Workshop Manual: Engine Management - Systems Rolls-Royce Bentley Motor Cars

I
l
ROLLS Workshop Manual
Im
ROYCE
Engine Management .
Systems
Rolls-Royce & Bentley

motor cars
Rolls" Royce Silver Spirit

RoUsvRoyce Silver Spur
Rons- Royce Corniche
Rolls·Royce Corniche II
Bentley Eight
Bentley Mulsanne
Bentley Mulsanne S
Bentley Turbo R
Bentley Continental
1987t 1988t and 1989

model year cars
TSD 4737
., September 1989
Printed and Published by
ftotla•Royc:o Motor Cars Limited
Crewe
Ch••hir•
CW1 3PL
England
The information in this document is correct at the time

of going to print but in view of the Company s
continuing efforts to develop and improve its products
it may have become out of date by the time you read it
and you should, therefore, refer to publication TSO
4736 Product Support Information.
The information given hero must not be taken as
forming part of or establishing any contractual or other
commitment by Rolls-Royea Motor Cars Limited end
no warranty or representation concerning the
information is given.
@ Rolls-Royce Motor Cars Limited 1989
9/89
Introduction
This manual is written specifically for skilled service

personnel and it is therefore assumed that the
workshop safety and repair procedures generally
accepted by the motor trade are appreciated.
understood. and carried out.
Information relating to any subsequent
modification will be circulated by the issue of amended
or additional pages.
Each chapter incorporates an issue record sheet
Reference must be made to these sheets when
determining either the current issue date for a
particular page. or the number of pages contained
within a chapter/section.
Throughout the manual reference is made to the
right-hand and left-hand side of the car. this is
determined when sitting in the driver· s seat.
In order to identify the two banki; of engine
cylinders. it should be noted that 'A bank of cylinders
is on the right-hand side and ·e· bank on the left-hand
side when viewed from the driver's seat.
Service personnel at Rolls-Royce Motor Cars
Limited are always prepared to answer queries or give
advice on individual servicing problems. When making
an enquiry it is essential that the full vehicle
identification number (VIN) is quoted.
Important
When obtaining information for a particular model
always refer to the appropriate Chapter and/or Section
contents page.
9/89 TSO 4737

Printed in England
4P RoOs-RoVCe Motor Cars Limited 1989
~
I
Commu nications
All communications should be addressed to one of the

following depending upon the ca( s domicile.
Rolfs-Royce Motor CaR Limited

Crewo Cheshire CWl 3PL England
Telephone: 02 70 255155
Telex: 361 21
Fax: 0270 586548
RoUa·Royce Motor Cars International SA

Au Glapin 1162 St·Prex
Switzerland
Telephone: 021 8062731
Telex: 464216
Fax: 021 8062729
Rolla-Rove• Motor Cars Inc.

PO Box 4 76 Lyndhurst
New Jersey 070 71 USA
TelophQne: 201 460 9600
·relax: 427788
Fax: 201 460 9392
Rolls-Royce Motor Cara (Canada) Limited/limitee

6634 Abrams Street
St. Laurent Quebec H4S 927
Canada
Telephone: 514 335 9898
fax: 514 335 2457
9/89
Contents
Chapter A
General information
Chapter&
Fuel injection system
ChapterC
Fuel system
ChapterD
Turbocharging system
Chapter£
Ignition system
(For details of the ignition system fitted to 1989
model year turbocharged cars, refer to Chapter B.
Section 84, K·Motronic)
Chapter F
Exhaust emission control system
ChapterG
Fuel evaporative emission control system
ChaptetH
Crankcase emission control system
ChapterJ
Air intake system
ChapterK
Throttle linkage
Chapterl
Special torque tightening figures
ChapterM
Workshop tools
ChaptarN
Running changes
10/88 TS04737
Printed in England
© Aolte-Rovce Motor Cars limited 1988
Chapter A
General information
Contents Sections
Rolls-Royce Bentley
Silver Silver Corniche/ Eight Mulsanne/ Turbo R Continental
Spirit Spur Corniche II Mulsanne S
Contents and issue record

sheet Al Al A1 Al Al Al Al
1987/88/89 model years
General information A2 A2 A2 A2 A2 A2 A2
10/88 TSD4737
Printed in England
(c) Rolls-Royce Motor Cars Limited 1988 A1-1
Issue record sheet
The dates quoted below refer to the issue date of individual pages within this chapter.
Sections
Page No.
I A1 I A2
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10/88 TSD 4737

Printed in England
© Rolls-Royce Motor Cars Limited 1988 A1-3
Sec1ion A2
General information
Health risk Operating the air conditioning system in a confined

Engine oils space increases the danger of these gases entering the
Prolonged and repeated contact with mineral oil will car.
result in the removal of natural fats from the skin, Ideally, engines should be run in the open where the
leading to dryness, irritation, and dermatitis. In addition. exhaust gases can discharge into the atmosphere.
used engine oil contains potentially harmful However. when running engines within an enclosed
contaminants which may cause skin cancer. Adequate working area, the exhaust gases must always be
means of skin protection and washing facilities should removed safely.
be provided. Refer to further text within this manual regarding
the use of exhaust gas extraction hoses and equipment.
Health protection precautions
1. Avoid prolonged and repeated contact with oils. Fuel
particularly used engine oils. Fuel may contain up to 5% of benzene as an anti-knock
2. Wear protective clothing. including impervious additive. Benzene is extremely injurious to health (being
gloves where practicable. carcinogenic) therefore, all contact should be kept to an
3. Do not put oily rags in pockets. absolute minimum, particularly inhalation.
4. Avoid contaminating clothes, particularly Fuel has a sufficiently high vapour pressure to allow
underpants. with oil. a hazardous build-up of vapour in poorly ventilated
5. Overalls must be cleaned regularly. Discard areas. Therefore. any work should be carried out in a
unwashable clothing and oil impregnated footwear. well ventilated area.
6. First aid treatment should be obtained immediately Fuel vapour is an irritant to the eyes and lungs, and
for open cuts and wounds. if high concentrations are inhaled it may cause nausea,
7. Use barrier creams, applying before each work headache. and depression.
period, to help the removal of oil from the skin. Fuel liquid is an irritant to the eyes and skin and may
8. Wash with soap and water to ensure all oil is cause dermatitis following prolonged or repeated
removed !skin cleansers and nail brushes will help). contact.
Preparations containing lanolin replace the natural skin When it becomes necessary to carry out work
oils which have been removed. involving the risk of contact with fuel. particularly for
9. Do not use fuel, kerosine, diesel fuel, gas oil, prolonged periods, it is advisable to wear protective
thinners, or solvents for washing skin. clothing including safety goggles, gloves, and aprons.
10. If skin disorders develop, obtain medical advice. If there is contact with fuel the following
11. Where practicable, degrease components prior to emergency treatment is advised.
handling.
12. Where there is a risk of eye contact, eye protection Ingestion (swallowing)
should be worn. for example, chemical goggles or face Do not induce vomiting. Give the patient milk to drink (ii
shields; in addition an eve-wash facility should be none is available water can be given). The main hazard
provided. after swallowing fuel is that some of the liquid may get
See also UK Health and Safety Executive into the lungs. Send the patient to hospital immediately.
Cautionary Notice SHW 397 'Effects of Mineral Oil on
the Skin'. Eves
Wash with a good supply of clean water for at least 10
Environmental protection precautions minutes.
It is illegal to pour used oil onto the ground, down
sewers or drains, or into water courses. Skin contact
The burning of used engine oil in small space Immediately drench the affected parts of the skin with
heaters or boilers is not recommended unless emission water. Remove contaminated clothing and then wash all
control equipment is fitted. In cases of doubt check contaminated skin with soap and water.
with the Local Authority.
Dispose of used oil through authorized waste Inhalation (breathing in vapour)
disposal contractors to licensed waste disposal sites, or Move the patient into the fresh air. Keep the patient
to the waste oil reclamDtion trade. If in doubt, contact warm and at rest. If there is loss of consciousness give
the Local Authority for advice or disposal facilities. artificial respiration. Send the patient to hospital.
Exhaust gases High voltage levels

The exhaust gases contain carbon monoxide {COi. Dangerously high voltage levels are present in an
which is odourless and invisible but very poisonous. electronic ignition system. These levels are not only
10/88 TSD4737
Printed in England
(c) Rolls-Royce Motor Cars Limited 19B8 A2-1
present in individual components, but also in the wiring absorbent cloth around the joint and carefully slacken
looms, plugs, sockets, and test connections. the pipe nut to release any pressurized fuel from the
Both primary and secondary circuits are sut>Ject to system. Tighten the pipe nut. Always dispose of the
these high voltages. cloth carefully, in accordance with the prevailing Health
Therefore, whenever the system is switched on do and Safety regulations.
not touch any components/circuits contained within the
ignition system. Cleanliness
Always wear thick rubber gloves and use insulated It is extremely important to ensure maximum
tools when working on the system with the ignition cleanliness whenever work is carried out on the system.
switched on. The main points are.
1. Jn order to prevent the ingress of dirt, always clean
the area around a connection before dismantling a joint.
Workshop precautions 2. Having disconnected a joint (either fuel or air)
Electrical always blank off any open connections as soon as
Always ensure that the battery master switch is turned possible.
to the OFF position or the battery is disconnected, 3. Any components that require cleaning should be
before disconnecting or connecting any electrical washed in white spirit and dried, using compressed air.
components. In addition, note the following. 4. If it is necessary to use a cloth when working on the
Never disconnect the battery or switch off the system, ensure that it is lint-free.
battery master switch when the engine is running.
Always ensure correct polarity when making cable General
connections. Before working on the car, always ensure that the
It is recommended that when carrying out tests on parking brake is firmly applied. the gear range selector
the car wiring, a good quality multi-meter is used. level is in the park position, and fuse A6 is removed from
Never use generator type meters. fuse panel F2 on the main fuseboard.
Do not use a test lamp on circuitry that contains A number of the nuts. bolts. and setscrews used in
electronic components, such as the ignition system. the fuel injection system are dimensioned to the metric
Before using test equipment always read the system. it is important therefore, that when new parts
manufacturer's instructions. become necessary the correct replacements are
Do not pierce any electrical leads or looms with test obtained and fitted.
probes, etc.
Do not remove the high tension lead situated
between the ignition coil and distributor when the Terminology
engine is running. It should be noted that not all of the components listed
Ensure that no arcing takes place between are fitted to any one particular model or model year of
electrical connections. car. This section merely explains the abbreviation and
Do not supply more than 16 volts direct current to operation of the specialist components used in the
the ignition system. systems.
Fire Air flow sensor plate

Fuel is highly flammable, therefore great care must be Balances the air flow entering the induction system
exercised wheneve, the fuel system is opened li.e. pipes with fuel pressure acting on the control piston.
or unions disturbed) or the fuel is removed from the
system. Always ensure that 'no smoking' signs and Air flow sensor potentiometer
CO 2 (carbon dioxide) fire extinguishers are placed in the Monitors the quantity of air flowing into the engine.
vicinity of the vehicle. The information is conveyed to the ECU as a
Always ensure that the battery is disconnected measure of engine load and is one of the elements used
before opening any fuel lines. in the calculation of ignition timing and fuelling
If the fuel is to be removed from the tank, ensure requirements.
that it is siphoned into a suitable covered container.
Air pressure transducer (APT)
Fuel The air pressure transducer monitors induction manifold
Pressure pressure. It passes this information to the relevant ECU
The fuel system contains fuel that may be under high so that the necessary electrical corrections can be
pressure. Therefore, to reduce the risk of possible injury made to the relevant control system.
and fire, always ensure that the system is depressurized On cars fitted with one APT the unit provides
by one of the following methods before commencing instantaneous boost pressure information for the fuel
any work that necessitates opening the system. injection and ignition control systems. It also supplies
1. Allow the pressure to fall naturally by switching off the information to the boost control system.
the engine and allowing the vehicle to stand for a On cars fitted with two APTs one assembly is
minimum of four hours before opening the system. connected to the fuel injection system and the second
2. Clean the inlet connection to the fuel filter. Wrap an unit is connected to the boost control system.
10/88
A2-2
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Air pump clutched pulley air intake. Closure of the dump valve allows induction
The air injection system is de-activated whenever the manifold pressure (boost) to build-up during increasing
coolant temperature is above 33°C (91 °F) or engine engine load. to values predetermined by the boost
speed exceeds 3000 + 100 rev/min. This is achieved by control system.
dis-engaging the air pump clutch. The dump valve also acts as a relief valve if the
boost pressure exceeds a preset level.
Air switching valve
The air switching valve comprises a vacuum operated
Electro-hydraulic actuator (EHA)
valve with an integral control solenoid.
Mounted on the fuel distributor, the electro-hydraulic
At coolant temperatures below 33 ° C (91 ° Fl the
actuator replaces the warm-up regulator used on K-
solenoid is energized. The resulting vacuum then
Jetronic systems. A positive increase in current (mA)
applied to the diaphragm chamber opens the v.ilve and
supply to the EHA results in a corresponding increase in
allows injected air to pass to the exhaust manifold.
fuel flow and hence fuel mixture strength.
At coolant temperatures above 33°C (91 °F)
On 1989 model year cars fitted with the
the solenoid is de-energized, the vacuum signal is
KE3-Jetronic fuel injection system, it is also possible to
inhibited and the injected air is re-routed to the engine
have a negative increase in the supply to the EHA which
air intake system.
will 'lean off' the mixture.
Auxiliary air valve

Allows calibrated increases in idle circuit air flow and Engine running sensor
hence engine speed. with closed throttle plates. This Inhibits the supply of power to the fuel pump unless the
provides the correct mixture strength during cold engine is running. The only exception being one by-pass
starting and warm-up periods. to the circuit, which allows the fuel pump to operate
when the engine is being 'cranked' by the starter motor.
Check valves
A check valve is fitted into the air injection pipe to each Engine speed sensor
exhaust manifold. The valves prevent the back flow of The signal generated by the rotation of the four
exhaust gas. segment timing wheel is sensed by the engine speed
sensor. The information is then conveyed to the K-
Cold start injector Motronic ECU for calculation of the engine speed.
Sprays finely atomized fuel during engine cranking (cold
engine) into the induction manifold. The amount and Exhaust gas recirculation valve IEGRI
duration of cold start injector operation are dependent The operation of this valve is vacuum controlled.
upon the coolant temperature. A proportion of exhaust gas is recirculated from the
exhaust system, through the EGR valve, into the
Control piston induction manifold where it mixes with intake air.
Cylindrical plunger type of valve that moves vertically in
the fuel distributor. A precision machined edge on the
Exhaust gas wastegate
piston opens the metering slits in the fuel distributor.
Regulates the flow of exhaust gas to the turbocharger
turbine when either boost pressure or engine detonation
Coolant temperature sensor reach predetermined levels. The boost control system
The coolant temperature sensor is located in the actuates wastegate control.
thermostat housing. The internal resistance of the
sensor changes with the engine coolant temperature.
Four segment timing wheel
To achieve the correct starting and warm-up
The four segment timing wheel has four equal length
characteristics at low operating temperatures, the ECU
segments and gaps. Angular relationship of segment to
uses the signal it receives from the coolant temperature
gap is 54° and 36° respectively, and produces a 60:40
sensor to compute the correction factors for the ignition
ratio signal for engine speed calculation.
timing and the fuel injection system electro-hydraulic
actuator.
Fuel accumulator
Crankshaft reference sensor When the engine is stopped, the small volume of fuel
Initiation of A 1 ignition and subsequent engine firing held in the accumulator (under pressure from the
order occurs when the front damper mounted reference accumulator spring) maintains pressure in the primary
pin passes the crankshaft reference sensor. fuel circuit to ensure good starting response during the
engine 'cranking' operation !i.e. fuel is immediately
Differential pressure valves available).
One for each cylinder. maintains the correct pressure of
fuel at the metering slits. Fuel cooler
The fuel cooler is located in the left-hand side of the
Dump valve engine compartment. It uses air conditioning system
Allows compressed air to recirculate back through the refrigerant to cool the fuel prior to its return to the tank.
10/88 TSD 4737

Printed in England
© Rolls-Royce Motor Cars limited 1988 A2-3
Fuel distsibutor mixture strength deviations.
Apportions the fuel equally to the injectors adjacent to On cars fitted with catalytic converters the
each engine cylinder. K-Motronic system also provides an 'on-board' self
diagnostic facility.
Fuel pressure regulator The engine is equipped with several sensors that
Maintains a constant primary circuit fuel pressure. continuously monitor operating parameters such as
When the engine is stopped. the fuel pressure regulator engine speed, coolant temperature. and load. The
allows the system pressure to drop rapidly to a value sensors are connected to the digital ECU which is
preset by the fuel accumulator li.e. just below the programmed with characteristic data for the following
injector valve operating pressure). It also seals the functions. mixture strength control, ignition timing. idle
return line from the lower chambers of the differential speed control, and purging of the evaporative emission
p<essure value. control canister.
Heated oxygen sensor Knock sensors

Measures the oxygen content (which is directly related Sense crankcase vibration and then produce an output
to the air/fuel ratiol in the exhaust gas and by means of signal which is processed by the boost electronic
an electrical signal transmits the information to the control unit. If knock is present the ECU signals the
electronic control unit. boost control valve to divert the compressor pressure
signal more towards the wastegate than atmosphere.
Idle speed actuator
The idle speed actuator contains a stepping motor. the 'On board' self diagnostic ability
armature of which is connected to a rotating slide. A facia mounted warning panel illuminates to alert the
This adjusts the cross sectional area of the by-pass driver to a number of possible engine related faults. The
passage. lamp displays the message 'Check Engine' and is
The duty cycle from the K-Motronic ECU produces illuminated when the engine is running and a failure is
a torque at the rotating armature which acts against a identified.
return spring. When the 'Check Engine' lamp is illuminated a fault
The by-pass opening is continually adjusted to message !in the form of a four digit code) is stored
maintain the correct engine idle speed under all within the K-Motronic ECU and can be subsequently
potential engine load conditions. used to inform workshop personnel of the faulty
components or system.
Injector
One injector is used for each engine cylinder and sprays Pressure control valve
finely atomized fuel under all running conditions into the Operating from an electrical signal received from the
induction system. electronic control unit. the valve varies the fuel pressure
in the lower chambers of the differential pressure valves.
lntercooler
A charge air intercooler is fitted below the air cleaner Pressure damper
assembly. It is situated in the ambient air stream behind Dampens the pressure pulses caused by the operation
the air dam and beneath the front bumper. The of the pressure control valve.
intercooler reduces compressed air temperature, this
enables recovery of charge air density and maintains Purge control valve
optimum engine power output. This valve is connected into the purge line of the fuel
evaporative emission control system. It regulates the
KE2-Jetronic electronic control unit (ECU) purge flow rate depending upon engine load and mode
Processes input from a chain of engine mounted of operation. The valve receives a duty cycle signal from
sensors and provides the necessary electronic fuel the engine management system ECU.
corrections in terms of DC mA to the electro-hydraulic
actuator. This includes start. post start. warm-up. Thermal time switch
acceleration enrichment. and positive induction Situated in the thermostat housing. Depending upon
manifold pressure compensation. the temperature of the coolant. it controls the operation
of the cold start injector.
K-Motronic digital ECU
The K-Motronic ECU is mounted in the ECU Throttle position switch (TPS)
compartment in the rear right-hand corner of the engine Identifies the engine operating mode (i.e. idle. part load,
compartment. or full load).
The K-Motronic system brings together the Part load occurs when the switch contacts are
benefits of digital fuel injection (KE3-Jetronic) and broken between idle and full load.
ignition control {EZ 58FJ systems into a single electronic
control unit IECUJ. Other features of the system include Turbocharger
cold start and warm-up enrichment, idle speed Increases the power and torque of the engine by
regulation, and automatic correction of any long term utilizing energy from the exhaust gas.
10/88
A2-4
(
Warm-up regulator (WURi
Increases the control pressure as the engine warms-up
so that at normal operating temperature, full control
pressure (which is lower than primary system pressure)
is exerted on the end of the control piston.
(
10/88 TSD 4737
Printed in England
© Rolls-Royce Motor Cars Limited 1988 A2-5
FigureA2·1
Vehicle specification
TSD 4737
A2-6
Australia, Canada. Japan, Workshop
Specification UK and all countries not listed Norway and Sweden Austria and Switzerland Middle East and Taiwan and USA Manual
Naturally
Aspirated Turbocharged
Naturally
Naturally
Aspirated ITurbocharged
Naturally
Naturally
Aspirated ITurbocharged
Engine
L410 I 87188/89 - 87/88/89 - 87'88189 - 87 1 88189 - 87188/89 - Chapter E
L410 IT - 87/88 - 87/88 - 87 - 87/88 - - TS04700
L410 ITI - 89 - 89 - [ 89 - 89 - 89
Bosch K-Jetronic 87/88/89 - 87/88/89 - 87'88189 - 87/88/89 - 87/88/89 -
Bosch KE2-Jetronic - 87188 - 87188 - 87 - 87188 - - Chapter B
Bosch KE3-Jetronic !electronically controlled by TS04737
K-Motronic engine management system) - 89 - 89 - 89 - 89 - 89
Fuel system
Recirculatory with in-tank and main pumps
With fuel cooler
87188 87/88 87/88 87/88 87188 87 87!88 87188 87/88 - Chapter C
89 89 89 89 89 89 89 89 89 89 TS04737
Boost pressure control system regulating exhaust Chapter D
gas by-passing turbocharger via a wastegate - 87/88/89 - 87!88'89 - 87 and 89 - 87188/89 - 89 TSD4737
Ignition control system
Constant energy type. Lucas 35 DM 8 distributor Chapter E
conventional vacuum and centrifugal advance 87/88/89 - 87!88/89 - 87 88'89 - '87/88/89 - 87/88/89 - TSD 4737
Digital non-adjustable EZ 58F.

Twin 2 x 4 cylinder distributor - 87/88 - 87/88 Chapter E
- 87 - 87!88 - - TSD 4737
Digital non-adjustable EZ 58F (electronically

controlled by K-Motronic engine management Chapter B
system). Twin 2 x 4 cylinder distributor. - 89 - 89 - 89 - 89 - 89 TS04737
Air injection system - - 89 89 88i89 89 - - • • • 87 / 89
88/89 Chapter F
EGR system - - 89 - 93:99 - - - • • • 87188/89 - TSD4737
Catalytic converter system with closed-loop - - ~ ·s9 .. 89 · • 88i89 • • 89 - - t87/88( 89 t89

Standard purge control system - - 88/89 - 88i89 - 87188/89 tt87/88 87 /88/89 - Chapter G
TSD4737
Programmed purge control system - - - 89 - 89 - 89 - 89
Recirculatory closed breather type 87188/89 87/88/89 87188/89 87188/89 87/88/89 87 and 89 87/88/89 87/88/89 87 /88/89 89 Chapter H
TSD4737
Air intake system
Fitter mounted on right-hand inner wing valance 87 /88/89 87/88 87/88/89 87/88 87188/89 87 87/88/89 87/88 87188/89 - Chapter J
TS04737
With charge air intercooler - 89 - 89 - 89 - 89 - 89
Throttle intake
Rod and lever system 87/88/89 87 /88/89 87188/89 87 /88/89 87!88/89 87 and 89 87188/89 87/88/89 87 /88/89 89 Chapter K
TSO 4737
• Middle East has revised ignition timing ••Remote CO tapping••• Other than Australia
t Japan has excessive exhaust temperature warning tt With mods for boost system
Chapter B
Contents Sections
Rolls-Royce Bentley
Contents and issue

record sheet 81 B1 81 Bl 81 81 81
1 98 7/88/89 model years
Naturally aspirated cars
Fuel injection system -
K-Jetronic 82 82 82 B2 B2 82
1987/88 model years
Turbocharged cars
Fuel injection system -
KE2-Jetronic 83
1989 model year
Turbocharged cars
Fuel injection and
Ignition control systems -
K-Motronic B4
5/88 TSO 4737

Printed in England
© Rolls-Royce Motor Cars Limited 1988 B1-1
~
IT
Issue record sheet

Sections
Page No.
101 182 I
B3 184 IPage No. I
1 5/88 2/87 10/88 1/89 55 5/89
2 2/87 5/87 5/88 56
3 2/90 2/87 5/87 1/89 57 10/88
4 10/88 10/88 5/88 58 1/89
5 10/88 10/88 5/88 59 1/89
6 2/87 5/87 4/89
7 2/87 5/87 5/88
8 2/87 5/87 10/88
9 2/87 5/87 5/88
10 2/87 5/87 5/88
11 2/87 10/87 5/88
12 2/87 10/87 6/88
13 10/87 10/87 10/88
14 2/87 10/88
15 10/87 10/87 10/88
16 10/87
17 10/87 10/87 5/88
18 10/87 2/89
19 10/87 2/90 2/89
20 10/87 10/88
21 10/87 10/87 4/89
22 10/87 10/87
23 10/87 11/87 7/88
24 2/90 11/87 7/88
25 11/87 10/87 7/88
26 11/87 10/87 7/88
27 10/87 10/87 2/89
28 10/87 10/87 2/89
29 2/90 10/87 5/89
30 10[87 10/87
31 10/87 10/87 2/89
32 10/88 11/87
33 10/88 11 /87 4/89
34 10/87
35 10/87 2/89
36 10/87 7/88
37 10/87 2/89
38 10/88 7/88
39 1/89 7/88
40 10/88 7/88
41 7/88
42 7/88
43 7/88
44 7/88
45 7/88
46 7/88
47 2/89
48 7/88
49 7/88
50 10/88
51 10/88
52 10/88
53 1/89
54
2/90 TSD4737
Printed in England
Section 82

K-Jetronic
Naturally aspirated engines are fitted with the Bosch at the engine idle speed setting, during manufacture
K-Jetronic continuous fuel injection system. of the vehicle. This is achieved by turning a screw
The K-Jetronic system is a mechanically and which alters the position of the air flow sensor plate
hydraulically controlled fuel injection system that lever relative to the control piston. Turning the
requires no form of drive. adjustment screw either raises or lowers the control
The basic principle of operation is that the piston for a given engine idle speed position of the air
accelerator pedal controls the movement of the flow sensor plate, thereby richening or weakening the
throttle plates which regulate the amount of air drawn idle mixture. The adjustment screw is subsequently
into the engine. An air flow sensor fitted upstream of sealed and no further mixture adjustment should be
the throttle plates, monitors the quantity of intake air necessary.
entering the system. Dependent upon the volume of
air metered, a fuel distributor apportions a quantity of Fuel circuit
fuel to the injector adjacent to each cylinder. The fuel supply system comprises the primary circuit,
The air flow sensor and the fuel distributor are control circuit, and the lambda control circuit (if fitted) .
combined into one assembly known as the mixture The fuel is at different pressures in various parts
control unit (see fig. B2-2). of the circuit as follows.
The precisely metered quantity of fuel is Primary circuit 5,2 bar to 5,8 bar
continuously sprayed from the injectors in a finely (75.4 lbf/in 2 to 84.1 lbf/in 2 )
atomized form into the induction manifold behind the Differential pressure
engine inlet valves. The air/fuel mixture is then drawn valves (upper chambers) 4,6 bar (67.0 lbf/in2 )
into the engine cylinders whenever an inlet valve Differential pressure
opens. valves (lower chambers) 4, 7 bar (68.1 lbf/in 2)
Cars fitted with a catalytic converter also have a nominal
'closed loop' (lambda control} system. This system Control circuit (variable
accurately controls the air/fuel ratio about the dependent upon engine
stoichiometric value which is necessary to achieve temperature) 0,5 bar to 3,6 bar
efficient operation of the three-way catalytic (7.25 lbftin'to 52.2 lbf/in 2)
converter. Fuel injector pressure 3,6 bar {52.2 lbf/in'}
Air flow sensing Primary fuel circuit (see fig. B2-41

The air flow sensor consists of an air cone in which The primary circuit fuel pressure is regulated by a
moves an air flow sensor plate mounted on a pivoted plunger type valve to nominally 5,2 bar to 5,8 bar
lever (see fig. 82-3). When the engine is operating the (75.4 lbf/in2 to 84.1 lbf/in2 ).
sensor plate is deflected into the air cone, the In the fuel distributor the fuel initially enters a
deflection being dependent upon the volume of air passage which joins with the lower chambers of the
passing through the cone. The air will deflect the differential pressure valves via a small fixed orifice
sensor plate until a state of balance exists between {see fig. 82-7).
the force on the air sensor plate and the counter force When the engine is operating the fuel flows
provided by fuel at a constant pressure acting on the through the metering slits (machined into the barrel
end of the control piston. of the fuel distributor} to the upper side of the
The weight of the air sensor plate and connecting diaphragm in the differential pressure valves. Then
lever are balanced by a counterweight on the fuel through injector lines to the injector valves.
distributor side of the lever. The injector valves have an opening pressure of
Movement of the control piston and its horizontal approximately 3,6 bar (52.2 lbf/in') and are designed
control edge (see fig. B2-3} either increases or to spray finely atomized fuel under all operating
decreases the open area of the eight metering slits conditions.
(one for each engine cylinder) in the fuel distributor. From the primary fuel circuit a fuel line feeds the
Differential pressure valves (one tor each cold start injector.
cylinder} located within the fuel distributor, maintain When the engine is stopped, the primary system
a constant pressure drop across the metering slits. pressure regulator allows the system pressure to
.Since the air flow sensor plate and the control drop rapidly to a pressure governed by the fuel
piston are operated by the same lever, the rate of fuel accumulator which is just below the injector opening
discharge is proportional to the deflection of the air pressure and maintains it at this level by sealing the
sensor plate which is governed by the calibrated cone return line to the fuel tank. This sea1 is effected by a
within the funnel. rubber 'O' ring fitted to the valve which is compressed
The mixture strength of each engine is adjusted against the fuel distributor housing (see fig. B2-5).
2187 TSD4737
Printed in England
© Rolls-Royce Motor Cars Limited 1987 82-1
Fig. 82-1 Engine compartment details
1 Idle speed control solenoid 6 Secondary throttle spindle
2 Fuel pressure damper 7 Airmeter
3 Fuel pressure control valve 8 Primary throttle spindle
4 Auxiliary air valve 9 Acceleration enrichment switch
5 Fuel distributor 10 Warm-up regulator
2/87
82-2
Simultaneously a push valve, integral with the system
pressure regulator closes and prevents leakage
through the control circuit. This retention of fuel
pressure in the system is important because during
'hot soak' conditions it prevents fuel vaporization and
subsequent poor starting. In addition, the sudden
pressure drop at the fuel injectors (causing them to
close) prevents 'dieseling' (i.e. the tendency of an
engine to continue 'running-on' after the ignition has
been switched off).
Control fuel circuit (see fig. 82-4}

The control circuit provides the control pressure that
acts upon the upper end of the control piston and
provides the balancing force for the air load acting on
the air sensor plate. In addition. it also provides a
means of enriching the mixture for cold starting.
The control circuit is supplied with fuel from the
primary circuit through a restrictor in the fuel
distributer (see fig. 82-7). The fuel then passes either Fig. B2-2 Mixture control unit
into the chamber above the control piston via a 1 Air intake
damping restrictor or via an external connection to 2 Fuel supply to distributor
the warm-up regulator, where nominal control 3 Fuel distributor
pressure of 3,6 bar (52.2 lbftin 2 ) (3,5 bar (50.7 lbf/in 2 ) 4 Fuel feed to injector
on cars fitted with a lambda control system) is 5 Fuel feed to warm-up regulator
maintained at normal engine operating temperature 6 System pressure regulator
(at sea level). 7 Fuel return from warm-up regulator
The pressure regulator in the warm-up regulator 8 Fuel return to tank
is tensioned by a bi-metal spring when the engine is 9 Fuel feed to cold start injector
cold. This in turn reduces the load on the regulating 10 Fuel feed to pressure control valve
valve and correspondingly lowers the control 11 Air meter
pressure.
With a lower control circuit pressure, the air flow
sensor plate is allowed to travel further downwards in
the air cone for a given rate of air consumption which
in turn; moves the control piston further up in the
barrel of the fuel distributor. This increases the
opening of the fuel metering slits and thereby
enriches the mixture.
The bi-metal of the warm-up regulator is heated
electrically whenever the engine is running. This
causes the effect of the bi-metal to be reduced with a
corresponding reduction in the amount of mixture
enrichment.
The warm-up regulator is mounted so that it can
assume the temperature of the engine. Therefore,
when the engine is started in the semi-warm 11 10 9 8 7 0258
condition, unnecessary enrichment of the air/fuel
mixture is avoided.
Fuel from the warm-up regulator flows th rough Fig. 82-3 Air flow sensor and fuel distributor
the push valve assembly which assists in maintaining {mixture control unit)
the pressure by closing the primary circuit when the 1 Fuel feed pipe to injector
engine is switched off. Excess fuel flows around the 2 Fuel distributor assembly
push valve and into the fuel tank return line which is 3 Control piston
not under pressure (see fig. 82-4). 4 Fuel distributor barrel
5 Differential pressure valve
Fuel distribution (see fig. B2-4) 6 Position of air sensor plate at idle speed
To-ensure that the fuel is uniformly distributed to the 7 Air meter
cylinders a control piston and barrel assembly is used 8 Air flow sensor plate
(see fig. 82-11 ). This assembly operates by controlling 9 Pivot
the open cross sectional area of the metering slits 10 Counterbalance weight
machined in the barrel. 11 Fuel inlet
2/87 TSD4737
Printed in England
@ Roi Is-Royce Motor Cars Limited 198 7 82-3
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Fig. 82·4 Fuel injection system
10/88
82-4
Key to fig. 82-4 Fuel injection system
1 Thermostat housing
2 Thermal time switch
3 Aircone
4 Air meter
5 Air sensor plate
7 Control piston
8 Fuel distributor
9 Anti-suction valve
10 System pressure regulator
11 Warm-up regulator
12 Fuel damper
13 Pressure co ntro I v a Ive
14 Electronic control unit (ECU)
15 Oxygen sensor
16 Exhaust system
17 Fuel pre-pump
18 Fuel pump
19 Fuel pressure damper
20 Fuel filter
21 Fuel cooler
22 Fuel accumulator
23 Fuel tank
24 Throttle body
25 Idle speed adjusting screw Fig. 82·5 System pressure regulator
26 Cold start injector 1 Fuel return to tank
27 Injector 2 System pressure line
28 Auxiliary air valve 3 Fuel return from warm-up regulator
29 Idle speed control solenoid 4 Push valve
A Upper chamber pressure 5 Regulator valve sealing face
B Lower chamber pressure
C Control pressure
D Primary circuit pressure 4
1 2 3
E Injection pressure
F Unpressurized return line
G Pre-pump to main pump supply pressure
Note Items 12, 13, 14 and 15 are fitted to cars with a

lambda control system (closed loop mixture
control).
The barrel has one slot shaped opening (the

rectangular metering slit) for each cylinder. Each
metering slit has a differential pressure valve to hold
the drop in pressure at the metering slits constant at
the various flow rates. As a resu It. effects of variations
in the primary system pressure and differences in the
opening pressure of the injector valves are eliminated.
With a constant drop in pressure at the metering
slits. the amount of fuel flowing to the injector valves 6
7 5 A1970
depends solely upon the open cross sectional area of
the slits.
Fig. 82·6 Relationship between primary circuit
Differential pressure valves (see figs. 82-4 and 82·71 pressure and control pressure
There is a differential pressure valve for each engine 1 Damping restrictor
cylinder. The valve is a diaphragm type consisting of 2 Fuel feed to warm-up regulator
an upper and lower chamber with the diaphragm 3 Differential pressure valve
separating the two halves (see fig. 82-7). The basic 4 Control circuit pressure
principle of operation is that the fuel pressure in the 5 Control circuit restrictor
upper chamber is at approximately 0, 1 bar (1 .S lbf/in2 ) 6 Primary circuit pressure
less than the pressure in the lower chamber. The 7 Control piston
10/88 TS04737
Printed in England
pressure differential is produced by the helical spring
built into the upper chamber. Under these conditions
equilibrium of forces exists at the diaphragm.
If additional fuel flows through the metering slit
into the upper chamber, the pressure rises
temporarily. This increase in pressure will force the
diaphragm downwards until a differential pressure of
0, 1 bar ( 1.5 lbf/in 2 ) again prevails at the metering slit.
At higher rates of fuel flow, the diaphragm opens
a larger annular cross section, so that the pressure
differential remains constant. If the rate of fuel flow
decreases, the diaphragm reduces the amount of fuel
flowing into the injector line.
The total travel of the diaphragm is only a few
hundredths of a millimetre.
Note The fuel pressure in the lower system and
A therefore, the pressure differential between the
two halves of the chamber is affected slightly
by the operation of the lambda control system.
'Closed loop' mixture control system

(Lambda control system)
Cars fitted with a catalytic converter also have a
'closed loop' lambda control system.
The lambda control system is an addition to the
K-Jetronic fuel injection system and is fitted to give
accurate control of the air/fuel ratio about the
stoichiometric value which is necessary to achieve
efficient operation of the three-way catalytic
converter.
The control principle is based on the fact that by
means of the oxygen sensor the exhaust is
continuously monitored and the amount of fuel fed to
the engine is continuously corrected.
B A1 97
With an ideal (stoichiometric) air/fuel mixture the
air factor is identified by the value*).= 1. At this
mixture ratio the output signal from the oxygen
fig. B2-7 Differential pressure valve sensor develops a voltage jump which is processed
A High flow rate by the electronic control unit. This voltage changes
B Low flow rate sharply for small deviations from the stoichiometric
mixture (the air/fuel ratio for ful I combustion of the
fuel). The electronic unit therefore, controls the
injection system for 'closed loop' fuel metering by
1 2 modulating the signal to the pressure control valve.
This in turn, affects the pressure in the lower
chambers of the differential pressure valves.
By responding to the unconsumed oxygen
content of the exhaust gas. the sensor registers the
extent of the complete combustion and regulates the
air/fuel mixture to the ideal or stoichiometric ratio.
Actual intake air

} =
Theoretical requirement
4 3 U268
Description of the components
Injector (see fig. 82-8)
Fig. B2-8 Injector An injector is fitted into the induction system just
1 Nozzle behind each inlet valve. The injector opens
2 Insulating sleeve automatically when the fuel pressure in the injection
3 Fuel supply connection lines reaches 3,6 bar (52.2 lbf/in2 ). It has no metering
4 Filter functions, its purpose being to continually spray finely
2187
82-6
atomized fuel under all running conditions. The
injector is supported in a specially shaped moulded 1 2 3
rubber sleeve. it is pressed (not screwed) into
position. The hexagonal section is provided to hold
the injector while the fuel line is attached. A retention
plate is fitted over the injector and secured to the
cylinder head by two small setscrews, each plate
retains two injectors.
Cold start injector (see fig. 82-9)

In order to facilitate engine starting particularly from
low ambient temperatures. a cold start injector is
fitted into the induction manifold and sprays
additional finely atomized fuel during engine
cranking. A thermal time switch mounted in the
thermostat housing controls the operation of the cold
start injector. This injector ceases to operate when the
ignition key is released from the START position.
In the cold start injector a helical spring presses
the movable armature and seal against the valve seat.
closing the fuel inlet. When the armature is energized
(and therefore drawn upwards) the fuel port is opened
and the pressurized fuel flows along the side of the
armature to the swirl nozzle.
6 5 4 VU,9
Idle speed adjustment screw (see fig. 82-1OJ

Fig. B2-9 Cold start injector
This adjustment screw is situated at the forward end
1 Electrical connection
of the throttle body and allows limited adjustment of
2 Fuel inlet
the engine idle speed. During manufacture of the
3 Magnetic coil
vehicle the engine idle speed is set using the throttle
4 Sealing ring
butterfly valve adjusting screws. These screws are
5 Swirl nozzle
situated on the side of the throttle body and sealed
6 Armature
after the initial adjustment.
Afterwards, adjustment to the engine idle speed
is by means of the idle air bleed screw situated at the
forward end of the throttle body. This screw is the
only means of limited adjustment to the engine idle
speed.
Idle speed control solenoid (see fig. 82-1 OJ

Moving the transmission selector from the neutral
position causes the engine idle speed to decrease.
due to the additional load of the transmission.
To compensate for th is idle speed decrease a
solenoid valve is opened (energized) when the
transmission selector is moved from the neutral
position into any foiward gear. This allows more
intake air to by-pass the throttles and effectively
increase the idle speed to the optimum setting.
Air flow sensor plate (see fig. 82-3)

The sensor plate is housed in the air venturi of the air
meter. Its function is described on page B2-1 under
the heading of Air flow sensing.
Differential pressure valves (see fig. 82-7)

The differential pressure valves (one for each engine
cylinder) are housed in the fuel distributor. Their Fig. 82-10 Idle speed control
function is described on page 82-5 under the heading 1 Idle speed adjustment screw
Differential pressure valves. 2 Idle speed control solenoid
2/87 TSO 4737

Printed in En(lland
© Rolls-Royce Motor Cars Limited 1 987 82-7
Fuel distributor (see fig. 82-3} vertically in the fuel distributor. It is operated by a
The fuel distributor forms part of the mixture control lever connected to the air flow sensor plate.
unit. Its function is described earlier in this section. A precision machined edge on the control piston
opens the fuel metering slits in the fuel distributor
Control piston (see figs. B2-3 and B2-11) barrel and therefore. controls the amount of fuel
This is a cylindrical plunger type of valve that moves injected into the engine cylinders.
,_ System pressure regulator (see fig. 82-5)

When the engine is operating this regulator maintains
a constant primary circuit fuel pressure. When the
engine is stopped, the regulator valve allows the fuel
pressure in the primary circuit to fall rapidly to just
below the injector opening pressure. In addition, the
push valve (the small valve on the outer end of the
regulator) closes and prevents leakage from the
control circuit.
Fuel pressure damper (see fig. 82-12)

Fitted to cars with a lambda control system.
This assembly is designed to 'damp' the pressure
pulses caused by the operation of the pressure control
valve.
Fuel pressure control valve (see fig. 82-12)

U 279
This valve is operated by an electrical signal
Fig. 82-11 Fuel distributor banel and control received from the electronic control unit.
piston The pressure control valve receives square-wave
1 fuel distributor barrel pulses of constant frequency (70 cycles per second)
2 Fuel metering slits but of variable width (i.e. the proportion of time that
3 Piston control edge the valve remains open during any one cycle is
4 Fuel inlet ports variable, controlling the flow rate through the valve).
5 Control piston This action varies the fuel pressure in the lower
1 2 3
Electronic control unit (ECU) (see fig. 82-13)
The electronic control unit, converts the electrical
signal from the oxygen sensor into a hydraulic
correction of the fuel mix tu re. Th is is achieved by the
signal it transmits to the pressure control valve.
The oxygen sensor reacts to a change from a
weak to a rich mixture with a voltage jump which is
processed by the electronic control unit.
As a result of this change to a richer mixture, the
control unit changes the open-closed ratio of the
pressure control valve smoothly towards a weaker
mixture, until the oxygen sensor reacts to the
resulting weaker mixture. This develops a voltage
jump in the opposite direction, causing the open-
closed ratio of the pressure control valve to be
changed in the richer mixture direction.
To avoid driving continuously with a weak
mixture if the oxygen sensor malfunctions, the control
6 5 4 A1957
operation is periodically monitored within specified
Fig. 82-12 Fuel pressure control valve and damper fixed time spans and, in the event of a defect, the
1 Air intake elbow control operation is switched to the 'internal-signal
2 Fuel feed from distributor mode'. When in this operating mode the pressure
3 Pressure damper control valve receives a constant pulse signal to
4 Crankcase breather housing control the on-off ratio. In addition a warning lamp
5 Pressure control valve situated on the facia will be illuminated to indicate
6 Cold start injector that attention is necessary.
2/87
82-8
In addition to the basic function of the electronic
control unit to evaluate the signal from the oxygen
sensor, it also performs the following additional
functions.
Until the oxygen sensor attains its operating
temperature, a control function cannot take place.
Therefore, during this warm-up period the electronic
control unit is switched to the 'internal-signal mode'
('open loop control').
When it is necessary for the engine to operate
under full load conditions it is also desirable to switch
from the 'external-signal mode' or 'closed loop
control'. This is achieved by a throttle position switch.
situated on the side of the throttle housing activating
Al958
a micro-switch and thereby. switching the electronic
control unit into the 'internal-signal mode'. Fig . 82-13 Electronic control unit
Simultaneously, the electronic control unit 1 Knee roll sensor (Auto ACU)
modifies the signal to the pressure control valve to 2 Electronic control unit
provide the additional enrichment required for 3 Test lead (black/slate)
satisfactory engine operation at full throttle.
1 2 3 4 5
Oxygen sensor (see fig. 82-141
The oxygen sensor measures the oxygen content
in the exhaust gas and by means of an electrical signal
transmits the information to the electronic control
unit.
The assembly consists of a sintered iirconii,m
dioxide ceramic, impregnated with certain metal
oxides. The surfaces of the tube are coated with a thin
layer of platinum. In addition. a porous ceramic layer
is applied to the outer side which is exposed to the
exhaust gas. The surface of the hollow inner side of
the ceramic tube is in contact with the ambient air.
When in position. the ceramic sensor tube is
subjected to the exhaust gas on the outside, whilst
ambient air is allowed to pass inside the sensing tube.
If the oxygen concentration inside the sensor differs
from the outside, a voltage is generated between the Fig. 82-14 Oxygen sensor
two boundary surfaces due to the characteristics of 1 Two spring contacts for heater
the material used. This voltage is a measure of the 2 Ceramic insulator
difference in the oxygen concentration inside and 3 Heater
outside the sensor. 4 Ceramic sensor body
The ceramic sensor tube exhibits a steep change 5 Protective tube
in signal output (approximately 1000 mV) when 6 Air side
stoichiometric conditions are approached (see fig. 7 Exhaust gas side
82-15). 8 Supporting ceramic
The oxygen sensor will only exhibit this steep 9 Protective sleeve
change in signal output when a certain pre- 10 Contact for sensor
rletermined operating temperature is attained.
Therefore. to reduce the oxygen sensor's dependency control valve operation. If the oxygen sensor fails to
upon exhaust gas to maintain it at operating function. this fixed on-off ratio signal is transmitted to
temperature. the sensor is heated electrically, using a the control valve in addition to illuminating a warning
ceramic heating rod fitted inside the zirconium lamp on the facia.
dioxide tube.
When starting the engine, particularly from cold, Anti-suction valve (see fig. 82-4)
satisfactory 'closed loop control' is not possible. When the engine is switched off it is possible for some
·During these conditions the electronic control unit fuel to vapourize and a depression can then occur
supplies a fixed on-off ratio signal ('internal-signal above the control piston when the fuel condenses.
mode') until the oxygen sensor attains its operating The depression would tend to lift the control
temperature, otherwise driveability would be piston and cause an excessively rich mixture when
impaired at this time without the regulating effect of the engine is started.
2/87 TS04737
Printed in England
© Rolls·Royce Motor Cars Limited 1987 82-9
To prevent this, a valve is fitted inside the fuel
Sensor output voltage distributor between the primary circuit and the return
line.
During all modes of operation, primary circuit
pressure holds the valve closed. However, after the
engine has been switched off the primary circuit
pressure drops and the spring loaded anti-suction
valve opens to allow fuel to flow from the return line
into the primary circuit. This prevents a depression
forming above the control piston.
Acceleration enrichment switch (see fig. 82-16)

During rapid acceleration, when the engine is
cold an extra rich air/fuel mixture is required to
preserve good driveability and safety when overtaking.
These requirements are fulfilled by an
acceleration enrichment switch that is connected
electrically to the ECU (via a thermal switch mounted
in the thermostat housing) and by a vacuum hose to
the induction manifold.
Inside the acceleration enrichment switch are two
electrical contacts. One of the contacts is attached to a
spring loaded diaphragm that has a small bleed hole.
Rich Stoichiometric Lean Under normal driving conditions the induction
{)\= 1) Al994 manifold vacuum signal acts on the diaphragm,
overcomes the spring and breaks the electrical
Fig. B2-15 Typical sensor output signal signals.
If the throttles are opened quickly, the induction
manifold signal decreases rapidly, the spring returns
the diaphragm and makes the electrical contacts.
The electrical signal is conveyed to the ECU which
then switches to provide the necessary rich mixture.
Acceleration enrichment is no longer required
once the engine has warmed-up. Therefore, at a
predetermined coolant temperature the thermal
switch contacts break to inhibit the system.
Throttle position switch (see fig. 82-17)

This switch is situated on the side of the th rattle body.
The primary throttle spindle activates the switch
and changes the fuel injection system from the 'closed
loop' operating mode when the throttle is opened
wide.
Warm-up regulator (see fig. 82-18)

Fig. B2-16 Acceleration enrichment switch The purpose of the warm-up regulator is to increase
the control pressure as the engine warms-up so that
at normal operating temperature full control pressure
is exerted on the end of the control piston.
The unit is operated by a bi-metal strip which in
cold conditions acts against the delivery valve spring
and so determines the control pressure. When the
engine is started, this bi-metal strip is electrically
heated and releases the delivery valve spring which
in turn allows the spring pressure to close the fuel
passage and increase the control pressure.
On cars fitted with a lambda control system the
warm-up regulator assembly also incorporates an
aneroid cell which slightly adjusts the control
At968 pressure for mixture compensation at high altitudes.
The warm-up regulator is located so that it will
Fig. 82-17 Throttle position switch assume the temperature of the engine, this ensures
2/87
82-10
that the mixture is not over enriched when starting a Cold start injector and thermal time switch .
partially warmed-up engine. Pressure control valve, auxiliary air valve,
and warm-up regulator.
Electronic control unit and oxygen sensor.
Auxiliary air valve (see fig. 82-19)
When the engine is cold the auxiliary air valve
supplies a larger volume of air to the engine than is Engine running sensor and fuel pump inhibit
dictated by the position of the throttle butterfly valve. (see figs. B2-21 and B2-22)
The air passes through a hole in a pivoted blocking The engine running sensor is located adjacent to the
plate situated between the inlet and outlet fuel injection system electronic control unit under the
connections. The movement of the blocking plate is facia.
dependent upon an electrically heated bi-metal strip. The purpose of the engine running sensor is to
When starting a cold engine the blocking plate is inhibit the supply of power to the fuel pump unless
in the open position. However, as the bi-metal strip the engine is running. There is however, one by-pass
warms-up it progressively relaxes its force on the to the circuit which allows the fuel pump to operate
plate, allowing the return spring to pull the plate to when the engine is being 'cranked' by the starter
the closed position. This reduces the engine speed to motor. A relay within the engine running sensor
the normal idle speed setting. assembly provides the means of switching on or off
the power supply to the fuel pump.
The supply to the fuel pump is along the pink
Thermal time switch (see fig. 82-20)
cable from the fuel injection system fuse to the
The thermal time switch limits the length of time that
'engine running' sensor and then out to the pump via
the cold start injector remains open. During engine
the white/pink cable. The engine running sensor circuit
cranking the heating coil inside the switch causes the
is fed via the ignition fuse and the white cable. It is
bi-metal contact to open which in turn, switches off
earthed through the black cable. When the engine is
the cold start injector.
being cranked, a 12volt feed on the brown/black cable
The switch is mounted in the thermostat housing
and inhibits operation of the cold start injector above causes the relay in the sensor to be 'pulled in' and
thus the fuel pump is switched on. Once the engine is
a predetermined coolant temperature.
running the ignition pulses from the coil primary are
fed to the engine running sensor through the white/
Electrical circuit and System warning device black wire and the pump relay remains energized.
Electrical circuit (see figs. B2-21 and B2-22) If the engine speed falls below 150 rev/min the
The electrical components associated with the fuel time between the ignition pulses is too long to hold
injection system comprise the following main circuits. the relay in the energized state and therefore, the
Engine running sensor and fuel pump inhibit. power to the fuel pump is switched ott.
1 2 3 4 5 6 7 8
Diagram A Diagram B
A1992
Fig. B2-18 Warm-up regulator

l Bi-metal strip with heater elements 6 Fuel inlet connection
2 Vent to atmosphere 7 Fuel outlet connection
3 Diaphragm 8 Bleed orifice
4 Return spring A Cold engine
5 Aneroid cell B Warm engine
2/87 TS04737
Printed in England
Cold start injector and thermal time switch
(see figs. 82-21 and 82-22)
When the engine is being 'cranked' (i.e. the key in the
switch box is held in the START position) power will
be supplied via the white/red cable from the starter
relay to the thermal time switch, situated in the
thermostat housing and the cold start injector. The
injector will therefore, operate whenever the engine
is being 'cranked', unless the earth is interrupted by
the thermal time switch due to either the temperature
of engine coolant or the length of operating time.
System warning device (see fig. 82-22)

Fitted to cars with a lambda control system (except
11 10 9 8 7
cars produced to the Japanese specification).
Failure of the oxygen sensor is detected by the
electronic control unit which relies upon the output of
the sensor for 'closed loop control'. Failure will cause
the system to change to the 'open loop control' and in
addition, illuminate the warning lamp bulb on the
facia to indicate the need for maintenance.
The warning lamp may i Iluminate when the
Diagram A Diagram B engine is being cranked but should extinguish soon
U290
after the engine starts. The lamp will however, remain
illuminated until the oxygen sensor reaches it
Fig. 82-19 Auxiliary air valve normal operating temperature.
1 Blocking plate
2 Airflow direction
3 Upstream throttle connection Modes of operation
4 Heating coil Engine warm-up
5 Bi-metallic strip During the warm-up period two basic compensations
6 Clamping pin are necessary.
7 Blocking plate limit stop The first compensation is for fuel condensation
8 Return spring losses on the cold walls of the combustion chamber
9 Pivot pin and inlet manifold. The second compensation is for
10 Heating coil connection block powu lost due to increased mechanical friction.
11 Downstream throttle connection The compensation for condensation losses is
A Cold engine achieved by increasing the fuel flow to the injectors.
8 Warm engine The power lost is overcome by feeding a larger
volume of air into the engine than is dictated by the
position of the throttle butterflies.
Prior to the engine starting the control piston is in
its lowest position. However, once the air sensor plate
is moved downwards by the force of the intake air,
the control piston will be moved upwards in the barrel
of the fuel distributor.
The control piston is allowed to move further up
the barrel of the distributor (for a given volume of
intake air}, because the control pressure acting
against the upward movement of the piston, has been
reduced by the action of the warm-up regulator.
The extra movement of the control piston
increases the opening at the fuel metering slits and
allows more fuel to flow to the injectors.
As the bi-metals in the warm-up regulator and
Fig. B2-20 Thermal time switch the auxiliary air valve are heated they alter the
1 Thermostat housing characteristics of their respective components. The
2 Housing warm-up regulator gradually closes the return line to
3 Heating coil(s) the fuel tank which therefore, increases control
4 Plug connector pressure and restricts the movement of the control
5 Bi-metallic strip piston in the fuel distributor. This action limits the
6 Contacts opening of the fuel metering slits, reduces the fuel
2187
82-12
~
~
~
flowing to the injectors. and weakens the mixture. The idle mixture is controlled by an adjusting
The bi-metal of the auxiliary air valve screw which acts directly onto the air sensor plate
progressively relaxes its force on the blocking plate, lever, altering its position relative to the control
allowing the return spring to pull the plate to its closed piston. Turning the screw will either raise or lower the
position. This reduces the engine idling speed lo its control piston for a given idle speed position of the air
normal setting. sensor plate, this will either richen or weaken the idle
mixture.
Engine idle speed Note The idle mixture is pre-set at the factory and
When the engine attains normal operating sealed. No further adjustment should be
temperature it will adopt its normal idle speed. This is necessary.
initially set during the manufacture of the vehicle by When the transmission selector is moved from
adjusting screws that act directly on the throttle the neutral position, the additional load of the
mechanism. The screws are then made tamperproof transmission would normally reduce the idle speed.
to prevent further adjustment. This is overcome by the idle speed control solenoid.
After the engine has settled or 'run-in' minor This solenoid allows air to by-pass the throttle plates,
corrections to the idle speed setting can be achieved thereby restoring the idle speed to the optimum
by bleeding air around the throttle butterflies, using setting.
the bleed screw situated on the side of the throttle
body. This bleed screw has a limited range of Engine part load operation
adjustment. As the engine speed and load a,e increased the air
f2 Fl
..:
0
N
BS
0 o~w
0 •
ltt \.\')_
o,w
•
i-.
0~ w tf
~ ,
0 o:- wn ti
0 JO Wll i
~
0 ~ W't
G
(L) G
-... -. -.. -. -... A2018
Fig. B2·21 Theoretical wiring diagram {cars not fitted with a catalytic converter)
1 Fuel injection system fuse 9 Cold start injector
2 Ignition, starter, and fuel pump fuse 10 Fuel pump
3 To alternator 11 Fuel pre-pump
4 Engine running sensor 12 Throttle position switch
5 From starter relay 13 Kick-down solenoid
6 From ignition coil 14 Heaters inhibit relay
7 From starter 15 Warm-up regulator
8 Thermal time switch 16 Auxiliary air valve
10/87 TSO 4737

Printed in England
© Rolls- Royce Motor Cars Limiteo 198 7 82-13
sensor plate is progressively forced downwards by Engine full load operation
the increased flow of intake air. Under full load conditions the air sensor plate exhibits
The downward movement of the sensor plate is maximum deflection and the control piston is at its
transmitted via the sensor lever, to the control piston. highest position in the barrel of the fuel distributor.
The control piston is raised accordingly in the barrel This gives the largest openings of the metering slits.
of the fuel distributor, allowing additional fuel to pass The diaphragm in each differential pressure valve
through the metering slits. is deflected to its furthest point away from the outlet
The diaphragm in each of the differential pressure tube to the injectors, allowing maximum fuel flow.
valves responds to this additional fuel flow by Due to the action of a throttle position switch
deflecting further away from the injection line outlet. actuated by the primary throttle spindle, the electronic
This allows more fuel to flow to the injectors. control unit changes to the internal mode, thus
"0
-.
.. '"
L -.
A2017
Fig. B2·22 Theoretical wiring diagram (cars fitted with a catalytic converter)
2187
82-14
Key to fig. 82-22 Theoretical wiring diagram Fuel pressure
(cars fitted with a catalytic converter) The fuel injection system contains fuel that may be
1 Instruments and warning lamps fuse under high pressure approximately 5,2 bar to 5,8 bar
2 Fuel injection system fuse (75.4 lbflin' to 84.1 lbf/in'). Therefore, to reduce the risk
3 Ignition, starter, and fuel pump fuse of possible injury and fire. always ensure that the
4 To alternator system is depressurized by one of the following
5 Engine running sensor methods before commencing any work that will entail
6 From starter relay opening the system.
7 From ignition coil 1. Clean the inlet connection to the fuel filter. Wrap
8 From starter an absorbent cloth around the joint and carefully
9 Thermal time switch slacken the pipe nut to release any pressurized fuel
10 Cold start injector from the system. Tighten the pipe nut.
11 Fuel pump 2. Allow the pressure to fall naturally by switching off
12 Fuel pre-pump the engine and allowing the vehicle to stand for four
13 Pressure control valve hours before opening the system.
14 Heaters inhibit relay
15 Warm-up regulator Health risk
16 Auxiliary air valve Fuel may contain up to 5% of benzene as an anti-knock
17 Oxygen sensor and heater additive. Benzene is extremely injurious to health
18 Kick-down relay (being carcinogenic) therefore. all contact should be
19 Acceleration enrichment temperature switch kept to an absolute minimum, particularly inhalation.
20 Acceleration enrichment switch Fuel has a sufficient high vapour pressure to allow
21 Fuel injection electronic control unit a hazardous build-up of vapour in poorly ventilated
22 Kick-down solenoid areas. Fuel vapour is an irritant to the eyes and lungs, if
23 Throttle position switch high concentrations are inhaled it may cause nausea,
24 Oxygen sensor warning lamp (other than headache, and depression. Liquid fuel is an irritant to
Japan) the eyes and skin and may cause dermatitis following
25 Test connection prolonged or repeated contact.
26 Emission control temperature switch When it becomes necessary to carry out work
27 Exhaust gas recirculation solenoid involving the risk of contact with fuel, particularly for
28 Air diverter valve prolonged periods, it is advisable to wear protective
29 Evaporative loss control solenoid clothing including safety goggles, gloves, and aprons.
Any work should be carried out in a well ventilated
area.
blocking the 'closed loop' system and providing If there is contact with fuel the following
additional enrichment by modifying the fixed signal emergency treatment is advised.
to the pressure control valve.
Ingestion (swallowing)
Do not induce vomiting. Give the patient milk to drink
Workshop safety precautions (if none is available water can be given). The main
General hazard after swallowing fuel is that some of the liquid
Always ensure that the vehicle parking brake is firmly may get into the lungs. Send the patient to hospital
applied, the gear range selector lever is in the park immediately.
position and the gearbox isolator fuse is removed from
the fuseboard. Eyes
A number of the nuts, bolts, and setscrews used in Wash with a good supply of clean water for at least 10
the fuel injection system are dimensioned to the metric minutes.
system, it is important therefore, that when new parts
become necessary the correct replacements are Skin contact
obtained and fitted. Immediately drench the effected parts of the skin with
water. Remove contaminated clothing and then wash
Fire all contaminated skin with soap and water.
Fuel is highly flammable, therefore great care must be
exercised whenever the fuel system is opened (i.e. Inhalation (breathing in vapour)
pipes or unions disturbed) or the fuel is drained. Always Move the patient into the fresh air. Keep the patient
ensure that 'no smoking' signs and foam. dry powder. warm and at rest. If there is loss of consciousness give
or CO, (carbon dioxide) fire extinguishers are placed in artificial respiration. Send the patient to hospital.
the vicinity of the vehicle.
Always ensure that the battery is disconnected Cleanliness
before opening any fuel lines. It is extremely important to ensure maximum
Jf the fuel is to be drained from the tank, ensure cleanliness whenever work is carried out on the system .
that it is siphoned into a suitable covered container. The following points should always be observed.
10/87 TSD 4737

Printed in England
Symptom
, - - - - - - - -- - -- - - - - - - -- - - - Engine does not start or starts poorly from cold
, - - - - - - - - - - - - -- - -- - - - - - Engine does not start or stans poorly when warm
.--- - - - - - - - - - - - - -- - -- Irregular idle during warm-up
. -- - - - - - - - - - - -- - - - - Irregular idle when warm
. - - - - - - - - - - - - - -- - - Engine will not accelerate
,--- - - - - - -- - - - - - - Engine misfires when operating under high load
r - - - - - - - - - -- - -- Insufficient power
r - - - - - - - -- - - - - Engine · runs on· aher being switched off
. - - - - - -- - - - - Excessive fuel consumption

. - - - - - - - - - - Flat spot during acceleration
. - - - - - - - CO concentration too high ( open loop)
.--- - - -- CO concentration too low ( open loop)
~ - - - Idle speed too high
Idle speed too low
Engine starts but immediately stops
Refer to
workshop
Possible cause procedure
- - - - - - - - - - - -
Vacuum system leaks 1
- - - Metering unit lever sticking
- - 2
- - - - - - - - - - Incorrect position of air flow sensor
- -
plate 3
- - - - - - - - - - - -- - - - - - - - - Incorrect operation of the auxiliary
air valve 4
- - --- - - - - - - - - - - Faulty primary fuel circuit 5
- - - - - - - - - - - - - - - - - - - - - - - - Incorrect control pressure 6
- - - - - - - - - - - - - Leaks in the fuel system 7
- --- - - - - - - - ·- - - Faulty injectors 8
--- - - - - - - - - - - Unequal fuel delivery from distributor 9
- - - - - - - - - - -- - - - - - Incorrect idle speed adjustment 10
- - - -- -- -- --- - -- - - Incorrect idle mixture strength 1,
- - --- - - - Throttle plates not opening correctly 12
-- - - - - -- - - - Blocked air filter or ducting 13
- - - - - -- -- -- - - - - - - Faulty cold start system 14
- - - - - -- - - --- - - Faulty engine running sensor 15
- - - - - - --- - -- - - Fuel accumulator diaphragm burst 16
- - Incorrect operation of idle by-pass
solenoid 17
- - - - -- - Pressure control valve damper failure 18
- - - - - - - Faulty acceleration enrichment switch 1 9
1 - - - - - -- - -- Faulty exhaust gas recirculation system.refer to Chapter F
- - - - - - - -- - Faulty· closed loop· system - see appropriate flow chan
Workshop procedures 1 to 1 7 inclusive apply to all cars. A combination of the remainder also apply to cars
produced to an Australian. Japanese. or North America specification.
A2162
Fig. B2-23 Basic K-Jetronic fault diagnosis chart
10/87
82-16
( Figure 82·24
'Closed loop' system - fault diagnosis chart

Sheet 1 of 2
(
10/87 TS04737
Printed in England
® Rolls-Royce Motor Cars Limited 1987 82-17
Important
Before commencing work. run the engine for three minutes, switch off the ignition and allow to cool.
Ensure that
1. The test meter is connected (see illustrations)
2. The starter relay has been removed
3. The electrical feed to the cold start injector has been disconnected
4. The ignition is switched on
Hold the ignition key in the crank position for all the following operations
Can the vibration of the pressure control Check the supply to the electronic control
valve be heard? unit pin 8 and continuity from pin 16 to Faulty wiring loom or contacts
earth. Are these satisfactory?
YES
Does the pressure control valve now work? NO
Detach the electrical supply plug from the

Test meter reads 45% to 55% NO Test meter reads 0% YES pressure control valve. Test meter reads 45%
to 55%
YES NO Pressure control valve electrically defective
Check that the resistance of the pressure

control valve is between 2 and 3 ohms.
Check the electrical plug to the control valve. Pressure control valve faulty
One contact is a 12v supply. One contact is
to electronic control unit pin 1 5 (Cheek for
continuity) is th is test satisfactory?
NO . . - - -- --'
Electronic control unit faulty
Check the test meter connections. Test meter Disconnect the oxygen sensor. Test meter
reads 45% to 55% NO reads 45% to 55% NO
YES
~ Oxygen sensor faulty

~ .
-
....,..-'f~
. ¢"!- I !. Disconnect the oxygen sensor cable. Ensure
< '-7.11 • that the meter still ,eads 45% to 55%. Check for continuity of cable from electronic
' y .....
~' ~- Connect green sensor cable from electronic
control unit to earth. Test meter rises slowly
control unit pin 2 to oxygen sensor
to 88% minimum of rich limit.

