER SUPPLY WAVEFORM
1 Initial supply voltage 2 Holding PWM voltage
Initially the PCM supplies the fuel injectors with 65V (1), then once the boost current reaches 11.5
Amps the power supply is switched to battery voltage PWM (2). When the fuel injector is opened, the
PCM controls the current flow at approximately 3.1 Amps. The PCM meters the amount of fuel injected
into the combustion chambers by adjusting the time that the solenoid winding is energised.
If a fuel injector fails, the Malfunction Indicator Lamp (MIL) will illuminate in the IC. The engine will
suffer from misfires, unstable idle speed, poor Noise, Vibration and Harshness (NVH), poor emissions
and a reduction in performance and fuel economy.

HIGH PRESSURE FUEL SYSTEM CONTROL SCHEMATIC
1 PCM 2 Fuel injector (x3)
3 Fuel metering valve - HP fuel pump 4 Ground
5 Power supply 6 Fuel Rail Pressure and Temperature (FRPT)

sensor
A Hardwired AL Pulse Width Modulation (PWM)

IGNITION SYSTEM
1 Ignition coil (x3) 2 Spark Plug (x3)
3 PCM
The ignition system in the Ingenium I3 1.5L Petrol Engine is a coil-on-plug multi spark system controlled
by the PCM. Multi spark is used in cold start conditions and certain part load conditions until the
coolant temperature reaches a predetermined value. The spark plugs are installed one per cylinder,
between the intake and exhaust valves with an ignition coil installed on each spark plug. The spark
plugs feature an Iridium-tipped centre electrode and a platinum-tipped ground electrode.
The PCM calculates the ignition timing for individual cylinders from:
• Engine speed from the Crankshaft Position (CKP) sensor.
• Camshaft position from exhaust and intake Camshaft Position (CMP) sensors.
• Engine load

• Engine temperature
• The knock control function
• The shift control function
• The idle speed control function.
IGNITION COIL
The ignition coils are installed in the cylinder head covers, under the NVH covers. Each ignition coil
locates on a spark plug and is secured to the related cylinder head cover with a single screw.
Each ignition coil contains a primary and a secondary winding. A power stage in the primary winding
allows the PCM to interrupt the power supply. This induces a voltage in the secondary winding and
thus the spark plug.
A diode in the ground side of the secondary winding reduces any undesirable switch-on voltage, to
prevent misfiring into the intake manifold. The power stage limits the maximum voltage and current
in the primary winding, to protect the power stage and limit the voltage in the secondary winding.
Each ignition coil has a three pin connector, which incorporates the following connections:
• Power supply to the primary winding from the PCM relay, through a 25 Amp fuse.
• A ground connection for the secondary winding.
• A signal connection from the PCM, to control the ignition coil power stage switching (to open and
close the primary circuit).
The PCM sends a separate signal to each ignition coil to trigger the power stage switching. The PCM
calculates the ignition timing from the battery voltage and engine speed. This provides a constant
energy level, which is produced in the secondary coil each time the power stage is switched. This
ensures sufficient spark energy is available without excessive primary current flow, which avoids
overheating and damage to the ignition coils.

CONTROL DIAGRAM
1 Powertrain Control Module (PCM) 2 Ignition coil (x3)
3 Ground 4 Power supply

5 Electric throttle 6 Engine Coolant Temperature (ECT)

sensor
7 Mass Air Flow and Temperature (MAFT) 8 Camshaft Position (CMP) sensor (x2)
sensor
9 Crankshaft Position (CKP) sensor 10 Knock sensor
11 Knock sensor A Hardwired

INTRODUCTION
INDUCTION AND EXHAUST

SYSTEMS
OVERVIEW
INGENIUM I3 1.5L TURBOCHARGER CIRCUIT SCHEMATIC
1 Air filter 2 MAFT Sensor
3 Compressor recirculation valve 4 MAPT Sensor
5 Throttle valve 6 Water Charge Air Cooler (WCAC)
7 Integrated exhaust manifold 8 Catalytic converter
9 Turbine 10 Compressor

INTAKE AIR DISTRIBUTION AND FILTERING
INTAKE AIR DISTRIBUTION AND FILTERING (PRE-TURBOCHARGER)
PRE-TURBOCHARGER
1 Air filter housing 2 Clean air duct
4 Resonator
Ambient air is drawn into the intake air system through the dirty air duct located in the hood louvre
on the left side of the hood. The air passes through the duct and into the air filter housing. The air is
filtered through a pleated paper filter to remove particulate matter.
The clean air from the filter passes through a tube in the air cleaner damper chamber and passes
through a Mass Air Flow (MAF) sensor before entering the clean air duct to the turbocharger. The
MAF sensor measures the air flow into the turbocharger.

INTAKE AIR DISTRIBUTION AND FILTERING (POST-TURBOCHARGER)
1 Intake Manifold/ Water Charge Air Cooler 2 Electric throttle

(WCAC)
3 Charge air duct 4 Recirculation hose
5 Compressor recirculation valve 6 Manifold Absolute pressure/ Intake air

temperature (MAP/IAT) sensor
At the turbocharger, the clean air is compressed by the turbine compressor impeller. The hot,
compressed air is passed from the turbocharger through a hose to the charge air cooler. The air is
cooled which increases it density and passes from the charge air cooler to the electric throttle and in
to the intake manifold.

The MAPT sensors measure the air pressure in the intake manifold and the charge air duct and this
information is used by the PCM in conjunction with the MAFT sensor to calculate pressure and density
of the air entering the engine.