YES
Faulty wiring loom or contacts
Continued on she3t 2
A2-:U8
(. Figure B2•24
'Closed loop' system - fault diagnosis chart

Sheet 2 of 2
(
10/87 TSD4737
Printed in England
<:> Rolls•Royce Motor Cars Limited 1987 82--19
(
Continued from $h&et 1
Fully depress the accelerator pedal. Test Ensure the throttle position switch is set Reset the throttle position switch
meter reads 60% to 70% correctly
YES YES
With throttles fully open. Check for cable

continuity from electronic control unit pin 7 faulty wiring loom or contacts
to vehicle earth
YES
Connect the 2 volt supply on test meter to

the disconnected oxygen sensor cable (feed
to the electronic control unit)
See e in the illustration
Test meter reads less lhan 20%
YES
With the oxygen sensor cable still

disconnected. connect a CO analyzer into the
exhaust pipe sample tapping. Run the engine Carry out tests to basic K-Jetronic fuel
until normal operating temperature is
NO injection system
anained. Check that the idle CO is between
0.5% and 0. 796 at 580 rev/min in park
Increase the engine speed to approximately Disconnect the oxygen sensor cable
Connect the oxygen sensor cable 1500 rev/min the CO reading should fall Does the engine idle speed become Pressure control valve has failed mechanically
Is the CO value unchanged? regular and increase?
below the idle speed value
YES
I
\.:
Check the engine idle speed and adjust if Check for exhaust gas leaks at the exhaust Oxy{1en sensor is faulty
necessary manifolds and oxygen sensor
(
\
1. To prevent the ingress of dirt. always clean the Before carrying out any tests. ensure that the
area around a connection before dismantling u joint. battery is in a fully charged condition.
2. Having disconnected a joint (either fuel or air) It should be noted that all components of the
always blank off any open connections as soon as system (except the injectors) can be tested on the
possible. vehicle.
3. Any components that require cleaning shou Id be
washed in clean fuel and dried, using compressed air. Procedure 1 Induction system air leaks
4. Jf it is necessary to use a cloth when working on Visually check all vacuum hoses. pipes. and clips for
the system, ensure that it is lint-free. damage or looseness that may allow an air leak into
the induction system.
Fault diagnosis Check the entire induction system for air leaks with
This fault diagnosis section includes. the engine running. Use a suitable length of rubber
Basic system test procedure. hose as a listening aid. The leak will often be heard as a
Electrical and Electronic components fault diagnosis. high pitched hiss or whistle.
Mechanical components fault diagnosis.
It is important that fault finding is carried out in the Procedure 2 Metering control unit lever sticking
sequence given. Electrical and electronic faults can 1. Ensure that the engine temperature is above 20°c
exhibit symptoms similar to mechanical faults. (68°F).
Therefore an incorrect diagnosis may be made which 2. Remove the air intake elbow from the inlet to the
could result in both lengthy and costly repairs. control unit.
Often, a mechanical fault has sufficiently well 3. Apply control pressure to the control piston in the
defined symptoms to enable a very rapid diagnosis to fuel distributor for approximately 10 seconds (refer to
be made. page 82-32).
The basic fault finding procedure is as follows, 4. Press the air sensor plate slowly downwards to its
noting thal any faults found in one system should be ml'lximum open position. The resistance to this
rectified before movinu on to the next stage of the movement should I.le uniform over the whole range of
procedure. travel. Allow the air sensor plate to return to its rest
1. Carry out a compression test on the engine position and repeat the operation.
cylinders (to inhibit the operation of the system during If the resistance to the air sensor plate movement
this test, remove the fuel injection fuse). is uniform over the whole range of travel. the metering
2. Check that the ignition system is operating unit is not sticking.
satisfactorily (refer to Chapter E). Note Whenever the airflow sensor plate is depressed
3. Ensure that the vacuum system is free from leaks fuel will be sprayed into the engine. Therefore,
(see fig. 82-23). the sensor plate should only be depressed the
4. Ensurn that the E.G.R. system is free from leaks minimum number of times to carry out this
(refer to Chapter F). operation.
5. Ensure that all auxiliary air hoses and crankcase 5. Should the resistance to air sensor plate movement
breather system hoses are free from leaks. be greater in the rest position, it could be due to the
6. Check that the solenoid valves and their thermal plate being either out of position or bent.
switches are working correctly. 6. If the condition described in Operation 5 is
7. Test the basic K-Jetronic system for correct confirmed, depressurize the fuel system (refer to
operation (see fig. 82-23).
page 82-15). Then, press the plate fully downwards and
8. Test the 'closed loop' system for correct operation allow it to spring back to the rest position. It should
(refer to Fault diagnosis flow chart). return freely and bounce downwards slightly from the
Note Procedures 1. 2. 3. 5. and 7 apply to all cars. In spring loaded stop at least once.
addition. a combination of procedures 4, 6, and 7. Should a resistance be confirmed in Operation 6,
8 also apply to cars produced to an Australian. remove the air sensor plate and repeat the operation, If
Japanese. or North American specification. this alleviates the resistance, the air sensor plate is
fouling the sides of the air funnel and should be
Before commencing any fault diagnosis or work centralized (refer to Procedure 3) or the air funnel may
on the fuel injection system ensure that the workshop be deformed.
safety precautions are fully understood. 8. If there is still a resistance to the movement of the
During manufacture, the components of the fuel lever, it could be due to contamination within the fuel
injection system are precisely adjusted in order to distributor barrel or occasional binding in the lever
comply with the relevant emission control regulations. mechanism.
Therefore, alterations to any of the settings should not 9. Contamination within the fuel distributor can be
normally be necessary. checked by separating the fuel distributor from the
control uni I and withdrawing the control piston for
Diagnosing and correcting faults inspection.
The workshop procedure number refers to the fault Remove the screws situated on top of the fuel
diagnosis chart for the basic K-Jetronic system given in distributor. Lift off the fuel distributor (resistance will
figure 62-23. be felt due to the rubber sealing ring). bend back the
10/87 TSD 4737

Printed in England
piston retaining tabs and withdraw the piston. ensuring that the retaining screws are evenly tightened.
Handle the control piston with care to ensure that If a resistance is still noticeable, a new fuel
it does not become damaged. distributor assembly should be fitted to the mixture
Do not handle the control piston on its working control unit.
surfaces. 12. After fitting the fuel distributor check the idle
10. Thoroughly clean the control piston in clean fuel. mixture strength.
11. Fit the control piston to the fuel distributor. Ensure
that the spring is fitted above the piston. Procedure 3 Positioning the air flow sensor plate
Bend the retaining tabs so that the piston cannot 1. Remove the air inlet elbow from above the air
fall out. Ensure that the rubber sealing ring situated sensor plate.
between the fuel distributor and the mixture control 2. Check that the sensor plate is flat and that it wilt
unit is in good condition. Lubricate the rubber sealing pass through the narrowest part of the air funnel
ring with suitable grease and fit the distributor, without fouling.
3. If necessary, loosen the plate securing screw.
4. Insert the guide ring RH 9609 whilst retaining the
sensor plate in the zero movement position. This will
prevent the sensor plate from being forced downwards
as the centring guide ring is being installed.
5. With the centring guide ring in position, tighten the
retaining screw. Carefully remove the centring guide
ring.
6. Apply control pressure to the control piston in the
fuel distributor for approximately 10 seconds (refer to
page 82-32).
7. The upper edge of the sensor plate adjacent to the
fuel distributor, should be flush with the beginning of
the upper cone as shown in figure 62-25.
Note It is permissible to leave the top edge of the air
sensor plate protruding into the upper cone by a
maximum of 0,5 mm (0.020 in). The lower edge
of the plate (which is chamfered) must not
project upwards outside the short cylindrical
UG99 part of the air funnel, at any point on its
circumference.
Fig. B2·25 Checking the height of the air flow sensor 8. If the air sensor plate is positioned too high.
plate remove the fuel distributor and carefully tap the .9 uide
A 0,5 mm (0.020 in) pin lower using a mandrel and a small hammer (see
fig. 82-26).
Note This adjustment must be made very carefully.
ensuring that the guide pin is not driven too low.
Repeated adjustment can loosen the guide pin.
Serious damage to the engine could result if the
pin should fall out.
Procedure 4 Checking the operation of the auxiliary air

valve
1. Ensure that the engine is cold.
2. Disconnect the electrical plug at the auxiliary air
valve.
3. Disconnect the inlet and outlet rubber hoses from
the auxiliary air valve.
4. Using a flashlight and mirror, observe the position
of the hole in the blocking plate (see fig. B2-27J. It
should be partially uncovered. If the blocking plate
completely closes the air passage, fit a new auxiliary
air valve.
5. If the air passage way is open, connect the
electrical plug to the auxiliary air valve.
6. Apply electrical power to the heater in the auxiliary
air valve (refer to page 82-33).
Fig. B2-26 Height adjustment for the air flow sensor 7. The air passage through the valve should be
plate completely closed within four to five minutes.
10/87
82-22
8. If the blocking plate does not close, check the
electrical power supply to the auxiliary air valve. The
minimum vollage at the connector should be 11.5 volts.
9. Finally, using an ohmmeter, check the heating coil
in the auxiliary air valve for an open circuit. Should the
coil prove faulty, fit a new air valve.
Procedure 5 Checking the operation of the primary fuel

circuit
Fuel delivery
1. Fit the pressure tester RH 9612 (Bosch Number
KOEP 1034).
2. Open the valve screw(s) on the pressure tester
valve block.
3. Disconnect the fuel return line to the fuel tank at
the fuel distributor. Using a 'firtree' type nipple and nut
(SPM 1390/1). connect one end of an auxiliary fuel
return hose to the connection. Hold the other end of the
hose in a graduated measuring container capable of
holding at least 2 litres (3.5 Imp pt).
4. Disconnect the electrical plug from the warm-up
regulator and the auxiliary air valve.
5. Apply electrical power to operate the fuel pump for
30 seconds (refer to page 82-33). At least 1000 ml of Fig. B2-27 Checking the auxiliary air valve
fuel should be delivered into the measuring container.
6. If the delivery quantity is satisfoctory, check the
primary system pressure. However, if the delivery
regulator and governs the basic mixture strength.
quantity is below the prescribed amount proceed as
The warm-up regulator contains a temperature
follows, checking the fuel pump delivery after each
sensitive bi-metal. Therefore, the control pressure
operation.
depends upon the warm-up regulator bi-metal
7. Check the voltage at the fuel pump. When the
temperature.
pump is operating this should be 11.5 volts.
On cars produced to Australian, Japanese, and
8. Check the fuel lines for blockage.
North American specifications, the warm-up regulator
9. Fit a new main fuel filter.
contains two temperature sensitive bi-metals and an
10. Fit a new fuel pump.
aneroid capsule lsee fig. 82-18) which responds to
11. After establishing that the fuel delivery is correct
atmospheric pressure.
rerr.ove the test equipment.
The control pressure depends upon the warm-up
12. Connect the fuel return pipe to the fuel distributor.
regulator bi-metal temperature and on certain cars it is
further influenced by atmospheric pressure (which is
Primary system pressure reduced with increasing altitude).
To carry out this test, fit the pressure tester RH 9612 Fit the pressure tester RH 9612 (Bosch Number
(Bosch Number KDEP 1034). KDEP 1034).
1. Close the valve screw on the pressure tester three-
way block. If the valve block has two screws, this is the Cold control pressure
screw situated adjacent to the warm-up regulator The engine must be cold to enable this test to be
connection. properly carried out. The engine must not have been
2. Apply electrical power to operate the fuel pump run for at least four hours; preferably left overnight.
(refer to page 82-33). The pressure !Jauge will now The ambient temperature at the time of the test
show primary system pressure which should be must also be known.
between 5,2 bar and 5,8 bar (75.4 lbf/in 2 and 84.1 lbf/in 2 ) . 1. Disconnect the electrical plug situated on the
3. If the primary system pressure is too low. warm-up regulator.
a. Check the fuel supply. 2. Apply control pressure to the system (refer to page
b. Check the setting of the pressure regulator and B2-32).
service if necessary. 3. Open the valve(s) on the pressure tester valve
4. If the primary system pressure is too high. block. Note that the pressure tester gauge will show
a. Check for a restriction in the return line to the fuel cold control pressure.
tank. 4. Refer to figure 82-28 for the correct cold control
b. Check the setting of the pressure regulator and pressure.
service if necessary. Examples of readings for vehicles fitted with
altitude compensation are as follows.
Procedure 6 Checking the control pressure If the test site is at sea level the correct control
Control pressure is determined by the warm-up pressure shou Id be within ± 0,2 bar (3 lbf/i n 1 ) of the
10/87 TSO 4737

Printed in England
© Rolls·Royce Motor Cars Limited 1987 B2-23
solid line (corresponding to an atmospheric pressure pressure should be between 2,45 bar qnd 2,95 bar (35.5
of 984 millibars). lbf/in 1 and 42.8 lbf/in').
Example To carry out a basic functiona I test on the altitude
With an atmospheric pressure of 984 millibars or above compensation device at sea level, connect the Mityvac
and an ambient air temperature of 20°c (68°F). the cold pump RH 12495 to the breather connection on the
control pressure should be between 2,0 bar and 2,4 bar warm-up regulator and evacuate the body (see
(29 lbf/in 2 and 34.8 lbf/in 2 ). fig. B2·29).
If the test site is at altitude [i.e. above 600 m (1968 Ensure that the control pressure rises as the
ft)), determine the atmospheric pressure at the time of pressure with in the warm-up regulator decreases.
the test. This should be obtained from a local weather If the cold control pressure is incqrrect fit a new
station or airport that is at the same altitude, or from a warm-up regulator.
reliable mercury barometer reading taken at the test
site. Warm control pressure
The control pressure should be within ± 0,25 bar 1. Connect the electrical plug to the warm-up
(3.6 lbf/in?) of the value corresponding to the regulator.
atmospheric pressure. 2. Apply control pressure to the system (refer to page
Example 82-32).
With an atmospheric pressure of 838 millibars and an 3. Ensure that the valve(s) on the valve block of the
ambient air temperature of 20°C (68°F), the cold control pressure tester is open.
4. The control pressure should begin to rise. When it
has stabilized, the warm control pressure should be 3,6
Ba r4.5
bar (52.2 lbf/in') ±0,15 bar (±2.2 lbf/in1 ). This should
take no more than one minute at 20°C (68°F).
mm 5. On vehicles produced hl an Australian, Japanese.
- mbar Hg
. - .. -
!/ 838 630 or North American specification (i.e. vehicles fitted
- . .. - 865 650 with altitude compensation), refer to figure 82-30 for
4· v, J
891 670
the correct warm control pressure at the corresponding
test site altitude.
/ 1/ / 918 690
, ) / I 6. If the pressure is incorrect, check that there is an
V / /, 944 710 electrical feed to the warm-up regulator. If the electrical
/ 1/ / / / 971 730 feed is correct the warm-up regulator is faulty and
3.5 · should be replaced.
,v I )/ J /, 984 740
V V II , J '/
/
J
J I/ I~
J I
., II,
7~ .I
(_ .._
,
1t
Procedure 7 Checking the fuel system for leaks
1. Fit the pressure tester RH 9612 (Bosch Number
KDEP 1034).
3 Atmospheric
....
~
J
V>
I V I/ V'
J ~ 7 i/ JV .'
/ pressure Ensure that the valve(s) on the pressure tester
valve block is open .
C. / , /
2. Ensure that the engine temperature is between
ec J I/ I/ I/ Ill V
30°C and 50°C (86"F and 122°F).
8 J I I/~ 7
2.5
V ., J ,• )
3. Apply control pressure to the system (refer to page
82-32).
V V V
,_
- ~
., I YI l/ /-
,_
- 4. Allow one minute for warm control pressure to be
~ ·1 1/
J
registered on the gauge of the pressure tester.
I I/ V /) / 5. Switch off the ignition.
2
A
r V
·1 I /,
w'
"/
I/
V
, 6. Note the time taken for the pressure to fall to zero
and compare this time with the data given in figure
82-32.
LIJ
1.5
)
J 7. If the pressure drops too quickly, repeat the test
with the control pressure circuit disconnected. To carry
II
i- t-- ,_ - ,_ ,_ out this test, close the valve on the pressure tester valve
I/ block (adjacent to the warm-up regulator connection
,
B- on the two valve type) and repeat the test given in
Operations 2 to 6 inclusive.
1o·c 2o·c Jo·c 4o·c Should the pressure loss now be acceptable, there
1so·F1 (68°F) (86°F) (104.FJ is a leak either
Ambient temperature a. Externally from the control circuit pipes and/or
A2153 pipe connections.
b. At the push valve situated within the primary
Fig. B2-27 'Cold' control pressure system pressure regulator. This indicates that the
A Cars with altitude compensation rubber sealing rings are defective and should be
B Cars without altitude compensation changed.
2/90
B2-24
~
~
Should the pressure loss remain outside the

acceptable limits. lhe leak is in the primary fuel circuit
and may be due to.
a. The sealing ring in the primary system pressure
regulator being defective and indicating that the rubber
sealing rings in the assembly should be changed.
b. The cold start injector leaking.
c. A faulty non-return valve in the fuel pump outlet.
d. Leaking accumulator diaphragm.
e. An external leak from one of the fuel system pipes .
f. One or more of the injectors leaking.
If an injector leak is suspected, switch on the
ignition to restore the system pressure then slightly
depress the air sensor plate. If the pressure reading
drops continuously with the sensor plate depressed an
injector is leaking. Remove the sparking plugs for
inspection, the plug removed from the cylinder having
the sticking injector will often be found in a sooty
condition.
Fig. B2·29 Evacuating the warm-up regulator
Procedure 8 Checking the injectors
1. Remove the injectors from the engine.
2. Connect the injector lo the test equipment RH 9614
Beu 5 .5
(Bosch Number KDJE 7452). see figure 62-34. i
Opening pressure .. 5 II -
3. Bleed the discharge tube by moving the operating :,.,
;
J. -~
lever several times with the union slackened. Tighten ~ ~
i, -
0. 4.5
the union.
2 y -
4. Check the injector for dirt by operating the lever c0
u 4
-· ,. ~. ,-
1>"
;., -
slowly at approximately one stroke per two seconds,
with the valve on the pressure gauge open.
~ ~"· .. J ..- . - -~
l .......-
I'
I
.
~
'
If the pressure does not rise to between 1,0 bar and
3.5
- -
lt·
1,5 bar (14.5 lbftin' and 21.75 lbf/in 2 ) the valve of the l l
injector has a bad leak. possibly caused by dirt. Attempt
to flush the valve by operating the lever rapidly several
rnbar1050 1000 950 900
Il 850 800 750
. ·f·
700
times. If the injector valve does not clear, the injector mm
should be discarded. Hg 788 750 713 675 638 600 563 525
Atmospheric press,ue
5. Check the opening pressure of the injector by
closing the valve of the test equipment and bleeding ----------------~
A2212
the injector by operating the test equipment lever

rapidly several times. Open the valve and move the fig. B2-30 Warm control pressure (vehicles fitted
lever slowly at approximately one stroke per two with altitude compensation)
seconds, note the pressure-at which the injector begins
to spray. 10. The injector should also produce an even spray
The correct pressure for the injector to commP.nce with an approximate spray angle of 35n. If drops form
spraying is between 3,5 bar and 4.1 bar (50.75 lbftin' at the mouth of the injector valve or if the spray is
and 59.45 lbfiin'). If this is not correct. fit a new injector. excessively one-sided. the injector should be discarded .
The various spray formations and angles are
Leakage test shown in figure B2-33.
6. Open the valve on the test equipment and slowly Note It is important that any replacement in;ectors are
operate the lever until the pressure reading is 0,5 bar tested in the above manner before fitting to the
(7.25 lbf!in') below the previously determined opening engine.
pressure.
7. Hold this pressure constant by moving the lever. Procedure 9 Checking the delivery balance of the fuel
8. No drops should appear from the injector for the distributor
next 15 seconds. 1. Fit the delivery quantity comparison tester AH 9613
(Bosch Number KDJE 7455). see figure B2-39.
Evaluation of spray and 'chatter' test 2. Rcrnove the air intake elbow to reveal the air
9. Operate the lever of the test equipment at one sensor plate.
stroke per second. as this is done the valve in the end 3. Apply electrical power to operate the fuel pump
of the injector should be heard to 'chatter'. (refer to page 82-33).
11 /87 TSD 4737

Printed En!Jlanci
in
© Rolls-Royce Motor C11rs LimitP.c1 l 98 7 B2-25
4. Bleed the test equipment. used. the flow figures are identical (i.e.
5. This test is carried out under simulated idle, part 1 ml/min=1 cm 3 / min).
load, and full load conditions as follows.
Idle conditions
Note The test equipment rotameter scale may read 6. Press switch number one on the test equipment
eit11er ml/min or crn"/min. Whichever scole is and rnov~ the air flow sensor plate downwards (using
tile adjusting device shown in figure B2-35) until the
reading on the small rotameter indicates a flow of
,_
.. ... ""- .,.+ . 'l
I
:± approximately 6,7 ml/min.
Mf 7. Test the remaining outlets and determine which

I- I-
_ I- ·-
Bar 3.S I-
f-
-
/ · ·i -I=
I
+ I
one has the lowest fuel delivery.
I-
-v
/ .... ~
i,,,"' '{:LI I I 11
Tolerance band
8. Press the switch of the outlet with the lowest fuel
delivery. Using the adjusting device. adjust the height
3.0
IH1Hii
of the air flow sensor plate until the reading on the
~~ 11
II
,,-' rotameter is 6,7 ml/min.
v ,," · 9. Measure the fuel delivery from each outlet. noting
2.5
- ~-. 1, l,,e
1,I<
1,o"' Stan 1emperatu,e 2o·c (68. FJ
With atlitude compensauon that none of them should exceed 7,7 ml/min.
i,.
Atmosphere pressure 944 m bar
I- "' I I I 11 1 1 I I Ii I 111 1 I j I I
10 20 30 40 50 60 Part load conditions
T ,m., in seconds 10. Repeilt Operations 6 to 9 inclusive, moving the air
flow sensor plate downwards. until a fuel delivery of
Bar 3.5
- ..
"
-i 1,
'/
-
I
... nl--
20,8 ml/min is measured (on the large rotameter) from
the fuel outlet with the lowest delivery.
11. Measure the fuel delivery from each outlet, noting
!J -
II
II
1~ .. ,
~
,I
I<'
. 1;.i.. "'ti',, lf
Tolerance h~nd
that it should not exceed 22,4 ml/min.
3.0
. - Full load conditions
2.S
t_
/
_ I,\ - 12. Repeat Operations 6 to 9 inclusive, moving the air
flow sensor plate further downwards until a fuel
delivery of 94 ml/min is measured from the fuel outlet
,,! 1-- H, .
... ~ -,, ,_ with the lowest delivery.
2 .0 "' I.L. !. I I
H
~ Stan temperature 2o•c (68. F)
- ::: Without altitude com~;n{~ that it should not exceed 99 ml/min.
If the fuel delivery exceeds the limits quoted. a new
10 20 30 40 so 60
fuel distributor should be fitted.
Time in seconds
42152
Procedure 10 Checking the engine idle speed
Refer to Idle speeu - To set.
Fig. B2-31 Time taken from 'cold' to 'warm' control
pressure Procedure 11 Checking the idle mixture strength
The idle mixture strength should be checked and
adjusted in accordance with the instructions given
under the heading idle mixture strength - To set.
The idle mixture strength should always be
checked if either a new warm-up regulator or fuel
distributor have been fitted .
., 2 H-H--H-H-H'-l-l+-i-+-l-+-Ht-H-l-l4-14-H-+.;..-I-I--H~
...
.,,5
..
<I)
0.
ll '"' Procedure 12 Checking the operation of the throttle
plates
1. Depress the accelerator pedal fully and observe
.,E - .
the position of the throttle levers.
vi
~ 2. Ensure that the throttle levers are fully open (i.e.
t·
' against the stops).

3. Also. ensure that the throttle linkage operates
smoothly through both primary and secondary stages.
,_ 4. If the throttles do not open fully, or if the linkage
,__ I does not operate smoothly, the problem should be
0 10 20 30 40 50 60 investigated and corrected as described in Chapter K.
T,me- ,n;nules
Procedure 13 Checking the air intake filter and ducting
for blockage
Fig. B2-32 Fuel system 'leak down' 1. Remove the air filter element.
11/87
B2-26
~
~
~
2. Examine the condition of the element and fit a new
one if necessary.
3. Inspect the filter housing assembly. Particular
attention should be given to the intake 'scoop' that
diverts air from behind the front bumper into the filter /
housing; ensure that this is not obstructed.

4. Slacken the worm drive clips that secure the
fie xi ble hose to the intake el bow on the mix tu re control
unit; ensure that the elbow and ducting are not blocked.
5. Carry out the tests given in the Workshop
A B
Procedures 3 and 12.
6. Fit all hoses, clips, and the filter element upon
satisfactory completion of the tests.
Procedure 14 Checking the cold start system

When checking the cold start system it is essential that
the information given in the Workshop safety
/
.t f
/ .
precautions is observed.
Thermal time switch

C
1. Withdraw the electrical plug from the thermal time
switch.
2. Connect a test lamp between one of the two plug
terminals and earth.
3. Switch on the ignition and crank the engine. The
bulb of the test lamp should illuminate. Repeat the
check on the other plug terminal. If the bulb does not
illuminate in either test the electrical connections and
wiring of the respective circuit a re suspect.
4. Produce a test lead using a Bosch electrical plug
E A220J
and two lengths of cable, each approximately 500 mm
(20 in) long.
5. Connect the test cables to the thermal switch via Fig. 82-33 Injector spray patterns
the plug. Unacceptable spray patterns
6. Refer to figure 82-36 and measure the resistance A Drop formation
between. 8 Cord spray
a. Terminals Wand G. C Spray in strands
b. Each terminal and the brass body of the switch.
Depending upon the temperature of the switch, the Acceptable spray patterns
resistance measured should be within the values given D Good spray formation
in figure B2-36. E Single-sided but still a good spray
7. If the values do not correspond with those given in formation
figure B2-36 fit a new switch.
8. After the test has been satisfactorily carried out,
remove the test lead assembly and connect the 13. Apply electrical power to operate the fuel pump
electrical loom plug. (refer to page B2-33}.
14. Operate the micro-switch to complete the auxiliary
Cold start injector electrical circuit. The cold start injector should spray
9. Detach the electrical plug from the cold start fuel as the contacts in the micro-switch complete the
injector. electrical circuit: if it does not spray fuel, fit a new
10. Produce a test lead using a Bosch electrical plug. injector.
two lengths of cable and a micro-switch. 15. Ory the nozzle of the cold start injector.
11. Remove the cold start injector from the induction 16. Repeat Operation 13 but do not operate the micro-
manifold with its feed pipe attached. Place the nozzle of switch. Note that no drops of fuel should form on or
the injector into a suitable clean container so that its drip from the injector nozzle. If the injector is defective
operation can be observed. a new one should be fitted.
12. Connect the electrical plug to the cold start injector 17. Remove the auxiliary test lead from the injector
and the two cables, one to an auxiliary electrical feed and connect the loom plug.
and the other to an earth point.
Note Exercise care to eliminate the possibility of an Procedure 15 Checking the engine running sensor
electrical spark (use the micro-switch to make 1. Switch on the ignition, the fuel pumps should not
and break the circuit). operate.
10/87 TSO 4737

Printed in England
2. Switch off the ignition.
3. Disconnect the engine running sensor electrical
plug and socket situated approximately 75 mm (3 in.)
along the loom from the sensor.
4. Produce a test lead with an appropriate 'TIS' type
connection on each end. Bridge the whitetpink and pink
on the vehicle loom socket.
5. Switch on the ignition, the fuel pumps should
operate.
This test isolates the engine running sensor from
the fuel pump circuit.
If the fuel pumps still do not operate, check for a
fault in one of the following.
a. The pink cable to the vehicle loom socket via
fuseboard F2. fuse B5, 20 Amp.
b. The white/pink cable to the main fuel pump.
c. The fuel pump.
6. Switch off the ignition, remove the bridging wire
and reconnect the engine running sensor.
7. Bridge the engine cranking interlock relay, the fuel
pumps should operate.
This test proves that the cranking by-pass situated
Fig. 82-34 Testing an injector inside the engine running sensor is operating.
If the fuel pumps do not operate, check for a fault
in the following.
a. The auxiliary white/red cable on the starter relay
(12 volts}.
b. The brown/black cable from the starter relay to the
loom socket.
c. Check for continuity of the white/black (coil-ve).
Normally, a symptom of a fault in this supply is
that the engine will start when cranked by the starter
motor but stops immediately the key is released.
If the fault diagnosis indicates that the loom and
ancillary components are satisfactory, fit a new engine
runn ing sensor.
Procedure 16 Checking the fuel accumulator

diaphragm for a leak
1. Locate the flexible hose connecting the
Fig. B2-35 Air flow sensor plate movement accumulator to the fuel tank return pipe.
adjustment device 2. Suitably clamp the hose to prevent unpressurized
A Adjusting screw (part of accessory kit fuel from flowing out during the test.
RH 9960) 3. Unscrew the worm drive clip securing the flexible
Country Switch Resistance ohms (meter reading)

w G temperature Between Between Between
terminal G terminal W terminal
and earth and earth G and W
Australia Less than 50 - 70 0 50- 70
Japan 1o·c {50°FJ
North America More than 50 - 70
2o·c (68°F)
Other than less than 36 0 36
Australia 35°C {95°F)
Japan More than 72 144 72
North America 35°C {95°F) A1154
Fig. B2-36 Thermal time switch
10/87
82-28
hose to the connection on the fuel accumulator.
4. Withdraw the hose from the connection.
5. Apply electrical power to operate the fuel pump
(refer to page 82-33) and pressurize the fuel
accumulator.
6. Ensure that no fuel flows from the open connection
on the fuel accumulator during the test.
7. If fuel does flow from the open connection, the
accumulator diaphragm is leaking and a new fuel
accumulator must be fitted.
8. Connect the fuel pipe and remove the clamp.
Procedure 17 Checking the operation of the idle speed

by-pass solenoid
1. Ensure that the parking brake is ar,plied. Warm-up
the engine.
2. Allow the engine to idle at 580 rev/min in park with
the air conditioning system switched on.
3. Apply the foot brake and engage drive. Check that
the idle speed is between 560 rev/min and 620 rev/min.
If the idle speed falls below 560 rev/min check the
following.
a. Test for electrical feed to the solenoid when in
drive.
b. Check for a blocked hose. Fig. B2-37 Acceleration enrichment temperature
If the above are found to be satisfactory, the
switch
solenoid valve is faulty and should be replaced. A Cars produced to either a Japanese or
Note This solenoid does not operate with the gear North American specification
range selector lever in the reverse position. B Cars produced to an Australian
specification
Procedure 18 Pressure control valve damper failure
To check the pressure control valve damper for failure
b. A faulty switch.
of the diaphragm, check for evidence of fuel around the
C. A faulty ECU.
small diameter metal pipe at the front of the damper
9. Remove the test equipment and replace the starter
assembly. If a diarhragm failure is suspected do not
relay.
run the engine as high pressure fuel will emerge from
10. Release the vacuum. disconnect the pump and fit
the damper pipe.
the vacuum hose to the switch.
Fit a new damper assembly if a fai Iure of the
11. Remove the bridge from the temperature switch
diaphragm is suspected.
plug. Before connecting the plug to the switch in the
Procedure 19 Cold start acceleration enrichment thermostat housing. check the switch using a
switch multimeter. Check that the switch is open circuit if the
1. Disconnect the electrica I feed to the cold start coolant temperature is above 33°C (91nF) or closed
injector. circuit if the coolant temperature is below 33°C (91°FJ.
2. Connect the 'closed loop' system test meter RH
9615 (Bosch Number KDJ E-P600) to the vehicle. Full throttle enrichment
3. Switch the test meter scale to 100%. This function is operated by the throttle position switch,
4. If the coolant temperature is above 33"C (91°F). details of which are given in Chapter K.
bridge the system temperature switch situated in the
thermostat housing (see fig. B2-37). Fault diagnosis test equipment and
5. Disconnect the vacuum hose at the acceleration special procedures
enrichment switch_ Connect the Mityvac pump This section contains information relating to the fitting
RH 12495 to the switch connection and apply a vacuum procedures for the test equipment used when
of 508 mm Hg (20 in Hg). diagnosing a fault. Also included are the special
6. Apply electrical power to the 'closed loop' system procedures associated with the fuel injection system.
test meter (refer to page B2-32). Note that the test meter
reading should be 50%. Depressurizing the fuel system
7. Release the vacuum and observe that the reading The fuel in the system may be pressurized (except for
on the test meter momentarily increases to 65%. the fuel tank and return lines). Therefore, unless the
8. If the meter reading does not increase, it cOlild be engine has been stationary for a minimum of four
due to the following. hours, it is recommended that the fuel system be
a. A cable fault involving the acceleration enrichmcnl depressurized before dismantling any parts of the
switch wiring. system.
2/90 TSO 4737

Printed in England
The depressurizing procedure is given on page Note Whenever the pressure tester va Ive block is not
B2-15. in use, always ensure that the valve screw(s) is
open to relieve the pressure on the internal
Pressure tester valve bloc.k assembly sealing ring(s).
Two types of pressure tester valve block may be
encountered.
The original valve block has two valve screws and The pressure tester and associated parts are fitted
the later type has only one. Either valve block can be into the control pressure line (see fig. 62-38); the line
used to carry out the necessary workshop tests. See connecting the fuel distributor to the warm-up
figure B2-38 for the valve block assembly details. regulator. With the test equipment suitably connected
A21~8
Fig. 82-38 Pressure tester valve block assembly

Original design - 2 valve screws Later design - 1 valve screw
1 Special adapter RH 9607 1 Hose and adapter RH 9645
2 Pressure gauge and valve block RH 9612 (Bosch No. KDJE-P100/11J
(Bosch No. KDEP-1034) 2 Pressure gauge and valve block RH 9873
3 Hose and adapter RH 9645 (Bosch No. KDJE-PlOO)
(Bosch No. KDJE-P100/11)
10/87
82-30
at this point. the fuel injection system can be checked
for.
a. Cold and warm control pressure.
b. Fuel system leakage (internal and external).
c. Primary system fuel circuit operation and pressure.
Installation of the test equipment

1. Carry out the usual workshop safety precautions.
Switch on the ignition. Ensure that the gear range
selector lever is in the park position. Switch off the
ignition and remove the gear range selector fuse from
the fuseboard.
2. Disconnect the battery.
3. Oepressurize the fuel system (refer to r,c1ge B2-15).
4. Loosely nssemblP- 1hr. lesl (!(]Uipmelll and lhnn
install ii onto the engine ilS shown in liguni 62-38.
Ensure that all pipe nuts and unions are tight.
Bleeding the lest equipment

After fitting but prior to using the test equipment,
always ensure that it is properly blec/ as follows.
5. Disconnect the electrical plugs from the warm-up
regulator and the auxiliary air valve.
6. Connect the battery.
7. Allow the pressure gauge to hang down under its
own weignt with the flexible hoses fully extended.
8. Ensure that the valve screw(s) on the pressure
tester valve block is open.
and build-up pressure in the system (see page 82-33) .
10. Open and close the valve screw on the valve block
(valve screw number 1 on the early type of block) six or
seven times in a ten second rhythm.
11. After the equipment has been satisfactorily bled,
lift the gauge up and suspend it from a bonnet catch. fig. 82-39 Installation of comparison tester
Finally, ensure that the valve screw(s) is open.
12. The pressure gauge and associated parts are now
ready for use.
Fuel delivery quantity comparison tester RH 9613

(Bosch Number KDJE 7455)
If there is any discrepancy in the quantity of fuel
delivered by the individual f_uel distributor outlets. it
can be measured by a comparison test. using the test
equipment RH 9613 (Bosch Number KDJE 7455). This
equipment is illustrated in figure 82-39.
The test equipment is designed in such a way that
the tests can be carried out without removing the fuel
distributor frorn the engine.
Ideally, the tester should be set permanently on a
mobile trolley, so that once it is levelled-up only the
trolley needs to be manoeuvred to the test site.
However, the tester can be set up on a table close to the
test vehiclP. and the test equipment levelled-up for each
test using the levelling screws and spirit level.
The test equipment should be fitted to the vehicle
as follows.
2. Unscrew the unions securing the fuel injector lines Fig. 82-40 Fuel distributor connections
to the fuel distributor outlets. 0 Key number on test equipment
3. Screw the special adapters supplied with (left to right)
accesssory kit RH 9960 into the fuel distributor outlets. 0 Engine cylinder
10/87
TSD 4737
Printed in England
4. Fit the automatic couplings on the ends of the test Connect the main brown !feed) cable to a known
equipment, to the special adapters in the fuel 12 volts supply and the green/yellow cable to a good
distributor outlets. earth point. For convenience, it is suggested that the
Note Outlet one from the fuel distributor shou Id cables be fitted to an adapter that will fit into the cigar
always be nearest to the fuel inlet connection. lighter socket.
Figure 82-40 indicates which test line and switch
of the test equipment are connected to which Two volts output cable
engine cylinder. Disconnect the oxygen sensor, three pin cable
5. Route the fuel return pipe across the engine. along connector. This is situated in the rear right-hand corner
the side of the car and into the filler for the fuel tank. of the engine compartment. Fit the test cable to the
6. Disconnect the electrical plug from the warm-up light green cable in the connector plug to the ECU.
regulator and the auxiliary air valve. 3. Withdraw the starter relay.
7. Connect the battery. 4. The test meter is now ready to be used.
Note The condition of the battery is critical for this 5. Use the test meter by turning and holding the
test. Therefore, always check the state of charge ignition key in the switchbox to the START position.
of the battery.
8. Apply electrical power to operate the fuel pump Apply control pressure to the system
and build-up pressure in the system (see page 82-33).
1989 model year (4 door cars)
9. To bleed the test equipment, remove the air intake
1. Raise the bonnet and remove the relays cover.
elbow from the mixture control unit and push the air
2. Locate the right-hand valance to engine 7 -way
flow sensor plate downwards to its fully opened
socket (only connected on turbocharged cars).
position. Press each key on the flowmeter one after the
3. Produce a test cable incorporating a micro-switch.
other, whilst simultaneously operating the three-way
4. Bridge the 3.0 pink cable and the 3.0 white/pink
tap. Continue this operation until there are no bubbles
cable at the socket (see fig. B2-42J.
in the two rotameters.
5. Operate the micro-switch. The fuel pump will run
10. Allow the air flow sensor plate to return to the zero
and pressure will build-up in the system.
position and switch off the ignition. The test equipment
6. Always remove the bridging cable immediately the
is now ready for use.
test is complete.
11. To remove the test equipment, depressurize the
system and reverse the procedure. 1987/88 model years (2 and 4 door cars)
1989 model year (2 door cars)
'Closed loop' system test meter RH 9615 1. Withdraw the starter inhibit relay (see fig. 82-42).
(Bosch Number KDJE-P600) 2. Produce a bridge cable of suitable length.
1. Fit the two test cables into the side of the test 3. Bridge the green cable in the windscreen washer
meter. reservoir motor and the white/pink cable connection on
2. Fit the other ends of the cables to the vehicle as the starter inhibit relay mounting block.
follows (see fig. 82-41 ). 4. Switch on the ignition.
Five pin, three core cable 5. The fuel pump will run and pressure will build-up
Locate the black/slate test cable situated above the side in the system.
scuttle trim pad on the right-hand side of the vehicle. 6. Always remove the bridging cable immediately the
Attach the small test connection to the Lucar connector. test is complete.
~
A283
Fig. B2-41 'Closed loop' system tester
10/88
B2-32
Apply electrical power to operate the fuel pump and
build-up pressure in the system
1. Carry out the operations listed under the heading,
Apply control pressure to the system.
Apply electrical power to the heaters in the auxiliary

air valve and the warm-up regulator
1. Carry out the operations listed under the heading,
Apply control pressure to the system.
Removal and fitting of components

Before dismantling any connections and removing
components always depressurize the system. Always
blank off any open connections to prevent the ingress
of dirt.
Mixture control unit (see figs. 82-40 and 82-45)

The mixture control unit comprises the air meter, the
fuel distributor, and the primary system pressure
regulator.
The fuel distributor and/or the primary system I
\' . ~ ..
pressure regulator can be removed separately from the 1987/88 model years (2 and 4 door cars}
assembly. However, in the process of general 1989 model ear 2 door cars
dismantling the components would be removed as one
assembly. Fig. 82-42 Applying control pressure to the system
Fuel distributor - To remove and fit

1. Disconnect the ba.ttery and depressurize the fuel setting can be carried out.
system (refer to page B2-15). 9. Apply electrical power to operate the fuel pump
2. Unscrew and remove the following connections on and build-up pressure in the system (see page B2-33).
the fuel distributor. 10. Turn the idle mixture adjusting screw clockwise
a. The union securing the warm-up regulator feed using the spanner RH 9608, until the fuel just starts to
pipe to the adapter on the top of the fuel distributor. be delivered at the open outlet on the fuel distributor.
b. Fuel supply to the fuel distributor. Then, turn the adjusting screw anti-clockwise one half
c. Connection to the pressure control valve (if fitted). turn.
d. Fuel supply to the cold start injector. The basic setting is now correct and assembly can
e. Fuel return to the fuel tank. be continued.
f. Fuel return from the warm-up regulator.
3. Unscrew the unions from both ends of the injector Primary system pressure regulator
pipes and carefully withdraw the pipes. (see figs. 82-5, 82-43, and 82-44)
4. Using a screwdriver, unscrew the securing screws The pressure regulator can be removed and serviced
situated on top of the distributor. separately from the fuel distributor. A service kit is
5. Lift the fuel distributor from the mixture control available containing a new system pressure regulator
unit and collect the rubber sealing ring (resistance will seal, push valve assembly, and system pressure
be encountered due to the rubber sealing ring). adjusting shims.
6. If the control piston is to be removed, c;:irefully 1. Disconnect the battery and depressurize the fuel
bend the retaining tabs away from the bore of the fuel system (refer to page 82-15).
distributor barrel and withdraw the piston. Clean the 2. Unscrew the large hexagonal locking screw
control piston in solvent cleaner and lubricate with situated in the side of the fuel distributor (see figs. 82-5
white spirit. and 82-43).
7. Fit the fuel distributor and control piston by 3. Withdraw the complete pressure regulator and
reversing the removal procedure. Note that the rubber push valve assembly. Take care not to lose the shim
sealing ring fitted in between the fuel distributor and washer(s) if the regulator plunger and spring become
mixture control unit must be in good condition. If in dislodged.
doubt, fit a new sealing ring. 4. Lift off the regulator plunger and spring, collect the
When installing the sealing ring ensure that it is shim washerls).
lubricated with a suitable grease and that it does not 5. Examine the rubber ·o· ring situated on the end of
become trapped when the fuel distributor is fitted. This the regulator plunger. A new ·o· ring can be fitted but
could cause a subsequent air leak which may be the control plunger must remain with the fuel
difficult to detect. Check the idle mixture strength. distributor.
8. If a new fuel distributor is fitted, leave one of the 6. To fit a new ·o· ring (see fig. 82-44) commence by
injector Jines disconnected so that the following basic cutting off the old ring with a very sharp blade. Do not
10/88 TSD 4737

P1inted in Englanci
Cf1 Rolls-Royce Motor Cars Limited 1988 82-33
attempt to remove the crimped retaining ring. 1 O. Upon completion of the work. fit the assembly into
7. Draw the new rubber 'O' ring over the crimped the fuel distributor and torque tighten the large
retaining ring, using a blunt tool. Take care not to over hexagonal locking screw.
stretch the new rubber 'O' ring. 11. Carry out the workshop procedure for checking the
8. Check that the ·o·
ring is correctly fitted and has primary system pressure and adjust if necessary using
not been damaged. Ensure that it can be turned by the shims supplied in the service kit. Note that 0, 1 mm
hand and that there is a clearance of approximately 0,2 (0.004 in) of shims is equivalent to 0, 15 bar (2. 17 lbf/in2 )
mm (0.008 in) between the retaining ring and the of system pressure.
sealing ring. 12. Carry out the workshop procedure Jor checking the
9. To assemble and fit the regulator valve reverse the fuel system for leaks.
dismantling procedure using the new push valve
assembly and existing shims.
Mixture control unit assembly - To remove and fit
(see figs. B2-2 and B2-45)
1. Disconnect the battery and depressurize the fuel
1 2 3 4 5 6 1 system (refer to Chapter C).
2. Unscrew the worm drive clip securing the air intake
duct. lift the ducting clear of the assembly.
3. Unscrew the worm drive clip securing the breather
hose to the air intake elbow. free the hose.
4. Unscrew the two nuts retaining the long reach studs
to the mixture control unit.
5. Withdraw the elbow.
6. Disconnect the electrical plug (s) to the auxiliary air
valve and the pressure control valve (if fitted).
7. Free the two hoses to the auxiliary air valve and
14 13 12 11 ,0 9 U740 the pressure control valve (if fitted). Free the hose from
the rear of the idle speed solenoid.
8. Unscrew the injector pipe unions from on top of
Fig. B2-43 Primary system pressure regulator valve
the fuel distributor. Free the pipes.
1 Fuel distributor housing
9. Unscrew the pipe nuts connecting 1he fuel feed and
2 Sealing ring
return lines to the fuel distributor.
3 Regulating plunger
10. Unscrew the cold start injector fuel feed pipe nut,
4 Retaining ring
from the injector. Free the joint.
5 Sealing ring
11. Withdraw the purge hose (if fitted) from the front
6 Push valve
of the airmeter housing.
7 Sealing washer
12. Withdraw the electrical plug{s) from the warm-up
8 Inner locking screw
regulator and the acceleration enrichment switch (if
9 Outer locking screw
fitted).
10 Sealing ring
13. Free the vacuum hose from its connection beneath
11 Shim washers
the acceleration enrichment switch (if fitted).
12 Push valve spring
14. Free the hoses from the solenoid valve{sJ mounted
13 Regulator spring
between the warm-up regulator and the fuel distributor.
14 Circlip
15. Unscrew the mounting nut located beneath the rear
of the warm-up regulator mounting bracket.
16. Unscrew the four setscrews retaining the mixture
1 2 control unil to the throttle housing.
17. Withdraw the mixture control unit with the ancillary
units still attached.
18. Remove the upper section of the mixture control
unit from the lower half (air outlet duct) by unscrewing
the cap nuts situated around the face joint.
19. Fil the cissembly by reversing the procedure given
for removal. noting that the face joint between the two
halves of the assembly should be clean and coated with
Wellseal.
1174 1
20. Ensure that any rubber sealing rings that have been
dis111ilied me in \)OCH! ,:ondition. It is essential llwt the
1uhh,)1 se,1linu , ill\/ between Ille throttle l>ody and air
Fig. B2-44 Regulating plunger sealing ring 9 uicle housi 119 is i nstal Ied correctly {1101 kinked, etc.).
1 Crimped retaining ring Note Whenever a hose or an electrical plug is
2 Sealing ring disconnected, it is advisable to attach an
3 Regulating plunger identification label to facilitate assembly.
10/87
B2-34
In addition. any open connections should be Warm-up regulator - To remove and fit
blanked as soon as possible, to prevent the (see figs. 82-1 and B2-47J
ingress of dirt. 1. Disconnect the battery and depressurize the fuel
system (refer to page 82-15).
Throttle body - To service 2. Detach the electrical plug(s) from the warm-up
To remove, fit, and overhaul the throttle body refer to regulator and the acceleration enrichment switch {if
Chapter K. fitted).
~----------- --·--- ---- ------ - -··----- - -- - - -------.
(§)
(g)
(§)
(§)
® I
A2155
Fig. B2-45 Fuel distributor and associated components

Some of lhe items shown are not fitted to all cars
10/87 TSD 4737

Printed in England
3. Unscrew the fuel feed and return pipe connections. 2. Unscrew the inlet and outlet unions and detach
4. Detach the vacuum hose from beneath the both pipes.
acceleration enrichment switch (if fitted). 3. Unscrew the large lock-nut retaining the damper
5. Detach the hoses to the solenoid valve(s) situated assembly to the mounting bracket.
between the warm-up regulator and the fuel distributor. 4. Fit the assembly by reversing the removal
6. Unscrew the two setscrews and the one nut that procedure.
secure the warm-up regulator mounting bracket to the
engine. Pressure control valve (if fitted) - To remove and fit
7. Withdraw the warm-up regulator. (see figs. B2· 12 and 92-451
8. Fit the warm-up regulator by reversing the 1. Disconnect the battery and depressurize the fuel
procedure. system (refer to page 82-15).
Note Whenever a hose is disconnected, it is advisable 2. Disconnect the electrical plug.
to attach an identification label to facilitate 3. Unscrew the pipe union of the fuel return pipe
assembly. situated beneath the pressure control valve damper.
In addition, any open connections should be 4. Unscrew the union from the fuel return line
blanked as soon as possible, to prevent the situated approximately 150 mm (6.0 in) to the rear of
ingress of dirt. the pressure control valve.
5. Unscrew the setscrew retaining the valve clamping
Pressure control valve damper (if fitted) - To remove bracket to the side of the throttle body. Withdraw the
and fit (see figs. B2-12 and 82-45) valve assembly.
1. Disconnect the battery and depressu rize the fuel 6. Fit the pressure control valve by reversing the
system (refer to page 62-15). removal procedure.
Auxiliary air valve - To remove and fit

(see figs. 82- 19 and B2-48)
1. Disconnect the electrical plug.
2. Unscrew the worm drive clips securing both of the
rubber hoses.
3. Unscrew the two mounting setscrews.
4, Withdraw the auxiliary air valve.
5. Fit the auxiliary air valve by reversing the removal
procedure.
Cold start injector - To remove and fit

(see figs. 82-9 and B2-45)
system (refer to page B2-15).
2. Detach the electrical plug from the cold start
Fig. B2-46 Airflow meter assembly (inverted) injector.
3. Unscrew the union connecting the fuel feed pipe to
the injector.
4. Unscrew the two small setscrews retaining the
injector in position. Collect the washer from each
setscrew.
5. Withdraw the injector and collect the rubber
sealing ring.
6. To fit the cold start injector reverse the procedure
given for removal.
Thermal time switch - To remove and fit

(see fig. 82-20)
1. Disconnect the battery and remove the electrical
plug from the thermal time switch.
2. Drain the engine coolant (refer to Workshop
Manual TSD4700, Chapter L).
3. Locate the brass thermal time switch (the forward
switch on the inside of the thermostat housing).
4. Detach the electrical plug and carefully unscrew
the switch.
uno
5. Fit the switch by reversing the procedure, noting
the following.
Fig. 82-47 Warm-up regulator mounting screws Always fit a new aluminium sealing washer.
10/87
B2-36
Always coat the threads of the switch with a 1. Disconnect the battery and de pressurize the fuel
suitable sealant (e.g. Loctite 572). system ( refer to page 62-15).
Do not overtighten the switch. 2. Free the loom rail from the respective side of the
engine. Manoeuvre the rail away to gain access to the
Injector - To remove and fit (see figs. 62-8 ond 62-451 injectors.
The removal and fitting procedure given below is for 3. Unscrew the union connecting the fuel line to the
one injector but the instructions apply equally to all of injector.
the injectors. 4. Unscrew the two setscrews securing the injector
AZ156
10/87 TSO 4737

Printed in England
retaining plate to the cylinder head. 2. Locate the ECU above the right-hand footwell.
5. Remove the retaining plate and withdraw the 3. Disconnect the multi-pin plug.
injector. 4. Unscrew and remove the two mounting setscrews
6. Fit the injectors by reversing the procedure given and nuts situated one on either side of assembly.
for removal. noting that the rubber insulating sleeve 5. Pull the assembly to release it from the mounting
must be in good condition. clip, situated at the front of the unit.
It is essential to check the spray patterns of the 6. Fit the unit by reversing the procedure.
injectors before they are fitted.
New injectors must be thoroughly flushed out Acceleration enrichment temperature switch - To
before they are tested. remove and fit (see fig. 82-37)
If a car is fitted with acceleration enrichment. the
Oxygen sensor - To remove and fit (see fig. B2-14) temperature cut-out switch is situated in the outside of
1. Disconnect the battery. the thermostat housing.
2. Disconnect the oxygen sensor. The connection is Where the thermostat housing has two switches,
situated in the rear right-hand corner of the engine the acceleration enrichment temperature switch
compartment. is the one to the rear.
3. Unscrew the oxygen sensor from the exhaust pipe. 1. Disconnect the battery and drain the coolant.
4. Fit the oxygen sensor by reversing the removal 2. To remove the switch, disconnect the electrical
procedure, noting that the threads of the sensor must plug. Unscrew the switch in an anti-clockwise direction .
be smeared with Never-seez assembly compound. 3. Fit the switch by reversing the procedure, noting
Failure to do this will probably result in serious that a new sealing washer should always be fitted and
thread damage when subsequently removing the the threads of the switch coated with a suitable sealant
oxygen sensor. (e.g. Loctite 572) prior to fitting.
It is important that Never-seez is applied only to
the threads of the unit, take great care not to allow the Service adjustments
compound to get onto the slotted shield below the Preliminary checks
threaded portion. Before carrying out any tuning, the following basic
Note On certain cars it may be necessary to remove checks should be made.
sections of the grass-fire shields to gain access 1. Check the condition of the sparking plugs.
to the oxygen sensor (refer to Workshop Manual 2. Ensure that the throttle linkage is correctly set
TSO 4700, Chapter 0). (refer to Chapter K).
3. Ensure that the throttle position switch is correctly
Acceleration enrichment switch (if fitted)- To remove set (refer to Chapter K).
and fit (see fig. 82- 16) 4. Check all air hose connections for tightness.
1. Disconnect the battery. 5. Select park and remove the starter relay. Turn the
2. Detach the electrical plug. ignition key to the START position and check that the
3. Withdraw the hose from the base of the switch. pressure control valve vibrates. This operation only
4. Unscrew the large retaining nut situated beneath applies to cars fiaed with a 'closed loop' lambda control
the switch. Collect the washer and withdraw the system. Fit the starter relay.
assembly. 6. Start the engine and confirm the following.
5. Fit the unit by reversing the procedure. a. Operation of all 8 engine cylinders.
b. Operation of the 'closed-loop' system (if fitted).
Engine running sensor - To remove 13nd fit Observe the oxygen sensor warning panel or test meter
1. Disconnect the battery. reading.
2. Locate the main fuseboard, the engine running 7. With the engine running check the fuel system and
sensor is located directly behind the fuseboard on the the entire induction system (including the EGR system.
right-hand side. if fitted) for leaks.
3. Follow the cables that emerge from the top of the
assembly, to the cable connector situated Tuning procedure
approximately 150 mm (6 in) from the sensor. 1. Connect an impluse tachometer to the engine in
Disconnect the cables at this junction. accordance with the manufacturer's instructions.
4. Withdraw the relays and mounting block situated 2. Connect an ignition stroboscopic lamp to the
directly in line with the engine running sensor. engine in accordance with the manufacturer's
5. Working from behind the assembly, unscrew the instructions.
two securing nuts. Note Operations 1 and 2 can be combined by fitting
6. Withdraw the two long mounting setscrews. suitable diagnostic test equipment (e.g. Bosch
7. Carefully manoeuvre the engine running sensor MOT 201) to the diagnostic socket (refer to
from its location. Chapter EJ.
8. Fit the assembly by reversing the procedure. 3. Remove the blank from the exhaust pipe adjacent
to the oxygen sensor (if fitted) and fit the sample
Electronic control unit- To remove and fit tapping adapter RH 9611.
1. Disconnect the batlery. 4. Fit a suitable CO meter.
10/88
82-38
5. Ensure that the engine is at normal operating
temperature.
6. If the complete tuning procedure is to be carried out.
the following sequence of operations is recommended.
a. Check the ignition timing (refer to Chapter E).
b. "Check the purge flow rate (refer to Chapter G).
c. Check the idle mixture strength.
d. • Check the operation of the E.G.R. system and the
air injection system (refer to Chapter FJ.
e. Check the engine idle speed.
Note The asterisk denotes a system only fitted to
certain cars.
Idle mixture strength - To set

The mixture strength must be checked with the engine
stabilized at its normal operating temperature and at
an ambient temperature of between 15"C and 30"C (59°F
and 86''F).
The engine oil filler cap must be open and the idle
speed set to 580 rev/min with the air conditioning
system switched on.
On cars fitted with a catalytic converter. disconnect
the oxygen sensor at the plug in the engine
compartment. Fig. B2-49 Mixture adjusting screw
Note It is important that the test equipment used to set
the idle mixture strength meets the following
specification.
Accuracy - CO meter range 0% lo 2% 4. Reset the idle speed if necessary to 580 rev/min
CO concentration within-+ 0·10/o using the idle by-pass screw. Briefly accelerate the
Rotational speed within J 10 rev/min. engine and re-check the idle CO% reading.
5. Repeat Operations 3 and 4 until the correct CO%
1. On cars fitted with a catalytic converter. unscrew reading is obtained.
the blank from the exhaust (situated in front of the 6. When the CO% reading is correct. remove the
catalytic converter). Fit the sampling probe RH 9876 sample probe/adapter. close the engine oil filler cap
and connect it to the CO meter. and fit a new tamperproof plug to the fuel metering
On cars not fitted with a catalytic converter, insert unit.
the sample probe of the CO meter at least 600 mm 7. Connect the oxygen sensor cable (if fitted).
(24 in) into the exhaust system tailpipe. Note Closing the oil filler cap may increase the idle
On all cars, ensure that the CO meter used is fully speed. Connecting the oxygen sensor will tend
warmed-up and correctly adjusted according to the to restore normal idle speed. Do not attempt to
manufacturer's instructions. correct these small variations in idle speed.
2. Briefly accelerate the engine and allow it to return
to the idle speed. Idle speed- To set
The CO concentration ·should be as follows. Note It is important that the test equipment used to set
the idle speed meets the following specification.
Cars fitted with a catalytic converter 0.5%-0.70/o Accuracy - Rotational speed within ± 1O rev/min.
All other cars 0.6%-0.8%
1. To set the idle speed. ensure that the engine has
stablized al its normal operating temperature. This can
3. If the CO reading is outside the above range. be achieved by allowing the engine to run at idle speed
remove the tamperproof plug and blanking screw {if for at least 15 minutes after the thermostat has opened.
fitted) from the fuel distributor (see fig. 82-49). Insert The opening of the thermostat can be detected by a
the mixture adjusting tool RH 9608 and adjust the sudden rise in the temperature of the thermostat elbow
mixture strength as follows. pipe.
Turn the adjusting screw clockwise to richen the 2. If a fuel evaporative emission control system is
mixture (higher CO % ) and anti-clockwise to weaken fitted, disconnect the purge line at the restrictor !leave
the mixture (lower CO %). the restrictor fitted into the hose to the engine). If there
Note Always approach the firm I setlinu from the weak/ is 110 rest rictor fitle<I dclru:h I he purge line at the
lean side. valance pipe (refer to Chapter GL
After making an adjustment. remove the adjusting 3. If an exhaust emission control system is fitted,
tool and temporarily blank the hole (failure to blank the disconnect the oxygen sensor cable situated in the rear
hole will result in an incorrect CO measurement). right-hand corner of the engine compartment.
1189 TSD 4737

Printed in England
@ Rolls-Royce Motor Cars Limited 1989 B2-39
,-~-,,.,
4. Ensure that the gear range selector lever is in the
park position.
5. Ensure that the automatic air conditioning system
is switched on.
6. Open the engine oil filler.
7. Set the engine idle speed to 580 rev/min by turning
the air by-pass screw situated on the side of the throttle
body (see fig. 82-10).
8. Finally, check the operation of the idle speed
solenoid.
9. Stop the engine, re-connect all necessary hoses.
Tamperproofing
Two methods of tamperproofing the mixture strength
adjusting screw are used.
On cars fitted with a catalytic converter a metal
plug is carefully driven into the access hole for the
mixture strength adjustment screw.
On cars not fitted with a catalytic converter a smal I
screw is inserted into the mixture strength adjustment
access hole. A black plastic plug is then pressed into
the hole.
10/88
82-40
Section B3

KE2-Jetron ic
The KE2-Jetronic fuel injection system is fitted to The weight of the air sensor plate and connecting
turbocharged engines. This is necessary due to the lever are balanced by a counterweight on the fuel
added complexity and increased power output of the distributor side of the lever.
engine. The system provides a higher degree of Movement of the control piston and its horizontal
mixture strength control than that provided by the control edge (see fig. 83-8) either increases or
K-Jetronic system. decreases the open area of the eight metering slits
The KE2-Jetronic system is based upon the (one for each engine cylinder) in the fuel distributor.
mechanical and hydraulic functions of the K-Jetronic Differential pressure valves (one for each
system (fitted to naturally aspirated engines) but cylinder) located within the fuel distributor, maintain
incorporates electronic control of the air/fuel mixture. a constant pressure drop across the metering slits.
When the engine is operating the accelerator Since the air flow sensor plate and the control
pedal controls movement of the throttle plates, piston are operated by the same lever, the rate of
regulating the amount of air drawn into the engine. basic fuel discharge is proportional to the deflection
An air flow sensor fitted upstream of the throttle of the air sensor plate within the calibrated cone as
plates, monitors the air flow entering the system. governed by throttle plate opening.
Basic engine fuelling requirements are directly related Idle CO (idle mixture strength) is adjusted at the
to air flow sensor position. Precise fuel flow is engine idle speed setting during manufacture.
distributed to each cylinder by means of a fuel Adjustment is achieved by removing a blanking plug
distributor. and rotating the idle mixture screw. The blanking
The air flow sensor and the fuel distributor are plug is then replaced and no further mixture
combined into one assembly known as the mixture adjustment should be necessary.
control unit (see fig. 83-2). This basic adjustment alters the relationship of
Metered fuel is continuously sprayed from the the air flow sensor plate position to the control piston
injectors, in a finely atomized form, into the inlet port in the barrel of the fuel distributor.
behind each engine inlet valve. The air/fuel mixture is
then drawn into the engine cylinders during inlet Fuel circuits
valve opening periods. Fuel pressures within the KE2-Jetronic fuel circuit are
Engine sensors provide the KE2-Jetronic as follows.
electronic control unit (ECU) with information relevant Primary pressure 5, 7 bar to 5. 9 bar
to coolant temperature, throttle position, manifold (82.65 lbf/in' to 85.55 lbfiin 2 !
pressure, engine speed, and the rate of air sensor Differential pressure
plate movement. valves (lower chambers) 5,2 bar to 5,4 bar
The KE2-Jetronic ECU processes incoming (75.4 lbflin2 to 78.3 lbfiin')
signals from the sensors in order to calculate the Fuel injector pressure 3,8 bar to 4,0 bar
current supply in milliamps (mA) to the electro- (55.1 lbf/in2 to 58.0 lbf/inl)
hydraulic actuator (EHA).
The necessary variations in the air/fuel ratio for Primary fuel circuit
cold start enrichment, boost pressure enrichment, Primary fuel pressure is controlled by the fuel
etc., are achieved by control of the current supply to pressure regulator (see figs. 83-4 and 83-9).
the EHA. Air/fuel ratio is inversely proportional to the· Fuel is supplied to the fuel distributor from the
current supply (i.e. an increase in rnA supplied to the main filter line and enters the centre chamber of the
EHA will reduce the air/fuel ratio (thereby enrichening barrel.
the mixture). Movement of the control piston within the barrel
allows metered fuel to pass through the fuel
Air flow sensing distributor slits. to the upper side of the diaphragm in
The air flow sensor consists of a calibrated air cone in each differential pressure valve (see fig. 83-5).
which moves an air flow sensor plate mounted on a The fuel entering the upper chamber of a
pivoted lever (see fig. B3-4). When the engine is differential pressure valve. deflects the diaphragm
operating the sensor plate is deflected into the air cone; away from the open end of the injector fuel Iine and
the deflection being dependent upon'the volume of air thereby allows fuel to flow to the injector.
passing through the cone (i.e. throttle plate opening). The fuel injectors have an opening pressure of
The air deflects the sensor plate until a state of between 3,8 bar and 4,0 bar (55.1 lbf/in 2 and
hydraulic balance exists. This being due to the force of 58.0 lbf/in2 ) and are designed to spray finely atomized
air p~essure acting across the air sensor plate area and fuel under all operating conditions.
the primary fuel pressure acting over the control piston The primary fuel circuit also feeds fuel to provide
area. the hydraulic force that is applied above the control
10/88 TSD4737
Printed in England
10 9 8 7 6
Fig. B3·1 Engine compartment details

1 Idle speed control solenoid 6 Air intake
2 Thermostat housing outlet 7 Air meter
3 Auxiliary air valve 8 Fuel distributor
4 Fuel pressure regulator 9 Fuel injection control relay
5 Electro-hydraulic actuator 10 Air pressure transducer
5/87
83-2
piston. This provides the balancing force for the air
1 2 3 4 5
load acting on the air sensor plate.
Primary fuel pressure is supplied to !he cold start
injector and to the EHA.
When the engine is stopped, the fuel pressure
regulator allows system pressure to drop rapidly to a
pressure governed by the fuel accumulator. This is
just below fuel injector opening pressure.
l
The retention of the fuel at this pressure during
'hot soak' conditions prevents fuel vaporization and
subsequent 'hot starting' difficulties.
A sudden drop in fuel pressure when the engine
stops prevents dieseling (the tendency of an engine
to continue 'running-on' after the ignition has been
switched off).
Fuel distribution 10 9 8
Fuel is distributed uniformly to the cylinders via an
accurately machined control piston and barrel
assembly (see figs. 83-4 and 83-8). This assembly Fig. 83·2Mixture control unit
operates by controlling the open cross sectional area 1 Air meter
of the metering slits machined in the barrel. 2 Air intake
The barrel has one rectangular metering slit for 3 Fuel supply to distributor
each cylinder. 4 Fuel return to tank via pressure regulator
Depending upon the position of the piston in the 5 Fuel feed to cold start injector
barrel, the metering slits are opened a corresponding 6 Injector pipe
amount. This allows fuel to flow through the openings 7 Hydraulic system pipes
to the differential pressure valves. 8 Electro-hydraulic actuator
Each metering slit has a differential pressure 9 System pressure regulator
valve. 10 Fuel feed to pressure regulator
If the air flow sensor plate travel is small, the
control piston will only be raised in the barrel a small
amount. This only allows a small section of the
metering slits to be opened for the passage of fuel.
A hydraulic fo'rce is applied on top of the control
piston and acts in opposition to the movement of the
air flow sensor plate, lever, and control piston. A
constant air/fuel pressure drop at the sensor plate is
the result. This ensures that the control piston always
fol lows the movement of the sensor plate lever.
A spring is fitted to assist the hydraulic force. It
prevents the control piston being drawn upwards in
the barrel due to a vacuum effect when the engine is
stopped and the system cools down. If the control
piston was drawn up i.n the barrel it could cause an
excessively rich mixture when the engine is started
again.
11 10 9 8 7 Al999
When the engine is switched off, the control
piston sinks until it rests on the axial sealing ring. This
position is set during manufacture and ensures
Fig. 83-3 Air flow sensor and fuel distributor
complete closure of the metering slits when the piston
(mixture control unit)
is in the rest (zero lift) position. When the piston is
1 Air flow sensor plate
resting on the sealing ring and the engine is switched
2 Fuel line to injector
off, the seal prevents primary system fuel leakage
3 Fuel distributor
past the piston. This would otherwise al low fuel
4 Fuel line to cold start injector
accumulator pressure to be lost too quickly.
5 Control piston
Differential pressure valves 6 Electro-hydraulic actuator (EHA)
There is a differential pressure valve for each engine 7 Fuel return line to pressure regulator
cylinder (see figs. 83-4 and 83-5). 8 Fuel supply line
These valves are a diaphragm type consisting of 9 Counterbalance weight
an upper and lower chamber with the diaphragm 10 Differential pressure valve
separating the two halves (see fig. 83-5). 11 Pivot
5/87 TSD4737
Printed in England
<O
M
"'<fN
e
-
D
w
D
0
al
I
<{
- D
Fig. 83·4 Fuel injection system
10/88
83-4
Key to fig. B3·4 Fuel injection system
1 Idle speed control solendid
2 Auxiliary air valve
3 Cold start injector
4 Idle speed adjusting screw
5 Throttle body
6 Air flow sensor plate
8 Throttle position switch
9 Air flow sensor potentiometer
10 Control piston
11 Fuel distributor
l2 Electro-hydraulic actuator (EHA)
13 Fuel pressure regulator
15 Air pressure transducer (APT)
17 Temperature sensor
18 Thermal time switch
19 Fuel pump and pressure damper
20 Fuel pre-pump
21 Fuel accumulator
22 Fuel tank
23 Fuel filter
24 Injector
A Upper chamber pressure
C Primary circuit pressure
D Injection pressure
E Unpressurized return line
F Pre-pump pressure
The purpose of these valves is to maintain a given

pressure drop at the metering slits. The pressure
differential between the two halves of the valve is A2464
maintained irrespective of the fuel flow.
The difference in fuel pressure between the upper
Fig. 83·5 Differential pressure valve
and lower chambers (and therefore the metering slits)
A Low flow rate
is approximately 0,2 bar (3 lbf/in'). It is determined by
B High flow rate
the helical spring and the EHA operating in the lower
chamber of each valve.
The lower chambers are connected to one
another by a ring main.
The upper chambers are completely sealed from
1 2
one another but are connected to the metering slits.
Each chamber contains a valve seat and is connected
to its respective injector line.
If an increased fuel flow enters the upper
chambers, the pressure is increased and the
diaphragms are deflected downwards. This opens the
outlet end of the injector lines allowing the fuel flow
to increase until the preset differential pressure is
restored.
If the fuel flow decreases, the pressure in the
upper chambers will fall al lowing the diaphragms to 4 3 U2ti8
lift. This reduces the fuel flow to the injectors until the
pressure differential again prevails.
The total travel of the diaphragm is only a few Fig. 83·6 Injector valve
hundredths of a millimetre. 1 Nozzle
An additional fuel filter incorporating a separator 2 Insulating sleeve
for ferromagnetic contamination is fitted in the fuel 3 Fuel supply connection
line to the EHA. 4 Filter
10/88 TSD 4737

Printed in England
Description of components The injector opening pressure is between 3,8 bar
Fuel injector (see fig. B3-6l and 4,0 bar (55.1 lbf/in2 and 58.0 lbf/in 2 ). It has no
A fuel injector is fitted into the inlet port just behind metering functions, its purpose being to continually
each inlet valve. spray finely atomized fuel under all running
conditions.
1 2 3 The injector is supported in a specially moulded
rubber sleeve. It is pressed (not screwed) into
position. The hexagonal section is provided to hold
the injector while the fuel line is attached.
A retention plate is fitted over the injector and
secured by two small setscrews, each plate retaining
two injectors.
Cold start injector (see fig. 83-71

To facilitate engine starting when the coolant
temperature is 35°C (95°F) or below. a cold start
injector is fitted into the induction manifold. It sprays
additional finely atomized fuel during engine
cranking.
A thermal time switch mounted in the thermostat
housing controls the operation of the injector.
Dependent upon coolant temperature the cold
start injector ceases to operate when either the
ignition key is released from the START position or if
the engine fails to start within a period of up to a
maximum of 8 seconds.
6 5 4 U?69
The cold start injector incorporates a helical
spring which presses a moveable armature and seal
Fig. B3·7 Cold start injector against the valve seat, closing the fuel inlet. When the
1 Electrical connection· armature is energized (and therefore drawn upwards)
2 Fuel inlet the fuel port is opened and the pressurized fuel flows
3 Magnetic coil along the sides of the armature to the swirl nozzle.
4 Sealing ring
5 Swirl nozzle Airflow sensor plate (see fig. 83-3)
6 Armature The sensor plate is housed in the cone of the air
meter. Its function is described on page 83-1, under
the heading of Airflow sensing.

cylinder) are housed in the fuel distributor. Their
function is described on page 83-3 under the heading
of Differential pressure valves.
Fuel distributor (see fig. 83-3)

The fuel distributor forms part of the mixture control
unit. Its fu~ction is described in the section relating to
fuel distribution on page B3-3.
Control piston (see fig. 83-81

This is a cylindrical plunger type of valve that moves
vertically in the fuel distributor. It is operated by a
lever connected to the air flow sensor plate.
A precision machined edge on the control piston
A2005 uncovers the fuel metering slits in the fuel distributor
barrel. Th is controls the amount of fuel injected into
Fig. 83-8 Fuel distributor barrel and control piston the engine cylinders.
1 Fuel distributor barrel
2 Fuel metering slits Fuel pressure regulator (see fig. 83-9)
3 Piston control edge When the engine is operating primary fuel pressure is
4 Fuel inlet ports maintained by the fuel pressure regulator.
5 Control piston Fuel enters the regulator via the port on the
5/87
83-6
right-hand side. Fuel returning from the fuel
distributor enters the regulator via the connection on
the left-hand side. The fuel return line (to the tank) is
situated at the bottom of the assembly.
The fuel pump generates pressure in the system
which forces the regulator control diaphragm
upwards. The pressure of the counter-spring forces
the valve body to follow the diaphragm until it abuts a
stop. This enables the pressure control function to
commence.
The fuel returning from the fuel distributor
(comprising the fuel flowing through the pressure
actuator plus the control piston leakage} can now
flow back through the open valve seat to the fuel tank,
together with any excess fuel supplied.
When the engine is switched off, the fuel pump
stops and the system pressure drops. The plate valve
moves downwards pushing the valve body
downwards against the force of the counter spring
until the seal closes the return to the tank. The
pressure in the system then falls rapidly to just below
the injector valve opening pressure, with the result
that the injectors close.
The system pressure then increases again to a
value determined by the fuel accumulator.
10 9 8 7 6 A2000
Anti-suction spring
When the engine is switched off and starts to cool, it Fig. B3·9 System pressure regulator
is possible for some fuel to vapourize. This can cause 1 Diaphragm
a depression above the control piston as the fuel Control spring
2
condenses. The result being a tendency for the piston Valve plate
3
to be drawn upwards in the barrel by the vacuum
4 Valve body
effect. In these conditions an excessively rich mixture 5 Inlet
would be fed to the engine when it is again started.
6 Seal
To prevent this a spring is fitted into the fuel
7 Adjustment screw
distributor above the control piston. The applied force
8 To fuel tank
of the spring on the piston, prevents it being drawn Counterspring
9
upwards in the barrel.
10 From fuel distributor
Air pressure transducer (APT) (see fig. 83-10)

The air pressure transducer monitors induction
manifold pressure, primarily to provide information
for the KE2-Jetronic fuel injection system ECU. The
ECU will then compensate for positive induction
manifold pressure.
The transducer also provides additional
instantaneous boost pressure information for the
knock sensing boost control system.
Idle speed adjustment screw (see fig. 83-11)

This adjustment screw allows limited adjustment of
the engine idle speed.
Idle speed control solenoid (see fig. B3-11 I

The transmission load associated with engaging any
Fig. B3-10 Air pressure transducer
forward gear would normally cause the engine idle
speed to decrease.
To compensate for this a solenoid valve is opened
{energized) when the gear range lever is moved to Note An uncorrected reduction in engine idle speed
select a forward gear. This allows intake air to by-pass resulting from reverse gear being engaged for
the throttles and maintain the idle speed at the correct prolonged periods is not representative of
setting. normal engine operation.
5/87 TSD4737
Printed in England
Auxiliary air valve (see figs. B3· 1 and 83-12) pivoted blocking plate orifice situated between the
To compensate for the richer mixture and increased inlet and outlet connections of the valve. The
friction when the engine is cold, an auxiliary air valve movement of the blocking plate is dependent upon an
is fitted. This valve supplies a larger volume of air to electrically heated bi-metal strip.
the engine than is dictated by the position of the When starting the engine the initial position of
throttle butterfly valves. The air passes through a the blocking plate is determined by ambient
temperature. However, as the bi-metal strip warms-up
it progressively releases its force on the plate,
allowing the return spring to pull the plate to the
closed position. This gradually reduces the engine
speed to the normal idle setting during the warm-up
phase.
Thermal time switch (see fig. 93-13)

This switch Ii mits the length of time that the cold start
injector operates.
The switch is situated in the thermostat housing.
It activates the cold start injector whenever the engine
is being cranked and the coolant temperature is 35°C
(95"FJ or below. An electrically heated bi-metal inside
the switch limits its operation to a maximum of
'8 seconds dependent upon coolant temperature.
Coolant temperature sensor (see fig. B3-14)

The coolant temperature sensor is located in the
thermostat housing and monitors engine coolant
temperature.
When the engine is cold the internal resistance
values of the sensor prompt the ECU to signal the
Fig. B3-11 Idle speed adjustment screw EHA to provide the mixture enrichment necessary
1 Idle speed adjustment screw during the engine warm-up phase.
2 Idle speed control solenoid The coolant temperature sensor is also used to
3 Auxiliary air valve provide information for the EZ 58F digital ignition
system.
1 6 Throttle position switch (see fig. B3-15)

Th is switch is mounted on the side of the throttle body
on the primary throttle spindle.
The switch identifies idle, part load, and full load
engine operation for the KE2-Jetronic and the EZ 58F
ECU respectively.
Air flow sensor potentiometer (see fig. 93-16)

This assembly has three electrical pin connectors
labelled 14, 17, and 18 in addition to a plastic
location pin.
The potentiometer monitors the air flow by
detecting the rate of air sensor plate movement. This
enables the fuel injection system ECU to provide
11 8 7 A2040 acceleration enrichment provided that the coolant
temperature is 70°C (158°FJ or below.
Fig. B3·12 Auxiliary air valve Under these conditions if the throttles are opened
1 Blocking plate quickly, the air/fuel mixture is momentarily weakened
2 Airflow direction and a short period of mixture enrichment is required,
3 Upstream throttle connection to ensure good transitional response.
4 Heating coil The potentiometer is attached to the air flow
5 Bi-metallic strip sensor plate lever and reflects any change in the
6 Clamping pin amount of metered air entering the induction system.
7 Blocking plate limit stop The electrical signal generated within the
8 Return spring potentiometer by the movement of the sensor plate,
9 Pivot pin is then passed to the fuel injection ECU.
10 Heating coil connection block Any change necessary to the engine fuelling
11 Downstream throttle connection requirements is calculated by the ECU and a
5/87
B3-8
corresponding signal is transmitted to the EHA, to 1 2 3 4
momentarily richen the air/fuel mixture.
Electro-hydraulic actuator (EHA) (see fig. 83-19)

This assembly inco, po rates two polarity conscious
electrical pin connectors in addition to a plastic
location pin. The plastic location pin ensures that
reversal of the pin connectors does not occur.
Depending upon the signals received from the
ECU (i.e. information as to the operating conditions of
the engine) the EHA varies the fuel flow to the lower
chambers of the differential pressure valves. 6 5 Al003
An increase or decrease in the milliamps (mA}
supply from the ECU to the EHA will result in a Fig. B3-13 Thermal time switch
corresponding change in the fuel flow to the injectors 1 Thermostat housing outlet
and hence the CO concentration. 2 Housing
This alteration in mixture strength is not related 3 Heating coil
directly to any mechanical air flow measurement. 4 Plug connector
5 Bi-metallic strip
KE2-Jetronic electronic control unit (ECU) 6 Contacts
(see fig. B3-20)
This unit evaluates input data from various engine
mounted sensors. With this information it generates a 2 3 4
control signal in milliamps (mA) for the EHA. This
provides electronic fuelling correction for start. post
start, warm-up, acceleration enrichment. and positive
induction manifold pressure compensations.
Increasing the mA supply to the EHA increases
the exhaust CO concentration.
Modes of operation
The basic operation of this system is similar to the
K-Jetronic system. However, the KE2-Jetronic system A2004
has the added refinement of electronic control over
the air/fuel mixture. Fig. B3-14 Coolant temperature sensor
The fuel injection system ECU evaluates the 1 Thermostat housing outlet
signals it receives from the various sensors. From this 2 Resistor
data it calculates the compensation instructions [in 3 Housing
milliamps (mA)J for the EHA. It then conveys this 4 Plug connector
information to the actuator via a 2-way plug.
lncreasi ng the mA compensation to the EHA
increases the exhaust CO concentration (i.e. it reduces
the air/fuel ratio thus enriching the mixture).
The mA correction for the various engine
operating modes are as follows.
Basic compensation
With the engine coolant temperature at S0°C (176"F)
or above, the EHA is supplied with a basic
compensation value of between 5.5 mA and 6.5 mA.
Correct idle mixture strength (CO setting) is
achieved with the mechanical adjustment to the fuel
mixture control unit and the basic mA compensation. A1968
Start enrichment Fig. B3-15 Throttle position switch

Under all starting conditions, irrespective of engine
coolant temperature, a start enrichment pulse valve of
150 mA for a duration of 1.5 seconds is provided.
Under most cold starting/ambient temperatures After start enrichment
this start enrichment pulse will overlap from engine Following engine start, an after start enrichment
start to engine run modes. It will override all other feature is present for approximately 10 seconds. This
enrichment factors for the 1.5 seconds du ration. is to assist engine running, primarily during fuel
5/87 TSD4737
Printed in England
injector stabilization. The afier start mA compensation
value is coolant temperature dependent and is in
addition to the warm-up and basic compensation
values.
An example of this is given after this section and
a service graph is provided in the system checking
procedure.
Warm-up enrichment
This feature is solely coolant temperature dependent
and is in addition to the after start and basic
compensation.
An example of this is given after this section and
a service graph is provided in the system checking
procedure.
Acceleration enrichment
Fig. B3-16 Air flow sensor potentiometer During the warm-up phase acceleration enrichment is
present dependent upon the rate of air flow sensor
plate movement, until a coolant temperature of 70°C
(158°F) is exceeded.
Enrichment takes the form of mA compensation.
It is added to all other warm-up and after start features
except start enrichment.
Once the maximum rate of air sensor plate
movement has been reached, an increase in mA
corresponding to acceleration enrichment reaches its
peak value and fades away within one second.
Examples
Examples of cold start and warm start are as follows.
The information is taken from the graphs provided in
the system checking procedure.
Cold start
1 Cold Start at -10°c (14°Fl
Start enrichment= 150 mA for 1.5 seconds
2 Engine starts
Fig. B3-17 Electro-hydraulic actuator
After start enrichment = 29 mA
Warm-up enrichment = 39 mA
Basic compensation = 6 mA
Tolal 74mA
3 Approximately 10 seconds after starting

After start enrichment = ceases
Warm-up enrichment = 39 rnA
Basic compensation = 6 mA
Total 4SmA
Warm start
1 Warm start at above 80°C (176°F)
Start enrichment = 150 mA for 1.5 seconds
A2010 2 Engine starts
After start enrichment = Nil
Fig. 83-18 Electronic control unit (ECU)- right-hand Warm-up enrichment = Nil
footwell Basic compensation = 6mA
1 Ignition system ECU
2 Knee roll sensor (left-hand drive cars) Total 6mA
3 Fuel injection system ECU
5/87
83-10
Engine speed limiting The description of the circuit provides service
A feature of the KE2-Jetronic fuel injection system. is personnel with the basic knowledge necessary to
that it limits the maximum speed of the engine. This it identify the possible areas of faults.
achieves by the ECU intermittently reversing the pin Electrical feeds to the engine running sensor
polarity of the EHA. (item 5) are from the starter along the brown/black
At a maximum engine speed of between 4500 cable, from the fuel injection fuse (item 4) along the
rev/min and 4700 rev/min, the ECU intermittently pink cable, and from the ignition fuse (item 6) along
reverses the current flow through the EHA. Whilst the the white cable. The assembly senses whether the
current is reversed. the EHA drops the fuel pressure in engine is stationary, cranking, or running.
the differential pressure valves which results in the The white cable also feeds the fuel injection relay
valve diaphragms closing the injector line outlets. windings (item 7), so that whenever the ignition is
The overall effect. is that the maximum speed of switched on the relay is energized. A 12 volts feed is
the engine is limited by the injectors only spraying then allowed along the brown cable. through the fuse
fuel intermittently. and relay, to the whitetpurple cable on terminal 1 of
the electronic control unit (item 10).
Electronic components The electro-hydraulic actuator (item 8) and the
The theoretical wiring diagram (see fig. 83-19) air sensor potentiometer (item 9) are powered by and
provioP.s hasic details of the electrical components feed information to the electronic control unit along
within the fuel injection system. their resf)ectivc colour coded cables.
,• ~
0 8 8 0 f2 FI
0
.,: G
N
SJ •B3
'
0 ••+':
(i)
8 + ~
• •
- X·
l:'.t R1 i i
-~ ....,.
--. Ii. i -----~.'". _.____,

A.2007
Fig. 83-19 Theoretical wiring diagram

1 From gearchange actuator 13 Throttle position switch
2 From starter 14 ToknocksensorECU
3 From gearchange actuator 15 Air pressure transducer
4 Fuel injection fuse 16 To ignition system ECU (engine speed)
5 Engine running sensor 17 Coolant temperature sensor
6 Ignition fuse 18 Fuel pump
7 Fuel injection control relay 19 Fuel pre-pump
(with integr;il fuse) 20 To ignition system ECU
8 Electro-hydraulic actuator .71 Auxiliary air valve heater
9 Air flow sensor potentiometer 22 Thermal time switch
10 Electronic control unit 23 Inhibit relay
11 To ignition system ECU 24 Cold start injector
12 To ignition system ECU 25 Idle speed control solenoid
10/87 TSD4737
Printed in E n!llanci
© Rolls-Royce Molor Cars Limited 1987 83-11
Asimilar situation applies to both the air pressure Fire
transducer (item 15) and the throttle position switch Fuel is highly flammable, therefore great care must
(item 13). Both components exchange electrical be exercised whenever the fuel system is opened (i.e.
information with the electronic control unit along their pipes or unions disturbed) or the fuel is drained.
respective cables. However. these two components Always ensure that 'no smoking' signs and foam, dry
are also involved in the operation and control of the powder. or CO 2 (carbon dioxide) fire extinguishers are
boost control system (knock sensing) and the ignition placed in the vicinity of the vehicle.
system (timing mapping). Always ensure that the battery is disconnected
The coolanttemperatute sensor (item 17) is a before opening any fuel lines.
variable resistance. Therefore, as the coolant If the fuel is to be drained from the tank. ensure
temperature increases, it alters the value of the that it is siphoned into a suitable covered container.
electrical signal transmitted to the electronic control
unit. The ignition system is also affected by this Fuel pressure
sensor. The fuel injection system contains fuel that may be
The main fuel pump (item 18) and the pre-pump under high pressure approximately 5,7 bar to 5,9 bar
(item 19) are both energized along the white/pink (82.65 lbf/in 2 to 85.55 lbf/in'). Therefore, to reduce the
cable from the engine running sensor. risk of possible injury and fire, always ensure that the
The auxiliary air valve (item 21) is also fed by the system is depressurized by one of the following
white/pink cable, through the heater inhibit relay methods before commencing any work that will entail
{item 23), and along the white/yellow cable. However, opening the system.
during engine cranking, the white/red cable energizes a. Clean the inlet connection to the fuel filter. Wrap
the inhibit relay which interrupts the feed to the an absorbent cloth around the joint and carefully
auxiliary air valve. slacken the pipe nut to release any pressurized fuel
The white/red cranking feed also supplies power from the system. Tighten the pipe nut.
to the cold start injector ( item 24} and to the thermal b. Allow the pressure to fall naturally by switching
time switch (item 22). The earth for these two off the engine and a!lowing the vehicle to stand for
components is interrupted whenever the temperature four hours before opening the system.
of the thermal time switch is above a predetermined
setting. This cranking feed is also supplied to the Exhaust gases
electronic control unit. In addition to the usual dangers associated with
The idle speed control solenoid (item 25) receives exhaust gases, the following should also be noted.
its signal along the green/blue cable whenever the Whenever it is necessary to run a turbocharged
gearchange actuator is in any forward position. engine within the confines of a workshop for any
length of time {i.e. to carry out certain tests). always
ensure that the exhaust gases are suitably piped to
Workshop safety precautions the outside.
General Under no circumstances should exhaust gas
Always ensure that the vehicle parking brake is firmly extraction units be applied directly to the tailpipes.
applied, the gear range selector lever is in the park
position and the gearbox isolator fuse is removed Health risk
from the fuseboard. Fuel may contain up to 5% of benzene as an anti-knock
A number of the nuts, bolts, and setscrews used additive. Benzene is extremely injurious to health
in the fuel injection system are dimensioned to the (being carcinogenic) therefore, all contact should be
metric system, it is important therefore, that when kept to an absolute minimum, particularly inhalation.
new parts become necessary the correct Fuel has a sufficient high vapour pressure to
replacements are obtained and fitted. allow a hazardous build-up of vapour in poorly
ventilated areas. Fuel vapour is an irritant to the eyes
Additional information when working on the KE2- and lungs. if high concentrations are inhaled it may
Jetronic system cause nausea, headache, and depression. Liquid fuel
1. Do not start the engine unless the battery is an irritant to the eyes and skin and may cause
connections are securely fastened. dermatitis following prolonged or repeated contact.
2. Do not disconnect the battery from the vehicle When it becomes necessary to carry out work
electrical system when the engine is running. involving the risk of contact with fuel, particularly for
3. Do not charge the battery whilst it is installed in prolonged periods. it is advisable to wear protective
the vehicle. clothing including safety goggles. gloves, and aprons.
4. Always remove the KE2-Jetronic ECU before Any work should be carried out in a well ventilated
carrying out any electrical welding work. area.
5. Always ensure that all wiring harness plugs are If there is contact with fuel the fol lowing
securely connected. emergency treatment is advised.
6. Do not disconnect or connect the wiring harness
25-way multiple plug of the KE2-Jetronic ECU with the Ingestion (swallowing)
ignition switched on. Do not induce vomiting. Give the patient milk to drink
10/87
83-12
(. Figure B3·20
Fuel injection system - electrical test programme -

fau It diagnosis flow chart
Sheet 1 of 2
(_
{
10/87 TS04737
Printed in England
© Rolls·Royce Motor Cars Limited 1 987 83--13
Bosch KE2·Jetronic fuel injection system
electrical test programme Coolant
Sensor I I
Resistance I
Electro-hydraulic actuator {EHA) -
measuring internal resistence
Test for continuity or an earth fault in the
cables from pins 10 and 12 in the loom fl I '
I
I
I
I
l
Remove the multiple plug from the fuel socket to the electro-hydraulic actuator 2 pin 6000
'l -1
I
I
I I
I
injection ECU and measure the resistance
between pins 10 and 12 (white/orange and
plug. If the wiring is found to be satisfactory. I
I
' I I I I'
I
orange/blue}. The reading should be between

the electro-hydraulic actuator is faulty
6000
'!
I
I
I I
I
I
I
I
I
I
I
I
I
I
I
18 and 22 ohms I I I
Is the reading within specification? I I I I I
I I I I I I I
I I l
-1
If the resistance measured is 'infinity'. test for I
an open circuit in the cables from pins 15
4000
I' I\. I
I
I
I
I
I
I
I
I
'
I I
''
I
I I
I
Coolant temperature sensor - measuring and 21. If ·o· ohms. check for an ean:h fault I
I j
I I I I I I I I
internal resistance between pin 21 and the temperature sensor. I I I I
I'\: I I
Remove the multiple plugs from the fuel
injection and ignition system electronic
If the resistance measured is outside the 3000 '
I
' I
I
I I I
I
specification given in illustration A. the I I ). I I I I I
I I. I I I I
control units. Measure the resistance coolant temperature sensor is faulty. I I '). I
I
I I I I I I I
between pins 1 5 and 2 l ( black/pink and Note If the 2-way connector to the I j '- I I I I I I
2000
yellow/blue on the fuel injection system ECU I I
plug (see illustration A for the correct
coolant temperature sensor becomes
disconnected, this will cause the mA
I
I "I ' i'-.. I
I
I
I
I
I I
I I
reading) supply to the electro-hydraulic actuator I

Is the reading within specification? to increase. This will result in the 1000
'
~·I I I
'
I
mixture strength going rich. sufficient I _, -1

I
I
I
I
i
I
I
to cause a warm engine to cut·out I I ~
I I
I
I
I
' I I
I
I
I
I
Operation of the throttle position switch - 0 20 40 60 80
idle mode Coolant Temperature •c
Remove the multiple plugs from the fuel
injection and ignition system electronic
A A22S4
Operation of the throttle position switch -
control units. Measure the resistance full load mode
between pins 13 and 15 (blue/purple and Remove the kick·down relay (to prevent feed·
black/pink) on the fuel injection system ECU back). Remove the multiple plugs from the Starting signal
plug. fuel injection and ignition system electronic Remove the multiple plug from the fuel
The readings should be as follows control units. Measure the resistance Trace the white/red cable from pin 24 of the
injection system ECU. Measure the voltage
Throttle pistes closed - 0 to 0.5 ohms between pins 5 and 15 (yellow/purple and fuel injection system ECU and check for an
betvveen pins 15 and 24 (black/pink and
Throttle plates open - 'infinity' black/pink) on the fuel injection ECU open circuit. Also check for continuity between
white/red). Operate the starter motor briefly.
(switching point- just off idle - audible The reading should be as follows The reading should be 8 to 1 5 volts pin 15 and earth
'click') Throttle plates closed - 'infinity'
Is the reading within specification?
Are the readings within specification? Throttle plates fully open - 0 to 0.5 ohms
(switching point - just before full throttle -
NO no 'click') Test for an open circuit in the white/purple
Are the readings within specification? lead from pin 1 on the ECU plug to the fuel
Engine speed sig:,al Powar supply for the fuel injection system
Remove the cover from the fuel injection ECU injection system control relay. The relay is
ECU
multiple plug and with the plug connected, situated under the bonnet next to the right·
Remove the multiple plug from the fuel
measure the voltage between pins 15 and hand blower motor. If no fault is found. check
injection system ECU. Switch on the ignition
Test for the readings directly at the throttle 25 (black/pink and white/black). Start the the relay fuse (replace if necessary). If the
and measure the voltage between pins 1 and
position switch. If the readings are still engine. Check for 11.5 volts± 0.5 at 1 000 fuse is satisfactory change the relay. If both
15 (white/purple and black/pink). The
outside the specification, the switch is faulty rev/min. Check for 7.5 volts :I: 0.5 at 3000 the above tests are satisfactory, test for an
reading should be 8 to 14 volts
or incorrectly adjusted. Also check the rev/min open circuit in the lead from the control relay
throttle linkage for sticking. II the switching Are the readings within specification? to the brown battery feed. Also, check for an
function is satisfactory. test for an open open circuit on the fuel injection control relay
circuit in the cables earth (terminal 31 on the relay)
Check for an open circuit in the white/black Power supply for the air flow sensor
lead from pin 16 c,n the ignition system ecu potentiometer
to pin 25 on the fuel injection ECU. If no Ensure the ignition is switched off. Re· With the multiple plug connected, test for
fault is found. the i:1nition system ECU is connect the multiple plug to the fuel injection between 7.5 and 8.0 volts directly at the fuel
faulty system ECU. Switch on the ignition. Remove injection ECU pins 1 4 and 18 (blue/yellow
the 3 pin electrical connection to the air flow and blue/pink). If the reading is now
sensor potentiometer. Measure the voltage satisfactory, test for an open circuit in the
across pin 1 (blue/yellow) and pin 3 leads from the ECU to the potentiometer. If
(blue/pink) on the connector. The reading the reading is still outside the specification.
should be between 7.5 and 8.0 volts the ECU is faulty
YES
Continued on sheet 2
( Figure 83·20

fau It diagnosis flow chart
Sheet 2 of 2
(
10/87 TSD4737
Printed in England
C
Continued from sheet 1 3S I I I I
I I I
I
I
I I
30 I I I I I I I
Signal from the air flow sensor potentiomet er
Re-connect the multiple plug to the fuel injection ECU. Switch on the ignition. Re-connect the 3 ' I
I
I
I I
I I I
'
" ,,.' (Including
pin connector to the air flow sensor potentiometer. Using probes, measure the voltage across pin
25
I
....
c::;
' Full Load Correction
I I I I
I
- LL -
1 (blue/yellow) and pin 2 (blue/brown). With the air duct to the airmeter removed, depress the NO
~ ~r
l C,
basic compensation
j
air flow sensor plate. The voltage reading should progressively increase from a baseline of zero I and boost pressure correction) :i --
volts (with increasing air sensor plate deflection) up to a maximum of between 7.5 and 8.0 volts I I I/ 1" 1 I I I I 0
!!if
la the reading within specification7 I l I I I, 1 'i' I I I I
20 r::;
l=.H.A.
current
·-- l
I I .,
I
"
I
I•
I
I
I
I
I
I
E
.,,
;.::
-l-
{mA) I I
I
g t
Test for an open circuit in the leads from the fuel injection ECU to the 3 pin potentiometer
connector. If no fault is found. test the potentiometer for an open circuit directly at the 3
15 I I
I
I
I
'
I
'
'
I
I
I
'
Ii
I I
~fu ..
.,
C:
·5: I
-
connection pins as follows. Remove the 3 pin connector from the potentiometer. With the ignition I ,_
I
' ' ~ t:tt~
off. measure the resistance across the following leads 10
I
I I I
I '' '
I'
I I
I l
I I I
I
Cable colour Sensor plate Resistance I
position If the readings are outside ,he given - Ill
;--!
' I
I
I
Blue/yellow - blue/pink Closed (idle) 4.2 to 4.4 k/ohms specification. the potentiometer is faulty 5 I I I
Blue/brown - blue/pink Closed (idle) 4.9 to 5.2 k/ohms I I l
I I
Blue/brown - blue/pink Closed (idle) 4.9 to 5.2 k/ohms I I I
Blue/yellow - blue/pink Fully open 4.2 to 4.4 k/ohms I
Blue/brown - blue/pink Fully open 0.8 to l .O k/ohms 500 1000 1500 2000 2SOO 3000 3500 4000 4500
_____________________________
Are the readings within specification? _,
B
0
Engine speed (rev/min)
A2253
·starting', 'Post start', and 'Warm·up· entichm&nt functions

Connect a digital multimeter (with a range of O to 1 50 milliamps) in series with the electro-
hydraulic actuator using the adapter RH 9893 (see fig. 93-23). Whilst observing the multimeter,
start the engine.. The enrichment should initially peak at 150 mA for approximately 1.5 seconds
and then progressively decay to 6 mA ± 0.5 mA when the engine has reached its normal running
temperature [So•c ( 176.F) coolant temperature)
Normal operating conditions - 'hot idle' If the reading is outside the given
With the engine idling at 580 rev/min and a specification, (and alt the preceding tests in
coolant temperature of so·c {176°F) i.e. fully this programme have been carried out), the
warmed·up, check that the milliamp supply to fuel injection ECU is faulty. If no reading is
the electro-hydraulic actuator is 6 mA ± 0.5 obtained. check for an open circuit or an
mA earth fault in the leads from pins 10 and 12
Is the reading within specification? (white/orange and orange/yellow) on the fuel
injection ECU to the electro-hydraulic actuator
'Full load' correction Boost pressure correctio;,

Ensure that the multiple plug to the fuel injection ECU is connected. Disconnect the 3-way Ensure that the multiple pl:Jg is connected to Test for an open circuit in the greerv'slate
electrical connection to the throttle position switch. Using a suitable piece of wire with the the fuel injection ECU. Swirch on the ignition. Replace the 3 pin electrical connector and cable from pin 1 9 on the fuel injection ECU
appropriate minature ·ns· type connectors. bridge the black and yellow/purple connections in Remove the 3-pin electrical connector from measure the voltage across the greerv'slate to the air pressure transducer connector.
the ECU side of the 3·way connector. the air pressure transducer. Measure the and black cables (see illustration C). The If the above is satisfactory, and there is no
The milliamp supply to the electro-hydraulic actuator will now be governP.d by the full load fuelling voltage across the purple/brown and black reading should be 2.46 volts ;t 0.5 volts blockage or restriction in the manifold to
'map' see illustration B for the correct specification. cables !see illustration C). The reading should Is the reading within specification? transducer signal pipe, the air pressure
Note The engine must run above the idle speed setting for this test be 5 volts ± 0.5 volts transducer is faulty
Are the readings within specificetion? Is the reading within sp£cific8tion?
..-----------------------------~
Idle adjustment checks
Check the idle mixture strength and idle
Test for an open circuit in the leads from the Check for 5 volts± 0.5 vol, across pin 16 speed. Refer to the Bosch KE2·Jetronic fuel Tests complete
3·way electrical connector to the fuel (purple/brown) on the fuel injection ECU and injection system - Engine tuning procedure
injection ECU. If no fault is found. test for an earth (do this with the ECU plug connected).
open circuit in the white/black cable from pin If the voltage is now satisf,ctory. check for
16 on the ignition system ECU to pin 25 on an open circuit between pin 1 6 (purple/
the fuel injection ECU. If no fault is found, brown) on the fuel injectior, ECU and pin 1
the fuel system and/or the ignition system on the air pressure transdu:er connector.
ECU is faulty Also, check earth continuity of the black
( cable in the air pressure tre.nsducer connector
Symptom
Engine fails to start or starts with difficulty when cold
.--- - - -- - - -- - - - - - - -- - Engine fails to start or starts with difficulty when hot

.--- - - - - - -- - - - - - -- - - Uneven idle quality during the warm-up phase
Poor throttle response
, - - - - -- - - -- - - - -- - Engine misfires during high speed/load operation
Unsatisfactory engine performance (is 'boost'
, - - - - - - -- -- - - - - restricted to 'base pressure characteristic' complete
control system functional check}
Engine runs on
Fuel consumption too high
. - - - -- - -- - Flat spot during acceleration
Idle CO concentration too high
Idle CO concentration too low
Idle speed not adjustable (too high)

. - - Idle speed too low
- Engine starts then immediately cuts out
Refer to
workshop
Possible cause procedure
- - - - - •- - - - - - - - - -Fuel pump and/or pre-pump not
operating correctly 1
- - - - - - - - - •, - - , ,_ - - - Induction system leaking 2
- - - - - - - ·••- - • - , -•• - - - - Air flow sensor lever/control piston stiff 3
- - - - - - - ·•, - - - - - - - - Incorrect position of air flow sensor plate 4
- - - - - - - - - - - , - - - Incorrect operation of auxiliary
air valve 5
- - - - - - - - - - - - - - - - Faulty cold start system 6
- - - - ---,,- - -• - - - - - , •- Cold start injector leaking 7
- - - - - , __ - - - - - - - - - Incorrect primary fuel pressure 8
- - - -- - - - 1 _ , - , - , - - - , ,- Incorrect differential fuel pressure 9
- - - - - - - - - - - - - - - - Leaks in fuel system 10
- - -- --·•,_ ,- - - --- - 4•- Faulty injectors 11
- - - - ,_ __ , ,_ - - - - - - •- Unequal fuel delivery from distributor 12
- - - - - -- - 4,-• ,- ••- - - -
1
Incorrect idle speed adjustment 13
-- - - •, - Throttle plates not opening correctly 14
- - - - - , · - - - - Fuel accumulator diaphragm burst 15
- - - - - - - •- - - ·• - Faulty engine running sensor 16
,,_ - lncoirect operation of the idle by-pass
solenoid 17
- • ----1-- - - 1 · - - - - - 1 - Blocked air filter or ducting
1
- - - -
18
- - - - - - -- -1-- --1 · - - - - -11 - Incorrect 'starting enrichment' function
- - - - ,- -- - - - - -- o - Incorrect 'post start enrichment' function
- - - ----,-- --•- - -- - 4- Incorrect 'warm-up enrichment' function
- - - ---1-,,,- 1- - - -- - Incorrect ·acceleration enrichment' function
- - -1--,,-1------1-- Incorrect 'full-load enrichment' function
---1- J - Incorrect induction manifold pressure Refer to
correction the fault
- - - - - 1----1- - - -- -·• -- Incorrect electrical connections at EHA diagnosis
- - - - - - -'• -·' ' - J- - -- -· 1• - Faulty engine coolant temperature sensor flow chart
- - - - -•--i-- - - - - - Incorrect engine speed signal to ECU on page
- - - - ,, - ,, Faulty air pressure transducer B3·13
A2200
Fig. 83-21 Basic KE2-Jetronic fault diagnosis chart
10/87 TSO 4737

Printed in England
(if none is available water can beg iven ). The main Skin contact
hazard aher swallowing fuel is that some of the liquid Immediately drench the affected parts of the skin with
may get into the lungs. Send the patient to hospital water. Remove contaminated clothing and then wash
immediately. all contaminated skin with soap and water.
Eyes Inhalation (breathing in vapour)

Wash with a good supply of clean water for at least 10 Move the patient into the fresh air. Keep the patient
minutes. warm and at rest. If there is loss of consciousness
give artificial respiration. Send the patient to hospital.
Cleanliness
It is extremely important to ensure maximum
cleanliness whenever work is carried out on the
system.
The main points are.
1. To prevent the ingress of di rt, always clean the
area around a connection before dismantling a joint.
2. Having disconnected a joint (either fuel or air)
always blank off any open connections as soon as
possible.
3. Any components that require cleaning should be
washed in clean fuel and dried, using compressed air.
4. If it is necessary to use a cloth when working on
the system, ensure that it is lint-free.
Fault diagnosis
This fault diagnosis section includes.
Basic system test procedure.
Electrical and Electronic components fault
diagnosis.
-··--- - Mechanical components fault diagnosis.
Al 9)5
It is important that fault finding is carried out in
the sequence given, otherwise, as electrical and
electronic faults sometimes exhibit symptoms similar
Fig. B3·22 Throttle position switch electrical to mechanical faults, an incorrect diagnosis may be
connection made which could result in both lengthy and costly
repairs.
Ohen, a mechanical fault has sufficiently well
defined symptoms to enable a very rapid diagnosis to
be made.
The basic fault finding procedure is as fol lows,
noting that any faults found in one system should be
rectified before moving on to the next stage of the
procedure.
1. Carry out a compression test on the engine
cylinders. Inhibit the operation of the fuel injection
system during this test by removing the fuel injection
fuse. Also, isolate the ignition system by
disconnecting the flywheel sensor.
Note Do not disconnect the HT king lead for this
purpose.
2. Check the integrity of all hose and electrical
connections, tighten where necessary.
3. Check the condition of the spiJrking plugs.
4. Ensure that the vacuum system hoses and
pressure pipes are free from leaks.
5. Ensure that any auxiliary air hoses and the
crankcase breather system hoses are free from leaks.
6. Carry out the basic system checks to ensure the
correct functioning of the ignition and fuel system
Fig. B3·23 Multimeter connected in 'series' with maps.
the EHA During manufacture, the components of the fuel
10/87
83-18
injection system are precisely adjusted in order to
comply with the relevant emission control
regulations. Therefore, alterations to any of the
settings should not normally be necessary.
Before commencing any fault diagnosis or work
on the fuel injection system ensure that the workshop
safety precautions are fully understood.
Fuel and ignition system functional checks

The following series of fuel injection and digital
ignition system functional checks are necessary to
ensure the correct definition of the ignition and fuel
system 'maps'.
Note These checks must be carried out with the
engine stabilized at its normal operating
temperature.
1. With the engine switched off, disconnect the
three-way electrical plug to the throttle position
switch (see fig. 83-22).
2. Using the multimeter, measure the resistance
across the black and blue/purple cables from the
switch as follows.
With the throttles closed the reading should be
Oto 0.5 ohms. With the throttles fully open, the
reading should be 'infinity'.
3. Now measure the resistance across the black and
yellow/purple cables as follows.
With the throttles closed the reading should be
'infinity'. With the throttles fully open the reading
should be Oto 0.5 ohms.
4. leave the three-way electrical plug to the throttle
position switch disconnected. Connect a digital
multimeter in 'series' with the electro-hydraulic
actuator using the adapter RH 9893 (see fig. 83-23).
Set the meter to read milliamps. Fig. B3-24 Ignition system manifold vacuum
tapping (shown blanked off with
'Idle' fuel injection and ignition map check 'Mityvac' connected to signal hose)
1. Using a length of cable with suitable connections,
bridge the black and blue/purple cables on the
electronic control unit (ECU) side of the throttle
position switch connection. Note If no decrease occurs, check the vacuum hose
2. Sta rt the engine and with the air conditioning for leaks. Also check for an earth fault on the
system switched off, set the idle speed to 580 rev/min blue/purple or yellow/purple cables.
using the idle by-pass screw. Tum the screw If no fault is found and the 'Full load' check
clockwise to reduce the engine speed and anti- is satisfactory the ignition system ECU is faulty
clockwise to increase engine speed. and requires replacing.
3. Check that the ignition timing is 7° :t 1° btdc using Apply 304,8 mm Hg ( 12 in Hg) of vacuum to the
a stroboscope directed on the timing marks on the ignition ECU and set the engine speed to 1500 rev/min
crankshaft pulley. ± 50.
Check that the multimeter indicates 6mA ± Check that the ignition timing is 30° ± 3° btdc and
0.5mA. that the multimeter reads 6 mA ± 0.5mA.
3. Remove the vacuum pump and re-connect the
'Part load' fuel and ignition map check vacuum hose to the manifold.
1. Stop the engine and remove the bridging cable
from the throttle position switch. Disconnect the 'Full load' fuel and ignition map check
vacuum hose from the ignition system ECU to the 1. Bridge the black and yellow/purple connections
induction manifold (see fig.B3-24J and blank off the on the ECU side of the throttle position switch
manifold tapping. connection.
2. Start the engine and, using the Mityvac pump 2. Start the engine and set the speed to 2000 rev/min
RH 12495, apply a minimum of 508 mm Hg (20 in Hg) ± 50.
to the ignition ECU hose. This should result in a drop in Check that the ignition timing is 20" ± 1° btdc and
engine speed of approximately 100 rev/min. that the multimeter reading is 17mA ± 0.5rnA.
2/90 TSD4737
Printed in England
© Rolls-Royce Motor Cars limited 1990 83-19
3. Set the engine speed to 3000 rev/min ± 50. If the ignition timing or the fuel injection system
Check that the ignition timing is 21• ± 1° btdc and mA reading is incorrect. refer to the fault diagnosis
that the multimeter reading is approximately 8.5mA flow chart on pages 83-13 and 83-15.
±2mA.
It should be noted that the mA reading will Diagnosing and correcting faults
fluctuate unless the engine speed is extremely stable. The workshop procedure number given before the
title of the operation refers to the fault diagnosis chart
for the basic KE2-Jetronic system given in figure 83-
21.
Before carrying out any tests, ensure that the
battery is in a fully charged condition.
It should be noted that all components of the
system (except the injectors} can be tested on the
vehicle.
Procedure 1 Fuel pump and/or pre-pump not

operating correctly
For information relating to these components refer to
ChapterC.
Procedure 2 Induction system air leaks

Visually check all vacuum hoses, pipes, and clips for
damage or looseness that may allow an air leak into
the induction system.
Check the entire induction system for air leaks
110606 with the engine running. Use a suitable length of
rubber hose as a listening aid. The leak will often be
heard as a high pitched hiss or whistle.
Fig. 83·25 Air sensor plate position
A 1,0 mm (0.040 in) free play with fuel Procedure 3 Metering control unit lever sticking
system fully pressurized 1. Ensure that the engine temperature is above 20°C
(68°F).
2. Remove the air intake elbow from the inlet to the
control unit.
3. Apply pressure to the control piston in the fuel
distributor for approximately 10 seconds (refer to
page B3-27). Switch off the power to the fuel pumps.
4. Press the air sensor plate slowly downwards to
its maximum open position. The resistance to this
movement shou Id be uniform over the whole range
of travel. Al low the air sensor plate to return to its rest
position and repeat the operation.
If the resistance to the air sensor plate movement
is uniform over the whole range of travel, the
metering unit is not sticking.
Note Whenever the airflow sensor plate is depressed
fuel will be sprayed into the engine. Therefore,
the sensor plate should only be depressed the
minimum number of times to carry out this
operation.
5. Should the resistance to air sensor plate
movement be greater in the rest position. it could be
due to the plate being either out of position or bent.
6. If the condition described in Operation 5 is
confirmed, depressurize the fuel system (refer to page
63-12). Then, press the plate fully downwards and
Fig. 83·26Height adjustment for the air flow sensor allow it to return to the rest position. It should return
plate smoothly to the rest position.
1 Fuel distributor 7. Should a resistance be confirmed in Operation 6,
2 Air flow sensor plate remove the air sensor plate and repeat the operation.
3 Electro-hydraulic actuator (EHA) If this alleviates the resistance, the air sensor plate is
4 Differential fuel pressure tapping fouling the sides of the air funnel and should be
10/87
83-20
centralized (refer to Procedure 4) or the air funnel may
be deformed in some way.
8. If there is still a resistance to the movement of the
lever, it could be due to contamination within the fuel
distributor barrel or occasional binding in the lever
mechanism.
9. Contamination within the fuel distributor can be
checked by separating the fuel distributor from the
control unit for visual inspection.
Do not attempt to remove the control piston.
Remove the retaining screws situated on top of
the fuel distributor. Lih off the fuel distributor
(resistance will be felt due to the rubber sealing ring).
10. Examine the distributor for contamination.
11. Fit the fuel distributor by reversing the
dismantling procedure. Ensure that the rubber sealing
ring is in good condition and is lubricated with a
suitable grease.
Ensure that the retaining screws are evenly
tightened.
12. If a resistance is still noticeable, a new assembly A2202
should be fitted.
13. After fitting the fuel distributor check the idle
Fig. 83-27 Fuel distributor removed
mixture strength.
Procedure 4 Positioning the air flow sensor plate

1. Remove the air inlet ducting from above the air
sensor plate.
2. Check that the sensor plate is flat and that it will
pass through the narrowest part of the air funnel
without fouling.
3. If necessary, loosen the plate securing bolt.
prevent the sensor plate from being forced
downwards as the centring guide ring is being
installed.
5. With the centring guide ring in position, tighten
the retaining bolt to 5 Nm (0,50kgf m to 0,55kgf m,
441bf in to 481bf in). Carefully remove the centring
guide ring.
page B3-27)
7. The air sensor plate should be positioned as
shown in figure 83-25, with the plate not protruding
above or below the parallel section of the air cone.
8. If the air sensor plate is too high, carefully tap the Fig. 83-28 Checking the auxiliary air valve
guide pin lower (see fig.B3-26) using a mandrel and a
small hammer.
Note This adjustment must be made very carefully, the auxiliary air valve.
ensuring that the pin is not driven too low. 4. Using a flashlight and mirror. observe the
Repeated adjustment can loosen the guide pin. position of the hole in the blocking plate (see fig.83·
Serious damage to the engine could result if 28). It should be partially uncovered. If the blocking
the pin should fall out. plate completely closes the air passage. fit a new
auxiliary air valve.
Procedure 5 Checking the operation of the auxiliary 5. If the air passage way is open, connect the
air valve electrical plug to the auxiliary air valve.
1. Ensure that the engine is cold. 6. Apply electrical power to the heater in the
2. Disconnect the electrical plug at the auxiliary air auxiliary air valve (refer to page 83-27).
valve. 7. The air passage through the valve should be
3. Disconnect the inlet and outlet rubber hoses from completely closed within four to five minutes.
10/87 TSD 4737