ELECTRIC THROTTLE
1 Air intake from charge air cooler 2 Butterfly valve
3 Electric motor 4 Electrical connector
5 Air outlet 6 Coolant pipe connection - electric throttle to

coolant hose
The electric throttle is located between the charge air cooler connecting duct and the intake manifold.
The electric throttle is continuously varied to maintain the required pressure in the intake manifold to
give the most fuel efficient setting and aid with cylinder purge flow.
The position of the butterfly valve is continually read by the Throttle Position Sensor (TPS) and its
position is controlled by the PCM via a Direct Current (DC) electric motor.

CHARGE AIR COOLING
1 Water Charge Air Cooler (WCAC) case 2 Coolant hose connection - Charge air
cooler to charge air radiator
3 Coolant hose connection - Charge air cooler to 4 Charge air intake

charge air variable coolant pump
5 Charge air outlet 6 Charge air cooler radiator
7 Manifold Absolute pressure/ Intake air temperature

(MAP/IAT) sensor
The intake air distribution system utilises a water cooled charge air cooler for controlling the
temperature of the air entering the intake manifold from the turbocharger. By maintaining the correct
intake air temperature the system ensures the correct density of air is drawn into the engine.
The system has its own cooling system which incorporates a stand-alone charge air radiator and
charge air coolant pump which is controlled by the PCM with a PWM signal. The only connection to
the main cooling circuit is a pipe from the top of the charge air cooler to the top of the main radiator.
This is used to fill and bleed the system.

TURBOCHARGER AND INTEGRATED EXHAUST MANIFOLD
1 Cylinder head with Integrated Exhaust Manifold 2 Turbocharger

INTEGRATED EXHAUST MANIFOLD
A conventional exhaust manifold consists of a cast iron, stainless steel or fabricated twin-skin structure
bolted onto the cylinder head, whereas an integrated exhaust manifold forms a part of the cylinder
head casting. Integrating the exhaust manifold into the cylinder head casting offers a range of benefits.
The integrated unit is lighter and more compact and its smaller surface area means that the exhaust
gases stay hotter for longer. This transfers more energy to the turbocharger (reducing turbocharger
lag) and warming up the after treatment more quickly (reducing emissions). The integrated unit also
results in reductions in both cost and weight for the overall assembly.
Furthermore, the integrated exhaust manifold receives greater water-cooling. This means that once
the manifold is up to temperature, the temperature can be controlled and maintained, because more
cooling is available. Enrichment (the process of injecting extra unnecessary fuel as waste in order to
vaporise and cool the exhaust manifold components) can be avoided due to the increased manifold
cooling available, resulting in fuel economy improvements. The combination of less weight and more
efficient heat transfer leads to reduced emissions and improved turbocharger response for a more
engaging drive.

TURBOCHARGER
TURBOCHARGER COMPONENTS
1 Charge air outlet 2 Coolant intake
3 Coolant outlet 4 Actuator rod
5 Wastegate actuator 6 Air intake
7 Exhaust intake 8 Turbine body
9 Exhaust gas outlet
On top of the compressor housing, there is an electric turbocharger wastegate actuator which opens
and closes the wastegate. The wastegate allows the exhaust gas to bypass the turbine which regulates
the turbine speed and subsequently the amount of charge air pressure created.
The actuator is driven by a DC motor through a spur gear system by positive and negative PWM
control from the PCM to allow for bi-directional actuation. The actuator also contains a position sensor.
In the event of failure of the motor or position sensor, control of the wastegate actuator is lost resulting
in a lack of charge air pressure increase. The engine will suffer from a loss in torque and performance
as a result.

TURBOCHARGER COMPRESSOR RECIRCULATION VALVE
1 Turbocharger compressor recirculation valve 2 High pressure (from turbocharger)

duct
3 Turbocharger compressor recirculation tube 4 Turbocharger
5 Low pressure (to turbocharger)duct
The turbocharger compressor recirculation valve is located in the charge air duct that connects the
compressor outlet to the charge air cooler. The compressor recirculation valve contains a solenoid
which has a 12V supply and is actuated by the PCM by PWM control on the ground side. The valve
allows pressurised air from after the compressor to recirculate around to the compressor intake during
negative transients (Charge air pressure present with either the throttle valve closed or inlet valves
closed). Without this, the pressurised air would go back through the compressor to the intake causing
compressor surge.

GASOLINE PARTICULATE FILTER (GPF)
The Ingenium I3 1.5L Petrol engine is equipped with a Gasoline Particulate Filter (GPF) within the
exhaust system for markets that comply with the EU6d (Europe) and CN6b (China) emission
regulations.
GASOLINE PARTICULATE FILTER (GPF) COMPONENTS
1 Gasoline Particulate Filter (GPF) 2 Pre catalytic converter - Heated Oxygen

Sensor (HO2S)
3 Post GPF - HO2S 4 Catalytic Converter
5 Post catalytic converter - HO2S
A Gasoline Particulate Filter (GPF) is designed to collect the left-over Particulate Matter (PM) created
by the combustion process. Petrol engines are already known to create less PM than diesel engines,
but research suggests that even minute levels of these particulates might have a detrimental impact
on health. Regulations mandate ever more stringent control of tail-pipe emissions.
The Ingenium I3 1.5L Petrol engine combines a GPF and a three-way catalyst in one unit. These
filters utilise the same type of wall-flow substrates that are used in Diesel Particulate Filters (DPF).
It works in conjunction with the up-stream catalyst to reduce Carbon Monoxide (CO), Hydrocarbons
(HC) and Oxides of Nitrogen (NOx). The GPF is similar in function and structure to a DPF but differs
in its material. The DPF substrate is made of silicon carbide, whereas the GPF substrate is cordierite,
a synthetic ceramic.
As in a DPF, plugs are placed in to half of the channels of the substrate and placed in the outlets of
the other half. As the exhaust gas flows through the filter, the pathway to the outlet is blocked which
forces the gases through the substrate walls resulting in PM deposits in the substrate material.