Printed in England
© Rolls·Royce Motor Cars Limited 1987 83-21
8. If the blocking plate does not close, check the 7. If the values do not correspond with those given
electrical power supply to the auxiliary air valve. The in figure B3-29 fit a new switch.
minimum voltage at the connector should be 11 .5 8. After the test has been satisfactorily carried out,
volts. remove the test lead assembly and connect the
9. Finally, using an ohmmeter, check the heating electrical loom plug.
coil in the auxiliary air valve for an open circuit.
Should the heating coil prove faulty, fit a new air Procedure 7 Checking the cold start injector
valve. 1. Detach the electrical plug from the cold start
injector.
Procedure 6 Checking the cold start system 2. Produce a test lead using a Bosch electrical plug,
When checking the cold start system it is essential two lengths of cable and a micro-switch.
that the information given in the Workshop safety 3. Remove the cold start injector from the induction
precautions is observed. manifold with its feed pipe attached. Place the nozzle
of the injector into a suitable clean container so that
Thermal time switch its operation can be observed.
1. Withdraw the electrical plug from the thermal 4. Connect the electrical plug to the cold start
time switch. injector and the two cables. one to an auxiliary
2. Connect a test lamp between one of the two plug electrical feed and the other to an earth point.
terminals and earth. Note Exercise care to eliminate the possibility of an
3. Switch on the ignition and crank the engine. The electrical spark (use the micro-switch to make
bulb of the test lamp should illuminate. Repeat the and break the circuit).
check on the other plug terminal. If the bulb does not 5. Apply electrical power to operate the fuel pump
illuminate in either test the electrical connections and !refer to page B3-27).
wiring of the respective circuit are suspect. 6. Operate the micro-switch to complete the
4. Produce a test lead using a Bosch electrical plug auxiliary electrical circuit. The cold start injector
and two lengths of cable each approximately 500 mm should spray fuel as the contacts in the micro-switch
(19.6 in) long. complete the electrical circuit; if it does not spray fuel,
5. Connect the test cables to the thermal time switch fit a new injector.
via the plug. 7. Dry the nozzle of the cold start injector.
6. Refer to figure 83-29 and measure the resistance 8. Repeat Operation 5 but do not operate the micro-
between switch. Note that no drops of fuel should form on or
a. Terminals Wand G. drip from the injector nozzle. If the injector is defective
b. Each terminal and the brass body of the switch. a new one should be fitted.
Depending upon the temperature of the switch. the 9. Remove the auxiliary test lead from the injector
resistance measured should be within the values and connect the loom plug.
given in figure 63·29.
Procedure 8 Checking the operation of the primary
w G fuel circuit
Fuel delivery
1. Depressurize the fuel system (refer to page 83-
12).
2. Disconnect the fuel return line at the fuel pressure
regulator lower connection. Using a 'firtree' type
nipple and nut (SPM 1390/1), connect one end of an
auxiliary fuel return hose to the connection. Hold the
other end of the hose in a graduated measuring
container capable of holding more than 10 litres (2.2
Imp gal}.
3. Disconnect the electrical plug from the auxiliary
Resistance - Ohms
air valve.
(meter reading}
Switch Between Between Between (refer to page B3-27). At least 10 litres (2.2 Imp gal) of
temperature terminal G terminal W terminals fuel should be delivered into the measuring container
and earth and earth G and W within five minutes.
5. If the delivery quantity is satisfactory, check the
Less than primary system pressure. However, if the delivery
35°C (95°F) 38 0 38 quantity is below the prescribed amount proceed as
More than follows. Check the fuel pump delivery after each
70 140 70 operation.
35°C (95°F) A1H8
6. Check the voltage at the fuel pump. When the
pump is operating this should be 11.5 volts.
Fig. B3-29 Thermal time switch 7. Fit a new 'in-tank' filter.
10/87
83-22
8. Fit a new main fuel filter.
9. Check the fuel lines for blockage. 8ar 3TT-,-,--r-rTT-r-r-r-r-r-r-rr-r-r-r,-,-;rr,rr,r,-r-,-r-,-rrT"T"1
t-+-
10. Fit a new fuel pre-pump.
,-,-
... ,__,_
11. Fit a new fuel pump.
12. After establishing that the fuel delivery is correct, ... -
remove the test equipment.
13. Connect the fuel return pipe. ~ 2++++H-++t+t+++++++-tt--H--H-t-t--H-H-HH---t-H
::,
.,"'"'
Primary system pressure i5.
To carry out this test, tit the pressure tester RH 9612
(Bosch Number KOEP 1034) as shown in figure B3-34.
'
(refer to page 83-27). The pressure gauge will show ... I- ~·
,-
• -t-+-+-t-+-t
primary system pressure which should be between
5, 7 bar and 5.9 bar (82. 7 lbf/in 2 and 85.6 lbf/in 2). - t-
i-
2. Jf the primary fuel pressure is too high. H - •
a. Check for a restriction in the return line to t!1c tank. 0 10 20 30 40 50 60

b. The fuel pressure regulator is faulty. Time-minutes
3. If the primary fuel pressure is too low. i>2198
a. Check the fuel supply.
b. The fuel pressure regulator is faulty.
Fig. B3-30 Fuel system 'leak down'
Procedure 9 Checking the differential fuel (lower

chamber) pressure
The engine must be at normal operating temperature
for this test to ensl1 re a stable reading.
1. Measure the primary fuel pressure. Ensure that
the reading is within the specification.
2. Remove the pressure tester and re-connect the
cold start injector pipe to the fuel distributor.
3. Install the pressure tester (see fig. B3-35).
for 30 seconds (refer to page B3-27). Switch off the
power to the fuel pump.
The gauge will now show the differential pressure
valve lower chamber pressure which should be 5,3
bar to 5.5 bar (76.9 lbf/in2 to 80.0 lbf/in').
5. If the differential fuel pressure is outside the
specified limit.
a. The fuel pressure regulator is faulty.
b. The fuel metering unit is faulty.
c. The electro-hydraulic actuator (EHA) is faulty.
d. The mA supply to the EHA is incorrect.
Note When the engine is fully warmed-up the mA
supply at idle to the EHA should be 6 mA (± 0.5
mA). Fig. 83-31 Testing an injector
Procedure 10 Checking the fuel system for leaks

The engine should be at normal operating d. Leaking accumulator diaphragm.
temperature for this test. e. An external leak from one of the fuel system
1. Fit the pressure tester RH 9612 (see fig. B3-34). pipes.
2. Apply electrical power to operate the fuel pump f. One or more of the injectors leaking.
for 30 seconds (refer to page 83-27).
3. Allow the primary system pressure to build-up. Procedure 11 Checking the injectors
Switch off the power to the fuel pump. 1. Remove the injectors from the engine.
4. Note the time it takes for the pressure to fall to 2. Connect one injector to the test equipment
zero and compare lhis with the graph (see fig. 83-30). RH 9614 (Bosch Number KDJE 7452). Refer to figure
5. If the pressure loss is outside the acceptable B3-31.
limits, the leak may be due to. Opening pressure
a. Defective pressure regulator. 3. Bleed the discharge tube by moving the operating
b. Leaking cold start injector. lever several times with the union slackened. Tighten
c. Faulty non-return valve in the fuel pump. the union.
11/87
TS04737
Prinled in England
4. Check the injector for dirt by operating the lever Leakage test
slowly at approximately one stroke per two seconds, 6. Open the valve on the test equipment and slowly
with the valve on the pressure gauge open. operate the lever until the pressure reading is 0,5 bar
If the pressure does not rise to between 1,0 bar (7.3 tbf/in 2 ) below the previously determined opening
and 1,5 bar (14.5 lbf/in 2 and 21.8 lbf/in 2 ) the valve of pressure.
the injector has a bad leak, possibly caused by dirt. 7. Hold this pressure constant by moving the lever.
Attempt to flush the valve by operating the lever 8. No drops should appear from the injector forthe
rapidly several times. If the injector valve does not next 15 seconds.
clear the injector should ll~ discarded.
5. Check the opening pressure of the injector by Evaluation of spray and ·chatter' test
closing the valve of the test equipment and bleeding 9. Operate the lever of the test equipment at one
the injector by operating the test equipment lever stroke per second. As this is done. the valve in the end
rapidly several times. Open the valve and move the of the injector should be heard to 'chatter'.
lever slowly at approximately one stroke per two 10. The injector should produce an even spray with an
seconds, note the pressure at which the injector approximate spray angle of 35°. If drops form at the
begins to spray. mouth of the injector valve or if the spray is excessively
The correct pressure for the injector to commence one-sided. the injector should be discarded.
spraying is between 3,5 bar and 4.1 bar (50.8 lbf/in' The various spray formations and angles are
and 59.5 lbf/in 2 ). If this is not correct fit a new injector. shown in figure 83-32.
Repeat Operations 1 to 10 inclusive on the
remaining injectors noting that only new test fluid
must be used to replenish the reservoir of the test
equipment.
/ Procedure 12 Checking the delivery balance of the

/
fuel distributor
1. Fit the delivery quantity comparison tester RH
9613 (Bosch Number KDJE 7455).
2. Remove the air intake elbow to reveal the air
sensor plate.
B 3. Apply electrical power to operate the fuel pump
and build-up pressure in the system (refer to page
83-27).
4. Bleed the test equipment.
5. This test is carried out under simulated idle, part
load, and full load conditions as follows.
,, , ..
I
Note The test equipment rotameter scale may read
I
' ,, either ml/min or cm 3/min. Whichever scale
is used, the flow figures are identical
(i.e. 1ml/min=l cm 3 /min).
C D
Idle conditions
6. Press switch number one on the test equipment
and move the air flow sensor plate downwards (using
the adjusting device shown in figure 83-33) until the
reading on the small rota meter indicates a flow of
approximately 6,7 ml/min.
7. Test the remaining outlets and determine which
one has the lowest fuel delivery.
8. Press the switch of the outlet with the lowest fuel
E A2203
delivery and using the adjusting device, adjust the
height of the air flow sensor plate until the reading on
Fig. 83-32 Injector spray patterns the rotameter is 6,7 ml/min.
Unacceptable spray patterns 9. Measure the fuel delivery from each outlet, noting
A Drop formation that none of them should exceed 7, 7 m I/min.
B Cord spray
C Spray in strands Part load conditions
Acceptable spray patterns 10. Repeat Operations 6 to 9 inclusive, moving the air
D Good spray formation flow sensor plate downwards, until a fuel delivery of
E Single-sided but still a good spray 20,8 ml/min is measured (on the large rotameter)
formation from the fuel outlet with the lowest delivery.
11/87
B3-24
11. Measure the fuel delivery from each outlet. noting
that it should not exceed 22.4 ml/min.
Full load conditions

12. Repeat Operations 6 to 9 inclusive, moving the air
flow sensor plate further downwards, until a fuel
delivery of 94 ml/min is measured from the fuel outlet
with the lowest delivery.
that it should not exceed 99 ml/min.
If the fuel delivery exceeds the limits quoted. a
new distributor shou Id be fitted.
Procedure 13 Checking the engine idle speed

Refer to Idle speed-To set in the service adjustments
section.
Procedure 14 Checking the operation of the throttle

plates
1. Depress the accelerator pedal fully and observe
the position of the throttle levers.
2. Ensure that the throttle levers are fully open (i.e.
against the stops). Fig. 83-33 Air flow sensor plate movement
3. Also, ensure that the throttle linkage operates adjustment device
smoothly through both primary and secondary stages. A Adjusting screw (part of
4. If the throttles do not open fully, or if the Iinkage accessory kit AH 9960)
does not operate smoothly, the problem should be
investigated and corrected as described in Chapter K.
This test isolates the engine running sensor from
Procedure 15 Checking the fuel accumulator the fuel pump circuit.
diaphragm for a leak If the fuel pump still does not operate, check for a
1. Locate the flexible hose connecting the fault in one of the following.
accumulator to the fuel tank return pipe. a. The pink cable to the vehicle loom socket via fuse
2. Suitably clamp the hose to prevent unpressurized 85 F2.
fuel from flowing out during the test. b. The white/pink cable to the main fuel pump.
3. Unscrew the worm drive clip securing the flexible c. The fuel pump.
hose to the connection on the fuel accumulator. 7. Disconect the battery. remove the bridging cable
4. Withdraw the hose from the connection. and reconnect the engine running sensor. Connect
5. Apply electrical power to operate the fuel pump the battery.
(refer to page 83-27) and pressurize the fuel Apply electrical power to operate the fuel pump
accumulator. (refer to page B3-27).
6. Ensure that no fuel flows from the open If the fuel pumps do not operate, check for a fault
connection on the fuel accu mu later du ring the test. in the following.
7. If fuel does flow from the open connection, the a. The brown/black cable from the starter relay to
accumulator diaphragm is leaking and a new fuel the loom socket.
accumulator must be fitted. b. Check for continuity of the white/black cable.
8. Connect the fuel pipe and remove the clamp. Normally, a symptom of a fault in this supply is
that the engine will start when cranked by the starter
Procedure 16 Checking the engine running sensor motor but stops immediately the key is released.
1. Switch on the ignition, the fuel pumps shou Id not If the fault diagnosis indicates that the loom and
operate. ancillary components are satisfactory, fit a new
2. Switch off the ignition. engine running sensor.
4. Disconnect the engine running sensor electrical Procedure 17 Checking the operation of the idle speed
plug and socket situated approximately 75 mm (3 in) by-pass solenoid
along the loom from the sensor. 1. Ensure that the parking brake is applied. Warm-up
5. Produce a fused test lead with an appropriate the engine.
'TTS' type connection on each end. Bridge the white/ 2. Allow the engine to idle at 580 rev/min in park
pink and pink on the vehicle loom socket (ensure that with the air conditioning system switched on.
the connections are insulated). 3. Apply the foot brake and engage drive. Check
6. Connect the battery, noting that the fuel pump that the idle speed is between 560 rev/min and 620
operates. rev/min.
10/87 TSO 4737

Prinled in England
If the idle speed falls below 560 rev/min check the Fault diagnosis test equipment and special
following. procedures
a. Test for electrical feed to the solenoid when in This section contains information relating to the fitting
drive. procedures for the test equipment used when
b. Check for a blocked hose. diagnosing a fault. Also included are the special
If the above are found to be satisfactory, the procedures associated with the fuel injection system.
solenoid valve is faulty and should be replaced.
Note This solenoid does not operate with the gear Depressurizing the fuel system
range selector lever in the reverse position. The fuel in the system may be pressurized (except for
the fuel tank and return lines). Therefore. unless the
Procedure 18 Checking the air intake filter and engine has been stationary for a minimum of four
ducting for blockage hours, it is recommended that the fuel system be
1. Remove the air filter element. depressurized before dismantling any parts of the
2. Examine the condition ofthe element and fit a system.
new one if necessary. The depressurizing procedure is given on page
3. Inspect the filter housing assembly. Particular 83-12.
attention should be given to the intake 'scoop' that
diverts air from behind the front bumper into the filter Fuel injection system - pressure tester
housing; ensure that this is not obstructed. The pressure tester equipment (see figs. 83-34 and
4. Slacken the worm drive clips and free the flexible 83-35) should be connected into the cold start injector
ducting from either side of the turbocharger. feed line, on top of the fuel distributor or the lower
Ensure that the air intake elbow and ducting are differential pressure valve tapping point.
not blocked. With the gauge connected at these points, the
5. Spin the turbocharger to ensure that the blades fuel system can be checked for.
of the assembly rotate freely. a. Fuel system leakage either internal or external
6. Carry out the tests given in the Workshop (see fig. 83-34}.
procedures 4 and 14. b. Primary system fuel pressure (see fig. 83-34}.
7. Fit all hoses. clips, and the filter element upon c. Differential fuel pressure (see fig. 83-35).
2. Switch on the ignition. Ensure that the gear range
selector is in the park position. Switch off the ignition
and withdraw the gear range selector fuse (A6) from
fuseboard F2.
4. Depressurize the fuel system.
5. The pressure gauge may now be connected to
the fuel distributor as shown in either figure 83·34 or
83-35. Ensure that all pipe nuts and unions are tight.
Bleeding the test equipment

After fitting, but prior to using the test equipment,
always ensure that it is properly bled as follows.
6. Remove the electrical connection from the
auxiliary air valve.
(refer to page 83-27).
8. Allow the gauge to hang down under its own
weight with the flexible hose fully extended, for a few
seconds.
9. Lift up the gauge and suspend it from a suitable
point.
10. The pressure tester equipment is now ready for
use.
Fig. B3-34 Pressure tester equipment - testing Fuel delivery quantity comparison tester
for leaks or primary system pressure If there is any discrepancy in the quantity of fuel
1 Pressure gauge assembly delivered by the individual fuel distributor outlets, it
RH 9612 or RH 9873 can be measured by a comparison test, using the test
2 Special adapter equipment RH 9613 (Bosch Number KDJE 7455), refer
RH 9881 to figure 83-37.
10/87
B3-26
The test equipment is designed in such a way 1 2
that the tests can be carried out without removing the
fuel distributor from the engine.
Ideally, the tester should be set permanently on a
mobile trolley, so that once it is levelled-up, only the
trolley needs to be manoeuvred to the test site.
However, the tester can be set up on a table close to
the test vehicle and the test equipment is levelled-up
for each test using the levelling screws and spirit level.
The test equipment should be fitted to the vehicle
as follows.
2. Unscrew the unions securing the fuel injector
lines to the fuel distributor outlets.
3. Screw the special adapters supplied with
accessory kit RH 9960 into the fuel distributor outlets.
4. Fit the automatic couplings fastened on the ends
of the test equipment to the special adapters in the
fuel distributor outlets.
Note Outlet one from the fuel distributor should
always be nearest to the fuel inlet connection.
Figure B3-36 indicates which test line and
switch of the test equipment are connected to
which engine cylinder.
5. Route the fuel return pipe across the engine,
along the side of the car and into the filler for the fuel
tank.
6. Disconnect the electrical plug from the auxiliary
air valve.
Note The condition of the battery is critical for this
test. Therefore, always check the state of charge
of the battery.
{ refer to page 83-27). Fig. 83-35 Pressure tester equipment- testing
9. To bleed the test equipment remove the air differential (lower chamber) pressure
intake ducting from the mixture control unit and push Pressure gauge assembly
the air flow sensor plate downwards to its fully RH 9612 or RH 9873
opened position. Press each key on the flowmeter 2 Special adapter
one aher the other, whilst simultaneously operating RH 9881
the three-way tap. Continue this operation until there
are no bubbles in the two rota meters.
10. Allow the air sensor plate to return to the zero Apply control pressure to the system.
position. The test equipment is now ready for use.
11. To remove the test equipment. depressu rize the Apply electrical power to the heater in the auxiliary
system and reverse the procedure. air valve
1. Carry out the operations Iisted under the heading,
Apply control pressure to the system Apply control pressure to the system.
1. Withdraw the starter inhibit relay (see fig. B3-38).
2. Produce a bridge cable of suitable length. Removal and fitting of components
3. Bridge the green cable in the windscreen washer Before dismantling any connections and removing
reservoir motor and the white/pink cable connection any components always depressurize the system.
on the starter inhibit relay mounting block. Always blank off any open connections to prevent the
4. Switch on the ignition. ingress of dirt.
5. The fuel pump will run and pressure will build-up
in the system. Mixture control unit (see figs. 83-39 and B3-40)
6. Always remove the bridging cable immediately The mixture control unit comprises the air meter and
the test is complete. the fuel distributor.
The fuel distributor can be removed separately
Apply electrical power to operate the fuel pump and from the mixture control unit. however. in the process
build-up pressure in the system of general dismantling the components would be
1. Carry out the operations listed under the heading, removed as one assembly.
10/87 TSD4737
Printed in England
Fuel distributor-To remove and fit intake hose to the cast elbow. Free the joint.
1. Disconnect the battery and depressurize the fuel 3. Unscrew the worm drive clips securing the dump
system ( refer to page 83-12}. valve flexible hose to the return pipe. Free the joint.
2. Unscrew and remove the following connections 4. Free the small diameter pipes to the dump valve.
on the fuel distributor. 5. Unscrew the two nuts retaining the long reach
a. Fuel supply to the fuel distributor. studs to the mixture control unit.
b. Fuel supply to the cold start injector. 6. Withdraw the intake elbow.
c. Small diameter pipe between the fuel distributor 7. Disconnect the electrical plug to the auxiliary air
and the pressure regulator. valve.
3. Unscrew the unions from both ends of the eight 8. Unscrew the worm drive clips and free the two
injector pipes and carefully withdraw the pipes. hoses to the auxiliary air valve and the smaller
4. Using a screwdriver, unscrew the securing screws diameter hose to the rear of the idle speed control
situated on top of the distributor. solenoid.
5. Lift the fuel distributor from the mixture control 9. Unscrew the injector pipe nuts from on top of the
unit and collect the rubber sealing ring (resistance fuel distributor. Free the pipes.
will be encountered due to the rubber sealing ring). 10. Unscrew and remove the following connections
6. Do not remove the control piston from the fuel on the fuel distributor.
distributor. a. Fuel supply to fuel distributor.
7. Fit the fuel distributor by reversing the removal b. Fuel supply to cold start injector.
procedure, noting that the rubber sealing ring fitted in c. Small diameter pipe between the fuel distributor
between the fuel distributor and mixture control unit and the pressure regulator.
must be in good condition. If in doubt, fit a new 11. Unscrew the pipe nut securing the fuel return
seating ring. When installing the sealing ring ensure pipe to the bottom of the pressure regulator.
that it is lubricated with a suitable grease and that it 12. Unscrew the setscrew clam ping the fuel pipes to
does not become trapped when the fuel distributor is the bracket at the rear of the mixture control unit.
fitted. This could cause a subsequent air leak which 13. Unscrew the two mounting setscrews, one at the
may be difficult to detect. Check the idle mixture front and one at the rear of the unit.
strength. 14. Detach the electrical cables to.
a. The electro-hydraulic actuator.
Mixture control unit assembly- To remove and fit b. The air flow sensor potentiometer.
(see figs. 83-39 and B3-40) c. The dump valve solenoid valve.
1. Disconnect the battery and depressurize the fuel d. The dump valve vacuum switch.
system (referto page B3·12). 15. Free the small diameter signal hoses to the
2. Unscrew the worm drive clips securing the air solenoid and vacuum switch.
16. Unscrew the rear mounting nut (situated under
the dump valve solenoid) and the front mounting
setscrew (situated under the dump valve).
1 7. Carefully lift the assembly from the engine with
the ancillary units still attached.
18. Remove the upper section of the mixture control
unit from the lower half (air outlet duct) by
unscrewing the cap nuts situated around the face joint.
19. Fit the assembly by reversing the procedure given
for removal, noting that the face joint between the
two halves of the assembly should be clean and
coated with Wellseal.
20. Ensure that any rubber sealing rings that have
been disturbed are in good condition.
Note Whenever a hose or an electrical plug is
disconnected, it is advisable to attach an
identification label to facilitate assembly.
In addition any open connections should
be blanked as soon as possible to prevent the
ingress of dirt.
Throttle body- To service

To remove. fit, and overhau I the throttle body refer to
Chapter K.
Fig. B3-36 Fuel distributor connections
O Key number on test equipment Auxiliary air valve- To remove and fit
(left to right) (see figs. 83-1 and 83-121
D Engine cylinder 1. Disconnect the electrical plug.
T0/87
B3-28
2. Unscrew the worm drive clips securing both of
the rubber hoses.
3. Unscrew the two rnounti ng setscrews.
4. Withdraw the auxiliary air valve.
5. Fit the auxiliary air valve by reversing the removal
procedure.
Cold start injector - To remove and fit

(see figs. B3-7 and 83-39)
system (refer to page B3-12).
2. Detach the electrical plug from the cold start
injector.
3. Unscrew the union connecting the fuel feed pipe
to the iniector.
4. Unscrew the two small setscrews retaining the
injector in position. Collect the washer from each
setscrew.
5. Withdraw the injector and collect tl1e rubber
sealing ring.
6. To fit the cold start injector reverse the procedure
given for removal.
Thermal time switch - To remove and fit

(see fig. B3-13)
1. Disconnect the battery and remove the electrical
plug from the thermal time switch.
2. Drain the engine coolant (refer to Workshop
Manual TSO 4700. Chapter L).
3. Locate the brass thermal time switch (the forward
switch on the inside of the thermostat housing).
4. Detach the electrical plug and carefully unscrew
the switch.
5. Fit the switch by reversing the procedure. noting Fig. B3-37 Installation of comparison tester
the following. 1 Fuel delivery quantity comparison tester
Always fit a new aluminium sealing washer. RH 9613 (Bosch No. KDJE 7455)
Always coat the th reads of the switch with a 2 Adapters (part of accessory kit RH 9960)
suitable sealant (e.g. Loctite 572).
Do not overtighten the switch.
Injector-To remove and fit (see figs. B3·6 and 83-39)

There are eight injectors fitted to the engine one for
each cylinder. The removal.and fitting procedure
given below is for one injector but the instructions
apply equally to all of the injectors.
1. Disconnect the battery and depressu ri;:e the fuel
system (refer to page 83-12).
2. Free the loor,i rail from the respective side of the
engine. Manoeuvre the rail away to gain access to the
injectors.
3. Unscrew the union connecting the fuel line to the
injector.
4. Unscrew the two setscrews securing the injector
retaining plate to the cylinder head.
5. Remove the plate and withdraw the injector.
6. Fit the injectors by reversing the procedure given Fig. B3-38 Bridging the starter inhibit relay
for removal, noting that the rubber insulating sleeve
must be in good condition.
It is essential to check the spray patterns of the Fuel pressure regulator - To remove and fit
injectors before they are fitted. (see figs. B3-1 and 83·9)
New injectors must be thoroughly flushed out 1. Disconnect the battery.
before they are tested. 2. Depressurize the fuel system (refer to page 83-12).
10/87 TSO 4737

Printed in England
3. Unscrew the pipe nuts of the three connections to Electro-hydraulic actuator-To remove and fit
the assembly. (see figs. B3-17 and 83-4 1)
4. Unscrew the small setscrew retaining the 1. Disconnect the battery.
regulator to its mounting bracket. 2. Depressurize the fuel system (refer to page
5. Withdraw the assembly. B3-12).
6. Fit the regulator by reversing the removal 3. Remove the fuel pressure regulator.
procedure. 4. Unscrew the two special (non-magnetic} retaining
..-:::::::::::::::===~-~----~ ~ - --
lQ j
~
I
I
II
i
/\22 9
10/87
83-30
screws and withdraw the actuator. Engine running sensor - To remove and fit
5. Fit the actuator by reversing the removal 1. Discormect the battery.
procedure, noting the following. 2. Locate the main fuseboard, the engine running
Always ensure that the rubber sealing rings are in sensor is located directly behind the fuseboard on the
good condition. right-hand side.
Always use the special non-magnetic screws to 3. Follow the cables that emerge from the top of the
secure the actuator in position. assembly, to the cable connector situated
A2.210
10/87 TSD 4737

Printed in England
approximately 50.8 mm (2 in) from the sensor. a. Check the condition of the sparking plugs.
Disconnect the cables at this junction. b. Ensure that the throttle linkage is correctly set
4. Withdraw the relays and mounting block situated (refer to Chapter K).
directly in line with the engine running sensor. c. Ensure that the throttle position switch is
5. Working from behind the assembly, unscrew the correctly set (refer to Chapter K).
two securing nuts. d. Check all air hose connections for tightness.
6. Withdraw the two long mounting setscrews. e. Start the engine and visually check the fuel
7. Carefully manoeuvre the engine running sensor system for leaks.
free. f. Whilst the engine is running, check the entire
8. Fit the assembly by reversing the procedure. induction system for leaks (refer to this section,
Workshop procedure 2).
Electronic control unit- To remove and fit Before undertaking the tuning procedure the
(see fig. 83-18) following work should be carried out.
The ECU is mounted on a common bracket with the 1. Connect an impulse tachometer to the engine in
ignition system ECU. above the right-hand footwell. accordance with the manufacturer's instructions.
The fuel injection system ECU is black in colour. 2. Connect an ignition stroboscopic lamp to the
The fuel injection system ECU should be engine in accordance with the manufacturer's
withdrawn together with the ignition system ECU by instructions.
removing the mounting bracket. as follows. 3. Insert the sample probe of the CO meter as far as
1. Disconnect the battery. possible into either exhaust tailpipe. Ensure that the
2. Disconnect the multi-pin plug to each ECU. CO meter is fully warmed-up and correctly adjusted.
3. Remove the two screws at the rear of the 4. Ensure that the engine is at normal operating
mounting plate. temperature.
4. Withdraw the bracket rearwards from its front
mounting clip. Tuning procedure
5. Unscrew the clip securing the signal hose to the If the complete tuning procedure is to be carried out
forward end of the ignition system ECU. the following sequence of operations is
6. Completely withdraw the mounting bracket recommended.
together with both the electronic control units still a. Check the fuel and ignition systems (refer to this
attached. chapter).
7. Detach the fuel injection ECU (coloured black) b. Check the operation of the dump valve (refer to
from the mounting bracket by removing the three Chapter D).
retaining screws. c. "Check the purge flow rate (refer to Chapter G).
8. Fit the assembly by reversing the dismantling d. Check the mixture strength (refer to this chapter).
procedure. e. Check the engine idle speed (refer to this chapter) .
Note The asterisk denotes a system only fitted to
Service adjustments certain cars.
Preliminary checks
Before carrying out any tuning. the following basic Idle mixture strength- To set
checks should be made. Note It is important that the idle CO strength is
checked with the engine stabilized at normal
operating temperature and in an ambient
temperature range of 15°C to 30°C.
Also, during any idle CO measurement, the
crankcase must be completely sealed which means
the oil filler cap must be closed and the oil dipstick
pushed fully into position.
On cars fitted with a fuel evaporative emission
control system, disconnect the purge control line (see
Chapter G).
Note It is important that the test equipment used to set
the idle mixture strength meets the following
specification.
Accuracy - CO meter range 0% to 2%
CO concentration within ± O· 1%
Rotational speed within ± 10 rev/min.
1. Insert the sample probe of the CO meter as far as

possible into either exhaust tailpipe. Ensure that the
A2211
CO meter is fully warmed-up and correctly adjusted.
2. Set the engine speed to 580 rev/min (air
Fig. 83-41 Electro-hydraulic actuator - removed conditioning system switched on) using the idle by-
11/87
83-32
pass screw (see fig. 83-11 ).
Note To avoid rev/min fluctuations due to the air
conditioning compressor cycling in and out; it
is permissible to bridge out the system
thermostatic switch located in the evaporator
by using a length of cable and suitable
con nectars.
Ensure that the air conditioning function
switch is set to high and both temperature
selectors are on full cold. Open all windows/
doors. Only keep the thermostat bridged for a
maximum of 10 minutes, then remove the
bridge for at least five minutes.
Do not fot~et to remove the bridge cable
when the CO has been set.
3. Check that the CO concentration is within the
range 0.8% to 1.0%.
4. If the CO reading is outside the specified limits,
remove the tamperproof plug and blanking screw
from the fuel metering unit (see fig. B3-42).
5. Insert the mixture adjusting tool RH 9608 and
adjust the mixture strength as follows.
Turn the mixture adjusting tool clockwise to
richen the mixture (increase CO%) or anti-clockwise
to weaken the mixture (reduce CO%).
Note Always approach the final setting from the
lean/weak side.
After making an adjustment, remove the
adiusting tool and replace the blanking screw. Failure
to replace this screw will result in an incorrect CO
measurement.
6. If necessary reset the idle speed to 580 rev/min
using the idle by-pass screw. Briefly accelerate the
engine and re-check the idle CO% reading.
Repeat Operations 5 and 6 until the correct CO%
reading is achieved.
Fig. 83-42 Adjusting the idle mixture strength
When correctly set, remove the sample probe
and fit a new tamperproof plug to the fuel metering
unit.
Connect the purge line if applicable. the restrictor fitted into the hose to the engine (refer
Note Accurate setting of the idle CO is critical to to Chapter G).
ensure satisfactory engine performance. 3. Ensure that the gear range selector lever is in the
Because of this, it is recommended that a park position.
final idle speed and CO check is carried out 4. Ensure that the automatic air conditioning system
immediately after road testing the motor car. is switched off.
This is always the best time to take accurate CO 5. Open the engine oil filler. Set the engine idle speed to
readings. 580 rev/min by turning the adjustment screw situated on
the side of the throttle body (see fig. B3-11 ).
Idle speed-To set 6. Finally, check the operation of the idle speed
Note It is important that the test equipment used to set solenoid (refer to Workshop procedure 17).
the idle speed meets the following specification. 7. Stop the engine and connect all necessary hoses
Accuracy - Rotational speed within ± 10 rev/min. and cables.
1. To set the idle speed, ensure that the engine has Tamperproofing
stabilized at its normal operating temperature. This Tamperproofing of the mixture strength adjusting
can be achieved by allowing the engine to run at idle screw is carried out by screwing a small blanking plug
speed for at least 15 minutes after the thermostat has into the mixture strength adjusting screw access hole
opened. The opening of the thermostat can be (see fig. 83-42). above the actual adjusting screw.
detected by a sudden rise in the tern peratu re of the A small black plastic plug should then be pressed
thermostat elbow pipe. into position to complete the operation. If the plug is
2. If a fuel evaporative emission control system is fitted onto the end of a guide rod and then inserted, it
fitted, disconnect the purge line at the restrictor, leave will assist in the fitting operation.
11/87 TSD4737
Printed in England
Section 84
Fuel injection and Ignition control system

K-Motronic
With the introduction of the 1989 model year mixture control unit, comprising an air meter and a
specification, turbocharged cars are equipped with a fuel distributor (see fig. 84-2).
Bosch K-Motronic engine management system. Multi-point, mechanical fuel injectors are fitted.
The K-Motronic system brings together the Electronic correction of the air/fuel ratio is
benefits of digital• fuel injection and ignition control provided for start and warm-up phases of engine
systems into a single electronic control unit (ECUl. operation.
Other features of the system include cold start and To achieve compliance with strict emission
warm-up enrichment, idle speed regulation, and control regulations, cars fitted with catalytic
automatic correction of any long term mixture converters require adjustment to the air/fuel ratio
strength deviations. during part load engine operation. This is achieved by
On cars fitted with catalytic converters the K· using a 'closed-loop' (lambda) control system. In this
Motronic system also provides an 'on-board' self system a heated oxygen sensor measures the oxygen
diagnostic facility. content of the exhaust gases and continuously
Note * Digital refers to an electronic data system adjusts the fuel flow to maintain a stoichiometric
where the information used is in discrete or air/fuel ratio.
quantized form (data in the form of digits), not Note Components within the system may look similar
continuous as with an analogue system. to those used on other systems. However,
The exhaust emission control systems (if fitted! visual inspection should not be used to identify
include three catalytic converters (one warm-up replacement parts, as internal calibrations may
converter and twin main converters), and air injection. be different.
The fuel evaporative emission control system (if
fitted) includes a charcoal absorption canister which Air flow sensing
is purged during specific engine operating modes. The air meter consists of an air venturi (cone) in
A crankcase emission control system is fitted to which moves an air flow sensor plate mounted on a
all cars. pivoted lever (see fig. 64-3).
This section contains service information relating When the engine is operating the sensor plate is
specifically to the K-Motronic digital system. Details deflected into the air cone; the deflection being
for the other emission control systems are provided dependent upon the volume of air passing through
within their respective chapter (refer to the Contents the cone (i.e. throttle plates opening). The air deflects
page!. the sensor plate until a state of hydraulic balance
exists; this being due to the force of the air pressure
K-Motronic digital engine management system acting across the sensor plate area and the primary
The engine is equipped with several sensors that fuel pressure acting over the control piston area.
continuously monitor operating parameters such as The weight of the air sensor plate and
engine speed. coolant temperature. and load (see fig. connecting lever are balanced by a counterweight on
B4-19). The sensors are connected to a digital ECU the fuel distributor side of the lever.
which is programmed with characteristic data for the Any movement of the air sensor plate and lever
following functions, mixture strength control, ignition about the pivot pin is transmitted to the control
timing, idle speed control, purging of the evaporative piston in the fuel distributor and the ECU by a
emission control canister. and operation of the air potentiometer.
injection system. The movement of the control piston and its
A separate electronic control unit is used for the horizontal control edge (see fig. 84-51 either
boost pressure control system. increases or decreases the open area of the eight
metering slits (one for each engine cylinder) in the
Fuel injection system fuel distributor.
The Bosch KE3-Jetronic continuous fuel injection Differential pressure valves (one for each
system incorporates certain components from the cylinder) located within the fuel distributor, maintain
KE2-Jetronic system. In addition to digital electronic a constant pressure drop across the metering slits.
correction of the air/fuel mixture, the system also The air flow sensor plate and the control piston
incorporates electronic regulation of the idle speed. are operated by the same lever. Therefore, the rate of
When the engine is running in the naturally basic fuel discharge is proportional to the deflection
aspirated mode, fuel delivery is directly proportional of the air sensor plate within the calibrated cone, as
to intake air flow. During turbocharged modes of governed by throttle plate opening.
operation, electronic correction factors provide boost Idle CO (idle mixture strength) is set during
pressure compensation. manufacture. Adjustment should not be necessary
Control of the air/fuel ratio is provided by a but can be achieved by removing the tamperpronf
1/89 TS04737
Printed in England
10 9 8 7 6
Fig. B4-1 Engine compartment details

1 Idle speed actuator 6 Air intake
2 Thermostat housing outlet 7 Air meter
3 Cold start injector 8 Air pressure transducer
4 Fuel pressure regulator 9 ECU compartment cover
5 Electro-hydraulic actuator 10 Fuel distributor
5/88
84-2
plug and rotating the idle mixture screw. The
tamperproof plug should then be replaced and no
further mixture adjustment should be necessary.
This basic adjustment alters the relationship of
the air flow sensor plate position to that of the
control piston in the barrel of the fuel distributor.
Fuel circuits
Fuel pressures within the KE3-Jetronic fuel circuit are
as follows.
Primary pressure 6,2 bar to 6.4 bar
(89.9 lbf/in 2 to 92.8 lbf/in2 )
Differential pressure
valves
(lower chambers} 5,7 bar to 5,9 bar
(82.65 lbf/in 2 to 85.55 lbf/in2 1
Fuel injector pressure 4,0 bar to 4, 1 bar
(58.0 lbf/in 2 to 59.4 lbf/in2 ) Fig. B4-2 Mixture control unit
1 Air meter
Primary fuel circuit 2 Air intake
Primary fuel pressure is controlled by the fuel 3 Fuel supply to distributor
pressure regulator (see figs. 84-4 and 84-9). 4 Fuel return to tank via pressure regulator
An electrically driven pre-pump, mounted inside 5 Fuel feed to cold start injector
the fuel tank, supplies fuel to the inlet of the main 6 Injector pipe
pump. Fuel delivery to the fuel distributor is then via 7 Hydraulic system pipes
a pressure damper, a fuel accumulator, and a fine 8 Electro-hydraulic actuator
mesh filter. 9 System pressure regulator
Fuel initially enters passages in the fuel 10 Fuel feed to pressure regulator
distributor where the pressure is held constant
(primary system pressure) by means of a pressure
regulator. Excess fuel from the regulator flows
through a fuel cooler (incorporated with the vehicle's
automatic air conditioning system) and a one-way
valve as it returns to the tank via the fuel return line.
In the fuel distributor, movement of the control
piston within the barrel allows metered fuel to pass
through the fuel distributor slits, to the upper side of
the diaphragm in each differential pressure valve
(see fig. 84-51.
The fuel entering the upper chamber of a
differential pressure valve. deflects the diaphragm
away from the open end of the injector fuel line and
thereby allows fuel to flow to the injector.
The fuel injectors have an opening pressure of
between 4,0 bar and 4,1 bar (58.0 lbf/in2 and 59.4
lbf/in2 ) and are designed to spray finely atomized fuel
under all operating conditions.
11 10 9 8 7 A2462
The primary fuel circuit also feeds fuel to provide
the hydraulic force that is applied above the control
piston. This provides the hydraulic balancing force for Fig. 84-3 Air flow sensor and fuel distributor
the air load acting on the air sensor plate. (mixture control unit)
Primary fuel pressure is supplied to the cold start 1 Air flow sensor plate
injector and to the electro-hydraulic actuator (EHA). 2 Fuel line to injector
When the engine is stopped, the fuel pressure 3 Fuel distributor
regulator allows system pressure to drop rapidly to a 4 Fuel line to cold start injector
pressure governed by the fuel accumylator. This is 5 Control piston
just below fuel injector opening pressure. 6 Electro-hydraulic actuator tEHAI
The retention of fuel at this pressure during 'hot 7 Fuel return line to pressure regulator
soak' conditions minimizes fuel vaporization. 8 Fuel supply line
A sudden drop in fuel pressure when the engine 9 Counterbalance weight
is stopped closes the injectors and prevents dieseling 10 Differential pressure valve
(the tendency of an engine to continue 'running-on' 11 Pivot
TSD4737
1/89
Printed in England
© Rolls-Royce Motor Cars Limited 1989
84-3
.."'"'
M
N
--
~ ay 11 111
8
~ p
0
G)
LI.
D
w
D
0
D
(.)
D
al
I
<t
- D
Fig. B4-4 Fuel injection system
5/88
84-4
Key to fig. B4-4 Fuel injection system
1 Fuel tank
2 Fuel pre-pump
3 Fuel pump
4 Fuel accumulator
5 Fuel pressure damper
6 Fuel filter
7 Fuel distributor
8 Control piston
9 Electro-hydraulic actuator IEHA)
12 Air cone
13 Air meter
14 Air sensor plate
15 Air flow sensor potentiometer
16 Throttle body A
18 Idle speed actuator
19 Injector
20 Cold start injector
21 Fuel pressure regulator
22 Fuel cooler
23 Non-return valve
24 Heated oxygen sensor
25 Warm-up catalytic converter
26 Air pressure transducer (APT)
27 Temperature sensor
29 Engine speed sensor
30 Crankshaft reference sensor
A Upper chamber pressure
C Primary circuit pressure
D Injection pressure
E Unpressurized return line
F Pre-pump pressure Fig. 84-5 Differential pressure valve
A Low flow rate
Note Items 24 and 25 are only fitted B High flow rate
to cars with catalytic converters
A hydraulic force is applied on top of the control

after the ignition has been switched off) . piston and acts in opposition to the movement of the
air flow sensor plate, lever, and control piston. A
Fuel distribution constant air/fuel pressure drop at the sensor plate is
Fuel is distributed uniformly to the cylinders via an the result. This ensures that the control piston always
accurately machined control piston and barrel follows the movement of the sensor plate lever.
assembly (see figs. B4-4 and 84-8). This assembly A restrictor between the primary fuel circuit and
operates by controlling the open cross sectional area the top of the control piston provides air sensor plate
of the metering slits machined in the barrel. damping. This avoids small fluctuations of the air
The barrel has one rectangular metering slit for sensor plate, particularly during low engine speed
each cylinder. operation when the air flow through the air meter is
Depending upon the position of. the piston in the pulsating.
barrel, the metering slits are opened a corresponding A spring is fitted above the control piston to
amount. This allows fuel to flow through the assist the hydraulic force. It prevents the control
openings to the differential pressure valves. piston being drawn upwards in the barrel due to a
Each metering slit has a differential pressure vacuum effect when the engine is stopped and the
valve. system cools down. If the control piston was drawn
If the air flow sensor plate travel is small, the up in the barrel it could cause an excessively rich
control piston will only be raised in the barrel a small mixture when the engine is started again.
amount. This only allows a small section of the When the engine is switched off. the control
metering slits to be opened for the passage of fuel. piston sinks until it rests on the axial sealing ring.
5/88 TSO 4737

Printed in England
© Rolls-Royce Motor Cars Limited l 988 84-5
Throttle position switch
Reference
Idle ignition
sensor - - -i-1 Processor
map
Engine and
speed - - - i - 1 comparator
sensor
Air flow Part load
(engine lead) ignition map
sensor
Coolant
temp - - - i - 1
sensor Full load
ignition map
Group 1
-.. - 1
I
amplifier
r- - - -.._-~ -.
Group 2
Group 1 Group 2 I
l - -- - amplifier
Low voltage outputs
1
to ignition amplifier
I
I I
I I
Manifold r I
pressure I I
Air flow potentiometer sensor I I
I I
K-Motronic : I
____ :!JI
engine _ _ _ _ _ ::::!.J
management Group 1
_ _ ___.system ECU coif
Coolant
temperature
Inductive
reference
Inductive
sensor
speed sensor
A2828
Fig. 84·6 Ignition control system
4/89
84-6
This position is set during manufacture and ensures sparking plugs in two groups, via a twin rotor
complete closure of the metering slits when the distributor assembly (four cylinders per rotor).
piston is in the rest (zero lift! position. When the Part load ignition timing is dependent upon
piston is resting on the sealing ring and the engine is engine load and speed and is generated from a
switched off, the seal prevents primary system fuel characteristic map. Engine load is sensed by the air
leakage past the piston. This would otherwise allow meter potentiometer and engine speed by the engine
fuel accumulator pressure to be lost too quickly. speed sensor. mounted adjacent to the segment
wheel at the rear of the engine.
Differential pressure valves The potentiometer is attached to the air flow
There is a differential pressure valve for each engine sensor plate lever and reflects any change in the
cylinder (see figs. B4-3 and B4-5J. amount of metered air entering the induction system.
These valves are a diaphragm type consisting of The electrical signal generated within the
an upper and lower chamber with the diaphragm potentiometer by the movement of the sensor plate is
separating the two halves. then transmitted to the K-Motronic ECU to become a
The purpose of these valves is to maintain a measure of engine load.
given pressure drop at the metering slits. The The timing wheel fitted to the rear of the
pressure differential between the two halves of the crankshaft, has four segments of equal length at its
valve is maintained irrespective of the fuel flow_ periphery, separated by four gaps which are also of
The difference in fuel pressure between the equal length but longer than the segments. Rotation
upper and lower chambers (and therefore the of the four segment timing wheel generates a fixed
metering slits) is approximately 0,2 bar (3 lbf/in2 1. duty cycle which is sensed by the engine speed
Basically this is determined by the helical spring sensor and transmitted to the K-Motronic ECU.
operating in the lower chamber of each valve. The K-Motronic ECU also receives a signal from
The lower chambers are connected to one the crankshaft reference sensor located at the front
another by a ring main. of the engine. As a reference pin rotating with the
The upper chambers are completely sealed from crankshaft. passes the sensor it triggers Al ignition
one another but are connected to the metering slits. and the subsequent firing order for the eight engine
Each chamber contains a valve seat and is connected cylinders. Co-ordination with the segment wheel
to its respective injector line. ensures the correct ignition timing.
If an increased fuel flow enters the upper Ignition angles for operation at idle and at full
chambers. the pressure is increased and the throttle are dependent upon engine speed. They are
diaphragms are deflected downwards. This opens the governed by separate characteristic curves
outlet end of the injector lines allowing the fue1 flow programmed into the ECU.
to increase until the preset differential pressure is Ignition timing during cold starting and warm-up
restored. is also dependent upon engine coolant temperature.
If the fuel flow decreases, the pressure in the
upper chambers will fall allowing the diaphragms to Sparking plugs
lift. This reduces the fuel flow to the injectors until NGK BPR 4EVX sparking plugs are used. The
the pressure differential again prevails. sparking plugs comprise a precious metal centre
The total travel of the diaphragm is only a few electrode surrounded by a ceramic insulating material
hundredths of a millimetre. whose relative positions are located by a metal
By varying the fuel pressure in the lower housing. The central electrode and insulator are
chambers of the differentia.1 pressure valves, fine designed to project beyond the end of the metal
control of the fuel flow rate (mixture strength) can be housing to improve combustion efficiency. The
achieved. ground electrode, attached to the leading edge of the
In addition to the helical spring, the fuel pressure housing, is extended to form an air gap across which
in the lower chambers is further affected by the the spark is induced to jump.
operation of the EHA attached to the side of the fuel
distributor. This is used to vary the fuel pressure in 'Closed-loop' mixture control system (lambda control
the lower chambers in response to signals from the system)
ECU. In general, the mixture strength becomes richer Cars fitted with catalytic converters also have a
with increasing ·current to the EHA. 'closed-loop' lambda control system.
An additional fuel filter incorporating a separator The lambda control system is an addition to the
for ferromagnetic contamination is fitted in the fuel KE3-Jetronic fuel injection system and is fitted to
line to the EHA. give increased control of the air/fuel ratio about the
stoichiometric value.
Ignition system With an ideal (stoichiometric) air/fuel mixture the
The ignition system is an integral part of the engine air factor is identified by the value ",\ (lambda) = 1
management K-Motronic system and consists of two (under boost and at full load = 0.83 to 0.95).
driver stages which amplify ECU signals to the tow
tension side of the ignition coils. The coils generate Actual air intake
high tension outputs which are distributed to the
A =
Theoretical requirement
5/88 TSD 4737

Printed in England
© Rolls-Royce Motor Cc1rs Limited 1988 B4-7
In order to achieve optimum three-way catalytic control system. Also, the engine management system
conversion efficiency, a stoichiometric air/fuel ratio incorporates a function for permanent correction of
must be accurately maintained. any long term drift in mixture strength due to such
This is achieved by means of an oxygen sensor variations as air density (refer to adaptive lambda
located in the exhaust system, in conjunction with pre-control).
the K-Motronic engine management system ECU Altitude compensation is therefore. available until
!see fig. 64-7). The ECU provides a control signal to both the above control functions are at the limit of
the EHA, oscillating between pre-set threshold limits their control range and is effective to an altitude of
and regulating the fuel pressure in the lower 4267 m 114 000 ft) above sea level.
Increased fuel flow through the EHA will increase the Adaptive lambda pre-control
pressure in the lower chambers. simultaneously, the Cars fitted with catalytic converters also have
pressure in the upper chambers increases by the adaptive lambda pre-control. This is a function of the
same amount. As a result, the pressure drop across engine management system which makes a
the metering slits in the fuel distributor is decreased permanent correction for any long term changes in
which in turn decreases the fuel flow to the injectors. mixture strength. It is integrated with the lambda
Decreasing the flow through the EHA has the 'closed-loop' system within the engine management
opposite effect. system ECU and corrects for mixture strength
deviations due to engine ageing, minor air leaks,
Automatic altitude compensation altitude, environmental changes, and variations in fuel
Cars fitted with catalytic converters also have density.
automatic altitude compensation. Due to lower air This allows the lambda 'closed-loop' system to
density at high altitudes, the volumetric air flow continue to operate around the centre of its control
measured by the air meter corresponds to a lower air range and to maintain its full capability of correcting
mass flow than at low altitudes. Operation at high for any temporary variations in mixture strength.
altitude would therefore, have a richening effect on The pre-control system operates by monitoring
the air/fuel mixture ratio. In practice however, this is the output from the lambda 'closed-loop' integrator
initially compensated for by the lambda 'closed-loop' (i.e. the average EHA current required to maintain a
Air/fuel Air
Mixture
Engine
--------
control unit 1--------~ Fuel
Electro-hydraulic
actuator
Warm-up
converter Control signal
Oxygen
sensor
K·Motror:,ic engine management system ECU
converters
Exhaust A2829
Fiy. 84-7 'Closed-loop' mixture control system
10/88
84-8
stoichiometric air fuel ratio). If the average correction
factor over a predetermined time period is different
from the initial value, then the factors are stored in
random access memories in the ECU and are
subsequently used and updated during the next
period of engine operation.
Lambda pre-control is active in two areas of
engine operation, which are defined by air flow rate
and engine speed thresholds. At low engine speeds
and low air intake flow rates (i.e. at idle and small
throttle openings) permanent additive corrections are
made. In this area, malfunctions such as an induction
system air leak or an incorrect idle mixture setting
would be detected and necessary correction factor
applied.
At higher engine speeds and loads (but not at
full throttle) permanent multiplicative corrections are Fig. B4-8 Diagnostic button
made. In this area corrections are made for variations
in air and fuel density and for gradual changes due to
engine wear. fuseboard for a minimum of four seconds (see fig.
If the K-Motronic ECU is disconnected for any 84-8). This provides a ground connection for ECU pin
reason (i.e. removal or battery isolation) it results in a 13 which initiates a read-out programme. causing the
loss of ECU stored memory. When the engine is stored fault codes to be sequentially displayed as
started the ECU will have to go through its learning blink codes on the engine check lamp. If there is
process again. more than one malfunction the system continues to
Lambda pre-control is only active during the display the first registered fault code until either the
engine o~erating modes described in the proceeding fault has been cleared or the system has been reset.
paragraphs, when the 'closed-loop' mixture control Each blink code begins with a start signal of 2.5
system is functioning. It does not operate during a seconds lamp on, 2.5 seconds lamp off. The lamp
period of open loop fuelling control, such as a period flashes on for 0.5 seconds and off for 0.5 seconds in
following a cold start or when the engine accordance with the stored code. There is a lamp off
management system is in failure mode. When the period of 2.5 seconds between each digit.
evaporative emission control canister is being purged, Examples of blink codes are shown in the
lambda pre-control is active but the correction factors servicing section of this chapter.
are not stored. If faults are not corrected and the vehicle
continues to be used, the system can be returned to
On-board fault diagnosis capability its monitoring role by raising the engine speed above
Cars fitted with catalytic converters also have an 3000 rev/min. The check engine lamp will continue to
engine fault warning lamp on the vehicle instrument be illuminated.
panel to alert the driver to a possible engine related When a fault has been corrected, raising the
fault. The lamp displays the message CHECK ENGINE engine speed above 3000 rev/min will extinguish the
and remains illuminated. whenever the ignition is warning lamp.
switched on, until the malfunction has been When all fault codes have been shown during
diagnosed and corrected. · diagnosis, the output end code 1-1-1-1 is displayed. If
The engine management system ECU no faults are detected then the code 4-4-4-4 is given.
continuously monitors the inputs from sensors critical
to emission control system operation. If a signal is Engine speed limiting
outside the specified limits programmed into the ECU. Engine speed is limited by interrupting the fuel flow
the engine check lamp is illuminated and a fault to the injectors.
message (in the form of a four digit code) is stored The engine management system ECU senses
within the ECU and subsequently used to inform engine speed, by means of a signal from the
workshop personnel of the faulty component or inductive sensor at the rear of the engine.
system. When the speed of the engine reaches
The warning lamp is not always illuminated when 4600 rev/min the signal triggers an ECU function
a fault is identified. In these instances however, the which causes the current to the EHA to oscillate at a
fault code is still stored in the ECU and can be constant frequency between a fixed negative value
retrieved in the usual manner during workshop and the last known positive value.
diagnosis. The negative EHA correction has the effect of
Diagnosis in the workshop can be made either increasing the pressure in the lower chambers of the
with the engine idling or with the engine stationary fuel distributor. This raises the diaphragm of each
and the ignition switched on. It is carried out by differential presRure valve and stops the fuel flow to
depressing a diagnostic button located on the vehicle the injectors.
5/88 TSO 4737

Printetl in England
lffiil
~
Description of the components metering functions. its purpose being to continually

Fuel injector (see fig. B4-9) spray finely atomized fuel under all running
A fuel injector is fitted into the inlet port just behind conditions.
each inlet valve. The injector is supported in an insulating
The injector opening pressure is between 4,0 bar moulded rubber sleeve. It is pressed !not screwed)
and 4,1 bar (58.0 lbf/in2 and 59.4 lbf/in2 ). It has no into position. The hexagonal section is provided to
hold the injector while the fuel line is attached.
A retention plate is fitted over the injector and
1 2
secured by two small setscrews. each plate retaining
two injectors.
Cold start injector (see fig. B4-101

Cold start injector control is computed by the ECU
and sprays fuel into the induction manifold air
galleries. The duration and quantity of fuel injected is
dependent upon the engine coolant temperature. This
is indicated by a temperature sensor in the
thermostat housing (see fig. 84-14). The ECU is
programmed with a coolant temperature dependent
U268
data characteristic curve from which it computes a
4 3 duty cycle between 0% and 100%, and allows up to
10 seconds of injection time.
Fig. 84-9 Injector valve Under normal engine operation there is no cold
1 Nozzle start injection above a coolant temperature of 16°C
2 Insulating sleeve (60°FJ. However, in high ambient air temperatures
3 Fuel supply connection the cold start injector can provide hot start
4 Filter enrichment. A duty cycle of 10% is applied, providing
a slow rate of injection. if the coolant temperature is
above 100°C (212°F) and if the engine has not
1 2 3 started after cranking for approximately two seconds.
The cold start injector incorporates a helical
spring which presses a moveable armature and seal
against the valve seat, closing the fuel inlet. When
the armature is energized (and therefore drawn
upwards) the fuel port is opened and the pressurized
fuel flows along the sides of the armature to the
swirl nozzle.
Air flow sensor plate (see fig. 84-31

The sensor plate is housed in the cone of the air
meter. Its function is described on page B~ 1. under
the heading of Air flow sensing.
A stabilizer is fitted on top of the air flow sensor
plate. Its purpose being to improve the air flow
around the sensor plate at high flow rates and
provide sensor plate stability.

cylinder) are housed in the fuel distributor. Their
function is described on page 84· 7 under the
heading of Differential pressure valves.
6 5 4 U269 Fuel distributor !see fig. 84-3)

The fuel distributor forms part of the mixture control
Fig. 84-10 Cold start injector unit. Its function is described in the section relating
1 Electrical connection to fuel distribution on page B4·5.
2 Fuel inlet
3 Magnetic coil Control piston (see fig. 84-11)
4 Sealing ring This is a cylindrical plunger type of valve that moves
5 Swirl nozzle vertically in the fuel distributor. It is operated by a
6 Armature lever connected to the air flow sensor plate.
5/88
B4-10
A precision machined edge on the control piston
uncovers the fuel metering slits in the fuel distributor
barrel. This controls the amount of fuel injected into
the engine cylinders.
2
Fuel pressure regulator (see fig. B4-121
When the engine is operating primary fuel pressure is
maintained by the fuel pressure regulator.
Fuel from the main fuel pump and via the fuel
distributor enters the regulator through the port on
the right-hand side. Fuel returning from the fuel
distributor differential pressure valve lower chambers
enters the regulator via the connection on the left·
hand side. The fuel return line (to the tank) is
situated at the bottom of the assembly.
High pressure fuel returning from the fuel 5
distributor cnlcrs the fuel pressure rngulator via the
inlet port. This fuel pressure pushes the diaphragm
up against control spring pressure. This relieves the A200S
downward pressure on the valve body. The valve
body will now be pushed upwards by the Fig. B4-l1 Fuel distributor barrel and c~ntrol piston
counterspring until it reaches its mechanical stop. 1 Fuel distributor barrel
This action opens the return line and allows fuel 2 Fuel metering slits
from the differential pressure valve lower chambers 3 Piston control edge
and control plunger fuel leakage to return to the fuel 4 Fuel inlet ports
tank via the return port. 5 Control piston
A 11 10 9 8 7 B /\2 468
Fig. 84-12 System pressure regulator

1 Diaphragm 6 Inlet 11 From fuel distributor
2 Control spring 7 Seal A Regulator closed
3 Vent to atmosphere 8 Adjustment screw B Regulator opened
4 Plate valve 9 To fuel tank
5 Valve body 10 Counterspring
5/88 TSO 4737