SUBSTRATE CONSTRUCTION
1 Plugged channels on intake side of GPF 2 Exhaust gas flow through the GPF and
deposited particulate matter
3 Plugged channels on outlet side of GPF
EXHAUST BACK-PRESSURE SENSOR

EXHAUST BACK-PRESSURE SENSOR LOCATION

The exhaust back-pressure sensor measures the system pressure and transmits the data to the
Powertrain Control Module (PCM). As the PM levels in the GPF increase the exhaust gas flow becomes
restricted increasing the system back-pressure. If the back-pressure exceeds a pre-determined limit
the PCM will reduce the torque output to protect the engine. Excessive exhaust back pressure gives
rise to potential damage caused by misfire or exhaust valve overheat if the engine is operated at high
engine speeds.
The sensor is mounted on a bracket at the rear of the engine on the right side adjacent to the oil filter
housing.
The exhaust back-pressure sensor has two hoses connected to it:
• A vent hose to atmosphere.
• A connection to the exhaust system.
The vent hose must be kept clear of obstructions. Any obstruction of the vent hose will cause the
sensor to provide incorrect data to the PCM.
The exhaust back-pressure sensor is supplied with a 5V reference voltage from the PCM.
REGENERATION
As the accumulation of PM increases, the particulate filter may become clogged and have a negative
impact on the engine's performance and efficiency. Subsequently, the filter must be regenerated; a
process where the accumulated PM is burned off (oxidised). Regeneration of the GPF occurs when
there is oxygen in the exhaust gases and the temperature of the GPF is sufficiently high.
In order to regenerate a particulate filter, two things are required:
• Heat
• Oxygen.
PASSIVE REGENERATION
The driver interaction with the GPF is designed to be minimal and the vast majority of drivers will not
appreciate that the emissions controlling technology is fitted to their vehicle.
Passive regeneration occurs when the vehicle is driven normally.
Diesel engines typically run with an excess of oxygen in the exhaust gas at relatively low exhaust
gas temperature, so to regenerate the particulate filter, the temperature in the exhaust must be
increased. This is accomplished through a number of methods including injecting fuel in to the cylinder
after the main combustion event, known as post-injection. During this process, excess fuel mixes
with the oxygen in the exhaust gas and then subsequently ignites, raising the temperature of the
exhaust gas to around 500-600°C (932-1112°F). This high temperature causes the accumulated PM
to oxidise, effectively unclogging the DPF and allowing a free flow of gases.
In contrast, the exhaust gas temperature of a petrol engine is a lot higher than diesels. 300-500°C
(572-932°F) during urban driving situations and up to 700°C (1292°F) during continuous load situations
(motorway driving). However, petrol exhaust gas contains very little oxygen, so the GPF must obtain
oxygen in a different manner to enable regeneration.
When the driver removes their foot from the accelerator pedal, fresh air is drawn in by the engine,
compressed and then expelled from the combustion chamber in to the exhaust. As the exhaust system
is already at suitable temperature for regeneration, this additional oxygen burst is utilised to regenerate
the GPF by oxidising the PM.
With the oxidation of the particulates accomplished in this continuous regeneration mode, the GPF
presents no risk of clogging and requires no intervention from the Driver or the Engine Management
System. The GPF is designed to last for the life of the vehicle.
ACTIVE REGENERATION
Under normal driving conditions, sufficient heat is available to regenerate the GPF as an excess of
oxygen in the exhaust system will be present whenever the driver completely removes their foot from
the accelerator pedal. However, some drive cycles are more problematic to the regeneration process
and under these conditions, a simple message structure indicates that the current driving style is not
conducive to trouble free operation.

Examples of these driving styles are:
• Using the vehicle engine exclusively at very low speeds or for stationary operation for extended
periods. Under these circumstances the exhaust system may not reach a sufficiently high
temperature to enable regeneration of the GPF.
• Extended operation at high load (for example towing at high speed) as under these circumstances
the oxygen burst will not be available to enable regeneration of the GPF.
In these conditions, the driver may be shown a series of messages or instructions on the Instrument
Cluster (IC). The messages are for information only and are no cause for alarm; the driver is able to
correct the situation rapidly by carrying out the instructions displayed.
The active regeneration process of the GPF is controlled by the PCM. The PCM increases the amount
of oxygen in the exhaust system by adjusting the air/fuel ratio.
The PCM also maintains the temperature in the exhaust system for the regeneration of the GPF to
occur. Sensor data and a model are used to determine the exhaust system temperature.
The following are controlled by the PCM to regulate the exhaust temperature:
• Throttle position
• Target air/fuel ratio (Lambda)
• Ignition timing
• Variable Camshaft Timing (VCT)
• Fuel injection timing
• Fuel injection mode
• Fuel pump control
• Engine idle speed.
There are different stages of soot load accumulation in the GPF:
• Less than 9%. The filter is clean
• Less than 50% soot load. No active regeneration
• 50-75%. Background mild regeneration ongoing (cat heating), no warnings
• 75-100%. Background more aggressive regeneration, no warnings
• 100-125%. Same regeneration strategy as 75-100% bracket, but with Amber warning indicator in
the Instrument Cluster (IC). Driver to follow the IC message center instructions for active
regeneration by the PCM
• 125-150%. Same regeneration strategy as 75-100% bracket, but with Red warning indicator in
the IC. Driver to follow the IC message center instructions for active regeneration by the PCM.
PCM limits the engine torque output
• More than 150% soot loading. Red triangle warning indicator in the Instrument Cluster (IC). Warning
message displayed in the IC message center. PCM operates the engine in "limp home mode".
PCM limits the engine torque output to 30% of the maximum. No active regeneration.
NOTE: Active regeneration can take up to 20 minutes to reduce the soot load to below 9%.