Printed in England
As the fuel pressure under the diaphragm which pushes the valve plate down restricting the
increases, the valve plate is lifted which allows fuel fuel returning through the valve body.
to flow through the drilling in the valve body. This in At this point fuel pressure below the diaphragm
turn causes a pressure drop below the diaphragm. and the control spring are in equilibrium, hence the
The control spring then pushes the diaphragm down fuel pressure will be stable-
When higher power output is required from the
engine a higher volume of fuel will need to be
supplied with as little fluctuation in fuel pressure as
possible.
As this demand is made there will be a split
second reduction in the fuel pressure that is being
fed into the inlet. At this point the control spring will
push the diaphragm down which causes the valve
plate to restrict the flow of returning fuel. This action
will cause the fuel pressure to stabilize at the pre-
determined limit again, whilst allowing the engine a
higher volume of fuel.
This process is reversed when the fuel demand is
reduced.
When the engine is switched off. the fuel pumps
stop and the system pressure drops rapidly. As this
pressure reduction occurs the control spring pushes
the diaphragm, valve plate and valve body
downwards very rapidly. This action completely seals
off all the fuel return lines to the fuel tank and allows
the fuel accumulator to maintain a reduced pressure
in the system for some considerable time.
Fig. B4-13 Air pressure transducer
Anti-suction spring
When the engine is switched off and starts to cool, it
is possible for some fuel to vaporize. This can cause
a depression above t~1e control piston as the fuel
condenses. The result being a tendency for the piston
to be drawn upwards in the barrel by the vacuum
effect. In these conditions an excessively rich mixture
would be fed to the engine when it is again started.
To prevent this a spring is fitted into the fuel
distributor above the control piston. The applied force
of the spring on the piston, prevents it being drawn
upwards in the barrel.
Air pressure transducer (APT) (see fig. B4-13)

The air pressure transducer converts induction
manifold pressure/vacuum changes into a varying
electrical signal that the engine management system
ECU can process.
Coolant temperature sensor (see fig. 64-14)

The coolant temperature sensor is located in the
thermostat housing. The internal resistance of the
sensor changes with the engine coolant temperature.
Therefore. the signal it transmits to the engine
management system ECU is a direct relationship to
engine coolant temperature.
To improve engine running when starting at low
temperatures, the ECU uses the signal it receives
2 3 A24 70 from the coolant temperature sensor to help compute
the correction factors for the ignition timing and the
Fig. B4-14 Engine coolant temperature sensor fuel injection system EHA.
, Resistor
2 Housing Throttle position switch (see fig. 84-151
3 Electrical connections This switch is mounted on the side of the throttle
6/88
84-12
body on the primary throttle spindle, the switch
identifies idle, overrun, part load, and full load engine
operation. This information is signalled to the engine
management system ECU to help compute the
correction factors for the ignition timing and the fuel
injection system EHA, etc.
Air flow sensor potentiometer (see fig. B4-16)

The potentiometer monitors air flow sensor plate and
lever moment, and thus the metered air entering the
induction system.
The electrical signal generated within the
potentiometer by the movement of the sensor plate
lever is conveyed to the K-Motronic engine management
system ECU, as a measure of engine load. It is used by
the ECU in the calculations of correction factors for
Fig. 84-15 Throttle position switch
both the fuel injection system and the ignition control
system.
The engine fuelling requirements are calculated by the
K-Motronic ECU using information supplied by the air
flow sensor potentiometers. Any necessary corrections
are transmitted to the EHA which continually adjusts
the air/fuel ratio.
Part load ignition timing is dependent upon engine load
and speed, and is generated by the K-Motronic ECU
from a characteristic map. Engine load is sensed by the
air flow sensor potentiometer and engine speed, by the
sensor mounted adjacent to the timing wheel at the rear
of the engine (see fig. 84-621.
Fig. 84-16 Air flow sensor potentiometer
Electro-hydraulic actuator (EHA) (see fig. 84-171
This assembly incorporates two polarity conscious
electrical pin connectors in addition to a plastic
location pin. The plastic location pin ensures that
reversal of the pin connectors does not occur.
Dependii;ig upon the milliamps (mA) relating
signal received from the ECU (i.e. information as to the
operating conditions of the engine) the EHA varies
the fuel flow to the lower chambers of the differential
pressure valves.
An increase or decrease in the milliamps (mAl
supply from the ECU to the EHA will result in a
corresponding change in the fuel flow to the injectors
and hence the CO concentration. An increase in mA
signal to the EHA will increase the mixture strength.
This alteration in mixture strength is not related
directly to any mechanical air flow measurement.
K-Motronic engine management systems ECU

(see fig. 84-181
The ECU evaluates input data from the various engine
mounted sensors. With this information the ECU
computes correction signals for both the fuel
iniection system and the ignition control system.
Fig. 84-17 Electro-hydraulic actuator
Heated oxygen sensor !see fig. B4-22J
Fitted to cars with catalytic converters. the information to the K-Motronic ECU.
The oxygen sensor (part of the lambda control The assembly consists of a sintered zirconium
system) measures the oxygen content in the exhaust dioxide ceramic, impregnated with certain metal
gas and by means of an electrical signal transmits oxides. The surfaces of the tube are coated with a
10/88 TSO 4737

Printed in England
Throttle
position
switch
Reference
sensor Idle ignition
Engine
speed
sensor Processor
and
Air flow comparator
(engine load)
sensor
Coolant
temperature
sensor
Group 1 Group 2
e output
Low voltag 1·t·ers
. . amp,,
to ignition
A2472
. . -
K-Motronic ECU - Ignition t1m1ng control
-
Fig. 84~-1~8~== ~ -- - - - --
10/88
84-14
ED
I~!
li=rl
( Figure B4-19
K-Motronic ECU - Theoretical
i
\
10/88 TSO 4737

Pnn1ed in England
~ Aolls·Royce Motor Cars limited 1988 B4-15
K·Motronic electronic control unit
( This schematic illustration shows the operational principles for the engine management system ECU controlling fuel
injection (including engine starting, after-start running. engine warm-up, part·load operation and full load operation).
electronic ignition. idle speed regulation. lambda control system (if fitted). and on-board fault diagnosis (if fitted).
.
_Control unit . Output stages
Input stages
Purge
Impulse former control
(IF)
canister
Impulse amplitudes
and shapes are
converted so that
they can be
processed by the
micro-computer.
Cold
(Central unit)
( Random-access
...
::,
start
injector
+'
:, ( F:ead-only memory) Q.
Q. Arithmetic-logic unit (ALU) memory)· +'
:,
C { Calculator) Here. all programmes (soft· Here. data delivered by the 0
The ALU performs arithmetic ware) and all characteristic sensors is stored until
(addition, subtraction. multiplication. curves, theoretical values. summoned by the micro-
division) and logical operations (and, etc. are stored processor or superseded by
or; no) with stored data. permanently. They are more recent data. Data is Idle
Analogue-digital Necessary programmes and "burned" into the ROM·IC erased when the system is speed
converter (AID) theoretical values are delivered by ccinnot be altered and are switched off and must actuator
the fixed-value memory, measured designed for the specific be continuously updated
data (operating data) by the application. during operation.
Most sensors deliver operating data memory. Intermediate storage of
(. signals that are calculated values for
'-. analogous to the subsequent processing
measured data Accumulator Logic
also occurs here. Ignition
(analogue). AKKU
Instantaneous Controls the coils and
Micro-computers
intermediate processing amplifier
however. can only
values from the sequence, modules
process digits. Thus
the analogue signal ALU are stored orders the steps,
must be convened in the AKKU. reads necessary
into a digital one. data and
Example: voltage controls input·
measurement A output.
sawtooth voltage Electro-
(analogue quantity) hydraulic
increasing with time actuator
is counted with
pulses; the number
of pulses is the
digital value.
Input-output unit (VO) Handles data traffic with the environment. Input signals are On·board
read with the required frequency; output signals are given fault
a, processing speed and in the optimum sequence or stored diagnosis
u 11il being read. capability
A283?
thin layer of platinum. In addition, a porous ceramic differs from the outside, a voltage is generated
layer is applied to the outer side which is exposed to between the two boundary surfaces due to the
the exhaust gas. The surface of the hollow inner side characteristics of the material used. This voltage is a
of the ceramic tube is in contact with the ambient measure of the difference in the oxygen
air. concentration inside and outside the sensor.
When in position. the ceramic sensor tube is The ceramic sensor tube exhibits a steep change
subjected to the exhaust gas on the outside. whilst in signal output (approximately 1000 mV} when
ambient air is allowed to pass inside the sensing stoichiometric conditions are approached
tube. If the oxygen concentration inside the sensor (see fig. 84-231.
Engine Engine
inlet side outlet side
Engine speed
sensor
-- Input stage -- Oxygen sensor
Load sen sor •• ~ '~ "
§]
Manifold
pressure sensor Part Full
'Closed loop
- p load load
Coolant t emperature - map map
•Ir [ coolant temp
sensor >45°c 1113°F)J
Throttle
positionswitch '>--= 1
Comparator - I
I Integrator -
I
Start
enrichment
t
Sensor
detection
• '~
1~
>-= 1
After-start 'Open loop'
I enrichment [coolant temperature
> 45°C (113°F})
Warm-up
Purge
I enrichment control -- Lambda pre-control
and basic adaption
Acceleration
I enricbment
Boost pressure
compensation
{engine speed> 3000 rev/min) -
' r 1~
Driver Driver Driver

stage stage stage
Positive/negative
Positive current
current
Output to
t Zero
current
electro-hydraulic actuator
A2474
Fig. B4-20 K-Motronic ECU - Air/fuel ratio control
5/88 TS04737
Printed in England
© Rolls· Royce Motor Cars Limited 1988 84-17
~
~
~
The oxygen sensor will only exhibit this steep
cl1ange in signal output when a certain pre·
determined operating temperature is attained.
Therefore, to reduce the oxygen sensor's dependency
upon exhaust gas to maintain it at operating
temperature, the sensor is heated electrically, using a
ceramic heating rod fitted inside the zirconium
dioxide tube.
Following engine starting, particularly from cold.
it is not possible to exercise satisfactory 'closed-loop'
control. During these conditions the ECU provides
start, post·start, and warm-up signals until the sensor
reaches its operating temperature.
The ECU continually monitors the internal
resistance of the oxygen sensor. After starting a
warm engine. the ECU immediately operates in the
'closed-loop' mode, if the sensor resistance is less
than a specified threshold resistance.
If, during normal engine operation, the sensor
resistance does not oscillate about a check threshold
Fig. B4·21 Location of the engine management within a specified time period the ECU switches to
system K-Motronic ECU open loop mode. The output to the EHA is zero and
fuelling is controlled mechanically by the mixture
control unit. The 'CHECK ENGINE' warning lamp will
also illuminate.
Idle speed actuator (see fig. B4·24)

The idle speed actuator contains a rotary magnetic
drive, the armature of which is connected to a
rotating slide. This adjusts the cross sectional area of
the by-pass passage. The duty cycle from the ECU
produces a torque at the rotating armature which
acts against a return spring.
The by-pass passage is adjusted to maintain the
correct engine idle speed of 580±20 rev/min under all
normal operating conditions.
Output from the ECU to the idle speed actuator
is dependent upon the engine coolant temperature
such that a smooth idle quality can be achieved after
starting at low ambient temperatures. To compensate
for high frictional loads and warm-up functions, the
ECU is programmed to allow a slightly higher than
normal idle speed.
Engine speed sensor !see fig. B4-25l

The sensor is fitted into the cover below the timing
wheel. It is retained in position by a bracket which
extends from the left-hand rear engine mount. The
signal generated by the rotation of the four segment
timing wheel is received by the engine speed sensor
and conveyed to the K-Motronic ECU for calculation
fig . B4-22 Heated oxygen sensor of the engine speed.
1 Two spring contacts for heater
2 Ceramic insulator Four segment timing wheel (see fig. 84-26)
3 Heater The timing wheel is attached to the rear of the
4 Ceramic sensor body crankshaft. It has four equal length segments around
5 Protective tube its periphery, separated by four gaps. The gaps are
6 Air side also of equal length but each one is longer than the
7 Exhaust gas side segments.
8 Supporting ceramic During each revolution of the crankshaft the
9 Protective sleeve timing wheel sensor fitted at the rear of the engine,
10 Contact for sensor detects four segment and gap combinations. This
2/89
B4-18
Sensor output voltage
Fig. 84-25 Engine speed sensor
Rich Stoichiometric Lean

(A== 1}
41994
Fig. B4-23 Typical sensor output signal
Fig. B4·26 Four segment timing wheel
Fig. B4-24 Idle speed actuator

Fig. 84-27 Crankshaft reference sensor
2:89 TSO 4737

Printed in England
(,; Rolls-Royce Mo1or Cars Limited 1989 B4-19
ratio signal is transmitted by the sensor to the K- Ignition distributor assembly (see fig. 64-28)
Motronic ECU for engine speed calculations. The tandem distributor assembly is mounted at the
rear of the engine. It is driven via a gear wheel from
Crankshaft reference sensor (see fig. 84-2 7) the rear of the camshaft.
Initiation of A1 ignition and subsequent engine firing The assembly consists of two four pole ignition
order occurs when the front damper mounted distributor caps connected by a toothed drive belt. A
reference pin passes the crankshaft reference sensor, rotor arm in each cap distributes the high tension
situated at the front of the engine. from the ignition coils to the sparking plugs in
accordance with the firing order Al, A3, 83, A2, B2,
B1, A4, 84.
1 2
Ignition amplifier modules (see fig. B4-291
The two amplifier modules !group 1 and group 21 are
located adjacent to the bulkhead on the right-hand
side of the engine compartment.
The amplifiers (driver stages) provide the first
stage amplification of the low tension signals from
the K-Motronic ECU to the ignition coils.
Ignition coils (see fig. B4-29)

The two ignition coils (group 1 and group 21 are
side of the engine compartment.
When the low tension to the primary winding is
interrupted by its amplifier, high tension is induced in
the coil secondary winding. This high tension is then
passed to the ignition distributor.
Electronic components
The theoretical wiring diagram shown in figure B4-30,
provides basic details of the electrical components
Fig- B4-28 Ignition distributor assembly within the digital fuel injection and ignition control
1 Group 1 systems.
2 Group 2
Modes of operation
The K-Motronic engine management system combines
both the KE3 - Jetronic digital fuel injection system and
the EZ 58F digital ignition system into one common
electronic control unit (ECU).
External pin parameter coding enables the use of a
common K-Motronic ECU for all turbocharged cars,
regardless of whether or not they are fitted with
catalytic converters.
Stand current (pre-cranking)

Minimum engine speed to detect engine cranking is
30 rev/min. Hence, with the ignition on and an engine
cranking speed of less than 30 rev/min, the EHA is
energized with a stand current of 100 ± 2mA.
There is an audible buzz as both the pre and main
fuel pumps energize for approximately one second
when the ignition is switched on. This ensures
immediate fuel system charging and a pressurized fuel
feed at the fuel distributor inlet, to assist engine
starting.
It is important to note that the mixture control unit
Fig. 84-29 Ignition coils and amplifier modules air flow sensor plate should not be deflected, otherwise
1 Group 1 ignition amplifier fuel will be sprayed into the cylinder head induction
2 Group 2 ignition amplifier passages.
3 Group 1 ignition coil Stand current will remain constant whilst the
4 Group 2 ignition coil ignition is switched on.
10/88
84-20
( Figure 84·30
Theoretical wiring diagram
l 4/89 TSD4737
Printed in England
(
o e 0 0 0
3VK )0 K
2o •w 20 1\W
Ii ,,, rrr---_-:..-=- =:: "i'

r=-- - --------
...... --------
" ~
jl N [g :; ~ '6i"
II II _.:,i
~ ~
cc I 11
-
"' "'::;;
"'..; e .,s ,1
0 0
- ~
1I'
, ,,
11 I
0
,11,,I
, 1I
:-:-~ I
I
I
~65
,::- ::,i.n ""0
-------- i---- --- -- __ J
~ 05"'~ 1 OYP
I
11 I
I
I I 0 5 UP
I
I
I 1 0 VVY
I ; 0 Kllv I
I I 1. 105• :1: 1 (JSK

I
~I :; s s"
,a "'
"'C
1 1 I 20 B•
,., z
"'",., ·""' ,,
c..
::,
s
0
"
"'
0 ..,
'.:,
s
"0
- .
C,
,,
0
~
"' ,.,e z
0 0
-
0
0
::)
>
0
::i:·
~ ~ e G)
tJ)
1 O YG I OYG I O YG 1 O v~
I II l l ..2624
Fig. 84-30 Theoretical wiring diagram

1 Speed control ECU 11 ACU control relay 21 Fuel pre-pump 31 Coolant temperature sensor
2 ACU thermostat 12 Fuse B3, Fuseboard 1, 1 5 amp 22 Main fuel pump 32 Oxygen sensor and heater (if fitted)
3 K-Motronic ECU 13 Ignition driver module 1 23 Check engine warning lamp (if fitted) 33 Throttle position switch
4 Fuse 85, Fuseboard 2. 20 amp 14 Ignition driver module 2 24 Cold start injector 34 Overvoltage relay
5 Air flow sensor potentiometer 15 Ignition coil 2 25 Canister purge duty cycle valve (if fitted) 35 Kick-down relay
6 Diagnostic button (if fitted) 16 Ignition distributor 2 26 Air pressure transducer 36 Parameter code socket (K·Motronic link
7 Warning lamps fuse 17 Digital EGR ECU 27 Reference sensor - timing (front) required on cars not fitted with catalytic
8 Fuel pump relay 18 Sparking plugs 28 Speed sensor ( rear) converters)
9 ACU circuit relay 19 Ignition coil 1 29 Idle speed actuator 37 Air injection system ECU
10 Starter relay 20 Ignition distributor 1 30 Electro-hydraulic actuator
(
@ -0 -..J 'Tl
:0 5· o5 cc·
0 -
- «> 0) a, Engine coolant Stand current After start Warm-up
in Cl. .,:.
:i> 5 w temperature (mA) enrichment ( mA) enrichment ( mA)
.....
,;om :)
«>
s: ~
!a
(0
Q,
.
m
:,
i:;·
::r
Specification A B A B A B
Q
3
.
0
(»
"'
,- -......
(II
:, so·c (140°F} 100 100 0 0 0 0
~:
;
Ill
0
0
0. ;;;
~
c.o ii' 4o•c (1 o4°F) 100 100 2 3 0 1

)(
cc, 0
(I)
cQ.
5· Start enrichment current of 20 mA to be added to the
u:i
2o·c (69.8°FJ 'after start' enrichment values as follows.
Ill 100 100 12 12 5 5
0 When cranking until
0
(I)
(a} the engine speed exceeds 430 rev/min
......5·
<ii"
QI (b) a period of 1 second is exceeded with closed
16°C (60.8°F) 100 100 throttles.
:,
(c) a period of 2.6 seconds is exceeded with opened
24 24 16 16
(II
~ throttles.
i:;·
;:r
3
(I)
:,
o·c (32°FJ 100 100 44 44 30 30
=-
-16°C (3.2°F) 100 100 61 61 38 38
-2s·c 1-14.8°F) 100 100 99 99 64 64

•
Ignition on feature
Nominal mA characteristics are highlighted in the above table and a tolerance band is not specified. Under most field/service
conditions precise engine coolant temperatures will not be measured, hence starting and warm-up characteristics will be
calculated from interpolated values. Stand current is an · ignition on' feature and has a tolerance of 100±2 mA.
Identification of enrichment factors should form the basis of fault diagnosis for engine starting and warm-up difficulties.
Specification A - Cars fitted with catalytic converters Specification 8 - Cars without catalytic converters
A2674
Start enrichment b. With throttle plates open.
Start enrichment which is additional to 'after start' Time constants for modes a and bare 1.0 second
enrichment, is present during cranking and continues and 2.6 seconds respectively.
until the engine speed exceeds 430 rev/min. It consists The total starting enrichment consists of one fixed
of two basic modes. and two variable factors as follows.
a. With throttle plates closed. 1. Initial start enrichment current element fixed at
Stand
current
100----
90 1-----1
Graphical breakdown of
90 1-----1 enrichment features at a
simulated temperature
of 20°C (68°F)
701-----1
60
<(
Start
enrichment
-E _,
C Start enrichment
(I)
E 50
.c
.g Throttle plates open
C
w
40
Throttlel
plates
closed
30 1--- - --.- --
I
I
I
I
After start Warm-up
-.- -
I
•I
I Plateau Decontrol
, time time
20 1-~ ~~'-~~~L:~~~-l--~~I
I
I
I
I
·------- ---------,....
I I , 't.........
101--~~-.-~~~-+-~~~---~--~-,,--,,
I I I ,/ I
~ .........
-.....
: : :,/' : ~
!
:
1
I
i~~------i--------:
I I I
0 •
Time period , -
dependent 1 .0 sec
t
_.-1
I
-
I I
Enrichmem functions beyond this

point ere solely coolant
'Closed·loop' operation for cots
fitted with ca1alytic conveners.
I
upon length _ --- - temperature dependent 'Open-loop· opera1ion with basic
of lime • 2.6secs compensation of OmA for cars not
ignition is filled with catalYtic converters
switched on Time
A2675
Fig. 84-32 Cold start, after start. and warm-up features
7188
84-24
20 mA (which is added to the 'after start' enrichment) finishes differ for cars with or without catalytic
for either 1.0 or 2.6 seconds. converters.
2. 'After start' enrichment· variable and dependent The engine coolant temperature at which cars
upon coolant temperature. fitted with catalytic converters revert to 'closed loop'
3. Warm-up enrichment - variable and dependent operation is 40°C (104°F).
upon coolant temperature. Figures B4-31 and 84-32 show details of the
Figures B4-31 and 84-32 show details of the enrichment factors.
enrichment factors.
Cold start injection operation
'After start' enrichment The cold start injector has three basic modes of
When the engine speed exceeds 430 rev/min the K- operation which are as follows.
Motronic engine management system proceeds into its
'after start' enrichment mode. This ensures smooth 1. Conventional cold start injector operation
engine running during the initial fuel injector Digital control enables precise cold start injector
stabilization period. 'After start' enrichment can be operation for all ambient temperatures. Engine coolant
further sub-divided into two basic elements, the temperature is the most accurate method of
magnitude and duration of which are solely dependent determining the additional increase in mixture strength
upon engine coolant temperature. required from single point injection during cold starting
a. Plateau time !i.e. the cold start injector). Hence cold start injector
b. Decontrol time operation is controlled by the K-Motronic ECU via inputs
Figures 64-31 and 64-32 show details of the from the engine coolant temperat11re sensor.
enrichment factors. Rates of cold start injection are preset and
dependent upon four engine coolant temperature sites.
Warm-up enrichment Values of coolant temperature experienced in service
This gradual decay of enrichment factor commences between the four sites are calculated l>y direct
upon completion of 'after start' enrichment. Engine interpolation. Coolant temperatures beyond site four
coolant temperatures at which warm-up enrichment -26°C (-14.8°FI which is shown as the last site, are
0 Mode 1
Cold start
injector duty - Mode2
r/l
cycle
z~ § [~ Mode 3
..- r/l
O> (I)
C C
~ 'ci
C: C:
ro
,._ (I)
-------- (.) ~
C> C:
C: ::i
-~ Q.)
:J ::i
-0 C
>·~
8 -ro oc:
~ o
Duration of (/) :-=
cold start -g ~ z
6 0 Q.)
injector
~ ~ z
operation
(seconds)
4
;. J:1 (.)
,- ~
ai
~.t:
c ::i
<( -o
2
-40°c -Jo·c -2o·c -1 o·c o·c 1o·c 2o·c 9o·c lOO"C I lO"C
(-40°F) (-22°F) /-4°F) ( 14"FJ (32°F) j50'F) (69"F) (194°F) (212"FI (230°F)
Engine coolant temperature
A26 7G
Fig. 84-33 Cold start injector operation
7/88 TSO 4737

Printed in England
© AtJlls-noyce Motor Cars Limited 1988 84-25
I ....
-..;_~
extrapolated at the -26°C (-14.8°FI site value. acceleration response (cars not fitted with catalytic
Duty cycle control of the cold start injector voltage converters).
supply provides additional flexibility, matching cold start An instant functional check can be achieved by
injection much closer to engine starting requirements. 'blipping' the throttle with the vehicle stationary. This
should result in corresponding pulses in mA readings
over the following range of engine coolant
Coolant Duration of cold start Duty temperatures.
temperature sites injector operation cycle On cars fitted with catalytic converters,
16°C 160.8°F) 4 seconds 50% acceleration enrichment commences at an engine
0°C (32°F) 8 seconds 50% coolant temperature of 16°C 13.2° F). coolant
-16°C 13.2°Fl 8 seconds 80% temperatures below this result in higher levels of
-26°C (-14.8°F) 9 seconds 100% acceleration enrichment.
On cars not fitted with catalytic converters. a small
Note For this mode of operation the cold start injector amount of acceleration enrichment is present at engine
only functions whilst the engine is cranking coolant temperatures above 60°C (140° Fl.
2. Cold start injector function for 'hot' engine starting Below this value acceleration enrichment factors
When the engine coolant temperature approaches increase with decreasing engine coolant temperatures
100°C (212 °Fland an engine cranking period exceeds in a similar manner on all cars.
1.8 seconds, the cold start injector is energized and
provides fuel injection into the induction manifold at a Effect of engine coolant temperature on the digital
10% duty cycle rate. This fuel flow supplements fuel ignition system
from the main injectors resulting from air sensor plate During the engine warm-up phase improved combustion
deflection. efficiency is achieved with additional ignition advance.
This feature provides hot engine starting assistance Refer to the ignition control system section for details.
during adverse operating conditions.
3. 'After start' cold start injector operation

At engine coolant temperatures below -16°C (3.2°FJ
Fuel injection system - Workshop
further 'after start· assistance is provided by the cold servicing information
start injector. Time periods and cold start injector duty
cycles are preset within the K·Motronic ECU and Health risks
commence at the same time as the 'after start' Refer to Section A3, General information for health risk
enrichment period provided by the EHA. details relating to fuel and engine oils.
Figure B4-33 provides graphic operational details.
Workshop safety precautions
Refer to Section A3. General information for this
Coolant Duration of cold start Duty information.
temperature injector operation cycle
(during 'after start' Additional information when working on the KE3 -
assistance only) Jetronic system
1. Do not start the engine unless the battery
-16°C !3.2°F) 6 seconds 75% connections are securely fastened.
-26°C l-14.8°F) 7 seconds 100% 2. Do not disconnect the battery from the vehicle
electrical system when the engine is running.
Acceleration enrichment 3. Do not charge the battery whilst it is installed in the
Acceleration enrichment is present when specific K· vehicle.
Motronic engine management trigger thresholds are 4. Always remove the K-Motronic ECU before carrying
exceeded, these are dependent upon the rate of air out any electrical welding work.
sensor plate deflection. Once the threshold rate of air 5. Always ensure that all wiring harness plugs are
sensor plate movement has been reached, an increase securely connected.
in mA corresponding to acceleration enrichment 6. Do not disconnect or connect the wiring harness
reaches its peak value (dependent upon engine coolant 35 way multiple plug of the K-Motronic ECU with the
ternperaturel and fades away within one second. ignition switched on.
Due to the fast response time. accurate in-vehicle 7. If repeated or extended engine cranking periods are
measurements will not be possible under service required for a particular engine/vehicle diagnosis, the
conditions. Therefore. the following information should electrical plug should be disconnected from the cold
be used as approximate guidelines. start injector.
It is however, sufficient to say that failure of the
acceleration enrichment system can be detected by Fuel pressure
either unacceptable flat spots during the engine warm· The fuel injection system contains fuel that may be
up phase (cars fitted with catalytic converters) or poor pressurized to 6,3 bar (91.3 lbf/in2 ). Therefore. to reduce
7/88
84-26
I
'>;~;;'
Symptom
. - - - - - - - -- - - - -- - - - - - - - Engine fails to start or starts with difficulty when cold
. - -- - - - - - - - - - -- - - - - -- Engine fails to start or starts with difficulty when hot
, - -- - -- -- - - - - - - -- - - Uneven idle quality during the warm•up phase
r-- - - - - - -- - - - - -- - - Poor throttle response
. - - - - - - -- -- - - - - - Engine misfires during high speed/load operation
Unsatisfactory engine performance (is 'boost'
restricted to 'base pressure characteristic' complete
control system functional check)
, - - - - - - - - -- Engine runs on
, - - - - - - - - - Fuel consumption too high
, - - - - - - - Flat spot during acceleration
, - - - - -- Idle CO concentration too high
- - -- Idle CO concentration too low
~ Idle speed outside limits
...- Engine starts then immediately cuts out
Refer to
workshop
procedure
Possible cause
- • -• -• - -• - -•- • - • - ,- , - , -, - Fuel pump and/or pre-pump not
operating correctly 1
=r=r:= : : : : : : ==~i--- =j-J-f 1==1

- - - -- -- - - - - - - -
~1~~1::::::~%~:~~~o~trol piston seizure
Incorrect pos1t1on of air flow sensor plate
2
3
4
- - - ----- - - - - - - Incorrect operation of idle speed actuator
or poor throttle plate seating 5
6
-_!·----1==
-1=-1-1=1-~l==-_,- 7
- - -
-- --- - - _t__ -
- - --- - -
i~i:~:~~~;~~:;;l:r~i:~ure
lncorr~ct differential fuel pressure
- Leaks m fuel system
8
9
10
- - -- -- - - - - Faulty injectors 11
Unequal fuel delivery from distributor 12
- - - -1- Throttle plates not opening correctly 13
Fuel accumulator diaphragm burst 14
- ,--,- - , - - -1 I
-1
-
1-
Blocked air filter or ducting
- Incorrect 'starting enrichment' function
15
- , - - ,- - - , I Incorrect 'post start enrichment' function Refer to

-,---1 1 - 1 -4 Incorrect ·warm-up enrichment' function the fuel
- 1 - - -1 I Incorrect ·acceleration enrichment' function injection
Incorrect 'full-load enrichment' function system
Incorrect induction manifold pressure electrical
correction
·-·-·
test
- 1- - 1 - - 1 - - - 1 I _ _ _ _._ Incorrect electrical connections at EHA programme
- - -,---,
- -- -- • - •
•-
Faulty engine coolant temperature sensor
Faulty air pressure transducer
(refer to
fig. 84-35)
l\26S3
Fig. 84-34 Basic KE3-Jetronic fault diagnosis chart
2/89 TSD4737
Printed in England
1$1 Rolls-Royce Motor Cars Limited 1989 84-27
the risk of possible injury and fire, always ensure that 6. Allow the engine to fully warm-up, whilst noting the
the system is depressurized using the following following.
method. before commencing any work that will entail a. Check the fuel injection system for leaks.
opening the system. b. Check that the vacuum system hoses and pressure
1. Clean the inlet connection to the fuel filter. pipes are free from leaks.
2. Wrap an absorbent cloth around the joint. c. Check that the crankcase emission control system
3. Carefully slacken the pipe nut to release any hoses are free from leaks.
pressurized fuel from the system. d. Check the entire induction system for audible air
4. Tighten the pipe nut. leaks, paying particular attention to components
5. Discard the absorbent cloth in accordance with downstream of the air flow sensor plate.
health and safety regulations. This is particularly important on cars fitted with
catalytic converters. in view of the systems ability to
Exhaust gases learn and provide limited air leak compensation.
When running turbocharged engines for prolonged 7. Ensure that the idle CO is correct by checking the
periods within enclosed working areas, always ensure idle mixture strength.
that the exhaust gases are removed safely. 8. Ensure that the idle speed actuator stabilizes the
Whilst direct exhaust gas ventilation is available in engine idle speed at 580 ± 20 rev/min regardless of
some workshop areas, it is inevitable that extraction load.
hoses will have to be used in certain circumstances, 9. Carry out basic engine management system checks
particularly when the vehicle is 'ramp bound'. In these to ensure that the fuel injection and ignition control
specific instances, the large flexible exhaust adapter systems are functioning correctly.
shrouds must be fitted to prevent a high level of During manufacture, components of the fuel
depression being applied to the exhaust turbine seal in injection system are precisely adjusted in order to
the turbocharger. comply with the relevant emission control regulations.
Under no circumstances should high depression Therefore, alterations to any of the settings should not
exhaust gas extraction units be applied directly to the normally be necessary.
tailpipes. Before commencing any fault diagnosis or work on
the fuel injection system, ensure that the workshop
Fault diagnosis safety precautions are fully understood.
Basic system test procedures Fuel injection and ignition system functional checks
Electrical and electronic components fault diagnosis The following series of functional checks are necessary
Mechanical components fault diagnosis to ensure the correct definition of the ignition and fuel
'On-board' fault diagnosis coding (cars fitted with systems ·maps'.
catalytic convertersl. Always use a good quality digital multi-meter to
It is important that fault finding is carried out in the carry out the tests.
sequence given to prevent incorrect diagnosis which Note The checks must be carried out with the engine
could result in both lengthy and costly repairs. stabilized at its normal operating temperature.
Often, a mechanical fault has sufficiently well
defined symptoms to enable a very rapid diagnosis to be Throttle position switch • continuity check
made. 1. With the engine switched off. disconnect the four
The basic fault finding procedure is as follows, way electrical plug to the throttle position switch
noting that any faults found in one system should be (see fig. 04-371.
rectified before moving onto the next" stage of the 2. Always ensure that movement of the throttles is
procedure. controlled by the accelerator pedal for these tests.
1. Check the integrity of all hose and electrical
connections. Tighten where necessary. Idle
2. Check the condition of the sparking plugs. 3. Using the multi-meter, carry out a continuity test
3. Carry out a compression test on the engine across the black/pink and blue/purple cables from the
cylinders. Inhibit the operation of the fuel injection and switch as follows.
ignition systems during this test by removing the 4. With the throttles ctosed the multi-meter buzzer
respective fuses. should sound.
4. Start the engine. 5. With the throttles fully open the buzzer should
On cars fitted with c.:italytic converters. turn the not sound.
ignition key from the LOCK to the RUN position and 6. The switching point should be just off the idte
observe that the 'Check Engine' warning panel is position and confirmed by an audible click.
illuminated. Continue to turn the key to start the engine.
As the engine starts check that the warning tamp Full load
extinguishes. If the tamp remains illuminated, refer to 7. Using the multi-meter. carry out a continuity test
the 'on-board' diagnostic listing (see fig. B4-361. across the black/pink and yellow/purple cables from the
5. Ensure that the engine is running on all eight switch as follows.
cylinders. 8. With the throttles closed the multi-meter buzzer
2/89
84-28
( Figure B4-35

fau It diagnosis chart
Sheet 1 of 2
(_
(
\
5/89 TSD4737
Printed in England
~ Rolls-Royce Motor Cars Limited 1989 84-29
Bosch KE3-Jetronic fuel injection system
electrical test programme
Electro-hydraulic actuator {EHA) -

measuring internal resistance
y Test for continuity or an earth fault in the
cables from pins 4 and 5 in the loom socket
Coolant
Sensor I 1 I I I I I I I
'I I I I I I
When carrying out this test programme
always ensure that the following conditions
rl
Remove the multiple plug from the >to the EHA 2 pin plug. If the wiring is found Resistance I I I I I I I I I I I I I
I I I I I I I I apply.
K·Motroni::: ECU. Measure the resistance to be satisfactory, the EHA is faulty. .n I
! I
I
I I 1. The usual workshop safety precautions
.
I l
between pins 4 and 5 (yellow/orange and ; I 1 I I I i I ' I are carried out.
white/orange). The reading should be 6000 : It I
I I I 1 I' I 2. The battery is in good condition.
between 18 and 22 ohms. I I I I i I I I 3. Any cables or connections disconnected
Is the reading within specification? \ I I I I I I I
for a test must be re-made before
If the resistance measured is 'infinity' test for
5000
I ' I I I I
..!_YES~ an open circuit in the cables from pins 3 and I I I I I I I I I proceeding to the next operation
I I ' I I i 4. Always ensure that any faults are
8. If zero ohms. check for a short circuit
L
I I I I I I. l I!
Coolant temperature sensor - measuring across the coolant temperature sensor. If the I I corrected before moving on to the next
internal resistance resistance measured is outside the 4000
I I I\' I
I
I I
I I
I
I
I I I
I I I
I I
I
I
I
I test.
I I
Remove the multiple plug from the K· specification given in illustration A, the I I r,. I I. I I I
'
Motronic ECU. Measure the resistance , coolant temperature sensor is faulty. i 'I. ,, I I
r
NO I
I
I I
I
I I
I•
I
I I ' I I
between pins 3 and 8 (yellow/blue and Note If the 2 way connector to the coolant ' I I
black/slate).
See illustration A for the correct reading.
temperature sensor becomes either
disconnected or short circuit the 'Check
3000 I
I
I
1, 1 I
!\_ I
I 1'.
I
I
I
I I
I
I
I
I
•I I
I I'
I
I I I
. i
' II
I I I I I
Is the reading within specification? Engine· warning panel on the facia will I 'I I
I I I I• I I '
.
" I I
...J,_YES1,. illuminate and the K· Motronic engine
management system will resort to its
limp home mode(see blink codings).
2000 . I
I
I I I'..
.....
I
I
I
I
I
I
I
'
I
I I
I I
I
I
I
I I I
I I I
I I
Operation of the throttle position switch - I • I I I I I i I I I I
Idle mode I .... I I I I I I
I ~
I I I I
Remove the multiple plug from the K· 1000 I I I I I I I
Motronic ECU. Carry out a continuity test I ,_ I I I
I ,..__
between pins 28 and 35 (black/purple and I
I
I
'
'I
I I
I J
black/ pink). ............ I I I I I I I
Throttle platet closed · buzzer is audible 0 20 40 60 80
Throttle plates open - buner stops Coolant Temperature •c
(switching point just off the idle position and
idemified by an audible 'click'). L-..\ >Test for continuity directly at the throttle A A22$4
Are the readings within specification? NO position switch. If the switcl) is still
.r-.1 outside the specification, it is faulty or
..J. YES~ or incorrectly adjusted. Also check the
throttle linkage for sticking. If the switching
Operation of the throttle position switch - 1-.J\ function is satisfactory. test for an open
Full throttle mode ~ >circuit in the cables.
Remove the kick·down relay (to prevent feed
back). Remove the multiple plug from the K·
Motronic ECU. Carry out a continuity test
between pins 31 and 35 (yellow/purple and
black/pink).
Throttie plates closed · no buzzer Using the multi-meter probes measure the
Throttle plates open · buzzer is audible voltage across pin 1 (black/slatei and pin 2
(switching point at 72° throttle plate (blue/pink) with the ignition switched on.
rotation no audible 'click'). Slowly depress the airflow sensor plate. The
Are the readings within specification? voltage reading should progressively increase
..J. YES~
K·Motronic ECU permanent voltage feed
Voltage supply for the airflow sensor
potentiometer
y from a base line of zero volts (with increasing
airflow sensor plate deflection) up to a ---1\
K-Motronic ECU ignition feed
Remove the multiple plug from the K·
Motronic ECU. Measure the voltage between L Remove the multiple plug from the K·Motronic
ECU. Measure the voltage between pins 19
and 35 (pink and black/pink) as follows.
-
Remove the 3 pin connector from the
potentiometer. Swit~h on the ignition and
\ measure the voltage across pin 1
YES maximum of between 4.5 and 5.0 volts.
...t_ NO~
YES
V
Continued on sheet 2
I
YES >(black/slate) and pin 3 (blue/yellow) in the
pins 14 and 35 (pink/blue and black/pink).
Briefly operate the starter motor. The reading
YES >Ignition off - 1 2 to 1 5 volts
Ignition on - 1 2 to 1 5 volts I
r connector. This should be between 4.5 and
-
~
should be between 8 and 1 5 volts. Cranking - 8 to 15 volts If the reading is outside the specification,
5.0 volts.
Is the reading within specification? Are the readings within specification? Is the reading within specification? replace the airflow sensor potentiometer
.,J_ NO 1:- ,.L NO~ .J, NOj,.

Trace the pink/blue cable back from pin 1 4 Trace the pink cable back from pin 19 in the
-
Switch on the ignition and test for between
in the K·Motronic ECU plug and check for an K·Motronic ECU plug. 4.5 and 5.0 volts directly at the K·Motronic
open circuit. Check for an open circuit [including fuse ECU pins 8 and 26 (black/slate and
Check the over voltage relay for correct BS on fuseboard 2 !20 amp)}. Check the yellow/blue). If the ;eading is now
functioning. Check for fuse integrity. vehicle isolator switch and the battary (state satisfactory, test for an open circuit in the
of charge etc.). cables between the potentiometer and ECU.
If the reading is s:ill outside the
specification the EC~J is faulty.
( Figure 84-35

fault diagnosis chart
Sheet 2 of 2
( 2189 TSD 4737

Printed in England
( Full load er>nct\ment (with boost correction)
The mA values on graphs Band Care nominal
and should only be used as a guideline for
Continued from sheet 1
transient measurements,
24
22
I I
I ,,
,
I
., ... ;-- ,
I
.. ', .I I Valid for ambient air temperatures of up to
2s·c p1•F).
20
' ~ - -·,
, I '
' .. , '
. - - Cars fitted with catalytic converters
Stand current
Connect a digital multi-meter in series with
18
16 ~, ,
__-,,,-- '- "-
I - - - - Cars not fitted with catalytic converters
the EHA using the special adapter RH 9893, ''

I
"----~-i
I
switch on the ignition. Note that the stand
mA supply
14 - '' ~ I
current should remain constant at 100 ± 12
I
2mA whilst tlie ignition is switched on. Ttiis to EHA I '
should also result in an audible buzz as both 10 '
"'
I
the pre and main fuel pumps energize for 8 ' j
approximately 1 second.
6
I 1
4
I
2
Staning, after start, and warm-up 1500 20 00 2500 3000 3500 4000 4600
enrichment If the reading is outside the specification land Engine speed ! r~v/ m111)
Connect a digital multi-meter in series with all preceding tests in the programme have
the EHA using the special adapter RH 9893. been successfully carried out). the C "2733
Start tt,c engine whilst observing the multi· K·Motronic ECU is faulty.
meter reading. Consult the enrichment If no reading is obtained, check for an open
factors charts (fig. B4·31 ). Cross check the or short circuit in the leads from pins 4 and 5
stan, after stan, and warm-up factors with (yellow/orange and white/orange) on the Full load enrichment (wi:hout boost
the vehicle's coolant temperature. K·Motronic ECU to the EHA correction)
Note Refer to note regarding coolant Rectify leads and/or replace the Due to plausibility constraints within the
temperatures at the bottom of figure K·Motronic ECU K·Motronic ECU. if loss of iull load enrichment
B4·31. is suspected it must be ch•!::ked during actual
Are readings within specification? vehicle operation. Fit an analogue mA meter
YES ~~~~~_. such that the meter reading can be observed
by a front seat passenger. Using extension
leads and the adapter RH £1893 connect the
Stabilized engine operating conditions - meter in series with the EHA. Disconnect the
hot idle K·Motronic air pressure transducer (APT) see
With the engine running at idle speed (580 illustration D. Complete a lull throttle standing
± 20 rev/min) and an engine coolant start acceleration and monitor the mA to the
temperature of at least 80°C (176°F). check EHA along with engine sp~ed indicated by tlie
the supply of milliamps to the EHA. vehicte tachometer. Cross r.heck the results of
Cars not fitted with catalytic converters YES the test against the appropriate full load mA
Disconnect the multiple plug from the
Supply is fixed at a nominal value of OmA K·Motronic ECU. Check for throttte postion
map, see illustration B.
± lmA. switch integrity. black/pink - pin 35.
Due to the slow response of an analogue yellow/purple - pin 31, and blue/purple - pin
Cars fitted with catalytic converters meter only consider the salient numerical
Supply should oscillate about a median of 28. Also check the operation of the throttle
points on the full load characteristic curve. position switch by using the accelerator pedal
OmA with a band width of± 3mA. Is the range of values within specification?
Is the reading within specification? to operate the linkage. Ensure full load and
idle map actuation.
Trace both the blue/purple and the yellow/
purple leads beyond the K·Motronic engine
(. management system for possible failure
Full load enrichment (with boost
correction) ·· modes refer to TSD 4848.
Ensure that the pipe has bgen re-connected to Is a failure confirmed? YES
the K·Motronic air pressure transducer (APT).
Repeat the previous test Characteristic
curve should now include boost correction,
full load enr,cnmem 1w1thou1 boost correction) see illustration C. Check for continuity of cables from the air
14
.-.:::::,---- - - - , - - ~ - , -, -~ , ,--:,-
, ;"
~,~, , ~l~---,----1---------ii Is the range of values within specification?
YES
pressure transducer to the K· Motronic ECU
(with both plugs disconnected)
12 ---- - ---.
·. I
...............
,'
,.' '
'
APT
Pin,
Cable colour
blacVpink
K·Motronic ECU
Pin 35
Rectify as
necessary
',,, , ',,, f ~ ~
101 - - - - -:- - -~,,..,- .- ,~
' ----,-
• - - - -;:.;.-I'-\-,_- ---+-'\-
\ ----, j Pin 2
Pin 3
green/slate Pin 6
purpie/brown Pin 21
Are they continuous?
81----___,.!:__ _ __ J-- - - -;-- ---i-~ ---t--~'t-
\ -~ I YES
mA S\l"ply
to EHA
61 - ~ - i -~ - - f ~ ~- ; . - ~- ; - ~ ~ - t -~
I \ \
\~
1
]
[ Check the boost control system
.,
\ ~ Refer to the appropriate flow chart in
4 ~ -----<~- - ---1------;..-----+----~,- +- - -,-, -, ~,:"Pi
, ·~
\
Chapter D. NO
Does the system function correctly?
' , ,,,, .. ,""' w
2 ~ - ---!-- ---+1----+-
1 ----1-----1....:....-----1 YES
( 1500 .2000 2500 3000 3500 4000 4500 To complete this test programme check the
idle mixture strength and the operation of the
Engine speed (rev/mini idle speed actuator. Refer to the appropriate
B A2732
pages of Chapter B.
( Figure 84-36
'On-board' fault diagnosis codings
(
'
~-.
l. 4/89 TS04737
Printed in England
·on-board' diagnostic check Fault codes
( This procedure should be followed if
a) The 'Check Engine' warning panel situated on the 'Check Engine'
facia. illuminates during normal engine operation. Blink code panel illuminated Fault description System method of recognition Limp home facility
b) A routine 'on-board' diagnostic check is required.
2.3.1.2. Yes Coolant temperature sensor output outside Coolant temperatures less than -46°C K·Motronic ECU provides EHA with mA
Note There are four possible faults in the K·Motronic
engine management system that are not
operating range (-50.S"F) or more than+ l 86°C compensation equivalent to+ so·c
(+ 366.8°F) (176°FJ coolant temperature for all
externally registered by the illumination of the
operational modes other than staning
'Check Engine· warning panel. These faults will
which is set to+ 20°C (68°F)
however, be revealed by a blink code during an
'on-board· diagnostic check.
2.2.3.2. Yes Incorrect air flow signal Volumetric air flow rate outside pressure Ignition and fuelling switched to full load
Procedure upper and lower threshold limits (i.e. map
Initiate an ·on-board' diagnostic check to reveal any of less than 5m3/hr or more than 1200
m3 /hr)
the listed fault codes that have been stored within the
K·Motronic ECU buffer RAM (random-access
memory). 2.1.2.1. No Idle switch fault. Idle control maps not Idle switch closed. Air flow greater than Ignition and fuelling switched to part load
1. Ensure that the usual workshop precautions are recognised 166m3/hr with switch closed for more map
carried out. than 0.3 seconds
2. Turn the ignition key to the RUN position on the
switchbox. so that the 'Check Engine· warning panel 2.1 .2.3. Yes Full load switch fault Full load switch closed but ECU Ignition and fuelling switched to part load
illuminates (see illustration A). Full load control maps not recognised recognises part load engine operation map
3. Depress the 'on·board' diagnostic button (see for more than 0.3 seconds
illustration BJ for a minimum of 4 seconds and then
release.
2.1.1.3 . Yes Engine speed sem.or and/or connection to Ignition switched on, volumetric air flow None
4. Monitor the blink code on the 'Check Engine· rate more than 5m3hr but no engine
the ECU defective. Air sensor plate
warning panel. after the initial period of 2.5 seconds speed signal
mechanism or fuel distributor plunger
tamp on and 2.5 seconds lamp off. Refer to illustration
stuck
C for an example of the initial period of 'Check Engine'
warning panel operation, followed by the blink code
4.4.3.1. 4.4.3.1 . No Idle speed actuator connecting plug open End stage within K-Motronic ECU Engine idle speed may drift from 580 ± 20
5. Once a blink code has been initiated. it will keep or short circuit rev/min. Normal engine operation under all
repeating the information (with initiation periods conditions except idle mode
identifying blink code commencement). until the ·on·
board' diagnostic button is depressed for another 4 2.3.4.2. Yes Lambda sensor and/or connection failure End stage within K-Motronic ECU Resort to 'open loop' engine operation
seconds period.
This procedure must be repeated until all stored
2.3.4.1 . Yes Lambda control outside threshold limits EHA current is less than - 1 4 mA or Once threshold limits are exceeded. further
blink codes have been extracted from the K·Motronic
more than + 21 mA for more than compensation/correction is not available
ECU buffer RAM.
2 minutes and engine control system effectively
6. If there are no more fault codes stored, the
resorts to 'open loop'.
condition is identified by the unique code 1. 1 .1.1.
Warning panel on/off periods for this code are of 2.5
seconds duration. 2.3.4.3 . No Basic idle mixture strength adjustment on Adaptive Lambda pre-control increases Engine management system will continue
I
\·. 7. To reset the buffer RAM following fault extraction mixture control unit set to its lean limit EHA current more than 10 mA to compensate until threshold limit of
and/or rectification, isolate the vehicle battery using + 21 mA is exceeded
the master switch located in the vehicle luggage
compartment (see illustration D). To ensure complete 2.3.4.4. No Basic idle mixture strength adjustment on Adaptive Lambda pre·control reduces Engine management system will continue
K·Motronic ECU buffer RAM reset. the battery should mixture control ur.it set to its rich limit EHA current more than - 5 mA to compensate until threshold limit of
be switched off for at least 4 seconds. - 1 4 mA is exceeded
8. If there are no faults stored, then the blink code
4.4.4.4. will register on the 'Check Engine' facia 4.3.1.2 . Yes Engine reference tensor and/or its Synchronisation lost Dependent upon ECU data update prior to
warning panel. connection to the ECU defective engine reference sensor failure
4. 4. 3. 1.
LAMP ON - - -
(
LAMP OFF - -
should not sound.
9. With th e throttles fu lly open th e m utli-meter buzzer
should sound.
10. The switching point should be at approximately
7 2 ° of throttle plate rotation.
Fuel injection and ignition system maps

1. With the engine switched off, disconnect the three
way electrical plug to the throttle position switch
(see fig. 84-37).
2. Connect a digital multi-meter in 'series' with t he
electro-hydraulic actuator {EHAL usi ng the adapter
RH 9893 (see f ig. 84-38).
3. Set t he multi-meter to read m illiamps.
Idle Fig. 84-37 Throttle position switch electrical

4. Bridge the black /pink and t he blue/ purple connection
c onnection on the ECU side of the throttle position
switch connector (see f ig. 8 4-37). The engine will now
be governed by the 'idle map' engine management
parameters.
5. Fit a st roboscop e t o the engine in accordance w it h
the manufacturer's instructions.
6. Turn th e ignition key from the LOCK to the RUN
position and c heck for the K-Motronlc ECU 'stand
cu rren t' of 100 mA ± 2mA.
7. Start and run the engine unt il normal operat ing
temperature is attained.
8. With th e engine running at idle speed and the
coo lant tempe rature stabilized above B0°C (176°F).
check that the ignition timi ng is 6° ± 1° btdc at an idle
speed of 580 ± 20 rev/ min. At the same time the basic
compensatio n current to the EHA should read a stable
0 ± 1.0mA o n the multi-meter.
N ote On cars fitted with catalytic converters the
ignition tim ing should be 8° ± 1° btdc and the
basic compensation current to t he EHA should be
oscillating about a median of zero milliamps.
Fig . 84-38 Multi-meter connected in 'series' with
Part load the EHA
9. Remove the bridge cable from the black/pink and
the blue/purple connecti ons on the ECU side of the
throttle position switch connector {see fig. B4-37).
10. Lea ve the co nnect or plug and socket disconnected. Diagnosing and correcting faults
This ensures that the engine is governed by the 'part The workshop procedure number given before the title
load' engine managment system parameters. of the operation refers t o the fault diagnosis chart for
11. Set th e engine speed to 2000 ± 20 rev/min. the basic KE3 - Jetronic fuel injection system given in
12. Ensure that the engine if still fully warmed -up and f igure 84-34.
check that the ignition timing is 14° ± 1° b t dc. At the Before carrying out any tests. ensure that t he
same time the basic compensation current to the EHA battery is in a fully ch arged condition.
should read - 2 ± 2mA. It should be noted that all components of the
Note On cars fitt ed w ith catal yti c converters the sys tem (except the fuel injectors and cold start injector)
ignition t iming should be 27° ± 1° btdc and the can be tested on the vehicle.
basic compensation current to the EHA should be
oscillating about a median of zero milliamps. Procedure 1 Fuel pump and/or pre-pump not operating
Deviation should be approximately ± 3 milliamps. correctly
13. Stop the engine, re move the test equipment, and For information rela ting to thes e com ponents re fe r to
connect t he throttle position switch connector. Chapter C.
14. If the fu el injection and ignition control system
maps do not conform to the specification, refer to the Procedure 2 Induction system air l eaks
appropriate fault diag nosis ch arts. Visually c heck all vacuum hoses, pipes, and clips for
2/89 TSD 4737

Printed in England
~ Rolls-Royc e Motor Cars Limited 1989 84-35
damage or looseness that may allow an air leak into the 7. Should a resistance be confirmed in Operation 6,
induction system. remove the air sensor plate and repeat the operation. If
Check the entire induction system for air leaks with this alleviates the resistance, the air sensor plate is
the engine running. Use a suitable length of rubber hose fouling the sides of the air funnel and should be
as a listening tube. The leak will often be heard as a high centralized (refer to Procedure 4) or the air funnel may
pitched hiss or whistle. be deformed in some way.
8. If there is still a resistance to the movement of the
Procedure 3 Metering control unit lever sticking lever. it could be due to contamination within the fuel
1 Ensure that the engine temperature is above distributor barrel or occasional binding in the lever
20°C (68°F). mechanism.
2. Remove the air intake elbow from the inlet to the 9. Contamination within the fuel distributor can be
control unit. checked by separating the fuel distributor from the
3. Apply pressure to the control piston in the fuel control unit for visual inspection.
distributor for approximately 10 seconds (refer to page Do not attempt to remove the control piston.
8~22). Switch off the power to the fuel pumps. Remove the retaining screws situated on top of the
4. Press the air sensor plate slowly downwards to its fuel distributor. Lift off the fuel distributor (resistance
maximum open position. The resistance to this will be felt due to the rubber sealing ring).
movement should be uniform over the whole range of 10. Examine the distributor for contamination.
travel. Allow the air sensor plate to return to its rest 11. Fit the fuel distributor by reversing the dismantling
position and repeat the operation. procedure. Ensure that the rubber sealing ring is in good
If the resistance to the air sensor plate movement is condition and is lubricated with suitable grease.
uniform over the whole range of travel, the metering Ensure that the retaining screws are evenly
unit lever is not sticking. tightened.
Note Always ensure that the fuel pumps are not 12. If a resistance is still noticeable, a new assembly
running before depressing the airflow sensor should be fitted.
plate. Otherwise. fuel will be sprayed into the 13. After fitting the fuel distributor check the idle
engine on each occasion the airflow sensor plate mixture strength.
is depressed.
5. Should the resistance to sensor plate movement be Procedure 4 Positioning the air flow sensor plate
greater in the rest position, it could be due to the plate 1. Remove the air inlet ducting from above the sensor
being either out of position or distorted due to impact plate.
damage (caused by an engine misfire). 2. Check that the sensor plate does not look deformed
6. If the condition described in Operation 5 is or damaged, particularly around its outside edge. Also
confirmed, depressurize the fuel system (refer to ensure that the sensor plate will pass through the
page 84-2 7). Press the plate fully downwards and allow parallel section of the air funnel without fouling.
it to return to the rest position. 3. If necessary, loosen the plate securing bolt.
prevent the sensor plate from being forced downwards
as the centring guide ring is being installed.
5. With the centring guide ring in position, tighten the
retaining bolt to 5Nm (0,50kgf m to 0,55kgf m. 44 lbf in
to 48 lbf in). Carefully remove the centring guide ring.
page 84-42).
7. The air sensor plate should be positioned as shown
in figure B4-39, with the plate not protruding above or
below the parallel section of the air funnel.
8. If the air sensor plate is too high. carefully tap the
guide pin lower !see fig. B4-401, using a mandrel and a
small hammer.
Note This adjustment must be made very carefully,
ensuring that the pin is not driven too low.
Repeated adjustment can loosen the guide pin.
Serious damage to the engine could result if the
A2654
pin should fall out.
Fig. 84-39 Air flow sensor plate position Procedure 5 Checking the operation of the idle speed
A 1,0mm (0.40inl free play with fuel actuator
system pressuri2.ed It is important that the test equipment used to check
B Sensor plate inclination 4.5° the idle speed meets the following specification.
7/88
B4-36
Accuracy· Rotational speed within ± 10 rev/min.
1. Start and run the engine until normal operating
2. Disconnect the 2 way electrical plug connection
from the front end of the actuator. The engine speed
may drift from the controlled 580 ± 20 rev/min.
3. Hold the actuator body and reconnect the electrical
plug. 1f the ac'.uator is functioning correctly a pulse of
armature movement should be felt and the engine idle
speed should return to 580 ± 20 rev/min.
Note The return to this idle speed range will not be
immediate. A certain amount of incremental
engine speed stabilization will take place.
4. If the idle speed actuator control is outside the
specifications, refer to the appropriate fault diagnosis
flow chart on page 84-49.
Procedure 6 Checking the hot/cold start system

Refer to the modes of operation section and the fault
diagnosis flow charts.
Procedure 7 Checking the cold start injector

1. Detach the electrical plug from the cold start Fig. B4-40 Height adjustment for the air flow sensor
injector (see fig. 84-1). plate
2. Remove the cold start injector from the induction 1 Fuel distributor
manifold with its feed pipe attached. Place the nozzle of 2 Air flow sensor plate
the injector into a suitable clean container so that the 3 Electro-hydraulic actuator IEHAl
operation of the injector can be observed. 4 Lower chambers pressure tapping
3. Produce a test lead using a Bosch electrical plug,
two lengths of cable, and a micro-switch.
4. Connect the electrical plug to the cold start injector holding more than 10 litres (2.2 Imp gal, 2.6 US gal).
and the two cables, one to an auxiliary electrical feed 3. Apply electrical power to operate the fuel pumps
and the other to an earth point. (refer to page 84-42). At least 10 litres (2.2 Imp gal,
Note Exercise care to eliminate the possibility of an 2.6 US gall of fuel should be delivered into the
electrical spark (use the micro-switch to make measuring container within 5 minutes.
and break the circuit). 4. If the delivery Quantity is satisfactory, check the
5. Apply electrical power to operate the fuel pump primary system pressure. However, if the delivery
(refer to page B4·42). Quantity is below the prescribed amount proceed as
6. Operate the micro-switch to complete the auxiliary follows. Check the fuel pump delivery after each
electrical circuit. The cold start injector should spray operation.
fuel as the contacts in the micro-switch complete the 5. Check the voltage at the fuel pump. When the
electrical circuit; if it does not spray fuel, fit a new pump is operating this should be 11.5 volts.
injector. Operate the micro-switch to break the auxiliary 6. Fit a new 'in-tank' filter.
electrical circuit. . 7. Fit a new main fuel filter.
7. Dry the nozzle of the cold start injector. 8. Check the fuel lines for blockage.
8. Repeat Operation 5 but do not operate the micro· 9. Fit a new fuel pre-pump.
switch. Note that no drops of fuel should form on or drip 10. Fit a new fuel pump.
from the injector nozzle. If the injector is defective a 11. After establishing that the fuel delivery is correct,
new one should be fitted. remove the test eQuipment.
9. Remove the auxiliary test lead from the injector. Fit 12. Connect the fuel return pipe.
the injector to the induction manifold and connect the
loom plug. Primary system pressure
To carry out this test. fit the pressure tester RH 9873 as
Procedure 8 Checking the operation of the primary fuel shown in figure 84-46.
circuit 1. Apply electrical power to operate the fuel pumps
Fuel delivery (refer to page 84-42).
1. Depressurize the fuel system !refer to Section A3). 2. The pressure gauge will show primary system
2. Disconnect the fuel return line at the fuel pressure pressure which should be between 6,2 bar and 6.4 bar
regulator lower connection. Using a 'firttee' type nipple (89.9 lbf/in2 and 92.8 lbf/in2 l.
and nut ISPM 1390/1), connect one end of an auxiliary 3. If the primary fuel pressure is too high.
fuel return hose to the connection. Hold the other end of a. Check for a restriction in the fuel return line to
the hose in a graduated measuring container capable of the tank.
2/89 TSO 4737

Printed in England
b. The fuel pressure regulator is faulty. 4. Install the pressure tester RH 9873 as shown in
4. If the primary fuel pressure is too low. figure B4·47.
a. Check the fuel supply. 5. Apply electrical power to operate the fuel pump for
b. The fuel pressure regulator is faulty. 30 seconds I refer to page B4·42J. Switch off the power
to the fuel pump.
Procedure 9 Checking the differential fuel (lower The gauge will now show the differential pressure
chamber) pressure valve lower chamber pressure which should be between
1. Ensure that the engine is at normal operating 5.7 bar and 5,9 bar (82.7 lbf/in2 and 85.5 lbf/in2 ).
temperature. 6. If the differential fuel pressure is outside the
2. Measure the primary system fuel pressure. Ensure specified limits.
that the reading is within the specification. a. The fuel pressure regulator is faulty.
3. Remove the test equipment and re-connect the cold b. The fuel metering unit is faulty.
start injector pipe. c. The electro-hydraulic actuator !EHAJ is faulty.
d. The mA supply to the EHA is incorrect (refer to Fuel
injection and ignition system maps).
Procedure 10 Check the fuel system for leaks

The engine should be at normal operating temperature
tor this test.
1. Fit the pressure tester RH 9873 as shown in
figure B4-46.
2. Apply electrical power to operate the fuel pump for
30 seconds (refer to page B4·42).
3. Allow the primary system pressure to build-up.
Switch off the power to the fuel pump.
4. Note the time it takes for the pressure to fall to zero
and compare this with the graph for fuel system 'leak·
down' (see fig. 84-42).
5. If the pressure loss is outside the acceptable limits,
the leak may be due to.
a. Defective pressure regulator.
b. Leaking cold start injector.
c. Faulty non-return valve in the fuel pump.
d. leaking accumulator diaphragm.
e. An external leak from one of the fuel system pipes.
A2201
f. One or more of the fuel injectors leaking.
Fig. 84·41 Fuel distributor removed Procedure 11 Checking the injectors

Cleanliness of components and their connections
cannot be over emphasized for this test.
1. Clean all external fuel connections before removing
the fuel injectors.
2. Remove the fuel injectors from the engine.
3. Connect one injector to the test equipment
RH 9614 (Bosch Number KDJE 74521. Refer to figure
84-43.
Opening pressure
4. Bleed the discharge tube by moving the operating
lever several times with the union slackened. Tighten
the union.
5. Check the injector for dirt by operating the lever
slowly at approximately one stroke per 2 seconds with
the valve on the pressure gauge open.
If the pressure does not rise to between 1,0 bar and
1,5 bar (14.5 lbf/in2 and 21.8 lbf/in2 I the valve of the
- ... injector has a bad leak, possibly caused by dirt.
0 10 20 30 40 50 60 Attempt to flush the valve by operating the lever
Time-minutes rapidly several times. If the injector valve does not clear
A1198
the injector should be discarded.
6. Check the opening pressure of the injector by
Fig. 84-42 Fuel system 'leak down' closing the valve of the test equipment. Bleed the
7/88
B4-38
injector by operating the test equipment lever rapidly
several times. Open the valve and move the lever slowly
at approximately one stroke per 2 seconds. Note the
pressure at which the injector begins to spray.
The correct pressure for the injector to commence
spraying is between 3,9 bar and 4,1 bar 156.5 lbf/in2 and
59.4 lbf/in2 ).
Leakage test
7. Open the valve on the test equipment and slowly
operate the lever until the pressure reading is 0,5 bar
(7.3 lbf/in2 ) below the previously determined opening
pressure.
8. Hold this pressure constant by moving the lever.
9. No drips should appear from the injector for the
next 15 seconds.
Evaluation of spray and 'chatter' test

10. Operate the lever of the test equipment at one
stroke per second. As this is done, the valve in the end
Fig. 84-43 Testing an injector
of the injector should be heard to 'chatter'.
11. The injector should produce an even spray with an
approximate spray angle of 35°. If drops form at the
mouth of the injector valve, or if the spray is excessively
one-sided, the injector should be discarded.
The various spray formations and angles are shown
in figure B4-44.
Repeat Operations 1 to 11 inclusive on the

remaining injectors noting that only new test fluid must
be used to replenish the reservoir of the test equipment.
Procedure 12 Checking the delivery balance of the fuel A

-----· B
distributor
1. Fit the delivery quantity comparison tester RH 9613
!Bosch Number KDJE 7455). . ),)
2. Remove the air intake elbow to reveal the air sensor
plate.
3. Apply electrical power to operate the fuel pump and ( /1
/~
build-up pressure in the system (refer to page 84-42).
. /i
4. Bleed the test equipment. I
5. This test is carried out under simulated idle, part
load, and full load conditio_n s as follows. C D
Note The test equipment rotameter scale may read
either ml/min or cm3 /min. Whichever scale is
used, the flow figures are identical
-J
(i.e. 1ml/min=1 cm'min).
Idle conditions
6. Press switch number one on the test equipment
and move the air flow sensor plate downwards (using
the adjusting device shown in figure B4-45) until the E A220J
reading on the small rotameter indicates a flow of
approximately 6, 7 ml/min. Fig. 84-44 Injector spray patterns
7. Test the remaining outlets and determine which one Unacceptable spray patterns
has the lowest fuel delivery. A Drop formation
8. Press the switch of the outlet with the lowest fuel B Cord spray
delivery and using the adjusting device. adjust the C Spray in strands
height of the air flow sensor plate until the reading on Acceptable spray patterns
the rotameter is 6,7 ml/min. D Good spray formation
9. Measure the fuel delivery from each outlet, noting E Single-sided but still a good spray
that none of them should exceed 7,7 ml/min. formation
7/88 TSD4737
Printed in England
Part load conditions Full load conditions
10. Repeat Operations 6 to 9 inclusive, moving the air 12. Repeat Operations 6 to 9 inclusive. moving the air
flow sensor plate downwards. until a fuel delivery of flow sensor plate further downwards, until a fuel
20,8 ml/min is measured (on the large rotameterJ from delivery of 94 ml/min is measured from the fuel outlet
the fuel outlet with the lowest delivery. with the lowest delivery.
11. Measure the fuel delivery from each outlet, noting 13. Measure the fuel delivery from each outlet, noting
that it should not exceed 22.4 ml/min. that it should not exceed 99 ml/min.
If the fuel delivery exceeds the limits quoted, a new
distributor should be fitted.
Procedure 13 Checking the operation of the throttle

plates
1. Depress the accelerator pedal fully and observe the
position of the throttle levers.
2. Ensure that the throttle levers are fully open
(i.e. against the stopsl.
3. Also, ensure that the throttle linkage operates
smoothly through both primary and secondary stages.
4. If the throttles do not open fully. or if the linkage
does not operate smoothly, the problem should be
investigated and corrected as described in Chapter K.
Procedure 14 Checking the fuel accumulator diaphragm

for a leak
1. Locate the flexible hose connecting the
accumulator to the fuel tank return pipe.
2. Suitably clamp the hose to prevent unpressurized
fuel from flowing out during the test.
Fig. 84-45 Air flow sensor plate movement 3. Unscrew the worm drive clip securing the flexible
adjustment device hose to the connection on the fuel accumulator.
A Adjusting screw (part of accessory kit 4. Withdraw the hose from the connection.
RH 99601 5. Apply electrical power to operate the fuel pump
!refer to page B4·42) and pressurize the fuel
accumulator.
1 6. Ensure that no fuel flows from the open connection
\ on the fuel accumulator during the test.