DRIVER INTERACTION/INFORMATION
1 Exhaust filter self-cleaning required 2 Driving below 80km/h (50mph) for up to

15 minutes will clean filter
3 Exhaust filter self-cleaning complete
The first message that may appear is an amber icon associated with the text ‘Exhaust Filter Self
Cleaning Required’ that will scroll to a second message that reads ‘Driving below 80km/h (50mph)
for up to 15 minutes will clean filter’.
This instruction is designed primarily to resolve problems encountered following extended operation
at high load where an excess of oxygen is unavailable to allow regeneration of the GPF.
To resolve this issue, when safe to do so, the vehicle should be driven at speeds between 48-80km/h
(30-50mph) with the driver occasionally taking their foot completely off the accelerator pedal for a
few seconds whilst the vehicle is moving. However, it should be noted that if the vehicle is driven too
slow, the filter will not reach suitable temperature for regeneration and will continue to accumulate
PM.
The “OK to clear” will hide the message on the IC, but it will reappear on next ignition-on event.
If this change in drive style is performed, the engine management system will take corrective action
to regenerate the GPF. After a short period, the icon will change to green and the text will read
‘Exhaust filter self-cleaning complete’. This indicates that the driver’s intervention has been successful
in allowing regeneration of the GPF.

1 Exhaust filter full. Engine power will be 2 Driving below 80km/h (50mph) for up to
reduced 15 minutes will clean filter
3 Exhaust filter self-cleaning complete
If the driver intervention is not performed, the soot mass will continue to increase and eventually a
red icon will be displayed on the IC. The message ‘Exhaust filter full. Engine power will be reduced’
will be displayed, shortly followed by the instruction ‘Driving below 80km/h (50mph) for up to 15
minutes will clean filter’. Once again, this is no cause for alarm and if a change in drive style is
performed, the engine management system will quickly be able to take corrective action to regenerate
the GPF.
The driver should appreciate that whilst this message is visible, vehicle performance will be
compromised. Driving styles may need to be modified to accommodate reduced engine power, torque
and reduced levels of vehicle acceleration.
If the regeneration process is successful the green 'Exhaust filter self-cleaning complete' icon will be
displayed.

Item Description
1 Restricted Performance
Should the corrective action be unsuccessful, (or there is a fault with the system) the vehicle will enter
a torque limitation mode. The driver will be informed by a red warning icon on the instrument cluster
with the associated text ‘Restricted Performance’.
If the vehicle is in this state, it is recommended that the customer contacts their local retailer for
corrective action to the vehicle.

INTRODUCTION

OVERVIEW
FlexRay™
For automobiles to continue to improve safety, increase performance, reduce environmental impact
and enhance comfort, the speed, quantity and reliability of data communicated between a car's
electronic control modules must increase.
Advanced control and safety systems combining multiple sensors, actuators and electronic control
units are beginning to require synchronization and performance surpassing what the existing standard,
Controller Area Network (CAN), can provide. Coupled with growing bandwidth requirements with
today's advanced vehicles utilising over five separate CAN busses, automotive engineers are
demanding a next-generation, embedded network.
From launch, the Ingenium I3 1.5L Petrol engine will utilise a new communication system called
'FlexRay™'. This system has a far greater communication speed than CAN and can run up to speeds
of 10 Mbit/s which is 10 times faster than the equivalent CAN. The system will be tested in a similar
way to CAN, however the resistance and voltage signals will be different.
Communication Comparison Chart
Communication system LIN CAN FlexRay™
Maximum Bandwidth 40 kbits/s 1 Mbits/s 10 Mbits/s
Wires 1 2 2 or 4
Typical Applications Body Electronics Powertrain High-Performance Powertrain,

(Mirrors, Power Seats, (Engine, Safety
Accessories) Transmission, ABS) (Drive-by-wire, active suspension,
adaptive cruise control)
EXAMPLE FLEXRAY™ WAVEFORM

PCM INPUTS AND OUTPUTS
NOTE: The following graphics show the inputs and outputs of the PCM. Due to the amount of
components involved, this has been split over three graphics.

PCM INPUTS AND OUTPUTS 1 OF 3
1 PCM 2 VCT solenoid (x2)
3 Ignition coil (x3) 4 Electric throttle valve motor
5 FPDM 6 PCJ Solenoid

7 Variable flow oil pump solenoid 8 HP fuel pump
9 Ground 10 Fuse
11 Power Supply 12 Brake pedal switch
13 Cylinder block temperature sensor 14 Cylinder head temperature sensor
15 Oil temperature and pressure sensor 16 Fuel pressure sensor - Low
17 Electric Throttle Valve Position Sensor 18 Accelerator Pedal Position (APP) Sensor
(TPS)
A Hardwire AX FlexRay™

1 PCM 2 Thermostat heating element
3 A/C Compressor 4 Variable Coolant Pump Solenoid
5 Purge valve solenoid 6 Cooling fan control module

7 Ground 8 Fuse
9 Power Supply 10 MAFT sensor
11 Radiator outlet ECT Sensor 12 Variable coolant pump position sensor
13 MAPT Sensor 14 CMP sensor (x2)
15 CKP sensor 16 Ambient air temperature sensor - (in left door

mirror)
A Hardwire AX FlexRay™

1 PCM 2 Fuel Injector (x3)
3 Turbocharger compressor recirculation 4 Turbocharger wastegate actuator

valve

5 Water Charge Air Cooler (WCAC) coolant 6 Auxiliary coolant pump

pump
7 Active air grille shutter control module 8 Ground
9 Fuse 10 Power Supply
11 BCM/GWM 12 RCM
13 Knock Sensor (x2) 14 Heated Oxygen Sensor (HO2S) (x3)
15 FRPT sensor 16 Turbocharger wastegate actuator

position sensor
A Hardwire O LIN
AX FlexRay™

ENGINE MANAGEMENT COMPONENT LOCATIONS 1 OF 2
1 Turbocharger wastegate actuator 2 CMP Sensors (x2)
3 Fuel Rail Pressure and Temperature (FRPT) 4 Electric throttle

Sensor

5 MAF Sensor 6 MAPT Sensor
7 Fuel injectors (x3) 8 Knock sensor
10 Variable flow oil pump solenoid 7 PCJ Solenoid
10 Variable coolant pump 11 Knock sensor

ENGINE MANAGEMENT COMPONENT LOCATIONS 2 OF 2
12 VCT actuator 13 Turbocharger compressor recirculation valve
14 VCT actuator 15 HP Fuel pump
16 Oil pressure and temperature sensor 17 Cylinder head temperature sensor

18 Electric thermostat 19 Ignition coils (x3)
20 CKP Sensor 21 Cylinder block temperature sensor

ENGINE SENSORS AND ACTUATORS
During this section, each sensor will have an expected PicoScope waveform in order to give technicians
a visual representation of what they will see when testing components. Keep in mind that each sensor
waveform has been captured at a specific RPM, temperature and engine load. Some sensors are
analogue while others are digital. For this reason when discussing the waveform the terms period/
time and amplitude will be referred to.
A Period/Time B Amplitude
Period/Time
• This is the length of time that the sensor is on or off. This could be a 'period' of positive voltage or
a 'period' where there is no voltage.
Amplitude
• This is the scale of voltage used to perform the function. This may be different depending on which
sensor is being tested. For example a sensor may read 5V or 12V.
CRANKSHAFT POSITION SENSOR (CKP)
The CKP sensor is a bi-directional, 5V sensor which is located at the rear left side of the engine. This
Hall effect sensor measures the magnetic field variation induced by the reluctor ring on the drive plate
or dual mass flywheel.
The reluctor ring is a 60-2 installation where two teeth are missing and the sensor uses the missing
teeth to determine the crankshaft's position.

During engine run out and stop, the crankshaft may rotate backwards and this can be detected by
the CKP. This allows the PCM to calculate the absolute position of the crankshaft after engine stop
and enables the implementation of Auto stop/start functionality.
The PCM uses the CKP signal for the following:
Signal Use
• Engine speed
• Engine rotational direction
• Absolute crankshaft position
• Ignition and Injection timing
• VCT control.
Effects of Signal Failure
• DTC registered in the PCM
• Reduced engine performance with no VCT operation
• The engine will continue to operate using data from the CMP sensors.
The PCM transmits this signal information on the FlexRay™ network for use by other systems such
as the IC.
This waveform was taken at idle. When the RPM increases the pattern compresses along the time
scale.
EXAMPLE WAVEFORM AT IDLE

CAMSHAFT POSITION SENSORS (CMP)
The CMP sensors are 5V sensors located on the camshaft carrier on top of the engine. These Hall
effect sensors measure the magnetic field variation induced by the reluctor ring on the intake and
exhaust camshafts.
The sensors produce a square wave signal proportional to engine speed and the PCM uses the
signals for the following:
Signal Use
• To determine current rotational position of the intake and exhaust camshafts.
• Accurately control the VCT system and determine the current camshaft adjustment position.
• Back up sensors in case of CKP failure.
• The engine will continue to operate but the VCT system will be disabled
• Reduced engine performance and fuel economy.

This waveform was taken from the exhaust CMP at idle. When the RPM increases the pattern
compresses along the time scale.
MASS AIR FLOW AND TEMPERATURE (MAFT) SENSOR
The combined Mass Air Flow and Temperature (MAFT) Sensor has a 5V supply and is located in the
top of the air filter housing.
The MAFT sensor outputs are digital signals proportional to the mass and temperature of the incoming
air. The MAF portion of the MAFT uses the hot film principle and outputs a Frequency Modulation
(FM) signal proportional to the mass of air being drawn in to the engine.
The temperature sensor portion of the MAFT uses a NTC thermistor and outputs a voltage signal
proportional to the temperature change of the incoming air. The NTC thermistor works on the principle
of decreasing resistance in the sensor as the temperature of the intake air increases.

The PCM uses this data in conjunction with signals from other sensors and stored maps for the
following purposes:
Signal Use
• To determine the precise fuel quantity to be injected into the cylinders.
Effects of Signal Failure (MAF)
• Difficulty starting
• Engine stalls after starting
• Delayed engine response
Effects of Signal Failure (Temperature Sensor)
• Over fuelling
• Idle speed control inoperative.
NOTE: If the temperature sensor of the MAFT sensor fails the PCM uses a default intake air
temperature of -5°C (23°F).
This waveform shows a MAF signal where the engine runs at idle. An increase in air flow will be seen
as a compressed signal waveform on the time scale.
EXAMPLE MAFT AIRFLOW WAVEFORM

EXAMPLE MAFT TEMPERATURE WAVEFORM
MANIFOLD ABSOLUTE PRESSURE AND TEMPERATURE (MAPT) SENSOR
The Ingenium I3 1.5L Petrol engine utilises a MAPT sensor, with a 5V supply. The MAPT is situated
in the intake manifold.
A diaphragm transducer is used to measure the air pressure and a NTC thermistor in a voltage divider
circuit is used to measure the temperature of the charge air. The NTC thermistor works on the principle
of decreasing resistance in the sensor as the temperature of the intake air increases.
Signal Use
• Charge air pressure regulation.
• Charge air control inoperative

This waveform shows a MAP signal where the engine runs at idle.
EXAMPLE MAP SENSOR WAVEFORM
HEATED OXYGEN SENSORS (HO2S)

Depending on market, the Ingenium I3 1.5L Petrol engine utilises either two or three HO2S in
the exhaust system.
• NAS/EU6d - Three HO2S (One Pre-Catalyst, One Mid-Catalyst, One Post Catalyst)
• EU5/6c - Two HO2S (One Pre-Catalyst, One Mid-Catalyst)
The HO2S are located in the following positions:
1. Pre-Catalyst - Wideband sensor, mounted in the exhaust front section, directly after the
turbocharger's turbine outlet and before the pre catalytic converter.
2. Mid-Catalyst - Narrow band sensor, installed in the exhaust front section, in between the pre and
main catalytic converters.
3. Post-Catalyst - Narrow band sensor installed in the exhaust front section, after the main catalytic
converter.