7. If fuel does flow from the open connection, the
accumulator diaphragm is leaking and a new fuel
accumulator must be fitted.
8. Connect the fuel pipe and remove the clamp.
Procedure 15 Blocked air filter or ducting

1. Remove the air filter element.
2. Examine the condition of the element and fit a new
one if necessary.
3. Inspect the filter housing assembly.
4. Inspect the intake 'scoop' that diverts air from
below the front bumper assembly into the fitter housing
(refer to Chapter JI. Ensure that the flow of air is not
restricted.
5. Inspect the intercooler matrix (refer to Chapter J).
Ensure that the matrix is not blocked. thus restricting
either the flow of cooling air or the flow of intake air.
6. Slacken the worm drive clips and free each section
of flexible hose in turn. Ensure that each section is in
good condition and not restricted.
7. Ensure that the air intake elbow is not restricted.
8. Spin the compressor blades of the turbocharger
Fig. 84-46 Pressure tester equipment · testing for assembly to ensure that the blades rotate freely.
leaks or primary system pressure 9. Carry out the test given in the Workshop
1 Pressure gauge assembly RH 9873 procedures 4 and 13.
2 Special adapter RH 9881 10. Fit all hoses, clips, and the filter element upon
7/88
84-40
Fault diagnosis test eQuipment and special procedures

This section contains information relating to the fitting
procedures for the test equipment used when
diagnosing a fault. Also included are the special
procedures associated with the fuel injection system.
Depressurizing the fuel system

The fuel in the system may be pressurized. Therefore, it
is recommended that the fuel system be depressurized
before commencing any work that involves dismantling
parts of the system.
The depressurizing procedure is given in Section
A3.
Fuel injection system • pressure tester

The pressure tester equipment (see figs. B4-46 and
B4-471 should be connected into the cold start injector
feed line, on top of the fuel distributor or the lower
differential pressure valve tapping point_
With the gauge connected at these poir,ts. the fuel
system can be checked for.
a. Fuel system leakage either internal or external
(see fig. B4-46). Fig. 84-4 7 Pressure tester equipment · testing
b. Primary system fuel pressure (see fig. B4-46). differential {lower chamber! pressure
c. Differential fuel pressure (see fig. 84-4 7). 1 Pressure gauge assembly RH 9873
2 Special adapter RH 9881
2. Switch on the ignition. Ensure that the gear range
selector is in the park position. Switch off the ignition
and withdraw the gear range selector fuse (A61 from
fuseboard F2.
3. Disconnect the battery_
4_ Depressurize the fuel system.
5. The pressure gauge may now be connected to the
fuel distributor as shown in either figure B4-46 or
B4-4 7. Ensure that all pipe nuts and unions are tight.
Bleeding the test equipment

After fitting. but prior to using the test equipment
always ensure that it is prop~rly bled as follows
7. Allow the gauge to hang down under its own
weight with the flexible hose fully extended, for a few
seconds.
8. Lift up the gauge and suspend it from a suitable
point.
9. The pressure tester equipment is now ready for use.
Fuel delivery quantity comparison tester

If there is any discrepancy in the quantity of fuel
delivered by the individual fuel distributor outlets, it can
be measured by a comparison test. using the test
equipment RH 9613 (Bosch Number KDJE 74551. refer
to figure 84-48.
The test equipment is designed in such a way that
the tests can be carried out without removing the fuel
distributor from the engine.
Ideally, the tester should be set permanently on a Fig. B4-48 Installation of comparison tester
7/88 TSO 4737

Printed m England
mobile trolley, so that once it is levelled-up, only the 3. Screw the special adapters supplied with accessory
trolley needs to be manoeuvred to the test site. kit RH 9960 into the fuel distributor outlets.
However, the tester can be set up on a table close to the 4. Fit the automatic couplings fastened on the ends of
test vehicle and the test equipment is levelled-up for the test equipment to the special adapters in the fuel
each test using the levelling screws and spirit level. distributor outlets.
The test equipment should be fitted to the vehicle Note Outlet one from the distributor should always be
as follows. nearest to the fuel inlet connection. Figure 84-49
1. Disconnect the battery. indicates which test line and switch of the test
2. Unscrew the unions.securing the fuel injector lines equipment are connected to which engine
to the fuel distributor outlets. cylinder.
5. Route the fuel return pipe across the engine, along
the side of the car and into the filler for the fuel tank.
Note The condition of the battery is critical for this
test. Therefore, always check the state of charge
of the battery.
8. To bleed the test equipment, remove the air intake
ducting from the mixture control unit and push the air
flow sensor plate downwards to its fully opened
position. Press each key on the flowmeter one after the
other, whilst simultaneously operating the three-way
tap. Continue this operation until there are no bubbles in
the two rotameters.
9. Allow the air sensor plate to return to the zero
position.
The test equipment is now ready for use.
10. To remove the test equipment, depressurize the
system and reverse the procedure.
Apply fuel pressure to the system

2. Ensure that the automatic air conditioning system
Fig. B4-49 Fuel distributor connections is switched off. Remove fuse A1 from fuseboard Fl.
3. Remove the ECU compartment cover situated to
the rear of the right-hand front road spring cover.
4. Disconnect the oxygen sensor (if fitted) inside the
ECU compartment (see fig. 84-50).
5. Withdraw the fuel pumps relay located inside the
ECU compartment (see fig. 84-50).
6. Produce a short bridge cable containing a micro-
switch. The micro-switch is used to 'make' and 'break'
the test circuit. thus eliminating the possiblity of a
spark.
7. Ensure that the contacts in the micro-switch are
not 'made' (i.e. the bridge cable is open circuit).
8. Bridge the pink and white/pink cable in the relay
base, using the auxiliary bridging cable. Complete the
circuit by operating the micro-switch. The fuel pumps
will now run and pressurize the system.
Removal and fitting of components

Before dismantling any connections and removing any
components always depressurize the system and carry
out the usual workshop safety precautions.
Always blank off any open connections to prevent
the ingress of dirt.
Mixture control unit (see figs. 84-51 and 84-521

The mixturt: control unit comprises the air meter and
Fig. 84-50 ECU and relay compartments fuel distributor.
7/88
84-42
The fuel distributor can be removed separately from 2. Unscrew and remove the following connections on
the mixture control unit, however, in the process of the fuel distributor.
general dismantling the components would be removed a. Fuel supply to the fuel distributor.
as one assembly. b. Fuel supply to the cold start injector.
c. Small diameter pipe between the fuel distributor
Fuel distributor· To remove and fit and the pressure regulator.
1. Carry out the usual workshop safety precautions. 3. Unscrew the unions from both ends of the eight
including disconnecting the battery and depressurizing injector pipes and carefully withdraw the pipes.
the fuel system. 4. Using a screwdriver. unscrew the securing screws
A2656
Fig. 84-51 Fuel distributor and associated compartments
7/88 TSO 4737

Printed in England
situtated on top of the distributor. become trapped when the fuel distributor is fitted. This
5. Lift the fuel distributor from the mixture control unit could cause a subsequent air leak which may be
and collect the rubber sealing ring (resistance will be difficult to detect.
encountered due to the rubber sealing ring). 8. Check the idle mixture strength.
6. Do not remove the control piston from the fuel
distributor. Mixture control unit· To remove and fit
7. Fit the fuel distributor by reversing the removal (see figs. B4·51 and 84-521
procedure, noting that the rubber sealing ring fitted in 1. Carry out the usual workshop safety precautions.
between the fuel distributor and mixture control unit including disconnecting the battery and depressurizing
must be in good condition. If in doubt, fit a new sealing the fuel system.
ring. When installing the sealing ring ensure that it is 2. Unscrew the worm drive clips securing the air
lubricated with a suitable grease and that it does not intake hose to the cast elbow. Free the joint.
!I
fl
: I
·-......J
A26S7
Fig. 84-52 Fuel distributor and associated compartments
7/88
B4-44
I
3. Unscrew the worm drive clips securing the dump Cold start injector • To remove and fit
valve flexible hose to the return pipe. Free the joint. (see figs. 84-10 and B4-52l
4. Free the small diameter signal hoses to the dump 1. Carry out the usual workshop safety precautions.
valve. including disconnecting the battery and depressurizing
5. Unscrew the two setscrews retaining the cast the fuel system.
intake elbow via its mounting brackets to the mixture 2. Detach the electrical plug from the cold start
control unit. i11jector.
6. Withdraw the intake elbow and rubber sealing ring. 3. Unscrew the union connecting the fuel feed pipe to
7. Unscrew the injector pipe nuts from the top of the the injector.
fuel distributor. Free the pipes. 4. Unscrew the two small setscrews retaining the
8. Unscrew and remove the following connections on injector in position. Collect the washer from each
the fuel distributor. setscrew.
a. Fuel supply to fuel distributor. 5. Withdraw the injector and collect the rubber sealing
b. Fuel supply to cold start injector. ring.
c. Small diameter pipe between the fuel distributor 6. To fit the cold start injector reverse the procedure
and the pressure regulator. given for removal.
9. Unscrew the pipe nut securing the fuel return pipe
to the bottom of the pressure regulator. Injector· To remove and fit (see figs. 84-9 and 84-52)
10. Unscrew the two mounting setscrews. one at the There are eight injectors fitted to the engine one for ech
front and one at the rear of the unit. cyinder. The removal and fitting procedure given below
11. Detach the electrical cables to. is for one injector but the instructions apply equally to
a. The electro-hydraulic actuator. all of the injectors.
b. The air flow sensor potentiometer. 1. Carry out the usual workshop safety precautions,
c. The dump valve solenoid valve. including disconnecting the battery and depressurizing
d. The dump valve vacuum switch. the fuel system.
12. Free the small diameter signal hoses to the 2. Free the loom rail from the respective side of the
solenoids and vacuum switches. engine. Manoeuvre the rail away to gain access to the
13. Unscrew the rear mounting nut (situated under the injectors.
dump valve solenoid) and the front mounting setscrew 3. Unscrew the union connecting the fuel line to the
(situated under the dump valve). injector.
14. Carefully lift the assembly from the engine with the 4. Unscrew the two setscrews securing the injector
ancillary units still attached. retaining plate to the cylinder head.
15. Remove the upper section of the mixture control 5. Remove the plate and withdraw the injector.
unit from the lower half (air outlet duct) by unscrewing 6. Fit the injectors by reversing the procedure given for
the cap nuts situated around the face joint. removal, noting that the rubber insulating sleeve must
16. Fit the assembly by reversing the procedure given be in good condition.
for removal. noting that the face joint between the two It is essential to check the spray patterns of the
halves of the assembly should be clean and coated with injectors before they are fitted.
Wellseal. New injectors must be thoroughly flushed out
17. Ensure that any rubber sealing rings that have been before they are tested.
disturbed are in good condition.
Note Whenever a hose or an electrical plug is Fuel pressure regulator· To remove and fit
disconnected, it is advisable to attach an (see figs. 84-12 and 84-511
identification label to facilitate assembly. 1. Carry out the usual workshop safety precautions,
In additon any open connections should be blanked including disconnecting the battery and depressurizing
as soon as possible to prevent the ingress of dirt. the fuel system.
2. Unscrew the pipe nuts of the three connections to
the assembly.
Throttle body· To service
3. Unscrew the small setscrew retaining the regulator
To remove. fit, and overhaul the throttle body refer to to its mounting bracket.
Chapter K.
4. Withdraw the assembly.
5. Fit the regulator by reversing the removal
Idle speed actuator· To remove and fit procedure.
(see figs. B4-24 and B4-51l
1. Carry out the usual workshop safety precautions. Electro-hydraulic actuator - To remove and fit
2. Disconnect the electrical plug. Isee fig. 84-171
3. Unscrew the worm drive clips securing the two 1. Carry out the usual workshop safety precautions,
hoses to the actuator. Free the joints. including disconnecting the battery and depressurizing
4. Carefully slide the actuator from its rubber the fuel system.
mounting. 2. Remove the fuel pressure regulator.
5. Fit the idle speed actuator by reversing the removal 3. Unscrew the two special (non-magnetic)
procedure. retaining screws and withdraw the actuator.
7/88 TSD 4737

Printed in England
© Aolls·Royce Motor Cars Limited l 988 84-45
4. Fit the actuator by reversing the removal procedure, turbocharged engines in a workshop environment are
noting the following. understood (refer to Chapter DJ.
a. Always ensure that the rubber sealing rings are in g. Start the engine and visually inspect the fuel
good condition. system for leaks.
b. Always use the special non-magnetic screws to h. Whilst the engine is running. check the entire
secure the actuator in position. induction system for leaks !refer to this section,
Workshop procedure 2J.
K-Motronic electronic control unit (ECUI - To remove
and fit Before undertaking the tuning procedure, the
1. Carry out the usual workshop safety precautions, following work should be carried out.
including disconnecting the battery. 1. Connect an impulse tachometer and an ignition
2. Remove the ECU compartment cover situated to stroboscope lamp to the engine in accordance with the
the rear of the right-hand front road spring cover. manufacturer's instructions. These two functions can
3. Locate the K-Motronic ECU !see fig. B4-21). be accomplished by fitting a compact tester (e.g. Bosch
4. Unscrew the two securing screws from the upper MOT 2011 to the engine.
end of the ECU. 2. Insert the sample probe of a CO meter as far as
5. Free the ECU from the retaining clip situated at the possible into either exhaust tailpipe.
lower end of the unit. On cars fitted with catalytic converters. connect
6. Disconnect the multi-plug from the lower end of the sample probe of the CO meter to the special tapping
the unit. situated by the turbocharger (see fig. 84-53).
7. Fit the ECU by reversing the procedure.
Tuning procedure
If the complete tuning procedure is to be carried out the
Service adjustment following seQuence of operations is recommended.
Preliminary checks a. Carry out the preliminary checks a to f inclusive.
Before carrying out any tuning. the following basic b. Turn the ignition key to the AUN position and ensure
checks should be made. that the 'Check Engine' warning panel is illuminated.
a. Check the condition of the sparking plugs. Turn the key to the START position. Ensure that the
b. Ensure that the throttle linkage is correctly set engine starts and that the 'Check Engine' warning panel
!refer to Chapter KJ. extinguishes.
c. Ensure that the throttle position switch is correctly On cars fitted with catalytic converters. if the lamp
set (refer to Chapter K). remains illuminated refer to the 'On-board' fault
d. Check a11 air hoses and connections. diagnosis chan (see fig. 84-36}.
e. Check the security of the electrical connections to Note If repeated and/or extended engine cranking is
the fuel injection system and ignition control system required for a particular diagnostic test, the
components. electrical plug should be disconnected from the
f. Ensure that the warnings relating to the running of cold start injector. This will prevent the sparking
plugs becoming fouled due to continued cold
start injection operation.
c. Confirm that the engine is running on all eight
cylinders and carry out the preliminary checks g and h.
d. Ensure that the engine has stabilized at its normal
operating temperature.
e. On cars fitted with catalytic converters, carry out
an initial 'open loop' mixture strength check.
f. Carry out basic fuel and ignition system functional
checks. These include checking the operation of the
throttle position switch and the system operating maps
(refer to this chapter).
g. Check the operation of the idle speed actuator
(refer to this chapter).
h. Check the operation of the dump valve (refer to
Chapter D).
1. Check and set the idle mixture strength.
j. * Check the operation and flow rate of the purge
control system (refer to Chapter G).
k. • Check the operation of the air injection system
!refer to Chapter FJ.
I. * On all cars fitted with catalytic converters, carry
out an 'on-board' diagnostic check to confirm that there
Fig. B4-53 Exhaust CO tapping {Cars fitted with are no faults stored in the ECU (blink code 4.4.4.4.
catalytic converters) should register).
7/88
84-46
I m. Tamperproot the mixture adjustment screw.
'· n. Remove all test equipment.
Note The asterisks denote a system only fitted to
certain cars.
Idle mixture strength - To check and set

Adjustment to the idle mixture strength should not
normally be necessary, as this is set and sealed during
manufacture of the vehicie. However, if either new parts
are fitted or the setting is disturbed proceed as follows.
1. Ensure that the crankcase is completely sealed for
this exercise, which means that the oil filler cap must be
closed and the engine oil dipstick pushed firmly into
position.
2. Before taking any reading, it is important to note
the following information concerning the test
equipment.
Accuracy - CO meter range 0% to 2%
CO concentration within 0.1 %
Rotational speed within 10 rev/min
3. On cars fitted with catalytic converters, disconnect
the electrical plug from the EHA. Mixture strength is
adjusted under ·open loop' conditions.
4. On cars fitted with a fuel evaporative emission
control system, disconnect the purge hose from the
induction manifold and blank the manifold tapping.
5. Insert the probe of a suitable CO meter as far as
possible into either exhaust tailpipe.
On cars fitted with catalytic converters, connect
the sample probe of the CO meter to the special tapping
situated by the turbocharger (see fig. 64-53).
6. Start and run the engine. Allow both the engine and
CO meter to fully warm-up.
It is essential that the engine coolant has stabilized
at its normal operating temperature of approximately
80° C (176°F). The ambient air temperature should be
Fig. B4-54 Adjusting the idle mixture strength
between 15°C and 30°C (59°F and 86°Fl.
7. Check the idle speed exhaust gas CO reading. This
shou Id be 0.9% ± 0.1 % at 580 j: 20 rev. min, with the
transmission in park and the automatic air 9. Briefly open the primary throttles to incrP.ase the
conditioning system switched off. engine speed after each adjustment. this will allow a
If the idle CO concentration is outside the sp.icified more stabilized idle CO setting to be achieved. Ensure
(. limits adjust by carrying out Operations 8 to 11 that the primary throttles return to the correct idle
inclusive. position before the CO concentration is checked.
8. Remove the mixture adjustment screw access plug. 10. Upon completion of the idle mixture strength
Insert the mixture adjusting toot (see fig. B4-54J and adjustment, tamper proof the adjustment screw.
adjust the idle mixture strength as required. The idle 11. Stop the engine and remove the test equipment.
mixture screw should be turned clockwise to richen the Connect any cables that have been disconnected for the
mixture (increase CO%) and anti-clockwise to weaken purpose of the test.
the mixture (reduce CO%).
Remove the mixture adjusting tool after each Tamperproofing
adjustment and blank the airmeter aperture (mixture Two methods of tamperproofing the mixture strength
adjustment access hole) to prevent the entry of adjusting screw are used.
unmetered 'false air'. Failure to blank the access hole On cars fitted with catalytic converters a metal plug
will result in an incorrect CO measurement. is carefully driven into the access hole for the mixture
Note Always make the mixture adjustment from the strength adjustment screw.
lean mixture strength side (i.e. if the idle CO On cars not fitted with catalytic converters a small
concentration is too high. initially turn the idle screw is inserted into the mixture strength adjustment
mixture adjustment screw more than necessary in access hole. A black plastic plug is then pressed into the
an anti-clockwise direction and then approach the hole. If the plastic plug is fitted onto the end of a guide
correct setting with clockwise rotation of the rod and then inserted. it will assist in the fitting
mixture adjustment screw. opert1tion.
2189 TSO 4737

Printed in England
© Rolls-Royce Motor Cars Limited 1989
Figure 84-55
Idle speed actuator - fault diagnosis chart
7/88
84-48
Check the operation of the idle speed Check for a blockage in the idle by-pass Remove the idle speed actuator, Visually
actuator. refer to the appropriate hoses and/or the hose connections from the inspect and test th? assembly for damage Replace the idle speed actuator
Workshop procedure. air guide housing to the induction and malfunction. Ensure that the motor
If the idle speed is incorrect or the manifold/cold stan injector housing spindle can be manually rota1ed such that the
operation of the actuator is suspect Is there a blockage or restriction? spool valve closes :rom its basic aperture
proceed as follows setting (see illustration AJ
Idle speed Is the idle speed :1ctuator functioning Replace the K·Motronic ECU
too high correctly?
Remove blockage
With the engine running at idle speed, blank

the air by-pass hose on one side of the idle
speed actuator. The engine speed should Excessive idle speE'd can result from air by·
reduce to 400 ± 100 rev/min NO passing the thronlr. plates.
Is the engine idle speed within Check that the throttle plates are seating
specification? correctly. Check th.:it the throttle plates are Check the entire induction system for air
correctly positioned on the primary and leaks. Refer to the appropriate workshop
secondary spindles. Ensure that they are procedure and rectify any leaks
correctly positioned on the spindle s1ops
With the engine running at idle speed. hold Are the throttle plates functioning
the body of the idle speed actuator. correctly?
Disconnect and then re-connect the electrical
2 way plug from the end of the actuator.
A sudden pulse of armature movement Replace or rectify the idle speed actuator
Rectify in accordar.ce with Chapter K Complete the tests by checking the idle
during the operation will confirm that the
mixture strength. Refer to the appropriate
electrical connection is made
page of Chapter B. Adjust as necessary
Is the electrical connection made?
NO
Remove the idle speed actuator. Visually
Disconnect the multiple plug from the K· inspect and test the assembly for damage Replace the idle speed actuator
Mo1ronic ECU. Check for continuity of the and malfunct1on. E:isure that the motor
Check the voltage at pin 17 (slate/pink) at black/pink cable from pin 18 in the plug to spindle can be manually rotated such that the
the K-Motronic ECU multiple plug the earth at the rear of· A' bank cylinder head. spool valve closes from its basic aperture
Is it 12 volts? This is a three cable earth point (see the setting !see illustration A)
NO earth illustration). Is the idle speed actuator functioning
Is it continuous? Replace the K·Motronic ECU
correctly?
Rectify earth cable
Disconnect the 2 way plug from the idle Disconnect the 2 way plug from the idle
speed actuator. Check the voltage at the speed actuator. Trace the pink/white cable
pink/white cable in the plug back to fuse B3 ( 1 5 amp) on fuseboard 1.
Is it 12 volts? Refer to TSO 4848 and rectify as necessary
Disconnect the 2 way plug from the idle

speed actuator. Check for continuity through
the actuator Replace the idle speed actuator
Is it continuous?
Disconnect the 2 way plug from the idle

speed actuator. Check for continuity of the
Rotation this way only,
slate/pink cable from the plug to pin 17 in
the K·Motronic ECU 'TIUltiple plug and rectify such that ajrgap closes.
as necessary
F,':,
LJ
Basic aperture
setting
A A2735
Important
Before carrying out a test ensure that the following 5 Always remake any connections immediately a
conditions apply test is complete
1 The battery is fully charged 6 Ensure that the fuse listed is intact
2 Use a multi-meter to carry out the tests 7 Ensure that the battery is fully charged
3 The ignition is switched off when either 8 Always ensure a test is satisfactory before
disconnecting or connecting electrical moving to the next test
connections
A'tm11mmm11111 IIIIIIUlilllWWJ
_J \..../1
=:J==rr=J
I I I
1.0 SIC
0
0 000©©0©@®®@@@®® 1
@@®@@®@@®@@®®@@@@
1 h1
o~
0 0 0
t --1.0_ l(_W_ _ _ _ _2_
.0_K\_~_ ____,.__ _2_0_~
_ _-l IS IS LO SK
A2 A2
A2 736
1 Fuseboard Fl. fuse B3. 15 amp 5 K·Motronic earth

2 Main loom to valance loom plug and 6 Idle speed actuator 2 way plug
socket 7 way - right-hand ·A· post 7 Idle speed actuator
3 Valance loom to engine loom plug and • Splice
socket 7 way - right-hand side
4 K·Motronic ECU
7/88 TSD 4737

Printed in England
Ignition control system - Workshop Additional information when working on the EZ 58F
ignition control system
servicing information 1. Do not start the engine unless the battery connections
Health risks are securely fastened.
Refer to Section A3, General information for health risk 2. Do not isolate the battery from the vehicle electrical
details relating to the ignition control system. system when the engine is running.
3. Do not charge the battery whilst it is installed in the
Workshop safety precautions vehicle.
Refer to Section A3. General information for these 4. Always remove the K-Motronic ECU before carrying
details. out any electrical welding work.
Symptom
, - - - - -- - - - -- - - - -- - -- -- - - Starter motor operates - engine does not start
- - - - - -- - - - -- -- -- - -- - Uneven engine idle
- - - -- - -- - -- - - -- - - Poor throttle response
- -- - -- -- - -- -- - - Poor engine performance
- -- - - -- - - - -- Engine misfires
- - - - -- - -- - Fuel consumption too high
Low boost pressure
- - -- Engine backfires
Engine runs too hot
Possible cause
-- - - - - - - - - - Sparking plugs defective

-- - - - - - - - - - - - Shunt on secondary ignition stage
- - - - -- - - - - Open circuit on secondary ignition
stage
-- -- - - - - - - HT series suppression too high
-- -- -- - - -- - - - - - - - Incorrect firing order
- - -- -- - - - - - - lgnitioncoil(s)faulty
-- -- -- - - Faulty ignition distributor/leacis
- - --- -- -- -- - Faulty llirollle posilion switch/
wiring
- - - -- - -- --- --- - - - - - - -- Faulty engine speed signal
-- - - - Incorrect ignition timing
-- - - - - -- -- - - - Faulty engine speed sensor signal
-- - - -- - - -- -- -- -- - Incorrect ignition timing
--------------------1----
- - - -- --- - -- --- --- --- --- -- Faulty air sensor plate
potentiometer
Faulty power supply to K-Motronic
ECU
- - -- - - -- -- -- -- - - - Faulty crankshah sensor/wiring
- - -- -- -- -- - - --~ -- - - Incorrect K-Motronic ECU output
signal A2147
Fig. 84-56 Ignition system fault diagnosis chart
10/88
84-50
( 5. Always ensure that the wiring harness plugs are stroboscope lamp to the engine in accordance with the
manufacturer's instructions. These two functions can
securely connected.
6. Do not disconnect or connect the wiring harness be accomplished by fitting a compact tester (e.g. Bosch
35-way multiple plug of the K-Motronic ECU with the MOT 21) to the engine.
ignition switched on. Always use a good quality digital multi-meter to
7. If repeated or extended engine cranking periods are take any electrical measurements and ensure
required for a particular engine/vehicle diagnosis, the equipment suitable for testing high tension (HT) is
electrical plug should be disconnected from the cold available.
start injector. Note It is important that the test equipment used to
8. Always ensure correct polarity when making cable check the ignition timing meets the following
connections. specification.
9. Always use a good quality digital mutti-me!er when Accuracy· Ignition timing within ± 1°
carrying out tests on the system. Rotational speed within ± 10 rev/min.
10. Do not pierce any electrical leads or looms with test When carrying out any work on the system it is
probes. etc. essential that all workshop safety precautions are
11. Do not remove the high tension lead situated between observed.
the ignition coil and distributor. when the engine is
running. Basic fault diagnosis
12. Ensure that no 'arcing' takes place between electrical The basic ignition system fault diagnosis chart given in
connections. figure B4-56 provides a list of basic symptoms and
possible causes.
( Exhaust gases Some of the symptoms described could also be
When running turbocharged engines for prolonged caused by a fuel system failure or a boost control
periods within enclosed working areas. always ensure system failure.
that the exhaust gases are safely removed.
Whilst direct exhaust gas ventilation is available in Detailed fault diagnosis and test procedure
some workshop areas, it is inevitable that extraction The information contained in figure 84-5 7 provides
hoses will have to be used in certain circumstances, detailed procedures for testing the ignition control
particularly when the vehicle is on a ramp. In these system and where necessary the appropriate remedial
instances, large flexible exhaust adapter shrouds must steps to be taken when any rectification is required.
be fitted to prevent a high level of depression being The various components of the system are shown
applied to the exhaust turbine seal in the turbocharger. in their locations on sheet 1, together with a wiring
Under no circumstances should hig~ depression diagram.
exhaust gas extraction units be applied directly to the Sheets 2 and 3 provide the step by step procedure
tailpipes. for checking the system.
If any electrical fault is traced back beyond the
Danger· high voltage levels engine loom plug and socket (see fig. 64-57, item 7).
Dangerously high voltage levels are present in an always refer to the Electrical Workshop Manual
electronic ignition system. Thei.e levels are not only TSD4848.
present in individual components. but also in the wiring
looms, plugs, sockets, and test connections. Removal and fitting of components
The primary as well as the secondary circuit are Before dismantling any connections and removing any
(. subject to these high voltages. components. ensure that any special precautions
Therefore. whenever the system is switched on necessary are understood and the usual workshop
ensure that you do not touch components/circuits safety precautions are carried out.
contained within the ignition system.
Always wear thick rubber gloves and use insulated K-Motronic electronic control unit (ECUI •
tools as an added precaution. To remove and fit
To remove and fit the K-Motronic ECU refer to
Fault diagnosis page B4-46.
Basic system test procedures Ignition driver module(sl • To remove and fit
Electrical and electronic components fault diagnosis (see fig. B4-581
It is important that prior to commencing any fault Always take care when commencing any work on a
diagnosis work on the digital ignition control aspect of driver module. If the engine has been running, sufficient
the K·Motronic engine management system it must be time must be allowed for the module to cool before
established that the mechanical functions of the engine commencing work.
are operating correctly, that the KE3 • Jetronic fuel 1. Carry out the usual workshop safety precautions.
injection side of the K-Motronic engine management 2. Label the cables to the two driver modules. This will
system is operating correctly. and that the battery is in a facilitate identification upon assembly (see fig. B4-29J.
good state of charge. Withdraw the four cables.
Connect an impulse tachometer and an ignition 3. If only the upper driver module is to be removed, this
10/88 TSD4737
Printed in England
Figure 84·57
Bosch EZ 58F digital ignition system -

test programme
Sheet 1 of 3
The K·Motronic engine management system

To ease diagnosis of faults the K·Motronic engine
management system is sub-divided into two sections,
namely the Fuel in;ection system (KE3·Jetronic) and
the Ignition control system (EZ 58F).
This electrical test programme contains details for
testing the digital ignition control system.
When carrying out this test programme always

ensure that the following conditions apply.
1. The usual workshop safety precautions are
carried out
2. The battery is in good condition.
3. Any cables or connections disconnected for a
test must be re-made before proceeding to the
next operation.
4. Always ensure that any faults are corrected
before moving on to the next test
10/88
84-52
\l I t" ' t I 'I It .,_
wSc,ecn
0 ~ B•
20 :!,r,
W Scfe,en
A2763
1 K-Motronic ECU
2 K·Motronic ECU multiple plug Right-hand drive cars
3 Parameter code socket (link only required 0 05KW
on cars not fitted with catalytic converters)
20 ~w ,O KW
4 Fuse B3. fuse board 1 ( 1 5 amp)
5 Splice A 0 0 2.0 KW 1,0 KW
_ _ _;2:...C;...~
I ;;..;"_;_
•· _ _ _ M,'L 1----..a.2.a..O-"K""'W-----i VEL
1 SKW
6 Main loom to valance loom plug and 7~ 7R
20 KW
socket 7-way - right-hand ·A' Post
7 Valance loom to engine loom plug and 0
8
socket 7-way - right-hand side
Splice B
[;]::: - : :. - - - - - - - - - - - - - - - - - - -- - - - - - - - - - - - - - ~-
N
- - - - ·- - - , 1
I I
Left-hand drive cars
0.5 K\'11
9 Ignition driver module - group 1 I o.s t(\",'
B >------,
10 Ignition driver module - group 2 E) O.S t.W
11 Earth 0 2 0KW
1.5 KW
20 KW
12 Ignition coil - group 2 10KW
13 Ignition coil - group 1
14 Sparking plugs
15 Ignition distributor - group 2
16 Earth-crankcase
17 Ignition distributor - group 1
18 Ignition reference sensor 3-way plug and
socket
19 Crankshah reference sensor (ignition)
20 Earth
21 Engine speed sensor 3-way plug and
socket RS t1'!\
22 Engine speed sensor 3PS ""' Group 1 Group 2
23 Splice C HT HT
24 Earth
20KW 0.6 KW
lOKW 20 KW
20 KW
05 1(11', RB
2.0 KW RB
Figure 84-57

test programme
Sheet 2 of 3
(__
C
1189 TSO 4737
Printed in England
© Rolls-Royce Motor Cars Limited 1989 84~53
High tension {HTI system check Ignition coil(s) checklist complete.
Remove a suitable sparking plug connector Continue with Ignition driver module
from a cylinder in both Group 1 and Group 2. Replace the sparking plugs. (amplifier) checks
Fit each connector to a slave sparking plug Ensure engine sta11s and runs
and earth the plug electrode to a suitable s&tisfactorily
point on the engine (i.e. exhaust manifold).
Crank the engine
Is an HT spark present 7
Check for continuity of the light green cable
from the K-Motronic ECU pin 11 to the centre
connection of the Group 1 ignition amplifier. Remake connections
The digital ignition system has two primary Repeat the continuity test on the light green or replace light green
cable from the K-Motronic ECU pin 24 to the screened cable as
and two secondary stages. For clarification
the two systems are designated Group 1 and centre connection of the Group 2 ignition necessary
Group 2. amplifier
Group 1 controls cylinders A 1, 83, B2, and A4 Are the cables continuous?
YES _ _ __ ___.
Group 2 controls cylinders A3, A2. B1. and B4
Layout of ignition distributor caps and HT Rectify as necessary.
leads allows Group 1 and Group 2 to fire Ensure engine starts and runs
sequentially. sa1,sfac1orliy Replace defective
Crank the engine ignition driver (amplifier)
Firing order A 1. A3, B3, A2, B2, Bl. A4, B4 Is high tension (HT) present in either Group 1
Check condition and route of HT harness to module(s) and repeat
or Group 2 sparking plug combinations? test
both 'A' and 'B' bank of cylinders. Also check
the integrity of the HT leads from the ignition YES YES NO
coils to the 2 x 4 ignition distributors
Are these in a satisfactory condition? Re-fit sparking plugs and attempt to start
YES engine
Replace K-Motronic
Check the series resistances for interference ECU
suppression and/or excessive internal Engine speed and reference sensors
resistance Without specialist measuring equipment
Rotor arm 1K!l ± 100n there is no direct method to measure or
Ignition distributor towers 1K!l :! 100!1 Replace faulty components. display either crankshaft reference or engine
High tension (HT) leads o. n - o.sn
1 Ensure engine starts and runs speed signals. The sensors are mounted at
Sparking plug connector 5KD ± 1oon sa.1isfac1orily the front and rear of the engine !items 19 and
Sparking plugs SKD z 100H 221.
Take into account the internal resistance of Check for continuity ot the blue cable from
test leads/probes when carrying out the pin 29 and pin 30 of the K-Motronic ECU to
above tests each respective 3-way plug (items 18 and 21 J
Are the readings within specification? sensor connections
YES Are the cables continuous?
YES - - - - - - - '
Primary ignition system check Check the internal resistance of both ignition External check of both ignition coils
Disconnect the round 4 pin connector from coils Visually inspect the sealing plug located Check for continuity of the black.'pink earth
Group 1 ignition amplifier. Connect a digital Primarv coil internal resistance across adjacent to termin~l 4 identification NO cables via splice C (item 23)
multi-meter across pins 15 and 31. Switch on terminals l and 15 = 0.55 n to 0.65 n Is plug in position or has sealing compound Are the cables continuous?
the ignition and measure the voltage. Secondary coil internal resistance across escaped? YES..-------i Rectify cables
Repeat the test across pins 15 and 31 of terminals 1 and 4 = 7.75 K ll to 1 l.75 K !l and connections
Group 2.4 pin connector.
Specification is 8 to 15 volts
Are the readings within specification?
NO ....__________
Are the readings within specification?
_., Check the general condition of the earth and
the screen cables
as necessary
NO Replace defective Are they satisfactory?

coil(s) YES
Disconnect both ignition driver module 4-pin
connectors (items 9 and 10) and the valance Check the integrity of the cables from the
loom to engine loom plug and socket 7-way 3-way plugs (items 18 and 21) to the sensor
(item 7j. Check splice B (see item 8).
Rectify the cables as necessary tips for both crankshaft reference and engine
Check for continuity of the red/black and
speed
pink/white cables between both 4·pin Ate the cables to the sensors satisfactory'?
connectors and the 7-way plug and socket
Are the cables continuous? YES
YES ~~~~~
continued on sheet 3
Check for continuity of the pink/white cable
from the 7-way plug and socket to fuse B3 Rectify the cable/connections Pin 1 = +ve
(15 amp) on fuseboard 1 (item 41 a; necessary Pin2=-ve
Is it continuous? Pin 3 = .!. screen
Refer to TSD4848 Measure thP. internal resistance between pins

1 and 2 in the 3·way plugs Engine starts and runs satisfactorily
Is this between 0.4Kn and 1.6Kfl?
(. Figure B4·57

test programme
Sheet 3 of 3
5/89 TS04737
Printed in England
® Aolls•Royce Mot0r Cers Limited 1989 B4-55
(
continued from sheet 2 Voltage supply for the airflow sensor Switch on the ignition and test for between
potentiometer 4.5 and 5.0 volts directly at the K-Motronic
Remove the 3-pin connector from the ECU pins 8 and 26 {black/slate and
potentiometer. Switch on the ignition and yellow/bluel. lfthe reading is now satisfactory,
Crankshaft reference sensor
measure the voltage across pin 1 (black/slate) test for an open circuit in the cables between
Check the crankshaft reference sensor air gap Rectify as and pin 3 (blue/yellow) in the connector. This the potentiometer and ECU.
(see fig. B4·61) necessary should be between 4.5 an<l 5.0 volts If the reading is still outside the specification
Is this gap within the specification? Is the reading within specification? the ECU is faulty
YES {_ _ _ _ __,
,,.
Engine speed sensor Using the rnulti-meter probes measure the
Check the engine speed sensor air gap at voltage across pin 1 (black/slate) and pin 2
each of the four timing wheel segments Rectify as (bluetpink) with the ignition switched on.
jsee f1g.lB4-62) necessary Slowly depress the airflow sensor plate. The Check ignition timing- Idle map
Is each gap within the specification? voltage reading should progressively Both primary and secondary throttle plates
increase from a base line uf zero volts (with closed and engine coolant stabilized at
increasing a:rflow sensor plate deflection) up normal operating temperature.
If the resistance measured is 'infinity' test for to a maximum of between 4.5 and 5.0 volts Ignition tirr.ing should be
Coolant temperature sensor-measuring an open circuit in the cables from pins 3 and Is the reading within specification? Cars fitted with catalytic converters
internal resistance 8. If zero ohms, check for a short circuit across NO ..-----__. 8°± 1" btdc at 580:::: 20 rev/min
Commence by checking that the correct the cool antte m peratu re sensor. If the Cars not fitted with catalytic converters Check ignition timing - Part load map
sensor is fitted. 1989 model year cars have resistance measured is outside the 6°± 1' btdc at 580±20 rev!min Disconnect the throttle position switch 3-way
the electrical connector on the end of the If the reading is outside the specification. ls this correct? electrical connection. the engine
specification given in illustration A, the
( sensor colour coded light blue. replace the airflow sensor potentiometer management system will resort to its part
coolant temperature sensor is faulty.
Remove the multiple plug from the Note If the 2-way connector to the coolant load map.
K-Motronic ECU. Measure the resistance temperature sensor becomes either Parameter code socket Ensure that the engine coolant has stabilized
between pins 3 and 8 (yellow!blue snd disconnected or short circuit the 'Check Check parameter coding pin across at its normal operating temperature.
black/slate). Engine· warning panel on the facia will K·Motronic pins 9 and 18 for continuity Ignition timing should be
See illustration A for the correct reading illuminate and the K-Motronic engine Note Cars fitted with catalytic converters
Is the reading within specification? management system will resort to its Cars fitted with catalytic converters, open 27°± 1" btdc at 2000±20 reVimin
YES~~~~~--' limp home mode (see blink codings) circuit no link (not continuous) Cars not fitted with catalytic converters
Cars not fitted with catalytic converters. earth 14°± 1° btdc at 2000± 20 rev/min
Operation of the throttle position switch - continuous link fitted (continuous) Is this correct?
Idle mode Is this correct?
Remove the multiple plug from the K·
Motronic ECU. Carry out a continuity test
between pins 28 and 35 (black/purple and Cars not fitted with catalytic converters,
black/pink). The readings should be as
carry ou: a con1inuity check on the individual
follows. cables as follows.
Throttle plates closed - buzzer is audible Check the black/purple cable from pin 9 to the
Throttle plates open - buz2er stops parameter code socket.
(switching point just off the idle position and Check the black link cable.
Test for continuity directly at the throttle
identified by an audible 'click')
position switch. If the switch is still outside Check the black earth cable from the socket
Are the readings within specification? to the right-hand valance earth (item 11 ).
the specification, it is faulty or incorrectly
YES adjusted. Also check the throttle linkage for Rectify as necessary. Replace K-Motronic
Test completed
sticking. If the switching function is Repeat parameter code socket continuity test ECU
Operation of the throttle position switch - satisfactory, test for an open circuit in the Is this now correct?
Full throttle mode cables
Remove the kick·down relay (to prevent feed
back). Remove the multiple plug from the K· Coolant
Motronic F.CU. Carry out a continuity test Temperature
Sens.or I I I I ! l
between pins 31 and 35 jyellow/purple and Resistance I I I ~ ~
black/pink). The readings should be as
follows.
.n '
I I ;
I
I I
Throttle plates closed - no buzzer 6000

Throttle plates open - buzzer is audible I
(switching point at 72° throttle plate rotation
no audible 'click') 5000
.\
\
i\
. ! I
I
I \
Are the readings within specification? I ~
YES K-Motronic ECU permanent voltage feed

Remove the multiple plug from the 4000
I
"\
K-Motronic ECU ignition feed K-Motronic ECU. Measure the voltage I I
I
Remove the multiple plug from the between pins 19 and 35 (pink and black/pink)
as follows. "'. I
K-Motronic ECU. Measure the voltage 3000 "'. I
between pins 14 and 35 (pink/blue and Ignition off- 12 to 15 volts " "' I
Ignition on - 12 to 15 volts YES I
black/pink).
Briefly operate the starter motor. The reading
should be between 8 and 15 volts
Cranking- 8 to 15 volts
Are the readings within specification1
2000
I I I
I I
I I
. I
'
I
•
I
I "- I I
Is the reading within specification? NO JI I 11 1
• I I I
NO . - - - - - - - - ' 1000 I
1 I I
Trace the pink cable back from pin 19 in the I
I I I
Trace the pink/blue cable back from pin 14 K-Motronic ECU plug.
in the K-Motronic ECU plug and check for an Check for an open circuit [including fuse B5 I I 'I
open circuit. on fuse board 2 (20 amp)). Check the vehicle 0 20 40 60 so
f
\ Check the over voltage relay for correct isolator switch and the battery (state of Coolant Temperature °C
functioning. Check for fuse integrity charge etc.)
A A2 25•
can be achieved by unscrewing the mounting screws
and lifting the module from the mounting bracket.
If however, the lower driver module or both modules
are to be removed, this is best achieved by removing the
screws that retain the mounting bracket to the
bulkhead. The mounting bracket with both modules
attached can then be withdrawn as an assembly.
4. Fit the modules by reversing the procedure, noting that
each module should be fitted with the thin clear film still
in position on the base of the unit.
Non-silicone heat transfer compound (HTC 700G)
should be applied across the back face of the mounting
bracket.
Ignition coil(sl • To remove and fit

(see figs. 84-58 and 84-59)
2. Label all cables fitted to the coils to assist
identification upon assembly. Note the route each cable
takes.
3. Withdraw the high tension (HT) cable from the centre
of each coil.
4. Withdraw the plastic protective cover from the top of Fig. B4-58 Ignition driver modules (amplifiers) and coils
each coil. These covers clip into position and can be
difficult to remove.
5. Unscrew the retaining nuts and remove the cables
from the positive and negative terminals of each coil
!see fig. B4-58).
6. Locate the two setscrews in the rear section of the
front right-hand wing. These screws retain the
mounting bracket for the coils !see fig. 64-59). Unscrew
the setscrews and carefully withdraw both coils and
mounting bracket as one assembly.
7. Fit the coils by reversing the removal procedure. Ensure
the cables are positioned as found (see Operation 2).
Badly routed cables can cause interference with other
signals.
Ignition distributors - To remove and fit

2. Make note of the cable runs from the distributor caps
to the sparking plugs. This is to facilitate assembly.
3. Withdraw the cable connectors from the sparkin\:J
plugs and free the leads from· the guide clips on the
engine rocker covers.
4. Unscrew the setscrew and release the metal guide clip
from the rear of each cylinder head. Fig. 84-59 Ignition coils mounting bracket retaining
5. Free the ignition coil high tension IHTI lead from the screws
centre of each distributor cap. This can be achieved by
firmly grasping the cable connector where it enters the
distributor cap and whilst twisting the connector setscrew and lift the base from the crankcase.
carefully pull it upwards. Do not pull the cable. 9. To fit the distributor assembly reverse the dismantling
6. Slacken the two securing screws retaining each procedure noting the following points.
distributor cap. Tum each shaped securing stud to free it Ensure that when the distributor assembly is fitted,
from the distrihutor base. Carefully withdraw each cap the centre of the rotor arms align with the timing marks
in an upwards direction. {see fig. 84-60) at TDC, with Al cylinder on its firing
7. Turn the engine in the direction of rotation until the stroke.
distributor rotor arms point in the direction shown in Ensure that the rubber sealing ring fitted around the
figure 84-60. Also ensure that the timing pointer is distributor pedestal is in good condition and lubricated
aligned with the TDC mark on the front damper with Palmolive grease or its equivalent.
assembly. Ensure that the base assembly securing setscrew is
8. Unscrew the main distributor base assembly securing not overtightened.
10/88 TSO 4737

Printed in England
© Rolls·Aoyce Motor Cars Limited 1988 84-57
Ensure that each distributor cap is correctly located
in its base before securing it with the two screws.
The ignition timing is pre-programmed and is not
adjustable. Under no circumstances must any attempt
be made to rotate the ignition distributor housing.
Crankshaft reference sensor· To remove and fit

(see fig. 84-61)
Under no circumstances must the sensor be dropped
onto or knocked against a hard surface.
2. Note the run of the sensor cable and where it is
Fig. 84-60 Position of distributor rotor arms secured by plastic lnsulok clips. This is to facilitate
assembly.
3. Disconnect the 3-way connector (see fig. 84-57,
item 18).
4. Cut the plastic lnsulok clips and free the cable.
5. Unscrew the Allen screw securing the sensor
assembly to the front cover.
6. Withdraw the sensor and collect any shims fitted
between the assembly and the front cover.
7. Ensure that the sensor trigger pin fitted into the rear
face of the damper assembly is clean.
8. Fit the sensor by reversing the removal procedure.
9. Using stainless steel feeler gauges measure the
air gap between the trigger pin and the sensor. Th is gap
should be between 0,89 mm and 1,27 mm (0.035 in
and 0.050 in). Adjust the gap as necessary by means
of shim washers fitted between the sensor assembly
and the front cover.
10. Check the run of the sensor cable. Note that the
cable should be reasonably taut. Any free play in the
cable must be clipped on the bracket adjacent to the
3-way connector situated on top of the engine.
11. Slowly rotate the engine to confirm that the sensor
cable does not foul any moving parts (drive belts,
Fig. 84-61 Crankshaft reference sensor air gap crankshaft damper, pulley, etc.).
12. Check the ignition timing making reference to
figure B4-57, Electrical test programme.
Engine speed sensor - To remove and fit (see fig. 84-621

Under no ci,cumstances must the sensor be dropped
onto or knocked against a hard surface.
2. Note the run of the sensor cable and where it is
secured by plastic lnsulok clips. This is to facilitate
assembly.
3. Disconnect the 3-way connector (see fig. B4-57,
item 21).
4. Cut the plastic lnsulok clips and free the cable.
5. Unscrew the setscrew securing the sensor to its
mounting bracket.
6. Withdraw the sensor. Collect any shims that may
be fitted between the sensor and the mounting bracket.
7. Ensure that one of the segments is in line with the
sensor hole in the bottom cover.
8. Fit the setting tool RH 12207 through the hole.
Ensure that the collar/plate assembly of the setting tool
sits on the sensor mounting bracket and that the depth
pillar is pushed firmly into contact with the segment
(see fig. B4-62). Tighten the locking screw.
Fig. 84-62 Engine speed sensor air gap 9. Withdraw the setting tool and place it against the
1/89
B4-58
sensor (see fig. 84-621.
10. Using stainless steel feeler gauges measure the
air gap between the end of the sensor and the collar/
plate assembly on the setting tool. This gap should be
between 0,89 mm and 1,27 mm (0.035 in and 0.050 in).
Adjust the gap as necessary by means of shim washers
fitted between the sensor and its mounting bracket.
11. Repeat the air gap measuring technique on all four
segments.
12. Ensure that the rubber grommet fitted into the
bottom cover is in good condition.
13. Fit the sensor (and any shims) to the mounting
bracket. Ensure that the sensor fits correctly through
the rubber grommet.
14. Check the route of the sensor cable. Note that the
cable should be reasonably taut. Any free play in the
cable must be clipped at the top of the engine.
15. Check the sensor and the ignition timing, making
reference to figure 84-57, Electrical test programme.
1/89 TS04737
Printed in England
Chapte r C
Fuel system
Contents Sections
Rolfs-Royce Bentley
Sliver Silver Corniche / Eight Mulsanne/ Turbo R Continental
sheet c, C1 c, C1 C1 C1 C1
1987/88/89 model yea rs

Fuel system C2 C2 C2 C2 C2 C2 C2
5/88 TSO 4737

Printed in Eng.land
@ Rolls-Royce Motor Cars Limited 1988 C1-1
Issue record sheet
Sections
Page No.
IC1 IC2
1 5/88 4/89
2 5/88
3 4/89 5/88
4 5/88
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4/89 TSD4737
Printed in England
@ Rolls-Royce Motor Cars Limited 1989 C1-3
Chapter C
Fuel system
The fuel system is of the recirculating type as shown the special tool RH 9928.
in figure C2- 1. Excess fuel not required by the engine d. Ensure that the lug on the locking ring just
is returned to the fuel tank. contacts the stop on the tank outlet. Do not
For information relating to the fuel evaporative overtighten.
emission control system, refer to Chapter G. e. Do not connect the electrical leads to the pre-
pump (ensure that the leads are insulated).
Depressurizing the fuel system 10. Detach the hose from the main fuel pump inlet
The fuel in the system may be pressurized, except for connection.
the fuel tank and return lines. Therefore, it is Connect a length of hose, approximately 2 m (6 ft)
recommended that the fuel system be depressurized in length to the fuel pump inlet. Place the other end of
before dismantling any parts of the system. the hose in a suitable clean container of at least 2 3
litres (4 Imp pt, 4.8 US pt) capacity. '
To depressuriie the system proceed as follows.
1. Clean the inlet connection to the fuel filter. 11. Connect another length of hose, approximately
2. Wrap an absorbent cloth around the joint and 2 m (6 ft) in length to the fuel distributor return pipe
carefully slacken the pipe nut to release any disconnected in Operation 1. Place the free end of the
pressurized fuel from the system. hose into an empty container of at least 5 litres ( 1. t
3. Tighten the pipe nut. Imp gal, 1.3 US gal) capacity.
4. It should be noted that the system will still contain 12. Fit a new fuel filter assembly.
unpressurized fuel. 13. Remove the fuel injectors and fuel injection lines.
5. After working on the system, run the engine and 14. Remove the air intake ducting (refer to Chapter J ).
check to ensure that there are no leaks. 15. Detach the electrical plug from the pressure
control valve (if fitted).
Water contamination of the fuel 16. Connect the eight auxiliary plastic fuel fines from
If the fuel system becomes contaminated, it is the fuel delivery quantity comparison tester RH 9613
recommended that the fol lowing procedure is adopted (Bosch No. KDJE 7455) to the fuel injection line
to remove the water. connections on the fuel distributor. Place the free ends
1. Detach the fuel return pipe from either the fuel of the plastic fuel lines into the empty container.
distributor (naturally aspirated cars) or the lower 17. Pour at least 2,3 litres 14 Imp pt, 4.8 US pt) of
connection of the fuel pressure regulator mineral spirit into the container feeding the fuel pump.
(turbocharged cars). 18. Operate the main fuel pump (refer to the
2. Blow compressed air into the fuel return line to appropriate section within Chapter B). Do not allow
force any fuel into the tank. the fuel pump to run dry.
3. Slfghtly jack-up the car on the right-hand side and 19. Press the air flow sensor plate downwards to its
siphon the fuel from the fuel tank. Lower the jack. maximum open position.
4. Pour 4,5 litres ( 1 Imp gal, 1.2 US gal) of 20. Continue to flush the system through until the
Exxonvarsol or Shell Mineral spirit 135 (white spirit} mineral spirit runs clean.
into the fuel tank and rock the car from side to side. 21. Test the fuel injectors (refer to Chapter Bl.
This will thoroughly mix the spirit with any water 22. Fit the fuel injectors and injector lines.
remaining in the tank. 23. Fit a new fuel filter assembly.
5. Slightly jack-up the car on the right-hand side and 24. Remove the two auxiliary hoses, refer to
siphon the fuel tank. Lower the jack. Operations 10 and 11.
6. Repeat Operations 4 and 5 until all the water has 25. Fit the fuel return pipe, refer to Operation 1.
been removed from the fuel tank. 26. Fit the hose from the fuel tank to the fuel pump
7. Disconnect and insulate the electrical leads from inlet connection.
the fuel tank pre-pump. Unscrew the worm drive clip 27. Connect the electrical leads to the fuel tank pre-
securing the fuel feed hose and detach the hose. pump.
8. Remove the locking ring from the base of the fuel 28. Add fuel to the tank and test the engine.
tank using the special tool RH 9928. Withdraw the
pre-pump assembly and discard the sealing ring. Removal and fitting of components
9. Fit a new pre-pump assembly, noting the Before dismantling connections and removing
following. components always depressurize the system. Ensure
a. Ensure that the pre-pump filter sock is not that any open connections are blanked off to prevent
deformed in any way and ensure that the sock support the ingress of dirt.
spring is fitted.
b. Ensure that a new sealing ring is fitted. Fuel tank (see figs. C2-1 and C2-6)
c. Secure the assembly with the locking ring using The fuel tank is fitted at the forward end of the luggage
4/89 TSD 4737