THREE SENSOR SYSTEM
1 Pre Catalytic Converter 2 Main Catalytic Converter
3 Pre Catalyst HO2S 4 Mid Catalyst HO2S
5 Post Catalyst HO2S
The PCM uses the signals from the HO2S for the following purposes:
Signal Use:
• Measure the oxygen content of the exhaust gasses
• Regulate the air fuel ratio to Lambda 1 (14.7:1)
• Monitor the performance of the catalytic converter
• Calculate long and short fuel trim.
• Reduction in emissions control capability

HEATED OXYGEN SENSOR (HO2S)
OIL PRESSURE AND TEMPERATURE SENSOR

The oil pressure and temperature sensor is located in the oil filter housing assembly at the front right
of the engine. It is connected directly to the PCM and receives a 5V supply.
The temperature sensor is an is a digital Pulse Width Modulated (PWM) sensor which operates in a
range of -40°C (-40°F) to 160°C (320°F) temperature range. In the event of failure, the ECT sensor
value is used.
A PWM output signal is used to transmit both the oil pressure and temperature information to the
PCM.
Signal Use
• Oil pressure control via the variable flow oil pump.
Effects of Failure
• Oil pressure signal defaults to maximum resulting in no variable oil pressure control
• Reduction in fuel economy
• Warning light will illuminate on the instrument cluster.
The PCM transmits this signal information on the FlexRay™ network for use by other systems including
the IC.

OIL PRESSURE AND TEMPERATURE SENSOR
This waveform was taken at idle with a cold engine. The length of time period will change as the
temperature/pressure increases and decreases.
1 Start of signal 2 Temperature signal
3 Pressure signal

ENGINE COOLANT TEMPERATURE (ECT) SENSOR
The ECT sensor is located in the engine coolant outlet and incorporates an NTC thermistor and
operates in a temperature range of -40°C (-40°F) to 150°C (302°F). The input to the sensor is a 5V
reference voltage supplied through a resistor within the PCM. The output voltage from the sensor
changes as the thermistor allows more current to pass to ground as the temperature of the coolant
rises.
In the event of signal failure, the oil temperature sensor value is used. If both the oil temperature and
ECT signals fail, a default high temperature is used to set the cooling system to a safe cooling
condition.
Signal Use
• The PCM uses the sensor to monitor the engine coolant temperature in the thermostat housing
and uses the information to control the electric thermostat and variable coolant pump.
Effects of Failure
• The electric thermostat operation will be limited to that of a standard thermostat.
• Temperature gauge inoperative or inaccurate reading
• Difficult cold starting
• Difficult hot starting
• Reduced engine performance.
The PCM transmits this signal information on the FlexRay™ network for use by other systems including
the IC.

RADIATOR OUTLET ENGINE COOLANT TEMPERATURE (ECT) SENSOR
The Radiator Outlet ECT sensor is located in the Radiator Lower Coolant Hose and incorporates an
NTC thermistor and operates in a temperature range of -40°C (-40°F) to 150°C (302°F). The input
to the sensor is a 5V reference voltage supplied through a resistor within the PCM. The output voltage
from the sensor changes as the thermistor allows more current to pass to ground as temperature of
the coolant rises.
In the event of an ECT sensor signal failure, the PCM applies a default value of 100°Celsius (212°F).
Signal Use
• Radiator temperature control via cooling fan operation
• Additional information for engine temperature control in conjunction with the ECT in the thermostat
housing.
Effects of Failure
• Increased and unrefined cooling fan operation
• Reduction in fuel economy.

EXAMPLE WAVEFORM ON A COLD ENGINE AT IDLE
CYLINDER HEAD TEMPERATURE SENSOR

The cylinder head temperature sensor has a 5V supply and has NTC properties. The sensor is located
in the front of the cylinder head, adjacent to the oil filter housing and the cylinder head water outlet
pipe.
The sensor measure the temperature of the cylinder head metal and has no connection to the engine
coolant.
Signal Use
• Closed loop input for the operation of the variable coolant pump.
Effects of Failure
• The variable coolant pump will remain at full flow throughout all engine conditions
• Reduced fuel economy.

CYLINDER HEAD AND CYLINDER BLOCK TEMPERATURE SENSORS

EXAMPLE OF TEMPERATURE SENSOR WAVEFORM (@75ºC)
CYLINDER BLOCK TEMPERATURE SENSOR

The cylinder block temperature sensor has a 5V supply and has NTC properties. The sensor is located
on the left side of the cylinder block, adjacent to the electric engine coolant outlet housing. The sensor
measures the temperature of the cylinder block metal and has no connection to the engine coolant.
Signal Use
• It allows the PCM to calculate engine temperature in conjunction with other coolant sensors.
Effects of Failure.
• The variable coolant pump will remain at full flow throughout all engine conditions
• Reduced fuel economy.

EXAMPLE OF TEMPERATURE SENSOR WAVEFORM (@65ºC).
ENGINE COOLING FAN CONTROL MODULE

ENGINE COOLING FAN CONTROL MODULE LOCATION

The engine cooling fan control module is located on the rear of the cooling fan shroud and is controlled
by the PCM via a relay and a PWM signal.
Signal Use
• The module allows the PCM to control the speed of the fan motor operation.
• The fan control module varies the resistance of the supply line supplying current to the fan motor.
This in turn varies the speed of the fan.
Effects of Failure:
• Increased engine operating temperature
• Incorrect fan operation resulting in the engine over heating
• Reduction in Air Conditioning (A/C) performance

INTRODUCTION

Introduced to compliment the Ingenium I3 Petrol engine is a new 8 speed automatic transmission.
The transmission will be available in three variants:
• AWD MHEV
• FWD MHEV
• FWD PHEV.
The transmission has a final drive ratio of 3:32 and comprises 3 planetary gear sets.
SERVICE
The following lists the available serviceable components on the transmission:
• Transmission control module
• Torque convertor input shaft seal
• Selector shaft seal
• Transmission shaft seal (left and right)
• Transmission differential seal (inner and outer).
The transmission is fill for life and as such has no service requirement for fluid change.

TRANSMISSION SPECIAL TOOLS
1 Inner shaft seal tool - JLR 307-707 2 Torque convertor input shaft seal tool -
JLR 307-706
3 Selector shaft seal tool - JLR 307-705 4 Transmission seal tool (left) - JLR-307-703
5 Outer shaft seal tool - JLR-307-702 6 Park release tool - JLR-307-704
7 Transmission seal tool (right) - JLR-307-701

INTRODUCTION

ENGINE SERVICE SCHEDULE
CAUTION: The Ingenium I3 1.5L Petrol engine will use Castrol EDGE Professional
E 0W-20 engine lubricating oil. The oil has been jointly developed for this engine
with Castrol and Jaguar Land Rover and is approved to engine oil specification
STJLR.03.5006. It improves fuel efficiency, reduces CO2 emissions and metal to
metal friction and wear.
Castrol EDGE Professional is the only engine oil recommended by Jaguar Land
Rover.
Always refer to the current market specifications when discussing Ingenium I3 1.5L
Petrol service intervals.
SERVICE INTERVALS
Item Interval
Castrol EDGE Professional E 0W-20 engine Every 21,000 miles (34,000 km) or two years
lubricating oil
Engine Oil Filter Every 21,000 miles (34,000 km) or two year
Spark Plugs Every 63,000 miles (100,000 km) or six years
Accessory drive belt 63,000 (100,000 km) or 14 years
Engine coolant 100,000 miles (160,000 km) or 10 years

SPECIAL TOOLS
Specialist tools are required to carry out certain procedures on the Ingenium I3 1.5L Petrol engine.
The following lists the special tools available:
1 Crankshaft timing tool - JLR 303-1655 2 VCT torque reaction tool - JLR 303-
1654
3 Accessory drive belt stretch tool - JLR-303- 4 Spark plug socket - JLR 303-1682
1640
5 Lifting eye - JLR-303-1297

INTRODUCTION
QUESTIONS
QUESTIONS
TEST YOUR KNOWLEDGE
Following your completion of the assessment questions, please log onto Jaguar Land Rover Excellence
and submit your answers electronically. Your result will subsequently form part of your training history.
QUESTION 1
Select all that apply:
Which of the following statements are correct with reference to the power output of the Ingenium I3
1.5L Petrol engine?
Option Answer Selection
a. The Ingenium I3 1.5L Petrol has 250PS.
b. The Ingenium I3 1.5L Petrol has 300PS.
c. The Ingenium I3 1.5L Petrol High engine has a power

output of 200PS.
d. The Ingenium I3 1.5L Petrol Mid engine has a power

output of 160PS.
QUESTION 2
Variable Camshaft Timing (VCT) is installed on which of the camshafts?
a. Intake camshaft only.
b. Exhaust camshaft only.
c. Both Intake and Exhaust camshafts.
d. Variable Camshaft Timing (VCT) is not installed.
QUESTION 3
Which of the following statements are correct with reference to the Ingenium I3 1.5L Petrol engine?
a. The engine has two balance shafts both rotating at engine speed
and in the same direction.
b. The engine has two balance shafts one rotates at engine speed
and in the same direction the other at engine speed in the opposite
direction.
c. The engine has a single balance shaft running at twice engine speed
but rotating in the opposite direction.
d. The engine has a single balance shaft running at engine speed but
rotating in the opposite direction.

QUESTIONS
QUESTION 4
The Water Charge Air Cooler Air Cooler (WCAC) is located?
a. The WCAC is incorporated into the intake manifold.
b. The WCAC is located prior to the turbo in the clean air duct.
c. The WCAC is incorporated into air filter housing.
d. The WCAC is located prior to the electric throttle.
QUESTION 5
True or false:
The HP fuel pump works off a four lobe cam on the exhaust camshaft.
a. True
b. False
QUESTION 6
Select the incorrect answer:
The PCM calculates the ignition timing for individual cylinders from:
a. Engine speed from the Crankshaft Position (CKP) sensor.
b. Camshaft position from exhaust and intake Camshaft

Position (CMP) sensors.
c. Engine load.
d. Intake air temperature.
QUESTION 7
What feature aids access to the upper timing chain and VCT actuators for service/maintenance?
a. An access panel in the cylinder head cover.
b. An access hatch in the front engine timing chain cover.
c. An access panel in the engine cover.
d. A service panel in the left side of the cylinder head cover.