Printed in England
© Rolls-Royce Motor Cars Limited 1989 C2-1
compartment behind the carpet covered sealing panel. 5. Withdraw the panel to reveal the fuel tank. On 2
A small expansion tank having a capacity of door cars, disconnect the electrical cables from the
approximately 3 litres (5.5 Imp pts, 7 US pts} is situated luggage compartment lamp and the centralized door
within the main fuel tank to inhibit complete filling. locking switch.
This provides fuel expansion voluine to cope with 6. Disconnect the three electrical cables from the
extreme temperature conditions. fuel tank level gauge. Remove the tape securing the
When the car is being filled with fuel, the main fuel loom to the fuel tank.
tank (without an expansion tank} could normally be 7. Remove the clips securing the three fuel tank vent
completely filled, leaving only the filler neck and vent hoses to their respective connections on top of the
connector pipes to accommodate the expansion of the tank.
fuel. Therefore, an expansion tank is situated in the 8. Withdraw the hoses and blank the open
upper part of the main fuel tank and as the fuel level connections.
rises above the lower part of the expansion tank it 9. Unscrew the worm drive clip securing the filler
flows inside through two small holes in the base. Two hose to the fuel tank. Free the hose and blank off the
additional holes in the top of the expansion tank al low open connection.
air to escape. 10. From beneath the car, detach the fuel feed and
return connections at the fuel tank. Blank off the open
Fuel tank - To remove connections. Disconnect and insulate the electrical
1. Carry out the necessary workshop safety cables from the pre-pump.
precautions (refer to Chapter A}. 11. Disconnect the rollover tube at the hose
2. Disconnect and remove the battery. connection on the left-hand side of the fuel tank.
3. Siphon the fuel from the tank. Slacken the two tube retaining clips on the luggage
4. Unscrew the Pozidriv screws from the panel at the compartment floor. Free the rollover tube from the
forward end of the luggage compartment and remove lnsulok plastic clip situated on either side of the tank.
the knob from the battery master switch (if fitted). 12. Turn the rollover tube in the retaining clips so that
1 2 3 4 5
10 9 8 7 6 A2483
Fig. C2-1 Fuel system layout

1 Non-return valve 6 Fuel accumulator
2 fuel return line 7 Fuel supply line
3 Fuel pump 8 Fuel filter
4 Fuel tank 9 Fuel pressure damper
5 In-tank pre·pump 10 Fuel cooler
5/88
C2-2
it lies on the luggage compartment floor. luggage compartment floor.
13. Unlock and unscrew the half-nut from each of the 5. Fit the rubber matting to the luggage
tank retaining strap bolts. compartment floor.
14. Unscrew the full nut from each of the two tank 6. Fit the moulded rubber insulating pieces around
retaining strap bolts. the suspension pots and wheel arches.
15. Withdraw the bolts and the crossmember (if 7. Fit the two compriband pads around the large
fitted). Collect the four bridge pieces from the ends of holes in the luggage compartment floor.
the retaining straps. 8. Fit the compriband covered wooden strip on the
16. Bend the retaining straps and carefully withdraw luggage compartment floor where it joins the rear seat
the fuel tank assembly. panel.
Note The fuel tank may prove difficu It to move due to Note The position of all pads and strips are illustrated
the bonding effect that can take place between in figures C2-2 and C2-3. All pads and strips
the rubber mountings and the tank aher a should be secured in position using an
period of time. appropriate adhesive {refer to TSD 4700,
If an extra effort is required to free the tank, Chapter SJ.
ensure that it will not be damaged by the force 9. Fit the fuel tank upper securing straps into
used. position.
10. Fit the rollover tube, ensuring the uprights are
Fuel tank - To fit turned to lie flat on the luggage compartment floor.
1. Ensure that the battery is removed and the 11. Ensure that the evaporative loss control hose (if
necessary workshop safety precautions carried out fitted), is positioned correctly through the luggage
(refer to Chapter A). compartment floor. Also, ensure that it is clipped
2. Clean the forward area of the luggage above tank level in the left-hand luggage compartment
compartment. hinge area.
If blanking plugs, nuts. washers, etc., remain in 12. Fit the long metal pipe and short hose across the
this area when the fuel tank is fitted, they could top of the fuel tank, securing in position with clips.
become the cause of noise which may prove difficult 13. Fit the fuel tank into position ensuring that the two
to eradicate once the fuel tank is in position. bosses in the base of the assembly are positioned in
3. Fit the fuel tank cushioning pad to the rear seat the body holes.
panel. 14. Connect the vent hoses from both sides of the fuel
4. En:.ure that the rubber blanking grommets are tank to the filler assembly and tighten the retaining
fitted, one into each of the forward corners of the clips.
Fig. C2-2 Fuel tank mounting pads and straps (4 door cars)
5188 TS04737
Printed in England
© Rolls-Royce Moto, Cars Limited 1 988 C2-3
15. Rotate the rollover tube into the upright position. 27. Remove the end screw from the battery master
Clip the tube to the hydraulic connector blocks on switch (if fitted) and remove the knob and special ring
either side of the tank. using lnsulok plastic clips. nut.
16. Connect the hose that passes through the luggage 28. Locate the base of the carpet covered panel
compartment floor to the left-hand upright pipe. against the two brackets and clips; on 4 door cars
Connect the right-hand upright pipe via a hose to the secure with two screws. On 2 door cars connect the
centre vent connection on top of the fuel tank. Secure luggage compartment lamp and centralized door
the hoses with retaining clips. locking switch electrical cables. Secure the top of the
Note A restrictor is fitted into the right-hand hose panel with Pozid riv screws, ensuring the panel locates
which connects to the fuel tank centre vent. over the battery master switch (if fitted).
On 4 door cars the right-hand hose is fitted 29. Fit the battery master switch special ring nut and
into the rear quarter panel. knob. Secure the knob with the centre screw.
17. Fit the two lower fuel tank retaining straps, 30. Connect the battery.
together with their panel brackets.
18. Fit the two compriband strips around the fuel tank. Fuel filler - To remove and fit (4 door cars}
19. Bend the retaining straps around the fuel tank, 1. Disconnect the battery.
ensuring that they seat onto the compriband strips·. 2. Unscrew and remove the Pozidriv screws securing
20. Fit a bridge piece to the end of each securing the carpet covered sealing panel at the forward end of
strap. Secure the fuel tank in position by fitting the the luggage compartment. Remove the centre screw
long bolt. downwards, through the crossmember (if from the battery master switch (if fitted) and remove
fitted). upper and lower securing strap bridge pieces the knob. Remove the special ring nut.
and straps. Screw a full nut onto the bolt. 3. Withdraw the carpet covered sealing panel to
21. Repeat Operation 20 to the second set of securing reveal the fuel tank assembly.
straps. 4. Unscrew and remove the self-tapping screws
22. Tighten the full nut of each set of securing straps securing the toots stowage tray. Withdraw the
and lock into position by fitting an additional half-nut stowage tray.
to each of the two bolts. 5. Remove the clips securing the two rubber hoses
23. Fit the rubber intake pipe to the fuel tank neck and to the two outer vents on the top of the fuel tank and
secure the end of the hose with a worm drive clip. withdraw the hoses. One hose fits directly on to a vent,
24. Connect the fuel feed hose and return pipe. while the other fits to a metal pipe which extends
Connect the electrical cables to the fuel tank pre-pump. across the width of the fuel tank.
25. locate the fuel gauge sender unit electrical loom 6. Unscrew the worm drive clip securing the fuel
{see figs. C2-4 and C2-5). There are three cables in the inlet hose to the fuel tank; detach the hose and blank
loom and these are coloured black, green/orange, and ott the fuel tank inlet.
green/slate. 7. Unscrew and remove the fuel filler cap.
Tape the cables across the fuel tank until they are 8. Using a screwdriver, unscrew and remove the six
adjacent to the fuel sender unit. screws securing the fuel filler head to the body.
26. Connect the cables to the fuel gauge sender unit. Collect the washers from the retaining screws and
I
/
I
I
Fig. C2·3 Fuel tank mounting pads and straps (2 door cars)
5/88
C2-4
withdraw the fuel filler head assembly downwards screws securing the fuel filler head to the body, collect
into the luggage compartment. the washer from beneath the head of each screw.
9. Fit the fuel filler assembly by reversing the Withdraw the assembly.
procedure given for removal, noting that when fitting 6. Fit the fuel filler assembly by reversing the
the fuel filler head to the body the restrictor should be procedure given for removal.
in its lowest position.
Fuel pump/fuel accumulator assembly- To remove
Fuel filler - To remove and fit (2 door cars) and fit (see figs. C2-6 and C2-7)
1. Remove the carpet covered sealing panel from 1. Disconnect the battery.
the forward end of the luggage compartment. 2. Depressurize the fuel system (refer to page C2- 1).
2. Disconnect the two rubber hoses from the outer 3. Disconnect the electrical cables from the fuel
vents on top of the fuel tank. pump, identify each to facilitate assembly.
3. Unscrew the upper and lower worm drive clips 4. Clamp the flexible fuel hose connecting the fuel
from the fuel filler neck assembly. Withdraw the tank to the fuel pump.
assembly and blank off the fuel tank. 5. Unscrew the worm drive clip securing the fuel
4. Open the fuel filler flap. Remove the fuel filler cap. supply hose to the fuel pump inlet connection. Blank
5. Using a screwdriver, unscrew and remove the off the fuel pump connection.
Fig. C2-4 Fuel tank in position (4 door cars)
Fig. C2-5 Fuel tank in position {2 door cars}
5188 TSO 4737

Printed in England
© Rolls·Royce Motor Cars Limited 1988 C2-5
6. Clamp the flexible fuel hose at the rear of the fuel reversing the removal procedure, ensuring that the
accumulator. rubber insulation strips around the pump and
7. Unscrew the worm drive clip securing the hose to accumulator are in good condition.
the fuel accumulator. Blank ott the accumulator
connection. Fuel pressure damper - To remove and fit
8. Locate the fuel pump/accumulator outlet pipe to 1. Disconnect the battery.
flexible feed hose joint. Using a suitable spanner, hold 2. Depressurize the fuel system ( refer to page C2-1 ).
the hexagon of the feed hose. With a second spanner 3. Position a spanner on the hexagon of the fuel
unscrew the pipe nut on the pump outlet. pump outlet adapter. Using a second spanner on the
9. Remove the nuts securing the fuel pump/fuel hexagon of the damper assembly, unscrew the
accumulator assembly to the three metalastik mounts. damper assembly. This will prevent the adapter
Support the assembly as the nuts are removed. Lower turning as the damper is unscrewed. Collect the
the assembly from the car. sealing washer between the damper and fuel pipe
10. To remove the fuel pump or fuel accumulator banjo connection.
from the mounting bracket, remove the fuel pressure 4. Remove the banjo pipe by unscrewing the pipe
damper and metal junction pipe. Release the 'U' bolts connection from the fuel accumulator.
or clamp brackets situated around the components. 5. Collect the sealing washer from between the
Withdraw the fuel pump and accumulator. banjo pipe and fuel pump adapter.
11. Fit the fuel pump/fuel accumulator assembly by 6. Fit the fuel pump pressure damper by reversing
A A2834
Fig. C2-6 Fuel pipes and fittings
10/88
C2-6
...
~
the removal procedure, ensuring that the fuel pump Fuel lines (see fig. C2-6)
outlet adapter is tight in the fuel pump. Also, ensure The fuel lines consist of metal bundy tubing and
that the sealing washers are in good condition and reinforced fuel resistant rubber hoses.
fitted one on each side of the outlet pipe banjo Metal piping is used where possible and is
connection. attached to the body and inner longeron by metal clips
(with rubber inserts) and self-tapping screws.
Fuel filter - To remove and fit (see fig. C2-6) Rubber hoses are used where there is a joint or
1. Disconnect the battery. flexibility is required.
2. Oepressu rize the fuel system ( refer to page C2-1 ). Joints in the fuel line on the pressurized (feed)
3. Unscrew the filter inlet and outlet pipe unions and side of the system are usually made by a threaded
blank the open connections. adapter and union. However. on the unpressurized
4. Slacken the worm drive clip securing the filter (return) side of the system a joint is usually effected by
assembly to the mounting bracket; withdraw the filter a rubber hose and worm drive clip.
assembly. Always depressurize the fuel system before
5. If a new filter is to be installed, unscrew the inlet removing any parts connected into the fuel feed line.
and outlet unions from the ends of the assembly and A non-return valve (inset A) is situated in the fuel
fit them into the new assembly. return line in the vicinity of the final drive unit. This
Ensure that the sealing washers are in good valve is fitted to prevent the back-flow of fuel. The
condition. valve is a non-serviceable unit and if its operation is
6. Fit the fuel filter by reversing the removal suspect a new assembly should be fitted.
procedure. Note that the rubber insulating strip fitted
around the body of the filter is in good conditon and Fuel return line non-return valve - To remove and fit
the arrows on the side of the filter are pointing in the 1. Clamp the rubber fuel pipe before and after the
direction of flow. valve.
A1891
Fig. C2-7 Typical fuef pump/fuel accumulator assembly
5188 TSO 4737

Printed in England
© Rolls·Royce Motor Cars Limited 1988 C2-7
2. Slacken the worm drive clips on either side of the b. Ensure that a new sealing ring is fitted.
valve and withdraw the pipes. c. Secure the locking ring using the special tool
3. Blank off the open pipe connections if the new RH 9928.
valve is not fitted immediately. d. Ensure that the lug on the locking ring just
4. Fit the valve by reversing the removal procedure. contacts the stop on the fuel tank outlet. Do not
Note that flow directional arrows are situated on the overtighten.
valve body.
Fuel cooler {see fig. C2-9)
In-tank pre-pump· To remove and fit A fuel cooler is fitted to all 1989 model year cars. It is
1. Carry out the necessary workshop safety located in the rear left-hand corner of the engine
precautions (refer to Chapter A). compartment.
2. Disconnect and remove the battery. The fuel cooler is fitted into the fuel return line and
3. Depressurize the fuel system (refer to page C2·1J. utilizes the air conditioning system refrigerant to cool
4. Siphon the fuel from the tank. the fuel.
5. From beneath the car, detach the fuel feed The fuel cooler is therefore, cooling the fuel
connection at the fuel tank. Blank off the open whenever the air conditioning system compressor is
connections. operating.
6. Disconnect the electrical cables from the in-tank
pre-pump. Note the connections to facilitate assembly. Fuel cooler· To remove and fit
7. Using the special tool RH 9928, turn the locking 1. Carry out the necessary workshop safety
ring anti-clockwise to remove the pre-pump from the precautions (refer to Chapter Al.
tank. 2. Disconnect and remove the battery.
8. Withdraw the pre-pump and discard the sealing 3. Discharge the refrigerant (refer to TSD 4 700,
ring. Chapter C).
9. Fit the pre-pump by reversing the removal 4. Depressurize the fuel system (refer to page C2-11.
procedure, noting the following. 5. Detach the two fuel pipes from the side of the fuel
a. Ensure that the shape of the pre-pump filter is not cooler.
deformed in any way {i.e. not collapsed and that the 6. Detach the refrigeration pipe from each end of the
support spring is fitted). Refer to figure C2-8. assembly.
7. Unscrew the retaining bracket clamp screw.
Collect the nut and washer.
8. Carefully prise the retaining bracket open
sufficiently to withdraw the fuel cooler.
9. Fit the fuel cooler by reversing the removal
procedure. noting the following.
10. Ensure that the rubber insulation surrounding the
fuel cooler is in good condition and correctly positioned.
A24 IO
Fig. C2-8 Pre-pump filter
Fig. C2-9 Fuel cooler
10/88
C2-8
Chapter D
Contents Sections
Rolls- Royce Bentley
Silver Silver Corniche / Eight Mulsanne/ Turbo R Continental
Spint Spur Corn,che II Mulsanne S
Contents and issue record sheet D1

1987/88 model years
Turbocharging system D2
1989 model year
Turbocharging system D3
5/88 TSD 4737

Printed in England
Q Rolls-Royce Motor Cars Limited 1988 D1-1
Issue record sheet
Sections
Page No.
I 01 I02 I 03
1 5/88 10/88 5/88
2 12/86 5/88
3 2/90 12/86 5/88
4 12/86 5/88
5 10/87 5/88
6 10/87 5/88
7 10/87 5/88
8
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10
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2/90
TSD 4737
Printed in England
© Rolls-Royce Motor Cars Limited 1990 D1-3
Section 02
Basic principle of operation (see fig. D2-2) At a pre-set pressure the wastegate opens and
The turbocharger is designed to increase the power allows a proportion of exhaust gas to by-pass the
and torque of the engine under certain operating turbocharger. Th is ensures that the power of the
conditions. This is achieved by utilizing energy from engine is limited to a safe level.
the exhaust gases to pump additional air into the To prevent surging of the turbocharger
engine at wide throttle openings. When this occurs, compressor when the th rattles are suddenly closed, a
the turbocharger is applying 'boost' to the induction dump valve is fitted into the cast air intake elbow. This
system. assembly allows the inlet air to be recirculated from
The size of the turbocharger has been chosen to the air intake system to the compressor and relieves
ensure a substantial increase in torque at low engine the boost pressure when the throttles are closed.
speeds. However, if not correctly controlled this would When the throttles are opened the dump valve is
result in excessive boost pressure and power output closed and boost pressure is rapidly applied to the
at high speeds. engine.
To overcome this situation a wastegate is fitted
into the e~haust system between the engine and the Description of the components
turbocharger. Three systems form and control the turbocharging
Operation of the wastegate is controlled by an system. These are the air flow system (both inlet and
electronic control unit (ECU). This unit receives exhaust), the fuel system, and the ignition system. All
information from the two knock sensors (detonation}, have their various control systems (some of which are
the ignition system (engine speed). and the air interrelated) to ensure that they function properly and
pressure transducer (comparing boost and manifold at the correct time.
pressure). This section relates to control systems and
When certain conditions are sensed by the ECU, it components that operate the basic turbocharging
signals to close the boost control valve. The resultant system and comprise the following.
build-up of signal pressure is then applied to the Turbocharger assembly
wastegate diaphragm. Wastegate
Fig. D2-1 Engine compartment details

1 Dump valve solenoid valve 5 Exhaust gas wastegate (partially hidden)
2 Cast air intake elbow 6 Dump valve assembly (partially hidden)
3 Turbocharger assembly 7 Boost control solenoid valve
4 Air intake filter housing 8 Dump valve vacuum switch
10/88 TSO 4737

Printed in England
® Rolls-Royce Motor Cars Limited 1988 D2-1
Dump valve Oil seals are fitted at either end of the shaft to
Dump valve vacuum switch and solenoid prevent oil leakage into the turbine or compressor
Boost control ECU housings.
Boost control valve Do not use an exhaust extraction system on the
Knock sensors vehicle. Failure to observe this caution may result in a
Air pressure transducer temporary leak from the turbocharger oil seal
arrangement. This leak may continue for some time
after the extraction equipment has been removed.
Turbocharger (see fig. D2-3)
The turbocharger is basically an air pump driven by Exhaust gas wastegate (see fig. D2-4)
the energy of the exhaust gas. The main components The exhaust gas wastegate is used to control the
are the exhaust turbine, the shaft, the compressor, boost pressure by regulating the flow of exhaust gas
and the centre housing assembly. to the turbocharger turbine. This controls the energy
The turbine and compressor are mounted at available for compressing inlet air.
opposite ends of the same shaft which is supported in The boost pressure is taken from a tapping at the
plain bearings within the centre housing. The end of the turbocharger compressor volute and acts
compressor is contained within an aluminium alloy on a diaphragm connected to the wastegate valve. As
housing and the exhaust turbine within the cast iron the boost pressure rises, the diaphragm acts against a
housing. Both housings are bolted to the centre spring and at a predetermined pressure the valve lifts
housing and the complete assembly is mounted via off its seat, wasting some of the exhaust gas and
the turbine flange to the exhaust manifold. limiting the boost pressure.
The plain bearings that support the shaft have The boost pressure signal to the wastegate is
floating bushes which are lubricated by pressurized vented to atmosphere by the boost control valve. This
engine oil. The oil is also used to cool both the bearings solenoid valve is unenergized in the open position.
and the centre housing assembly. When it receives a signal from the electronic control
.____ __,.,___ _ _ (O
~1879
Fig. D2-2 The turbocharging system

1 Knock sensor 6 Air intake filter housing
2 Exhaust gas wastegate 7 Boost control solenoid valve
3 Dump valve vacuum switch 8 Ignition input signal (engine speed)
4 Dump valve solenoid valve 9 Electronic control unit (ECU)
5 Air pressure transducer
12 86
02-2
unit (ECU) the solenoid valve closes and allows 1 2 3 4
pressure to build-up in the wastegate.
Dump valve (see fig. D2-5)

The manifold depression operated dump valve is
situated in the cast air intake elbow. At low engine
loads [manifold vacuum greater than 368,30 mm Hg
(14.5 in Hg)) it allows air to recirculate through the
intake system and back into the compressor.
At higher engine loads the dump valve closes
(due to a fall in the manifold depression) and pressure
builds-up in the induction system, increasing part
throttle engine power and improving throttle
progression on the primary chokes.
A solenoid valve operated by a vacuum switch,
connects the dump valve to atmospheric pressure
whenever the inlet manifold vacuum is less than
368,30 mm Hg (14.5 in Hg) and allows the dump valve
to close.
When the vacuum switch and solenoid are A1880
de-energized (inlet manifold vacuum greater than
368,30 mm Hg (14.5 in Hg}J. the solenoid connects the Fig. D2-3 The turbocharger assembly
dump valve to the inlet manifold vacuum which in 1 Exhaust turbine
turn, draws the valve open. 2 Shaft
The dump valve also acts as a relief valve if the 3 Centre housing
boost pressure exceeds approximately 0,59 bar (8.5 4 Intake compressor
lbf/in2 , 439,50 mm Hg, 17.30 in Hg).
Boost control (see fig. 02-61

This system is controlled by an electronic control unit
(ECU) situated behind the front flasher lamp on the
left-hand side of the vehicle.
The function of the unit is to interpret electrical
signals received from the ignition system (engine
speed). the two knock sensors (detonation), and the
air pressure transducer (comparing boost and
manifold pressure).
When the ECU receives certain signals it operates
the boost control solenoid valve. This in turn opens
the wastegate to limit the amount of exhaust gas
A1882
available to drive the turbocharger turbine.
Boost inhibit Fig. D2-4 Exhaust gas wastegate and control

This system prevents the build-up of boost pressure system
when the vehicle is stationary with the brakes applied,
the transmission is in drive range, and the accelerator
pedal depressed. (ECU) signals to the boost control solenoid to close
When the ECU senses that the above conditions and control the boost pressure.
prevail, it signals to close the boost control solenoid.
The resulting build-up of pressure in the control line, Air pressure transducer (see fig. D2-7)
opens the wastegate and prevents a build-up of the The air pressure transducer is a cast aluminium block
main boost pressure. mounted on the speed control actuator at the rear of
'A' bank cylinder head.
Engine knock sensors The unit monitors induction manifold pressure,
A knock sensor is fitted between cylinders two and primarily for the fuel injection system. However, it
three of both 'A' bank and 'B' bank. also provides instantaneous boost pressure
The sensor produces a small output signal when information for the knock sensing boost control
it detects detonation. system.
The output signal is processed by the boost control
electronic control unit which then decides if detonation Modes of operation
is present. This section comprises a brief description of the
If detonation is present the electronic control unit operating modes for the system.
12/86 TSO 4737

Printed in England
Engine light load operation The inlet air delivered by the turbocharger
With a small throttle opening and low engine speed compressor to the air intake elbow is allowed to return
the inlet manifold depression is high. Therefore, the to the compressor via the dump valve. Under these
dump valve vacuum switch de-energizes the solenoid conditions there is no turbocharging effect and the
valve and allows the inlet manifold depression to engine operates in the 'conventional' naturally
open the dump valve. aspirated manner.
Engine part throttle operation (with boost)

When the throttles are partially opened to meet an
increase in engine load, the inlet manifold depression
will fall below 368,30 mm Hg (14.5 in Hg). Therefore,
the dump valve vacuum switch energizes the solenoid
valve and closes the dump valve by venting it to
atmosphere.
When the dump valve closes the air recirculation
pipe, air from the turbocharger compressor is retained
within the induction system. This causes pressure to
build-up to approximately 0,48 bar (7 lbf/in2, 361,97
mm Hg, 14.25 in Hg), dependent upon the throttle
openings.
The increased density of inlet air permits an
increase in the volume of fuel that can be burnt in the
engine (whilst maintaining the correct air/fuel ratio).
This therefore, produces a correspondingly higher
engine power output.
The boost pressure is also piped from the
turbocharger compressor to the exhaust gas
wastegate assembly via the boost control solenoid
valve. Normally this valve vents the signal pressure to
atmosphere. However, when the boost control
electronic control urHt {ECU) signals to close the
solenoid to atmosphere, boost pressure builds-up in
the signal line.
At a predetermined pressure the wastegate valve
lifts off its seat. This allows a proportion of the exhaust
gas to by-pass the turbocharger turbine limiting the
speed and therefore, the power driving the
turbocharger compressor. This action limits the boost
pressure.
Fig. D2-5 Dump valve and control system If due to malfunction, the boost pressure is not
limited in the manner described, the dump valve will
act as a relief valve when the pressure approaches
approximately 0,59 bar (8.5 lbf/in2, 439,50 mm Hg,
17.30 in Hg).
Engine full load operation

With the throttles fully opened, the inlet manifold
depression is below the setting required to keep the
dump valve open. Therefore, the vacuum switch
activates the solenoid which vents the dump valve to
atmosphere, closing the valve.
Boost pressure from the turbocharger builds-up
in the induction manifold and the turbocharging effect
is evident with increased engine power.
The turbocharger boost pressure is also fed to
the exhaust gas wastegate assembly. At a pre-set
pressure the valve is lifted from its seat and allows
some exhaust gas to by-pass the turbocharger
turbine. This limits the speed of the compressor and
therefore, the boost pressure.
If a malfunction of a component results in
Fig. 02-6 Boost control electronic control unit (ECU) excessive boost pressure, the dump valve will operate
12/86
D2-4
as a relief valve at approximately 0,59 bar (8.5 lbf/ini,
439,50 mm Hg, 17.30 in Hg).
In abnormal conditions, as the engine overcomes
the load imposed upon it. it may be possible to detect
detonation momentarily before the knock sensing
system takes control.
The system comprises a knock sensor fitted to
each bank of engine cylinders. The sensors produce a
~mall signal when detonation is detected. This signal
1s fed to the electronic control unit for processing.
If detonation is present the electronic control unit
signals to the boost control solenoid valve to close.
This allows boost control signal pressure to be
exerted on the wastegate diaphragm, to open the
wastegate.
The speed of the turbocharger turbine and Fig. D2-7 Air pressure transducer
compressor is therefore limited by the operation of
the wastegate.
Turbocharger assembly - To remove and fit
Servicing 1. Slacken the worm drive clip securing the air intake
The information contoined in this section includes hose to the turbocharger intake assembly. Free the joint
Basic system fault finding chart. by twisting the hose.
System test procedures flow charts. 2. Unscrew the worm drive clip and detach the
Mecl;anical components assembly sequence. crankcase breather pipe from the air dump pipe.
Components removal and fitting procedures. 3. Slacken the worm drive clips situated at the flexible
If a fault cannot be clearly defined, it is suggested section of both the air feed and air dump pipes. Free the
that the following procedure is carried out before any joints by twisting each rubber hose.
involved fault diagnosis work is undertaken. 4. Unscrew the nut retaining the intake assembly to
The procedure should be adhered to otherwise, an the turbocharger; collect the washer and withdraw the
incorrect diagnosis may be made which could result in intake assembly.
both lengthy and costly repairs. 5. Unscrew the banjo bolt from the pressure tapping
on the end of the turbocharger compressor casing.
Procedure Free the joint and collect the aluminium sealing washer
1. Check the ignition system and fuel injection from either side of the pipe joint faces.
system. carry out the functional checks detailed in 6. Unscrew the two setscrews retaining the large
Chapter B. heatshield to the top of the turbocharger assembly.
2. If a fault is apparent, refer to Chapter E for ignition 7. Unscrew the nut and collect the washer from the
system faults and Chapter B for fuel injection system lower timing cover stud that retains the large heatshield
faults. lower mounting bracket. Withdraw the heatshield.
3. Ensure that the exhaust emission CO reading is 8. Unscrew the two Allen screws securing the oil feed
correct, refer to Chapter B. pipe flange to the top of the turbocharger. Free the joint
If the exhaust CO reading is incorrect, carry out a and discard the gasket.
compression test on the engin!'! cylinders before 9. Unscrew the two setscrews securing the oil return
adjusting the mixture strength. pipe flange to the bottom of the turbocharger. Free the
Note Inhibit the operation of the fuel injection system joint and discard the gasket.
during this test by removing the fuel injection 10. Unscrew the exhaust clamp ring, securing the
system fuse. Also isolate the ignition system by turbocharger assembly to the exhaust downtake pipe.
disconnecting the flywheel sensor. Do not 11. Unscrew the four nuts retaining the turbocharger
disconnect the HT king lead for this purpose. assembly to the exhaust mounting flange, collect the
distance washers and withdraw the assembly.
Engine cylinder compression pressure 9,66 bar Take care not to damage the machined faces of the
(140 lbf/in 2 ) minimum@ cranking speed turbocharger to manifold joint.
12. Fit the turbocharger by reversing the removal
Variation between cylinders must not exceed procedure, noting the following.
1.034 bar (1 5 lbf/in 2 ) 13. Ensure that the face joint surfaces between the
turbocharger and exhaust manifold are clean and
4. Carry out the turbocharging system flow chart test undamaged.
procedures. 14. Torque tighten the retaining nuts to the figures
given in Chapter L.
Removal and fitting of components 15. Before connecting the lubrication pipes. the
When removing any parts always blank off the open turbocharger must be primed with clean engine oil in the
connections immediately to prevent the ingress of dirt. following manner.
10/87 TS04737
Printed in England
Symptom
....--- - - - -- - - - - - Excessive oil consumption and/or blue smoke in exhaust
, - -- -- - - - - - -- Lack of power
....-- - - - - - - - - Misfire
- - - - - - - - - - - Intake system ·spitback'
....--- - - - - - Power hang on
. . . . - - - - - - Excessive induction noise on overrun
....----- Excessive induction noise on boost
~ - - - Excessive top speed
Excessive detonation
Overheating
Possible fault
- - - - - - - Excessive mixture leaness - - -- - - - - - - - - - - - - - - -
- Insufficient ignition advance - - - - - - - - - - - - - - - - - - - - . .
- Excessive ignition advance---- - - -- -- - - - -- - ~
- - - - - - - - - Insufficient boost------ - - - - - - - - - - - - ~
- - - - - - - - Excessive boost--- - - - - - - - - - - - - - - - - .
-- - -- - - - - - Turbocharger oil leak - - - - - -- - -- - -- ~
- - - - - Turbocharger compressor surging----- - -----.
- - Ignition electronic malfunction - - - - - - - - - - - . .
- - Pressurized system air leak - - - --------..
- - - Limiter electronic malfunction - - - - -~
Possible cause
Ignition system ECU faulty - - - -- --•
Distributor mechanism faulty------ ,
Boost control system faulty -------1
Incorrect CO level - - - - - - - - - - - , - - - - - - - - -
Dump valve faulty - - - -
Dump valve solenoid faulty - - - - -
Dump valve vacuum switch faulty - - - - -
Wastegate valve sticking -- - - -
Wastegate diaphragm faulty -- -
Wastegate signal pipe blocked or leaking - - - -
Turbocharger compressor intake
restricted or blocked - - - - - - - - - - -
Turbocharger compressor/turbine faulty - -- -- -
Turbocharger seals faulty -- --
Faulty APT and/or signal pipe -- - -
Faulty fuel injection system ECU - - - -- ,-- --
Faulty EHA - - - - -- - - - - - -
Faulty crankcase breather - - - - - - - - - -- -
A2213
Fig. 02-8 Basic turbocharging fault diagnosis chart
10/87
D2-6
(
F_igure 02·9
Turbocharging system - fault diagnosis chart

Sheet 1 of 5
(
10/87 TSD4737
Printed in England
C Rolls•Royce Motor Cars Limited 1987 D2-7
Preliminary checks and conditions
(
Important Symptoms
Boost control, EZ 58F digital ignition, and - - - -- - - - - - - - - - Poor performance (general)
KE2-Jetronic are 'stand alone' systems. . - - - - - -- - -- - - - Poor performance ( intermittent)
Consult the respective fault diagnosis to - - - - - - -- -- Poor performance (up to 3000 rev/min - full throttle)
identify a possible fault and the system to - - - - - - - - - Excessive performance
which the fault relates ,--- - - - - - Misfire
1. Unless a fault is absolutely obvious it is
recommended that the complete fault .---- - - Overboosting
finding procedure is carried out . - - - -Detonation
2. Ensure that the battery is fully charged Surging 11 13 km/h to 1 44 km/h ( 70 mile/h to 90 mile/h))
3. Always use a digital multimeter to carry
out electrical circuit tests Possible cause
4. Always switch off the ignition when • - • --,--,-- r - -r---r---t-- Knock sensors
either disconnecting or connecting • • -• Air pressure transducer
electrical connections
•-• - • - • -• - • --t-----t- Boost control valve
5. Always remake any connection(s) before ' I
proceeding to the next test • - - - • - - i - - - - i - - - r - - i - -Stall torque limiter - brakes

•---• • - • Wastegate
• - - - - - • - - -~ - • Turbocharger
• •---•-Dump valve
Visually inspect the electrical connections to
the components illustrated below. Detach the
multiplug from the boost control ECU and
( check the ;ntegrity of the 1 3 connections in 1. Remake the connections
the plug 2. Replace the cables
Are these satisfactory?
Disconnect the electrical plug from the boost Check the cables to the boo:it control solenoid
Switch on the ignition
control valve valve
Wait for approximately 10 seconds
Switch on the ignition and measure the
Does the boost control valve 'click'
voltage at the loom connector
continuously?
Is it 10 to 13 volts?
Note The valve may 'click' briefly for between
5 and lO seconds when the ignition
is switched on
Carry out cheCKS to the air pressure transducer

loom
Check the voltage on the purple/brown cable Check the boost control valva
Is it 4.9 to 5.3 volts?
Check for cable continuity between the black

cable and earth
Is it continuous?
Rectify faulty cable
(
C Figure D2-9

Sheet 2 of 5
(_
10/88 TSD 4737
Printed in England
·f' Rolls-Royce Motor Cars Limited 1988 D2-9
Boost control syste~ air pressure transducer (APT)
(.
Identify the boost control APT (see item Al
Carefully withdraw the rubber moulding from
tlie APT electrical plug (see item A) for the
duration of the test
Do not remove the plug
Connect a multimeter between the
.purple/brown cable in the plug and earth
Is the reading zero volts?
voltage
Is it 4.9 to 5.3 volts? Replace the KE2·Jetronic fu<d injection system
ECU
Withdraw the plug from the APT
Check for cable continuity between the
purple/brown cable in the plug and pin 16 in
the fuel injection ECU plug (see item D)
Withdraw the plug from the APT Is it continuous?
cable in the plug and the body earth (see
item B)
Is it continuous? NO
Is the voltage drop on the cable less than

0.05 volts? NO
Do not remove the plug from the APT Rectify faulty cable
Start and run the engine at idle speed
Measure the voltage between the green/state
cable in the plug and earth

green/slate cable in the plug and pin 10 in the
boost control ECU plug (see item C)
Is it continuous?
Disconnect the metal manifold feed pipe from Check for a 'crimped· or blocked signal hose Check that the metal signai pipe is not blocked
the APT from the induction manifold to the APT or leaking YES Replace the boost control ECU
Do not remove the plug Is it satisfactory? la it satisfactory?
voltage between the green/slate cable in the
plug and earth Switch on the ignition
Is it 2.2 to 2.8 volts? Wait for approximately 10 seconds System operating satisfactorily
Is the boost control valve 'clicking·
Clean out or replace the hose Rectify the pipe continuously?
Replace the APT

Retest the system
I Identification of air pressure transducers

(APT)
Early 1987 model year cars have one APT
fitted for both the boost control and fuel
To identify the APTs warm-up the engine
and allow it to run at the idle speed setting.
injection systems. Remove the rubber electrical plug from
Late 1987 and all 1988 model year cars each APT in turn. When the plug is removed
have two APTs fitted one for the boost from the APT connected to the fuel
control system and one for the fuel injection system. the engine will run rich
injection system. Both APTs have three (lumpy) and the rev/min will decrecise. The
cables connected to them via a rubber plug. boost control system APT is the one that
The colours of the three cables in each remains connected during this alteration in
( loom are similar. engine idle speed conditions.
(
Figure 02·9

Sheet 3 of 5
(
10/88 TSD4737
Printed in England
© Rolls-Royce Motor Cars Limited 1988 02 .. 11
(_
Boost control solenoid valve
Remove the two hoses from the adapter on
the boost control solenoid valve
Connect a clean hose to one of the hose
connections on the adapter (see item A)
Blow down the hose
Does air only escape from the open
connection on the adapter end not from NO
the screened vent port?
Replace the boost control valve
Leave the hoses as in the previous test

Switch on the ignition NO
Blow down the hose
Does air now escape from both the open
connection on the adapter and the
screened vent port?
Identify the boost control system air Disconnect the electrical c:onnections to the
( pressure transducer (APT) (refer to sheet Withdraw the plug from the air pressure air pressure transducer. 1he boost control
2 of 5) transducer ECU (see item C), and th~ KE2·Jetronic ECU
Withdraw the plug from the APT NO Sw itch on the ignition NO (see item 0) Rectify faulty cables
Switch on the ignition Is the voltage on the green/slate cable Check for cable continuit~ between pin 2 on
Is the boost control solenoid valve more than 3.6 volts? the air pressure transducer and pin 1 9 on the
'clicking'? KE2·Jetronic ECU, and pin 10 on the boost
control ECU
Are these continuous?
Boost control solenoid valve working Change the boost control system ECU and
satisfactorily retest the system
Measure the resistance of the boost control
solenoid valve Change the boost control solenoid valve
Is it 26 to 27n?
YES
Change the ECU

Check the brake lamps, automatic speed
Retest the system NO control. and knock sensing systems
Is it now setisfectory?
Boost control SY.Stem working satisfactorily

(
Figure 02-9

Sheet 4 of 5
2/90 TSO 4737

Printed in England
Wastegate Dump valve
( I
Ensure that there is no blockage of the Disconnect and blank the vacuum hose to the
following dump valve vacuum swijch. Disconnect the
1. Wastegate signal pipe vacuum hose from the dump valve at the
2. Compressor to boost control valve signal induction manifold. Conpect the Mityvac
pipe Eliminate the blockage or replace the
pump RH 12495 to the in~uction manifold
3. Compressor signal pipe tapping on the respective component
hose connection. 1
turbocharger compressor Start the engine. '.
Are these compo:ter.ts free from Is the dump valve closed?
obstruction?
Apply a vacuum of 0.5 bar (15 in Hg)

Remove the hose from the boost control Does the valve open rapidly (audible Inspect the system hoses and pipes Rectify or renew the pipes arid hoses as
valve that feeds air to the wastegate. 'click') between 0,4 bat and 0.47 bar ( 12 NO Are they blocked? necessary
Fit the Mityvac pump RH 12495. in Hg and 14 in Hg}?
Remove the wastegate
Apply 0,41 bar (12 in Hg) of air pressure to the
Inspect the valve and diaphragm for sticking
wastegate signal pipe and listen carefully
and/or damage (including a ruptured
for the wastegate to operate.
diaphragm)
Does the wastegate open when the air
pressure is applied and close again when
Slowly release the vacuum
the pressure is released?
Does the valve close 118 the vecuum falls NO
( below 0.42 bar (12.5 in Hg)?
Wastegate operates satisfactorily

Proceed to check the dump valve system Individually check and replace/overhaul the
Dump valve is operating satisfactorily
following
1. Vacuum switch
2. Solenoid valve
0 8 E) 0 GOG 00 12v+ign 3. Dump valve
~~2 :, z :,
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Wiring diagram The turbocharging system

1 Knock sensor - A bank 9 To fuet injection system ECU 1 Knock sensor 6 Air intake filter housing
2 Knock sensor - B bank 10 Purge control solenoid (if fitted) 2 Exhaust gas wastegate 7 Boost control solenoid valve
3 From braking system 11 Fuse 3 Dump valve vacuum switch 8 Ignition input signal (engine speed)
4 From speed control system 12 Purge control vacuum switch (if fitted) 4 Dump valve solenoid valve 9 Electronic control unit (ECU)
5 From fuel injection system ECU 13 Air pressure transducer 5 Air pressure transducer
6 From ignition system ECU 14 Boost control solenoid
7 To ignition system ECU 15 Boost control system ECU
8 To fuel injection system ECU
(.
Figure D2·9

Sheet 5 of 5
I
'--
(__
10/67 TSO 4737
Printed in England
@ kolls-Royce Motor Cars Limited 1987 D2-15
Brake lamps, Cruise control, and Knock sensors
(.
The boost control system switches to base
pressure and hence naturally aspirated
performance if
1. The brakes are applied (stall torque
limiting function)
2. The cruise control is activated
Switch on the ignition Refer to Workshop Manuals TSD 4 700

Are the brake lamps illuminated without (Chapter GJ or TSO 4701 and rectify the fault
depressing the brake pedal?

Depress the brake pedal and measure the Check the stop lamps circuit refer to
voltage at pin 20 of the boost control ECU Workshop Manual TSD 4701
(see item A)
Is it 1 0 to 13 volts?
Disconnect pin 22 (cruise control) from the

boost control ECU. Insulate the wire very Check for a fault in the cruise control system
carefully. Retest the vehicle
Has the performance improved?
Start the engine Disconnect the knock sensor connectors. one Check the condition and :ontir.uity of the
Check the operation of the boost control at a time (see item C) knock sensor cables. Note the polarity
Start the engine NO Replace ECU
valve (see item 8) Are they continuous and in good
Is it •clicking' at random? Measure the voltage on the pink/green cable condition?
at the boost control valve plug
Is it greater than 9 volts and is the valve
not 'clicking'?

Measure the voltage on the pink/green cable Rectify faulty cables
at the I oost control valve plug
Replace knock sensor(s)
Is it less than 5 volts?
Stan the engine with the transmission in park Check the integrity of knock sensor cables at
Increase the engine speed to between 3000 the pin connectors
i and 3500 rev/min Check pins. substitute knock sensors, and
\.:
Measure the voltage of the pink/green cable ensure protective sleeves are securely
at the boost control valve plug fastened
System operating satisfactorily
(
a. Slowly pour the engine oil into the feed port on top
of the turbocharger and manually spin the compressor
blades. Exercise care to ensure that the blades are not
damaged.
b. Once the oil drains from the port on the bottom of
the turbocharger, clean the joint face and fit both the
gasket and oil return pipe.
c. Fill the turbocharger through the feed port and then
clean the joint face and fit both the gasket and oil feed
pipe.
Exhaust wastegate - To remove and fit

(see fig. 02-11 I
1. Locate the boost pressure pipe connection on the
side of the wastegate assembly. Unscrew the male pipe
nut and withdraw the pressure pipe.
2. Unscrew the two setscrews securing the wastegate
to the exhaust manifold. Collect the washers.
3. Withdraw the wastegate and collect the gasket. Fig. D2-10 Turbocharger and inlet pipes
4. Fit the wastegate by reversing the removal
procedure, noting that the sealing ring fitted between
the wastegate and exhaust manifold must be in good
condition. Fit a new gasket.
For the remainder of the information relating to the
exhaust system refer to Workshop Manual TSO 4700,
ChapterQ.
Air dump valve (recirculation} pipe - To remove

and fit
The recirculation pipe is an integral part of the cast
intake assembly.
1. Unscrew the worm drive clip securing.
a. the main intake hose to the cast intake assembly.
b. the hose from the air dump valve to the metal pipe.
c. the hose from the crankcase breather to the metal
p ipe.
Twist each hose to free the joint.
2. Unscrew the intake assembly retaining nut and
collect the washer (see fig. D2-12J.
3. Withdraw the pipe assembly.
4. Fit the pipe assembly by reversing the procedure,
ensuring that the hoses are in good condition.
A221 6
Air dump valve - To remove and fit

1. Unscrew the hose clamps securing the two flexible Fig. 02-11 Exhaust wastegate
hoses to their respective connections on the bottom of
the dump valve (see fig. D2-14).
2. Remove the cast engine air intake elbow (refer to
Chapter B, Section 83. Mixture control unit assembly -
To remove and fit. Operations 2 to 6 inclusive).
3. Invert the cast elbow.
4. Unscrew the three setscrews retaining the dump
valve. Collect the washer fitted under the head of each
setscrew.
5. Withdraw the dump valve assembly.
6. Fit the dump valve by reversing the procedure,
ensuring that the gasket is in good condition.
Air dump valve - To dismantle, inspect, and

assemble (see fig. D2-5)
1. Remove the dump valve from the cast air intake
elbow. Fig. D2 -12 Air dump valve pipe
10/87 TSO 4700

Printed in England
Fig._
D2-13
_ T urbocharget
__ : ' ' a and exhaust fitt·mgs
- ----
10/87
D2-18
2. Collect the rubber sealing ring.
3. Unscrew the two Allen screws retaining the circular
end plate to the assembly. Collect the gasket.
4. Unscrew the two through setscrews from the base
of the dump valve. Collect the washer from each
setscrew.
5. Withdraw the valve from the casting.
6. Unscrew the four setscrews situated around the
diaphragm retaining ring.
7. Unscrew the nut from the centre through bolt.
Collect the washer.
8. Lift ott the seal assembly. diaphragm. spring guiue,
spring, and base washer.
9. Withdraw the through bolt, guide, and washer from
the v<1lve housing.
1 0. Clean the parts and examine the rubber diaphragm,
body sealing ring, and the valve seal assembly plate.
1 1. Assemble the components by reversing the A2219
dismantling procedure.
Air dump valve vacuum switch and solenoid - To Fig. D2- 14 Dump valve signal hoses
remove and test (see fig. 02-5)
This solenoid and switch are fitted adjacent to the oir
pctentiometer on the mixture control unit. Take care 6. If the operation of the switch is suspect. it should
when identifying these components on cars produced to be renewed.
a Middle East specification. as the purge control system
solenoid and switch are also fitted in this area (refer to Solenoid valve - To remove and fit
Chapter G). 1. Disconnect the inlet and outlet hoses from the
solenoid valve.
Vacuum switch - To remove and fit 2. Disconnect the electrical connections to the
1. Unscrew the vacuum signal hose clamp screw solenoid valve at the 2-way connection block. This block
situated adjacent the switch. Twist the hose to free the is situated between the air potentiometer (mixture
joint. control unit) and the solenoid valve.
2. Disconnect the electrical connections to the switch. Note The connection block is usually clipped together
at the 4-way connection. This block is situated between with the connection block for the vacuum switch.
the air potentiometer (mixture control unit) and the 3. Remove the two nuts, washers, and bolts fitted on
dump valve solenoid. either side of the solenoid valve.
Note The connection block is usually clipped together 4. Withdraw the solenoid valve from the mounting
with the connectbn block for the solenoid valve. bracket.
3. Carefully prise the shakeproof securing washer from 5. Fit the solenoid valve by reversing the dismantling
the cylindrical body of the switch, below the mounting procedure.
bracket.
4. Lift the switch from the mounting bracket. Solenoid valve - To test
5. Fit the switch by reversing the dismantling 1. Disconnect electrical connections to the solenoid
procedure. valve at the 2-way connection block. This block is
situated between the air potentiomer (mixture control
Vacuum switch - To rest unit) and the solenoid valve.
1. Locate the switch electrical connection block a~d Note The connection block is usually clipped together
connect a digital multimeter between the brown cable with the connection block for the vacuum switch.
and earth. 2. Slacken the hose clamp screws on the solenoid inlet
2. Slacken the vacuum switch signal hose clamp and outlet connections. Twist each hose to free the joint.
screw and withdraw the hose. Connect the Mityvac Withdraw the two hoses.
pump RH 12495 to the connection on the switch. 3. Connect a suitable length of hose to the front
3. Switch on the ignition noting that the reading on connection on the solenoid and blow down the open end
the multimeter is between 8 volts and 15 volts. of the hose. It should be possible to blow through the
4. Operate the vacuum pump and apply a vacuum to solenoid valve.
the switch. The meter should read zero when the 4. Connect a 12 volt supply to the solenoid. Note that
reading on the gauge is between 317.50 mm Hg and it should not be possible to blow down the hose when
38 1,0 mm Hg ( 1 2.50 in Hg and 1 5 in Hg). the solenoid is energized.
5. Slowly release the vacuum. noting that the meter Note If the solenoid valve is fitted to the car for this
again reads between 8 volts and 15 volts before the test, exercise care to eliminate the possibility of an
vacuum drops below 317.50 mm Hg (12.50 in Hg). electrical spark.
2/90 TSO 4 737

Printed in England
© Rolls-Ruyce Motl)r Ci,rs Limited 1990 D2-19
Boost control ECU - To remove and fit
(see fig. 02-6)
1 . Disconnect the battery.
2. Remove the front left-hand flasher and side lamp
assembly (refer to Workshop Manual TSO 4701 ).
3. Disconnect the multi-pin plug from the ECU.
Note Do not finger the ECU terminal pins.
4. Unscrew the setscrews securing the engine cooling
system expansion bottle to the wing valance. Carefully
manoeuvre the expansion bottle into the engine
compartment to gain access to the ECU securing screws.
5. Unscrew the three self-tapping screws that retain
the ECU to the wing valance.
Support the ECU before the last securing screw is
removed.
6. Withdraw the ECU through the front flasher and
side lamp wing aperture.
7. Collect the three screw clips from the ECU.
8. Fit the ECU by reversing the removal procedure.
Air pressure transducer (APT) - To remove and fit

1. Disconnect the electrical plug at the APT.
2. Unscrew the metal pipe nut from the adapter on
the APT.
3. Unscrew the two mounting screws and withdraw
the APT.
4. Fit the assembly by reversing the removal
procedure.
Engine knock sensors- To remove and fit

1. Locate the sensor mounted half-way along the
crankcase on each side.
2. Detach the electrical plug from the end of the
sensor.
3. Unscrew the sensor from the crankcase.
4. Fit the sensors by reversing the removal procedure.
Ensure that the heat resistant sleeves fitted to protect
each sensor cable, are in good condition and
satisfactorily clipped along their entire length.
10/87
D2-20
Section D3
Basic principle of operation (see fig. D3-2) open. The resultant build-up of signal pressure is then
The turbocharger is designed to increase the power applied to the wastegate diaphragm. Any reduction of
and torque of the engine under certain operating induction manifold pressure required by the boost
conditions. Increased engine load and throttle plate control ECU is achieved by wastegate control.
opening, increases exhaust gas flow rate. The At a pre-set pressure the wastegate opens and
turbocharger turbine utilizes this energy and allows a proportion of exhaust gas to by-pass the
generates a positive induction manifold pressure turbocharger. This ensures that engine power output
(boost) via the turbocharger compressor. is safely regulated under all operating conditions.
Increased air density which results from To prevent surging of the turbocharger
compressing the inlet charge produces higher engine compressor when the throttles are suddenly closed, a
power and torque. dump valve is fitted into the cast air intake elbow.
The size of the turbocharger has been chosen to This assembly allows the inlet air to be recirculated
ensure optimum torque at low engine speeds. from the air intake system to the compressor and
However. without accurate control this would result relieves the boost pressure when the throttles are
in excessive boost pressure and subsequent engine closed.
damage under certain operating conditions. When the throttles are opened the dump valve is
To overcome this situation a wastegate is fitted closed and boost pressure is rapidly applied to the
into the exhaust systerp between the engine and the engine.
turbocharger.
Operation of the wastegate is controlled by the Description of the components
boost control ECU. This unit receives information This section relates to control systems and
from the two knock sensors (detonation), the K- components that operate the basic turbocharging
Motronic ECU (engine speed). and an air pressure system and comprise the following.
transducer (monitoring induction manifold pressure). Turbocharger assembly
When certain conditions are sensed by the boost Wastegate
control ECU, it signals the boost control valve to Dump valve
Fig. 03-1 Engine compartment details

1 Dump valve solenoid valve 5 Connection to intercooler
2 Cast air intake elbow 6 Connection from intercooler
3 Dump valve assembly (partially hidden) 7 Boost control solenoid valve
4 Turbocharger assembly 8 Dump valve vacuum switch
5/88 TSO 4737

Printed in England
Dump valve vacuum switch and solenoid The plain bearings that support the shaft have
Boost control ECU floating bushes which are lubricated by pressurized
Boost control valve engine oil. The oil is also used to cool both the
Knock sensors bearings and the centre housing assembly.
Air pressure transducer Oil seals are fitted at either end of the shaft to
lntercooler (refer to Chapter JI prevent oil leakage into the turbine or compressor
housings.
Turbocharger !see fig. D3-3) Do not use an exhaust extraction system on the
The turbocharger is basically an air pump driven by vehicle. Failure to observe this caution may result in a
the exhaust gas. The main components are the temporary leak from the turbocharger oil seal
exhaust turbine, the shaft, the compressor. and the arrangement. This leak may continue for some time
centre housing assembly. after the extraction equipment has been removed and
The turbine and compressor are mounted at result in the emission of smoke from the exhaust
opposite ends of the same shaft which is supported tailpipe.
in plain bearings within the centre housing. The
compressor is contained within an aluminium alloy Exhaust gas wastegate (see fig. D3-4l
housing and the exhaust turbine within the cast iron The exhaust gas wastegate is used to control the
housing. Both housings are bolted to the centre boost pressure by regulating the flow of exhaust gas
housing and the complete assembly is mounted via to the turbocharger turbine. This controls the energy
the turbine flange to the exhaust manifold. available for compressing inlet air.
.__~-.-,--- - -ell
----- - (I)
' -- -- - G) A2429
,
Fig. 03·2 The turbocharging system
Knock sensor 8 Dump valve vacuum switch
2 Wastegate 9 Air intake filter housing
3 Warm-up catalytic converter 10 Boost control solenoid
4 lntercooler 11 Boost control ECU
5 Dump valve 12 K-Motronic ECU
6 Air pressure transducer 13 Braking system
7 Dump valve solenoid 14 Speed control system
5/88
D3-2
The boost pressure is taken from a tapping at 1 2 3 4
the end of the turbocharger compressor volute and
acts on a diaphragm connected to the wastegate
valve. As the boost pressure rises. the diaphragm
acts against a spring and at a predetermined pressure
the valve lifts off its seat, controlling exhaust gas
flow and thus limiting the boost pressure.
The boost pressure signal to the wastegate is
vented to atmosphere by the boost control valve. This
solenoid valve is unenergized in the closed position.
When it receives a signal from the electronic control
unit {ECU) the solenoid valve opens and allows
pressure to build-up in the wastegate, by venting
signal pressure to atmosphere.
Dump valve (see fig. D3-51

The manifold depression operated dump valve is
situated in the cast air intake elbow. At low engine
loads [manifold vacuum greater than 368,30 mm Hg
(14.5 in Hg)] it allows compressed air to recirculate A2619
through the intake system and back into the

compressor. Fig. D3-3 The turbocharger assembly
At higher engine loads the dump valve closes 1 Exhaust turbine
(due to a fall in the manifold depression) and 2 Shaft
pressure builds-up in the induction system. increasing 3 Centre housing
4 Intake compressor
part throttle engine power and improving throttle
progression.
A solenoid valve operated by a vacuum switch.
connects the dump valve to atmospheric pressure
whenever the inlet manifold vacuum is less than
368,30 mm Hg (14.5 in Hg) and allows the dump
valve to close.
When the vacuum switch and solenoid are de-
energized !inlet manifold vacuum greater than
368,30 mm Hg {14.5 in Hgll, the solenoid connects
the dump valve to the inlet manifold vacuum which
in turn. draws the valve open.
The dump valve also acts as a relief valve if the
boost pressure exceeds approximately 0,59 bar
t8.5 lbf/in2 • 439,50 mm Hg, 17.30 in Hg).
Al8S2
Boost control (see fig. 03-6)
This system is controlled by an electronic control unit
Fig. 03-4 Exhaust gas wastegate and control
(ECU) situated behind the front flasher lamp on the
system
left-hand side of the vehicle.
The function of the unit is to interpret electrical
signals received from the K-Motronic engine
management ECU (engine speed). the two knock opens the wastegate and prevents a build-up of the
sensors (detonation), and an air pressure transducer main boost pressure.
!monitoring induction manifold pressure).
The boost control solenoid valve regulates the Engine knock sensors
wastegate position and thus induction manifold A knock sensor is fitted between cylinders two and
pressure. in response to boost control ECU output. three of both 'A: bank and 'B' bank.
The sensor is a piezo-electric accelerometer
Boost inhibit which produces a small voltage output with engine
This system prevents the build-up of boost pressure vibration. This voltage output increases significantly if
when the vehicle is stationary with the brakes detonation is present.
applied, the transmission is in drive range, and the The output signal is processed by the boost
accelerator pedal depressed. control electronic control unit which then decides if
When the ECU senses that the above conditions detonation is present.
prevail, it signals to close the boost control solenoid. If detonation is present the ECU signals to the
The resulting build-up of pressure in the control line, boost control solenoid to progressively close,
5/88 TSO 4737

Printed in England
reducing induction manifold pressure until detonation Air pressure transducer tsee fig. 03-7)
is eliminated. When the ECU detects that detonation The air pressure transducer is a cast aluminium block
has ceased it signals the boost solenoid to re-open. mounted on the speed control actuator at the rear of
gradually restoring the induction manifold pressure to 'A' bank cylinder head.
its correct value. The unit monitors induction manifold pressure
and relays this as a voltage to the boost control
system.
Modes of operation
This section comprises a brief description of the
operating modes for the system.
Engine light load operation

With a small throttle opening and low engine speed
the inlet manifold depression is high. Therefore. the
dump valve vacuum switch de-energizes the solenoid
valve and allows the inlet manifold depression to
open the dump valve.
The inlet air delivered by the turbocharger
compressor to the air intake elbow is allowed to
return to the compressor via the dump valve. Under
these conditions there is no turbocharging effect and
the engine operates in the 'conventional' naturally
aspirated manner.
Engine part throttle operation (with boost}

When the throttles are partially opened. the inlet
manifold depression will fall below 368,30 mm Hg
114.5 in Hg). Therefore. the dump vatve vacuum
switch energizes the solenoid valve and closes the
dump valve by venting it to atmosphere.
When the dump valve closes pressure in the
induction manifold builds-up to a maximum of
approximately 0.48 bar (7 lbf/in2 , 361.97 mm Hg,
14.25 in Hg), dependent upon the throttle openings.
producing a correspondingly higher engine power
output.
The boost pressure is also conveyed from the
turbocharger compressor to the exhaust gas
Fig. D3-5 Dump valve and control system wastegate assembly via the boost control solenoid
valve. At low loads this valve is open venting the
signal pressure to atmosphere. However, as the
engine load increases the electronic boost control
unit (ECUI signals to close the solenoid to
atmosphere, increasing the pressure in the signal line
which in turn applies a larger force on the wastegate
diaphragm.
At a predetermined pressure the wastegate valve
lifts off its seat. This allows a proportion of the
exhaust gas to by-pass the turbocharger turbine
limiting the power driving the turbocharger
compressor. This action regulates the boost pressure.
If, due to malfunction, the boost pressure is not
limited in the manner described, the dump valve will
act as a relief valve when the pressure approaches
approximately 0,59 bar (8.5 lbf/in2 , 439.50 mm Hg,
17.30 in Hg).
Engine full load operation