QUESTIONS
QUESTION 8
The low pressure fuel system for the Ingenium I3Petrol operates between what pressures?
a. 4.5bar (65.3psi) and 6.3bar (91.4psi).
b. 4bar (58psi) and 6bar (87psi).
c. 4.3bar (62.3psi) and 6.3bar (91.4psi).
d. 3.5bar (50.76psi) and 6.3bar (91.4psi).
QUESTION 9
What is the maximum operating pressure of the High Pressure Fuel Pump?
a. 100bar (1450psi)
b. 250bar (2900psi)
c. 500bar (7250psi)
d. 1000bar (14,500psi)
QUESTION 10
True or False:
The Ingenium I3 1.5L Petrol engine is fitted with piezo Injectors
a. True
b. False
QUESTION 11
True or False:
The turbocharger on the I3 Ingenium Petrol engine is a twin scroll type.
a. True
b. False
QUESTION 12
The exhaust back-pressure sensor has two hoses connected to it:
a. A vent hose to atmosphere.
b. A connection to the turbocharger
c. A connection to the exhaust system.
d. A connection to the air intake manifold.

QUESTIONS
QUESTION 13
Which of the following is a symptom of CKP failure?
a. Reduced engine performance with no VCT operation.
b. The engine will misfire.
c. There is no noticeable effect, the engine uses the CMP sensors

signal instead.
d. The engine will continue to operate using data from the CMP
sensors.
QUESTION 14
Which of the following features does the Ingenium I4 Petrol engine have that the I3 Petrol does not?
a. Intergrated intake manifold.
b. Twin scroll turbocharger.
c. Water Charge Air Cooler(WCAC).
d. Continuously Variable Valve Lift(CVVL).
QUESTION 15
Which of the following components are fitted to the electric thermostat?
a. Thermostat heating element.
b. Engine Coolant Temperature Sensor.
c. Block valve with integrated bypass valve.
d. Cylinder block temperature sensor.
QUESTION 16
Which of the following is not a serviceable item on the eight speed transmission?
a. Transmission Control Module.
b. Transmission differential seal (inner and outer).
c. Torque convertor input shaft seal.
d. The valve block.

QUESTIONS
QUESTION 17
Which of the following statements regarding the exhaust VCT actuator is correct?
a. The exhaust camshaft VCT base position is retard.
b. The exhaust camshaft is actuated by a torque assisted VCT

system.
c. The exhaust camshaft is actuated by a cam torque actuated

VCT system.
d. The exhaust camshaft VCT can advance its timing by by 70°.
QUESTION 18
True or False:
In the event of a failure of the turbocharger wastegate actuator motor or position sensor the control
of the wastegate is lost.
a. True
b. False
QUESTION 19
Two 20 Watt electric coolant pumps are incorporated into the cooling system, one of which maintains
flow around the low temperature system. What system does the other electric pump supply?
a. The cylinder head under heavy engine load.
b. The turbocgarger under heavy engine load.
c. The WCAC.
d. The cabin heater system, while in Auto stop/start

mode.
QUESTION 20
In the event of an Engine Coolant Temperature (ECT) sensor failure what default value does the
Powertrain Control Module (PCM) use ?
a. 160°C (320°F)
b. 140°C (284°F)
c. 100°Celsius (212°F)
d. -40°C (-40°F)

X

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INGENIUM I3 1.

5L PETROL ENGINE INTRODUCTION

PERSONAL STUDY MODULE

INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION Version: 1.2 iii

iv Version: 1.2 INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION

AIMS AND OBJECTIVES

INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION Version: 1.2 v

AIMS AND OBJECTIVES

INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION Version: 1.2 1-1

NOTE: Engine availability and configuration is market dependent.

INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION Version: 1.2 2-1

2-2 Version: 1.2 INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION

INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION Version: 1.2 2-3

Item Description Item Description

1 Torque (Nm) 2 Power (kW)

A Torque (Nm) B Engine Speed (RPM)

2-4 Version: 1.2 INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION

Configuration 3 cylinder 3 cylinder

Capacity 1497 cm₃ 1497 cm₃

Bore 83.0 mm 83.0 mm

Stroke 92.29 mm 92.29 mm

Compression ratio 10.5:1 10.5:1

Maximum power output 120 kW (160PS) @ 5000rpm 146.9 kW (200PS) @ 5500rpm

Maximum torque 260Nm @ 2000-4500rpm 280Nm @ 2000-4500rpm

Turbocharger Single-Scroll Single-Scroll

Exhaust After Treatment 3-way catalytic convertor 3-way catalytic convertor

Emissions standard EU6d / China 6b / SULEV30 EU6d / China 6b / SULEV30

INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION Version: 1.2 2-5

Item Description Item Description

1 Cylinder head 2 Cylinder block

3 Windage tray 4 Oil pan

INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION Version: 1.2 3-1

3-2 Version: 1.2 INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION

Item Description Item Description

1 VCT Solenoid - Intake 2 VCT Actuator - Intake

3 Secondary timing chain 4 VCT actuator - Exhaust

5 VCT solenoid - Exhaust

INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION Version: 1.2 3-3

Item Description Item Description

1 Solenoid coil 2 Solenoid core

3 VCT solenoid assembly 4 Solenoid pintle pin

5 Centre bolt 6 Pressurised engine oil

9 VCT actuator assembly 10 Spool valve

3-4 Version: 1.2 INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION

INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION Version: 1.2 3-5

Item Description Item Description

1 Intake camshaft oil control valve 2 VCT actuator - Intake

3 Secondary timing chain 4 Secondary timing chain guide

5 Exhaust camshaft oil control valve 6 VCT actuator - Exhaust

7 Secondary timing chain tensioner guide 8 Secondary timing chain tensioner

9 Primary timing chain tensioner 10 Primary timing chain tensioner guide

11 Crankshaft 12 Balance shaft drive

13 Primary timing chain idler 14 Secondary timing chain idler

15 Secondary timing chain guide

3-6 Version: 1.2 INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION

INGENIUM I3 1.5L PETROL ENGINE INTRODUCTION Version: 1.2 3-7

Item Description Item Description