With the throttles fully opened, the inlet manifold
depression is below the setting required to keep the
Fig. D3-6 Boost control electronic control unit (ECU} dump valve open. Therefore. the vacuum switch
5/88
D3-4
activates the solenoid which vents the dump valve to
atmosphere. closing the valve.
Boost pressure from the turbocharger builds-up in
the induction manifold and the turbocharging effect is
evident with increased engine power.
The turbocharger boost pressure is also fed to
the exhaust gas wastegate assembly. As the signal
pressure increases the valve is lifted further from its
seat and allows more exhaust gas to by-pass the
turbocharger turbine. This limits the boost pressure.
If a malfunction of a component results in
excessive boost pressure. the dump valve will operate
as a relief valve at approximately 0.59 bar
{8.5 lbf/in7 • 439,50 mm Hg. 17.30 in Hg).
A knock sensor is fitted to each bank of engine
cylinders. The sensors produce a signal which is fed
to the boost control ECU for processing.
If detonation is present the ECU signals to the
boost control solenoid valve to close. This allows
boost control signal pressure to be exerted on the
wastegate diaphragm, to open the wastegate.
The speed of the turbocharger rotor is therefore
limited by the operation of the wastegate. Fig. D3-7 Air pressure transducer
Servicing
ThP. information contained in this section includP.s 3. Carry out the turboc:harging systP.m flow chart
Basic system fault finding chart. test procedures.
System test procedures flow charts.
Mechanical components assembly sequence. Removal and fitting of components
Components removal and fitting procedures. When removing any parts always blank off the open
If a fault cannot be clearly defined, it is connections immediately to prevent the ingress of
suggestP.d that the following procedure is carried out dirt.
before any involved fault diagnosis work is
undertaken. Turbocharger assembly - To remove and fit
The proceciurc should be acihcre<1 to otherwise. 1. Ensure that the usual workshop safety
an incorrect diagnosis may be made which coL1ld procedures are carried out.
result in both lengthy and costly repairs. 2. Drain the coolant and remove the top hose. refer
to TSO 4 700. Chapter L.
Procedure 3. Remove the air injection pump [if fitted), refer to
1. Check the K-Motronic controlled ignition system Chapter F.
and fuel injection system, carry out the functional 4. Remove the air dump valve lrecirculationl pipe,
checks detailed in Chapter B. refer to this chapter.
If the car is fitted with catalytic converters, carry 5. Locate the air hose connecting the turbocharger
out an 'on-board' fault diagnosis check (refer to to the intercooler assembly. Unscrew the worm drive
Chapter BJ. The resulting blink code will assist any clip securing this hose to the turbocharger. Free the
diagnosis work. joint.
2. Ensure that the exhaust emission CO reading is 6. Unscrew the banjo bolt from the pressure tapping
correct, refer to Chapter B. on the end of the turbocharger compressor casing.
If the exhaust CO reading is incorrect, carry out Free the joint and collect the aluminium washer from
a compression test on the engine cylinders before both sides of the pipe joint faces.
adjusting the mixture strength. 7. Unscrew the two setscrews retaining the large
Note Inhibit the operation of the fuel injection and heatshield to the top of the turbocharger assembly.
ignition control systems during this test by 8. Unscrew the nut and collect the washer from the
disconnecting the multi-plug from the lower timing cover stud. that retains the large
K-Motronic ECU. heatshield lower mounting bracket.
9. Carefully withdraw the heatshield.
Engine cylinder compression pressure 10. Unscrew the two Allen screws securing the oil
9,66 bar (140 lbf/in 2 1 minimum @ feed pipe to the top of the turbocharger.
cranking speed 11. Unscrew the banjo bolt securing the bottom joint
t-- -·- -- -- - - - - - - -- - - - ----1 of the oil feed pipe to the crankcase.
Variation between cylinders must not
exceed 1.034 bar 115 lbl/in 2 J 12. Free the oil feed pipe.
13. On cars fitted with catalytic converters, unscrew
5/88
TSD 4737
Pr,nreri Engl,rnd
in
© Rolls· Royce Motor Cars llmitP,rl 1 988 D3-5
Symptom
, - - - - - - - - - - - - -- Excessive oil consumption and/or blue smoke in exhaust
. - - - - - - - - -- - - - Lack c;f power

, - - - - - - - - -- - Misfire
, - - - - - - -- - - Intake system ·spitback·
. - - - -- - - - - Power hang on
. - - - - -- - Excessive induction noise on overrun
, - - - - - - Excessive induction noise on boost

. - - - - - Excessive top speed
Excessive detonation
Overheating
Possible fau It
- - - - - - - Excessive mixture leaness - - - - - - - - -- - - - - - - - -~
- lnsutticient ignition advance - - - - - - - - - - - - - - - - - - ,

- Excessive ignition advance--- - - - -- - - - --------.
- - - - - - - - - Insufficient boost - - - - - - - - - -- - - - - - - - ~
- - - - - - - - Excessive boost - -- -- - - - - - - - - - - - - - - ,
-- - -- - - - - - Turbocharger oil leak - - - - - - - - - --------.
- - - - Turbocharger compressor surging - -- - - - - - - ,
- - Ignition electronic malfunction - - - - - - ----,

- - Pressurized system air leak - - - - -- - - - ,
Limiter electronic malfun<:tion ~
Possible cause l
K-Motronic ECU faulty •- -
Distributor mechanism faulty - - - - - -
Boost control system faulty - - - -- - - ,
Incorrect CO level - - - - - - -- - - , - - - - - - 1----
Dump valve faulty - - - -
Dump valve solenoid faulty - - - - -
Dump valve vacuum switch faulty - - - - -
Wastegate valve sticking -- - - -
Wastegate diaphragm faulty -- -
Wastegate signal pipe blocked or leaking - - - -
Turbocharger compressor intake
restricted or blocked - -- - - - - - - - -
Turbocharger compressor/turbine faulty - -- -- -
Turbocharger seals faulty -- - -
Faulty APT and/or signal pipe -- -- --
Faulty EHA - - - - - - - - - - -
Faulty crankcase breat h e r - - - - - - - - - - - --
A2618
Fig. 03-8 Basic turbocharging fault diagnosis chart
5/88
D3-6
Figure 03-9

Sheet 1 of 5
(
·-·
(
5/88 TSO 4737
Printed in England
© Rolls-Royce Motor Cars Limited 1 988 D3-7
Preliminary checks and conditions
Symptoms
~ - -- - - -- - - - - - Poor performance (general)
- - - -- - - - - - - Poor performance (intermittent)
- - - - - - - - - hcessive performance
Important
- - - - -- - Misfire
1. Unless a fault is absolutely obvious it is
recommended that the complete fault · - - - - -Overboosting
finding procedure is carried out ..-- - - Detonation
2. Ensure that the banery is fully charged Surging [ 113 km/h to 144 km/h (70 mi',e/h to 90 mile/h))
3. Always use a digital multimeter to carry
out electrical circuit tests Possible cause
4. Always switch off the ignition when • - - Knock sensors
either disconnecting or connecting • ,-• Air pressure transducer
electrical connections
• - - • - • - • --+--+-- Boost control valve
5. Always remake any connection(s) betore
proceeding to the next test • Stall torque limiter - brakes
• • - • Wastegate
•---•---~-• Turbocharger
• •---•-Dump valve
Visually inspect the electrical connections to
the components illustrated below. Detach the
muttiplug from the boost control ECU and
( check the integrity of the 1 5 connections in 1. Remake the connections
the plug NO 2. Replace the cables
Are these satisfactory?
Disconnect the electrical plug from the boost Check the cables to the boost control solenoid
control valve valve
Wait for approximately 10 seconds
Does the boost control valve 'click' Switch on the ignition and measure the
voltage at the loom connector
continuously?
Is it 10 to 13 volts?
Note The valve may 'click' briefly for between
5 and 10 seconds when the ignition
is switched on
Carry out checks to the air pressure transducer

loom
Check the voltage on the purple/brown cable Check the boost control valw

cable and earth
Is it continuous?
Rectify faulty cable
I
/:
Boost control ECU

!I
Figure D3·9

Sheet 2 of 5
(
5/88 TSD 4737
Printed in England
© Rolls• Royce Motor Cars Limited 1988 03-9
Boost control system air: pressure transducer (APT)
(
\
Carefully withdraw the rubber moulding from
the APT electrical plug (see item A) for the
duration of the test. This plug has four
cables.
Do not remove the plug.
Connect a multimeter between the
purple/brown cable in the plug a.nd earth Is the reading zero volts?
Switch on the ignition and check the voltage
Replace the fuel injection system ECU
purple/brown cable in the plug and pin 9 in
the boost control ECU plug {see item C)
Withdraw the plug from the APT Is it continuous?
cable in the plug and the body earth (see
item B)
Is it continuous?
Is the voltage drop on the cable less than

0.05 volts?
(
Do not remove the plug from the APT Rectify faulty cable
M~asure the voltage between the green/slate
cable in the plug and earth
Is it 0.7 to 1 .0 volts?
Withdraw the plug from the APT and the

EGR ECU l O way
green/slate cable in the plug and pin 10 in
the boost control ECU plug (see item C)
Check for cable cuntinuity between the
green/slate cable in the plug and pin 7 in the
EGR 10 way
Are the cables continuous?
Disconnect the metal manifold feed pipe from Check for a ·crimped' or blocked signal hose Check that the metal signal pipe is not blocked
the APT from the induction manifold to the APT or leaking Replace the boost control ECU
( Do not remove the plug Is it satisfactory? Is it satisfactory?
voltage between the green/slate cable in the
plug and earth NO NO Switch on the ignition -
Is it 2.2 to 2.8 volts? Wait for approximately 10 seconds System operating satisfactorily
Is the boost control valve 'clicking'
Clean out or replace the hose Rectify the pipe continuously?
Replace the APT

Retest the system
(
(
Figure D3·9

Sheet 3 of 5
(
5/88 TSO 4737
Printed in England
® Rolls-Royce Motor Cars Limited 1988 03-11
Boost control solenoid valve
(
Remove the two hoses from the adapter on
the boost control solenoid valve
Connect a clean hose to one of the hose
connections on the adapter (see item A)
Blow down the hose
Does air only escape from the open
connection on the adapter and not from
the screened vent port?
Replace the boost control valve
Leave the hoses as in the previous test

Blow down the hose
Does air now escape from both the open
connection on the adapter and the
screened vent port?
Withdraw the plug from the boost control Disconnect the electrical connections to the
Withdraw the plug from the air pressure air pressure transducer. ttH boost control
system APT (see item BJ transducer ECU (see item C) and the EGA ECU (see
Switch on the ignition Switch on the ignition NO Rectify faulty cables
item D).
Is the boost control solenoid valve Is the voltage on the green/slate cable Check the cable continuity between pin 2 on
'clicking'? more than 3.6 volts? the air pressure transducer and pin 7 on the
EGR ECU 10 way plug and socket. and pin
10 on the boost control ECU
Ate these continuous?
Boost control solenoid valve working Change the boost control system ECU and
YES [
satisfactorily ~
retest the system
Measure the resistance of the boost control
solenoid valve Change the boost control solenoid valve
Is it 26 to 27n?
Change the ECU

Check the brake lamps. automatic speed
Retest the system NO
Is it now satisfactory? control. and knock sensing systems
YES ,.
Boost control system working satisfactorily
(
(
Figure 03·9

Sheet 4 of 5
(.
'
(
2/90 TSO 4737
Printed in England
~Rolls-Royce Motor Cars Limited 1990 D3-13
Wastegate Dump valve
(
Ensure that there is no blockage of the
following Disconnect the vacuum hose to the dump
1. Wastegate signal pipe valve vacuum switch, Connect the M ityva c
2. Compressor to boost control valve signal pump RH 12495 to the vacuum switch.
Eliminate the blockage or replace the
pipe Start the engine.
3. Compressor signal pipe tapping on the respective component
Is the dump valve closed?
turbocharger compressor
Are these components free from
obstruction?
Apply a vacuum of 0.5 b&r (15 in Hg)

Remove the hose from the boost control Does the valve open rapidly (audible Inspect the system hoses and pipes Rectify or renew the pipes and hoses as
valve that feeds air to the wastegate. 'click') between 0,4 bar and 0,47 bar (12 Are they blocked? YES necessary
Fit the Mityvac pump RH 12495. Remove the wastegate in Hg and 14 in Hg)?
Apply 0.41 bar ( 12 in Hg) of air pressure to the Inspect the valve and diaphragm for sticking
wastegate signal pipe and listen carefully for and/or damage (including a ruptured
the wastegate to operate. diaphragm)
Does the wastegate open when the air
pressure is applied and close again when Slowly release the vacuurn
the pressure is released? Does the valve close as the vacuum falls NO
{ below 0.42 bar ( 12.5 -in Hg}?
'
Wastegate operates satisfactorily
Proceed to check the dump valve system Individually check and replace/overhaul the
Dump valve is operating satisfactorily
following
1. Vacuum switch
2. Solenoid valve
.~
3. Dump valve
e 0 0
0 ~ ~8
~ s:0 "
>
., 05 KW a)
:> z :, "' <;) It>
0
I
I 0
I
VEL
0 12L 0
·. 0 B
,:; ! C:
.·: "
"·
~ "'
e
0 0
L-.=:.
(l ;,_
5 .:::
G.:e.
S _.:.__ _ _ _ _ _ _ _ _ _,· o - 1 OB
0 5 PN I
ID
0
: L _ _ _ _ _ J i - - - - -- 0
- ... -. '--- --
'------e
(,E)
1 'A' bank knock sensor 8 Boost control solenoid 14 Dump valve vacuum switch 1 Knock sensor 8 Dump valve vacuum switch
2 ·s· bank knock sensor 9 Right-hand valance 7 way plug 15 Air pressure transducer 2 Wastegate 9 Air intake filter housing
3 Braking system and socket 16 EGR ECU 3 Warm-up cataly,ic converter 10 Boost control solenoid
4 Left-hand valance 1 2 way plug 10 Dump valve solenoid 2 way plug 17 EGR ECU 4 I ntercooler 1 1 Boost control ECU
and socket and socket
( 5 Left·hand valance single 11 Dump valve solenoid
18 Boost control ECU 5 Dump valve 12 K·Motronic
19 K·Motrcnic ECU 6 Air pressure transducer 13 Braking system
connecticn 12 Left-hand valance 12 way plug 20 Parameter code socket (!ink 7 Dump valve solenoid 14 Speed control system
6 Speed control system and socket required on cars fitted with
7 Boost control solenoid 2 way 1 3 Dump valve vacuum switch cataly,ic converters)
plug and socket 4 way plug and socket
( Figure D3·9

Sheet 5 of 5
(_
C.
5/88 TSD4737
Printed in England
~ Rolls-Royce M~tor Cars Limited 1988 D3-15
Brake lamps, Cruise control, and Knock sensors
(
The boost control system switches to base
pressure and hence naturally aspirated
performance if
1. The brakes are applied (stall torque
limiting function)
2. The cruise control is activated

Refer to Workshop Manuals TSO 4700
Are the brake lamps illuminated without
/Chapter G) or TSO 4848 anc! rectify the fault
depressing the brake pedal?

Depress the brake pedal and measure the
Check the stop lamps circuit refer to
voltage at pin 20 of the boost control ECU
Workshop Manual TSD 484S
(see item A)
Is it , 0 to 13 volts?
Disconnect pin 22 (cruise control) from the

( boost control ECU. Insulate the wire very
Check for a fault in the cruise control system
carefully. Retest the vehicie
Ha$ the performance improved?
..)__NO,
,---------:..._....,,,..,.__________,
Start the eng i n6 Disconnect the knock sensor connectors, one
Check the condition and continuity of the
Check the operation of the boost control at a time (see item C)
knock sensor cables. NotE- the polarity
valve (see,item BJ Start the engine NO Are they continuous and in gooci YES Replace ECU
Is it 'clicking' at random? Measure the voltage on t~1e pink/green cable
condition?
at the boost controi valve plug
Is it greater than 9 volts and is the valve
not 'clicking'?

Measure the voltage on the pinktgreen cable Rectify faulty cables
at the boost control valve plug
Replace knock sensor(s)
Start the engine with the transmission in park Check the integrity of knock sensor cabies at
Increase the engine speed to between 3000 the pin connectors
and 3500 rev/min Check pins. substitute knock sensors. and
Measure the voltage of the pink/green cable ensure protective sleeves are securely
at the boost control valve plug fastened
System operating satisfactorily
(
the CO measuring pipe from the main exhaust pipe
below the turbocharger.
14. Unscrew the two setscrews securing the oil drain
pipe to the bottom of the turbocharger. Free the joint.
15. Unscrew the exhaust clamp ring, securing the
turbocharger assembly to the exhaust downtake pipe.
16. Unscrew the four nuts retaining the turbocharger
assembly to the exhaust manifold mounting flange.
Collect the distance washers.
17. Carefully withdraw the turbocharger assembly,
taking care not to damage the machined mating
faces of both the turbocharger and the exhaust
manifold.
18. Fit the turbocharger by reversing the removal
procedure, noting the following.
19. Ensure that the face joint surfaces between the
turbocharger and exhaust manifold are clean and
undamaged.
20. Torque tighten the retaining nuts to the figures Fig. D3-10 Turbocharger and inlet pipes
given in Chapter L.
21. Before connecting the lubrication pipes, the
turbocharger must be primed with clean engine oil in
the following manner.
a. Slowly pour the engine oil into the feed port on
top of the turbocharger and manually spin the
compressor blades. Exercise care to ensure that the
blades are not damaged.
b. Once the oil drains from the port on the bottom
of the turbocharger, clean the joint face and fit both
the gasket and oil return pipe.
c. Fill the turbocharger through the feed port and
then clean the joint face and fit both the gasket and
oil feed pipe.
Exhaust wastegate - To remove and fit

(see fig. D3-11)
1. Locate the boost pressure pipe connection on the
side of the wastegate assembly_ Unscrew the male
pipe nut and withdraw the pressure pipe.
2. Unscrew the setscrews securing the wastegate
to the exhaust manifold. Collect the washers.
3_ Withdraw the wastegate and collect the 'O' ring.
4. Fit the wastegate by Feversing the removal A2621
procedure, noting that the sealing ring fitted between

the wastegate and housing must be in good Fig. D3-11 Exhaust gas wastegate
condition.
Fo, the remainder of the information relating to
the exhaust system refer to Workshop Manual
TSD 4 700, Chapter Q.
Air dump valve (recirculation) pipe - To remove

and fit
The recirculation pipe is an integral part of the cast
intake assembly.
1. Unscrew the worm drive clip securing.
a. the main intake hose to the cast intake assembly.
b. the hose from the air dump valve to the metal
pipe.
Twist each hose to free the joint.
2. Unscrew the intake assembly retaining nut and
collect the washer (see fig. 03-12).
3. Withdraw the pipe assembly. Fig. D3-12 Air dump valve pipe
7/88 TSD 4737

Printed in England
© Rolls-Royce Motor Cars limited 1988 03-17
Fig.
. _
D33··11~3~Tu=rb~oc-ha-rg_e rand
_ ex haust
__ fittings_- - - - - - -
5/88
D3-18
4. Fit the pipe assembly by reversing the procedure,
ensuring that the hoses are in good condition.
Air dump valve - To remove and fit

1. Free the two flexible hoses from their respective
connections on the bottom of the dump valve lsee
fig. D3-141.
2. Remove the cast engine air ir1take elbow (refer to
Chapter 8, Section B4, Mixture control unit assembly
- To remove and fit).
3. Invert the cast elbow.
4. Unscrew the three setscrews retaining the dump
valve. Collect the washer fitted under the head of
each setscrew.
5. Withdraw the dump valve assembly.
Fig. D3-14 Dump valve signal hoses
6. Fit the dump valve by reversing the procedure.
ensuring that the gasket is in good condition.
Air dump valve - To dismantle. inspect. and connect a digital multi-meter between the brown
assemble (see fig. D3-5) cable and earth.
1. Remove the dump valve from the cast air intake 2. Slacken the vacuum switch signal hose clamp
elbow. screw and withdraw the hose. Connect the Mityvac
2. Collect the rubber sealing ring. pump RH 12495 to the connection on the switch.
3. Unscrew the two Allen screws retaining the 3. Switch on the ignition noting that the reading on
circular end plate to the assembly. Collect the gasket. the multi-meter is between 8 volts and 15 volts.
4. Unscrew the two through setscrews from the 4. Operate the vacuum pump and apply a vacuum
base of the dump valve. Collect the washer from to the switch. The meter should read zero when the
each setscrew. reading on the gauge is between 317,50 mm Hg and
5. Withdraw the valve from the casting. 381.0 mm Hg (12.50 in Hg and 15 in Hg).
6. Unscrew the four setscrews situated around the 5. Slowly release the vacuum. noting that the meter
diaphragm retaining ring. again reads between 8 volts and 15 volts before the
7. Unscrew the nut from the centre through bolt. vacuum drops below 317,50 mm Hg (12.50 in Hg).
Collect the washer. 6. If the operation of the switch is suspect, it
8. Lilt off the seal assembly. diaphragm. spring should be renewed.
guide, spring. and base washer.
9. Withdraw the through bolt, guide. and washer Solenoid valve - To remove end fit
from the valve housing. 1. Disconnect the inlet and outlet hoses from the
10. Clean the parts and examine the rubber solenoid valve.
diaphragm, body sealing ring, and the valve seal 2. Disconnect the electrical connections to the
assembly plate. solenoid valve at the 2-way connection block.
11. Assemble the components by reversing the 3. Carefully slide the solenoid from its rubber
dismantling procedure. mounting.
4. Fit the solenoid valve by reversing the
Air dump valve vacuum swhch and solenoid - To dismantling procedure.
remove and test lsee fig. D3-5)
This solenoid and switch are fitted adiacent to the air Solenoid valve - To test
flow sensor potentiometer on the mixture control unit. 1. Disconnect the electrical connections to the
solenoid valve at the 2-way connection block. This
Vacuum switch - To remove and fit block is situated between the air potentiomer
1. Disconnect the vacuum signal hose from the !mixture control unit! and the solenoid valve.
switch. Note The connection block is usually clipped together
2. Disconnect the electrical connections to the with the connection block for the vacuum
switch, at the 4-way connection. switch.
3. Carefully prise the shakeproof securing washP.r 2. Slacken the hose clamp screws on the solenoid
from the cylindrical body of the switch, below the inlet and outlet connections. Twist each hose to free
mounting bracket. the ioint. Withdraw the two hoses.
4. Lift the switch from the mounting bracket. 3. Connect a suitable length of hose to the front
5. Fit the switch by reversing the dismantling connection on the solenoid and blow down the open
procedure. end of the hose. It should be possible to blow
through the solenoid valve.
Vacuum switch - To test 4. Connect a 12 volt supply to the solenoid. Note
1. Locate the switch electrical connection block and that it should not be possible to blow down the hose
2/90 TSD 4737

Printed in England
when the solenoid is energized.
Note If the solenoid valve is fitted to the car for this
test, exercise care to eliminate the possibility of
an electrical spark.
Boost control ECU - To remove and fit

lsee fig. D3-6l
2. Remove the front left-hand flasher and side lamp
assembly (refer to Workshop Manual TSD 48481.
3. Disconnect the multi·pin plug from the ECU.
Note Do not finger the ECU terminal pins.
4. Unscrew the setscrews securing the engine
cooling system expansion bottle to the wing valance.
Carefully manoeuvre the expansion bottle into the
engine compartment to gain access to the ECU
securing screws.
5. Unscrew the three self-tapping screws that retain
the ECU to the wing valance.
Support the ECU before the last securing sc;rew
is removed.
6. Withdraw the ECU through the front flasher and
side lamp wing aperture.
7. Collect the three screw clips from the ECU.
8. Fit the ECU by reversing the removal procedure.
Air pressure transducer {APT) - To remove and fit

1. Disconnect the electrical plug at the APT.
2. Unscrew the metal pipe nut from the adapter on
the APT.
3. Unscrew the two mounting screws and withdraw
the APT.
4. Fit the assembly by reversing the removal
procedure.
Engine knock sensors - To remove and fit

1. Locate the sensor mounted half-way along the
crankcase on each side.
2. Detach the electrical plug from the end of the
sensor.
3. Unscrew the sensor from the crankcase.
4. Fit the sensors by reversing the removal
procedure. Ensure that the heat resistant sleeves
fitted to protect each sensor cable, ·are in good
condition and satisfactorily clipped along their entire
length.
5/88
03-20
Chapter E
Ignition systems
Contents Sections
Rolls-Royce Bentley
Contents and issue record sheet E1 El El El E1 E1 E1

1987/88/89 model year
1987/88 model year
Turbocharged cars
Precautions E2 E2 E2 E2 E2 E2 E2
Ignition control system E3 E3 E3 E3 E3 E5 E3
Ignition timing E4 E4 E4 E4 E4 E4
Ignition system test procedures
(incorporating ignition timing) E6
Ignition circuits E7 E7 E7 E7 E7 E7 E7
Note For details of the ignition system fitted to 1989 model

year turbocharged cars, refer to Chapter B, Section 84
K - Motronic.
5/88 TSD 4737

Printed in England
© Rolls-Royce Motor Cars Limited 1988 E1-1
Issue record sheet
Sections
Page No.
I E1 I E2 I
E3 I
E4 I
E5 I E6 I E7
l 5/88 2/87 2/87 2/90 7/87 10/88 10/87

2 2/87 2/90 7/87 1/89
3 2/90 2/90 7/87 7/87 2/87
4 2/87 7/87
7/87
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7/87
2/87
2/87 - - - - - -- - - - -
7 2/90 2/87
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54
2190 TSO 4737

Printed in England
© Rolls-Royce Motor Cars limited 1990 E1-3
Section E2
Precautions
Danger - Exhaust gases 4. Never remove the high tension lead situated
To ensure adequate ventilation, always open garage between the ignition coil and distributor when the
doors fully before starting the car in a garage. or any engine is running.
confined space. 5. Ensure that no arcing takes place between
The exhaust gases contain carbon monoxide electrical connections.
(CO), which is odourless and invisible, but very 6. Never supply more than 16 volts direct current to
poisonous. the ignition system.
Operating the air conditioning system in a
confined space increases the danger of these gases
entering the car.
Danger - High voltage levels

Dangerously high voltage levels are present in an
electronic ignition system. These levels are not only
present in individual components, but also in the
wiring looms, plugs, sockets, and test connections.
The primary as well as the secondary circuit are
subject to these high voltages.
Therefore, whenever the system is switched on
ensure that you do not touch components/circuits
contained within the ignition system.
General precautions
Whenever possible ensure that the battery master
switch (if fitted) is turned to the OFF position or the
battery is disconnected. However, it is essential that
when disconnecting or connecting electrical
components, either the battery master switch is turned
to the OFF position or the battery is disconnected.
When carrying out operations that require the
battery master switch to be in the ON position and the
battery connected always ensure that the following
procedures are carried out.
The parking brake is firmly applied.
The gear range selector lever is in the park
position.
The gearchange isolatil')g fuse (fuse A6) on the
main fuseboard F2 is removed.
In addition, the following points should be noted.
Never disconnect the battery or switch off the
battery master switch when the engine is running.
Always ensure correct polarity when making
cable connections.
It is recommended that when carrying out tests
on the car wiring, a good quality multi-meter is used.
Never use generator type meters.
Do not use a test lamp on circuitry that contains
electronic components, such as the ignition system.
Special precautions
1. Always wear thick rubber gloves and use insulated
tools.
2. Before using test equipment always read the
manufacturer's instructions.
3. Do not pierce any electrical leads or looms with
test probes, etc.
2/87 TSD4737
Printed in England
Section E3
Introduction
A constant energy ignition control system is fitted.
The system utilises a variable reluctance electronic
distributor incorporating an integral amplifier module
together with a high energy coil. The system also
incorporates resistive type sparking plugs.
Component description
Ignition distributor (see fig. E3- 1)
The ignition distributor assembly is situated at the
rear of the engine and is driven from the crankshaft via
a skew gear.
Contained within the distributor body is an
assembly incorporating a permanent magnet and
coil; the assembly being linked to an amplifier module.
Also contained within the body is a rotor arm and
reluctor wheel; the wheel incorporating eight teeth,
one per cylinder. Each time a tooth of the reluctor
wheel passes close to the coil pole piece (during
rotation of the distributor shaft) a small voltage is
induced within the coil. The voltage is then passed to
the ignition amplifier module. This in turn controls the
primary current in the ignition coil.
The advance characteristics of the ignition
distributor are controlled by centrifugal weights
together with the vacuum advance capsule.
Except during idle speed or at small throttle
openings, a gated orifice vacuum signal is applied to
the ignition distributor capsule from the throttle
body. This ensures smooth running of the engine
under all operating conditions and therefore improves
fuel economy.
Ignition coil
The ignition coil is situated in the engine compartment,
fSji\
mounted on the right-hand inner wing valance (see
fig. E3-2). -
When the ignition amplifier, located on the
Vo
distributor body, interrupts the current to the primary
winding of the ignition coil a high voltage is induced \
in the secondary winding. The high voltage is
distributed via the distributor rotor arm and high
~
tension leads to the sparking plugs.
Sparking plugs A1897

Prior to fitting the sparking plugs ensure that the gap
setting corresponds to the figures quoted in Chapter A. Fig. E3-1 Ignition distributor
1 Cover
Engine crankshaft sensor 2 Rotor arm
To enable ignition timing to be measured using 3 Reluctor wheel
diagnostic test equipment an engine crankshaft sensor 4 Coil pole piece
is located at the rear of the engine, mounted on the 5 Pick-up assembly
transmission adapter (see fig. E3-3). 6 Clamp setscrew
When the crankshaft is at 20" atdc the sensor 7 Vacuum advance capsule
detects a pin on the starter ring carrier. This causes a 8 Amplifier module
2/87
TSD 4737
Printed in England
Fig. EJ-2 Ignition coil
Fig. E3-3 Engine crankshaft sensor
pulse to be generated in the coil of.the sensor. This

pulse is transmitted, via the diagnostic socket. to the
test equipment giving accurate information as to
crankshaft position.
Diagnostic socket
The diagnostic socket is situated on the engine
adjacent to the alternator as shown in figure E4-4.
2/87
E3-2
Section E4
Ignition timing
Ignition timing condition and that the gap settings are correct.
Ignition timing settings vary, dependent upon the 3. Move the battery master switch (if fitted) to the
country specification of the car. Therefore, prior to OFF position. Alternatively, disconnect the battery.
commencing work, reference must be made to one of 4. Connect suitable diagnostic test equipment
the following ignition timing data charts. (e.g. Bosch MOT 201) to the diagnostic socket !see fig.
Figure E4-1 Cars conforming to an Australian, E4-4). Refer to the manufacturer's instructions when
Japanese, or North American specification. connecting this equipment.
Figure E4-2 Cars conforming to a Middle East If diagnostic test equipment is not available
specification. connect a stroboscope and tachometer in accordance
Figure E4-3 Cars other than those conforming to an with the manufacturer's instructions.
Australian, Japanese, Middle East, or North American 5. Disconnect the vacuum advance hose at the
specification. reducer connection (see fig. E4-5). Blank off the
exposed hose leading to the throttle body.
Ignition - To time 6. As necessary move the battery master switch to
Ignition timing is carried out on A1 cylinder, the front the ON position or re-connect the battery.
cylinder on the right-hand side of the engine when 7. Start and run the engine until the coolant
viewed from the driver's seat. thermostat has opened.
Note It is importnnl tlrnl the lest eciuipmcnl used to Continue to run the engine for a minimum of 15
lime the ignition meets lhP- following specification. minutes after (he thermostat has opened.
Accuracy - Ignition timing within ± 1° 8. As engine speed and ignition timing settings
Rotational speed within± 10 rev/min. vary, dependent upon the specification of the car,
1. Ensure that the parking brake is firmly applied, reference must be made to the appropriate ignition
the gear range selector lever is in the park position. timing data chart (see fig. E4-1, E4-2, or E4-3), prior to
and the gearchange isolating fuse (fuse A6) removed carrying out Operations 9, 10, 11, 14, and 18.
from fuseboard F2 at the main fuseboard. 9. Operate the primary throttles by use of the
Also ensure that the air conditioning function accelerator pedal until the required engine speed is
switch is in the OFF position and any non essential obtained (see fl1 in fig. E4-1, E4-2, or E4-3).
electrical loads are off. When selecting this speed ensure that it is
2. Check that the sparking plugs are in good approached from a higher range.
Engine rev/min Ignition timing Remarks
Static 10° btdc Initial static setting.

A 1 piston approaching tdc; distributor rotor arm on A1 firing
position.
1400± 25 20° btdc± 1° Vacuum advance hose disconnected and exposed hose leading
to throttle body blanked off.
Approach engine rev/min from a higher speed.
t1
580 (idle speed) 6° btdc to 14° btdc Air conditioning function switch in LOW position.
Ensure that the compressor clutch is in the engaged position
n and record ignition timing figure.
580 (idle speed) 10° to 14° Initial Vacuum of 635 mm Hg (25 in Hg) applied using Mityvac
further advanced pump RH 12495, then reduce to 508 mm Hg (20 in Hg).
than the figure Ensure that the compressor clutch is in the engaged position
recorded in III when taking ignition timing figure. Ignition timing figure should
be between 16° bide and 28n btdc.
r.1
Fig. E4-1 Ignition timing data Cars conforming to an Australian, Japanese, or North American specification
2/90 TSD4737
Printed in England
10. Check the ignition timing read out on the fig. E3· 1) and rotate the distributor body in the
diagnostic test equipment. Alternatively, direct the appropriate direction until the correct setting is
timing light from the stroboscope onto the crankshaft obtained.
damper timing marks and timing pointer (see fig. Clockwise rotation of the distributor body
E4-6). Check the timing. advances the ignition and conversely anti-clockwise
11. If the reading is outside the specified limits. rotation retards the ignition.
slacken the ignition distributor clamp setscrew (see After adjustment, tighten the distributor clamp

A 1 piston approaching tdc; distributor rotor arm on A 1 firing
position.
Middle East
2000 Vacuum advance hose disconnected and exposed hose leading
25° btdc± 1°
Taiwan Approach engine rev/min from a higher speed.
ti 30° btdc± 1°
Middle East
580 (idle speed) Air conditioning function switch in LOW position.
3° atdc to 5° btdc
Taiwan
m 2° btdc to 10° btdc
and record ignition timing figure.
580 (idle speed) 12°1016° Initial Vacuum of 635 mm Hg (25 in Hg) applied using Mityvac
recorded in EJ when taking ignition timing figure. Ignition timing figure should
be between 9° btdc and 21° btdc.
m
Fig. E4·2 Ignition timing data Cars conforming to a Middle East or Taiwan specification

A 1 piston approaching tdc; distributor rotor arm on A 1 firing
position.
2000 30° btdc±1° Vacuum advance hose disconnected and exposed hose leading
Approach engine rev/min from a higher speed.
m
580 (idle speed) 2° btdc to 10° btdc Air conditioning function switch in LOW position.
n and record ignition timing figure.
580 (idle speed) 12°10 16° Initial Vacuum of635 mm Hg (25in Hg) applied using Mityvac
recorded in~ when taking ignition timing figure. Ignition timing figure should
m be between 14° btdc and 26° btdc.
Fig. E4-3 Ignition timing data Cars other than those conforming to an Australian, Japanese, Middle East, Nonh
American, or Taiwan specification
2190
E4-2
Fig. E4-4 Diagnostic socket Fig. E4-6 Crankshaft damper timing marks
Fig. E4-5 Vacuum advance hose reducer connection Fig. E4-7 Idle speed adjustment screw
setscrew (finger tight plus h·alf a turn) and check to If the figure is outside the specified range, this
ensure that the reading is still within the specified indicates that the distributor is faulty and a new unit
limits. must be fitted.
12. Select LOW position on the air conditioning 15. Stop the engine.
function switch and ensure that the compressor clutch. 16. Locate the exposed hose from the vacuum
situated in the engine compartment. has engaged. advance capsule and connect a Mityvac pump
With the switch in LOW position the compressor RH 12495 lo th is hose.
clutch will cycle in and out. Therefore, when carrying 17. Start the engine and apply an initial vacuum of
out Operations 13. 14, and 18 ensure that the 635 mm Hg (25 in Hg). Then, reduce the vacuum to
compressor clutch is always in the engaged position. 508 mm Hg (20 in Hg).
13. Set the engine idle speed to 580 rev/min by 18. Adjust the engine idle speed to 580 rev/min. Note
means of the adjustment screw on the throttle body the ignition timing figure obtained in Operation 14
(see fig. E4-7}. Clockwise rotation of the screw reduces and check that the timing has further advanced by the
the rev/min; anti-clockwise rotation increases the amount specified in the relevant chart (see~ in fig.
rev/min. E4-1, E4·2. or E4·3).
14. Check the ignition timing to ensure that it If the figure is outside the specified range, this
corresponds with the timing figures quoted in the indicates that the distributor is faulty and a new unit
relevant chart (see IE) in fig. E4- 1, E4-2, or E4-3). must be fitted.
Record the figure obtained. 19. Stop the engine. As necessary move the battery
2/90 TS04737
Printed in England
©Rolls-Royce Mo1orCars Limited 1990 E4-3
master switch to the OFF position or disconnect the
battery.
20. Remove the test equipment and re-connect the
vacuum advance hose.
21. As necessary move the battery master switch to
the ON position or re-connect the battery.
22. Check the engine idle speed and adjust if
necessary, as described in Chapter B.
2/87
E4-4
Section E5
Introduction
To provide optimum ignition timing a digital
electronic ignition control system is fitted.
The system (see fig. E5-3) incorporates engine
sensors. an EZ 58F electronic control unit. group 1
ignition amplifier and coil, group 2 ignition amplifier
and coil, a two times four-way ignition distributor, and
resistive type sparking plugs.
Ignition timing is pre-programmed and is not
adjustable. Under no circumstance must any attempt
be n,ade to rotate the ignition distributor housing.
Component description
Engine sensors
The sensors located at various positions on the
engine, monitor operating conditions. The
information obtained from the sensors is transferred
to the EZ 58F electronic control unit providing a
constant indication of engine operating conditions.
This enables the EZ 58F to provide optimum ignition
timing.
Crankshaft sensor (see fig. E5-1) The sensor monitors

engine speed and crankshaft position by obtaining a
signal from the timing wheel mounted on the end of
the crankshaft.
A regular waveform is induced by the sensor from Fig. E5-1 Crankshaft sensor, plug, and socket
the 124 tooth timing wheel. Each time an odd tooth 1 Sensor
spacing on the timing wheel passes the sensor tip an 2 Plug and socket
indication is produced in the waveform pattern. This
provides a reference point for the EZ 58F electronir.
control unit.
The air gap between the tip of the sensor and the
timing wheel should be between 0,5mm and 1,5mm
(0.019in and 0.059in).
Engine coolant temperature.sensor (see fig. E5-2)

Located in the engine thermostat housing, the sensor
provides the EZ 58F electronic control unit with
information as to engine coolant temperature.
Ignition system Piezo resistive pressure transducer

(see fig. E5-4) This sensor is located within the EZ 58F
electronic control unit. It obtains information as to the
load on the engine by measuring the absolute
induction manifold pressure from a tapping on the
induction manifold.
Throttle position switch (see fig. E5-5) The switch unit

is mounted onto the throttle body and is connected to
the spindle of the primary throttle plates. It identifies
the position of the accelerator pedal and supplies the
EZ 58F electronic control unit with information as to
the operating mode of the engine (i.e. idle speed/
overrun, part load. or full load). Fig. E5-2 Engine coolant temperature sensor
7187 TSO 4737

Printed in Engl<1nd
Engine sensors
Induction Engine speed/ Coolant Throttle plate

manifold crankshah temperature position
pressure position
- -
EZ 58F ECU
Group 1 Group 2
Jl
amplifier amplifier
~ Jl
/~ ;;
1,~ I~
I
lI ••
I
Group 1 Group 2
'• coil coil
12v + ign
Al 2 x 4-way distributor Bl
,? ,?!)
B3 ~ A4 B4 A2
-1----
.. I
3
I t
!
A1 •
A3 B3
!•
A2
!
i.
82
Sparkmg plugs
!.. !•
81
I
!
'
A4
=i i.
B4
A209S
Fig. E5-3 Digital electronic ignition control system
7187
E5-2
EZ 58F digital electronic control unit (see fig. E5-4)
The electronic control unit incorporates four pre-
programmed ignition advance maps. These maps are
designated -cranking and low engine rev/min, idle
speed/overrun. part load. and full load.
Ignition amplifier modules (see fig. E5-6)

The amplifier modules (group 1 and group 2) are
side of the engine compartment to the rear of the
windscreen washer flu id reservoir. They are mounted
on a common heat sink.
The amplifiers provide first stage amplification of
low tension signals from the EZ 58F electronic control
unit to the ignition coils.
Fig. ES-4 Ignition system EZ 58F digital electronic
control unit Ignition coils (see fig. ES-6)
1 Electronic control unit The ignition coils (group 1 and group 2) are located
2 Piezo resistive pressure transducer adjacent to the bulkhead on the right-hand side of the
3 KE2-Jetronic fuel injection system engine compartment to the rear of the windscreen
electronic control unit washer fluid reservoir.
When the low tension to the coil primary winding
is interrupted by its amplifier, high tension is induced
in the coil secondary winding. This high tension is
then passed to the ignition distributor.
Ignition distributor (see fig. E5-1 J

The distributor assembly is mounted at the rear of the
engine. It is driven by a gear situated on the end of the
camshaft.
The unit incorporates two four pole ignition
distributor caps connected by a toothed drive belt. A
rotor arm in each cap distributes the high tension
from the ignition coils to the sparking plugs.
Sparking plugs
The sparking plugs are NGK BPR 5 EV with the gap set
to 1,0mm (0.040in).
Fig. ES-5 Throttle position switch Cylinder firing order

A 1. A3. B3, A2. B2, Bl. A4, 84.
Fig. E5·6 Ignition amplifiers and coils

1 Group 1 amplifier
2 Group 1 coil
3 Group 2 amplifier
4 Group 2 coil
7/87 TSD4737
Printed in England
Section E6
Ignition system test procedures
Prior to commencing fault diagnosis on the EZ 58F

Component Resistance
digital electronic ignition control system it must be
Rotor arms 1 KO± 100 0
established that the mechanical functions of the
Ignition distributor towers 1 KO± 100 0
engine are operating correctly, that the KE2-Jetronic
HT leads 0.1 0- 0.5 O
fuel injection system is operating correctly. and that
Sparking plug connector caps _ _ 5 KO ± 100 0
the battery is in a good state of charge.
Sparking plugs 5 KO± 100 0
When carrying out the following procedures it is
essential that all workshop safety precautions and the
T;ike into account the internal resistance of test
precautions described in Section E2 are observed.
leads/probes when carrying out the above
measurements.
Equipment required
1. A stroboscopic ignition timing lamp
Fig. E6-1 Ignition system components series
2. A suitable tachometer
suppression resistance
3. A vacuum pump with a range of up to 635mm Hg
(25in Hg)
suppression resistance of the ignition system
4. A digital mlilti-meter
components as given in figure E6-1. Renew
5. Equipment suitable for testing high tension (HT)
components as necessary and re-test the system.
Note It is important that the test equipment used to
chP.ck the ignition timing meets the followinri Primary ignition system
speci ric.il ion. 4. To cnc1blc Opera lions 5 to 8 inclusive to be carried
Accurncy - lunition timin!J within 1 1" out it is recommended that the windscreen washer
Rotational speeu within l l O rev/min. fluid reservoir is removed.
5. Fold back the sleeving at each ignition amplifier
Basic fault diagnosis plug. Switch on the ignition. Using the multi-meter
The basic ignition system fault diagnosis chart given measure the voltage between the black cable (earth)
in figure E6-2 provides a list of basic symptoms and at pin 2 and the white cable (positive) at pin 4 on each
possible ignition system causes. ignition amplifier.
Note The symptoms described could also be caused by If a voltage reading cannot be obtained.
fuel system failure or boost control system failure. a. Verify that fuse 83 at fuseboard F1 is intact.
The chart also indicates which ignition system b. Ensure the continuity of the white cable at pin 4 of
test procedures should be carried out to rectify a each ignition amplifier to fuse 83 at fuseboard F1.
specific problem. When carrying out a test procedure c. Ensure the continuity of the black cable at pin 2 of
reference can also be made to the appropriate wiring each ignition amplifier to its earth connection.
diagram in Section E7. If a voltage reading of less than 12 volts is
obtained.
Test procedures a. Check the condition of the battery. Rectify if
High tension (HT) necessary.
1. Using suitable test equipment check for spark b. Referring to the wiring diagram in Section E7
(HT) at a sparking plug during engine cranking. ensure that no high resistance occurs in the routing of
If HT is present proceed to Operation 3. the white cables from pin 4 of each ignition amplifier
2. Ensure that all HT leads, the ignition distributor to fuse B3 at fuseboa rd F1.
caps, and the rotor arms are in good condition. c. Ensure the integrity of the earth connection on the
Using the multi-meter check the series black cable at pin 2 of each ignition amplifier.
suppression resistance of the ignition system 6. Using the multi-meter, measure the voltage
components (see fig. E6-1 ). renew as necessary. between the white cable at terminal 15 of each
Note To remove a distributor cap depress each of the ignition coil and a known earth point. Also measure
two retaining screws and rotate them a quarter the voltage between the white cable at pin 25 of the EZ
of a turn anti-clockwise, then lift off the cap. 58F electronic control unit and a known earth point. In
Reverse the procedure to fit the cap. each case ensure that a 12 volts positive supply is
Repeat Operation 1. If HT is not present proceed available on the white cables.
to Operation 4. If a voltage, eading cannot be obtained ensure the
3. Referring to figure E5-3 ensure that the HT leads continuity of the white cable to fuse B3 at fuseboard Fl .
of the group 1 and group 2 ignition systems are not
crossed. Also ensure the correct firing order A 1. A3, Ignition coils
B3, A2, B2. B1. A4, 84. 7. Remove the protective cover from each ignition
Using the multi-meter check the series coil and inspect the blanking plug. If the plug is
10/88 TSD4737
Printed in England
~) Rolls-Royce Motor Cars Limited 1988 E6-1
I
displaced or sealing compound has escaped, fit a new plug ensure continuity between the blue/black cable at
coil. pin 3 and the red cable at pin 5. Also ensure continuity
Using the multi-meter and taking into account the of the white/black cable at pin 1 to its coi I connection.
resistance of the test leads, ensure the resist a nee of Re-connect the amplifier plugs. Carry out
the primary and secondary windings at each ignition Operations 1. 2. and 3. If the ignition coils fail to
coil a6 follows. generate HT replace the ignition amplifiers as
Between terminals 1 and 15 0.4 H to 0. 7 !l necessary.
Between terminals 1 and 4 4.9 K n to 8. 7 Kn
Crankshaft sensor
If a reading is outside the Ii mits fit a new coi I.
9. Disconnect the three-way plug and socket to the
Ignition amplifiers crankshaft sensor. Using the multi-meter ensure the
8. Remove the ignition amplifier plugs and at each following.
Symptom
, - - - - - - - - - - - - - - - - - - - -- -- Starter motor operates- engine does not start
. - - - - - - - - - - - - - - -- - - - - - Uneven engine idle
, - - - - - - - - - - - -- - - - - - Poor throttle response
. - - - - - - - -- - - - - - - - Poor engine performance
. - - - - - - - -- - - - - Engine misfires
- -- - - - - - - Fuel consumption too high
. - - - - - - - - Low boost pressure
. - - - - - Engine backfires
Engine runs too hot
Possible cause Test

procedure
- - - - - - - -- - - Sparking plugs defective Renew
-- - - -- -- · - - - Shunt on secondary ignition stage 1 to 3
- - .- - - - - - - - Open circuit on secondary ignition
stage 1 to 3
-- -- - - - - - - - - - - HT series suppression too high 2and 3
-- -- -- -- -- -- - - - - Incorrect firing order 3
- - - - - - - - - - - - - - - - Ignition coil(s) faulty 7
-- -- -- - - Faulty ignition distributor/leads 2 and 3
- - --- - - - - - - - Faulty throttle position switch/
w i ring 11
- - - - - - Faulty engine speed signal 9and12
- - -- - Incorrect ignition timing 3. 7to 14
-- -- - Faulty ignition Piezo resistive
pressure transducer 14
- - --- --- - - - - - - - - - - - - - - - - - Opt:!n circuit on ignition primary
stage 4 to 7
- - - -- --- - - - - - - - -- - - - - - - - - Faulty power supply to EZ 58F ECU 6
-- -- - - - - - - - - - - - - - - Faulty crankshaft sensor/wiring 9
-- - - -- -- -- -- -- -- - Incorrect EZ 58F ECU output signal 12
A214?
Fig. E6-2 Ignition system fault diagnosis chart
1/89
E6-2
Cool;,nt
sensor
resistance
.n
6000
5000
\
4000
\ '
3000
I\
2000 " ~
..........
~ r---..
1000
0 (32) 20168) 40 1104)

.....
---- 1---
60 (1401 80 (1761
Coolanl temperature •c (°Fl
A2109
Fig. E6-3 Engine coolant temperature sensor resistance characteristic graph
a. The continuity of the blue cable at pin 1 of the the sensor resistance characteristic graph given in
loom connector to pin 7 of the EZ 58F electronic figure E6-3.
control unit. Note Under service conditions it may not be practical
b. The continuity of the brown cable at pin 2 of the to gauge precise engine coolant temperature.
loom connector to pin 19 of the EZ 58F electronic Therefore carrying out the test with a cold
control unit. engine (e.g. after the car has stood overnight)
c. The internal resistance of the crankshaft sensor, would mean that coolant temperature and
measured between pins 1 and 2 of the sensor ambient air temperature would be similar.
connection, is between 0.6 KO and 1.6 KO.
Throttle position switch
If the measurement is outside these Ii mits fit a
11. The throttle position switch provides information
new sensor. Re·rnake all connections.
to both the EZ 58F electronic control unit and to the
Engine coolant temperature sensor KE2-Jetronic fuel injection system electronic control
10. The sensor provides information to both the unit.
EZ 58F electronic control unit (via the green/blue Disconnect the plug from the EZ 58F electronic
cable) and the KE2-Jetronic fuel injection system control unit and from the KE2-Jetronic electronic
electronic control unit (via the yellow/blue cable). control unit.
Disconnect the plug from both the EZ 58F Using the multi-meter and referring to the wiring
electronic control unit and from the KE2-Jetronic fuel diagram in Section E7 ensure the following.
injection system electronic control unit. a. Continuity of the blue/purple cable at pin 4 of the
Using the multi-meter ensure the following. EZ 58F electronic control unit plug to its connection at
a. Continuity of the black cable at pin 10 of the the throttle position switch.
EZ 58F electronic control unit plug to its earth b. Continuity of the yellow/purple cable at pin 17 of
connection. the EZ 58F electronic control unit plug to its
b. Continuity of the green/blue cable at pin 23 of the connection at the throttle position switch.
EZ 58F electronic control unit plug to the engine c. Continuity of the black cable at the throttle
coolant temperature sensor. position switch to its earth connection.
c. Resistance measured between pins 10 and 23 of d. With the throttle plates closed only switch
the EZ 58F electronic control unit plug compares with contacts 2 and 18 are connected {see fig. E6-4).
7187 TSD4737
Printed in England
I
e. With the throttle plates just off the idle position
(confirmed by an audible click) switch contacts 2, 3.
and 18 are open circuit i.e. not connected (see fig. E6-5) .
f. With the throttle plates fully open (the switching
point is just before full throttle and there is no audible
click). only switch contacts 3 and 18 a reconnected
(see fig. E6-6).
g. Restore all connections.
EZ 58F ignition electronic control unit
12. With the operation of both the engine coolant
temperature sensor and throttle position switch
proved correct. the following check is sufficient to
confirm the correct ignition/engine coolant
temperature response of the EZ 58F electronic control
unit.
a. Start and run the engine. With the engine coolant
at normal operating temperature i.e. above 80°C
(176°F) disconnect the two-way plug from the electro
Fig. E6-4 Throttle position switch - idle speed
hydraulic actuator (see fig. E6-11 ).
condition
Note It is necessary to disconnect the electro
hydraulic actuator (EHAJ to prevent over-
fuelling when the engine coolant temperature
sensor is disconnected. However.
disconnecting the EHA will cause some
deterioration of engine idling quality.
b. Disconnect the throttle position switch plug and
socket.
Using a length of cable with suitable connections
bridge the EZ 58F electronic control unit to initiate the
ignition idle speed map.
The bridge should be made at the black and blue/
purple connections on the control unit side of the
~ ~
throttle position switch plug and socket.
c. Partly open the engine throttles to set a stabilized
engine speed at approximately 700 rev/min. Using a
-~ ·
---~--o,., _,'___....__----'1-0-~·
~ I
stroboscopic timing light, connected in accordance
with the manufacturer's instructions, measure the
A2 149 degree of ignition advance at the crankshaft damper
timing marks !see fig. E6-, 2).
Fig. E6·5 Throttle position switch - part load
d. Disconnect the two-way connector from the
condition
engine coolant temperature sensor. Check that the
ignition timing has advanced by 2° btdc.
Should this check not prove satisfactory renew
the EZ 58F electronic control unit.
Restore all plug and socket connections to return
the system to basic engine settings.
Ignition timing
13. All ignition timing checks must be carried out with
the engine speed stabilized and with the engine
coolant at normal operating temperature i.e. above
80°C(176°F).
Note Although engine settings are carried out with
the air conditioning system switched on and
with the compressor clutch engaged, it will
prove more convenient to carry out the
following checks with the air conditioning
system switched off. However, it is essential
that when re-setting the engine idle speed at
A2150 the conclusion of these checks, the air
conditioning system is switched on and the
Fig. E6-6 Throttle position switch - full load
compressor clutch is engaged.
condition
7/87
E6-4
(Degrees btdc)
12· '
I/
1 \
\
I \
I
\
10
. I
\
\
'\
\
I
Ignition
8
.
I
I
t
I
I
I
I \
\ \
\
\
advance - ' \
.,,,,,, ,,
,,.
6
. I
I I \
\
- J
4• V
2· I Increasing engine rev/min
-
- - - ... - -Decreasing engine rev/min
Ide 0°
0 100 200 300 400 500 600 700 800 900 1000
Engine speed {rev/min)
Ai090
Fig. EG-7 Cranking and low rev/min stabilization map
(Degrees btdc)
35 - ·-·-
30 .
25 .
. /
/ :z:
0
.:.,_
20 ::,
/ <.>
Ignition
advance
. / -
.;
::
15
/
$-
.
V .,
"O
10
. / ..
q)
0.
!-
~
/ '6,
w
C
5 •
0 500 1000 1500 2000 2500 3000 3500 4000 4500

A2091
Fig. E6·8 Idle speed/overrun map
7/87 TSD4737
Printed in England
I
'-.;~/
Absolute
manifold
pressure
m bar mm Hg
255 191 36 34 26 24 22 16 12 10 8 6 6 6 6 6 6 6
340 255 36 34 30 26 24 20 16 12 10 B 8 6 6 6 6 6
425 320 41 43 40 34 34 30 26 22 20 18 14 10 8 6 6 6
510 382 44 46 46 46 44 44 38 32 28 24 18 16 12 10 8 8
595 446 44 46 46 44 44 44 40 34 30 26 22 16 14 10 8 8
675 506 44 46 46 44 42 42 40 34 30 26 24 18 16 12 10 8
760 570 44 44 44 43 40 41 40 36 28 24 24 20 17 13 12 10
845 633 40 40 42 42 38 38 36 32 26 24 22 18 17 14 14 12
930 697 35 34 36 36 36 34 33 28 24 22 20 18 17 15 15 13
1015 791 32 32 34 34 32 30 28 2622 23 18 16 16 15 15 13
1100 825 27 27 28 28 28 28 26 2421 23
18 16 16 15 15 13
1185 889 27 24 23 23 23 24 23 2220 22
18 15 14 14 15 13
1270 952 27 24 22 22 22 23 22 2018 20
17 14 13 13 14 12
1355 1016 26 25 22 21 21 21 21 1814 16
13 12 11 10 10 8
1440 1080 24 22 20 20 20 18 16 1410 12
10 10 9 8 8 8
1525 1144 12 16 18 18 18 16 14 12 8 10
8 8 8 8 8 8
4000 3500 3000 2750 2500 2250 2000 1750 1500 1300 1100 900 744 598 500 430
42089
Fig. E6-9 Part load map (degrees btdc)

The part load map extrapolates last point advance is 12° btdc. At 4600 rev/min and
ignition advance values beyond 4000 rev/min, absolute manifold pressure at 1525 mba r
i.e. at 4000 rev/min and absolute manifold (1144mm Hg) ignition advance is 12° btdc .
pressure at 1525 mbar (1144mm Hg) ignition
!Degrees btdc)
35
.
30 .-
-
25 .- -
20· ~
----V -0
.:, : . . -
<>
Ignition -.,
advance
15 . .2
·-
E-
.,
"C
.,"'Q.
10 • ~-
5,
- w
C:
s·
0 500 1000 1500 2000 2 500 3000 3500 4000 4500

Engine speed [rev/min)
A2088
Fig. E6-10 Full load map
7187
E6-6
Connect a stroboscopic timing light and a
tachometer in accordance with the manufacturer's
instructions.
Using the idle speed adjustment screw (see fig.
E6· 13) set the engine idle speed to 580 rev/min ± 10
rev/min. Clockwise rotation of the screw reduces the
rev/min, conversely anti-clockwise rotation increases
the rev/min.
Check that the ignition timing is 7° btdc ± 1° btdc.
Using the idle speed adjustment screw. reduce
the engine idle speed to 500 rev/min± 10 rev/min.
Check that the ignition timing is 10° btdc ± 1° btdc.
If the ignition timing is outside the specified limits
it will be necessary to renew the EZ 58F electronic
control unit.
Return the engine idle speed to the basic setting
of 580 rev/min with the air conditioning system
switched on and with the compressor clutch engaged.
Switch off the ignition.
Fig. E6·11 Electro hydraulic actuator Ignition system Piezo resistive pressure transducer
14. Disconnect the vacuum hose from the EZ 58F
electronic control unit at the induction manifold. Blank
off the manifold tapping. Connect the Mityvac pump
RH 12495 to the hose from the EZ 58F electronic
control unit.
Start the engine and allow to idle. Apply a
vacuum of 508mm Hg (20in Hg) to the ignition hose.
This should result in a decrease in engine speed of
approximately 100 rev/min.
If no decrease occurs, check the induction
manifold hose for leaks or blockage between the
vacuum pump and the EZ 58F electronic control unit.
If no leaks or blockage are present, the Piezo resistive
pressure transducer within the EZ 58F electronic
control unit is faulty. Renew the unit.
Switch off the ignition. Remove all test equipment
and restore all connections.
15. For more detailed information concerning the
EZ 58F electronic control unit ignition maps refer to
Fig. E6-12 Crankshaft damper timing marks figures E6-7 to E6-10 inclusive.
Fig. E6-13 Idle speed adjustment screw
2/90 TS04737
Printed in England
Section E7
Ignition circuits
Contents Pages
Rolls-Royce Bentley
Spirit Spur Corniche II MulsanneS
Wiring diagram and

component location E7-3 E7-3 E7-3 E7-3 E7-3 E7-6 E7-3
10/87 TSO 4737

Printed in England
0 Rolls-Royce Motor Cars Limited 1987 E7-1
Ignition circuit
Wiring diagram and component location
Naturally aspirated engines
2/87 TS04737
Printed in England
Oti W OS W OS W 0 !) W
B ,--------
u !'---
, ~ ·\·B' - - - - - - - - - 1 C
-'
/
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0 I
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G
sl "'0
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0
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05 W RVE 05 w HT
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1 Switchbox plug and socket 18-way
2 'Other than Europe' plug and socket
3 Splice A
0.5W
0.5W 0.5W (1
-
0.5 W o.sw
0.5W CD
l oaaoaooooo
0 J
4 Right-hand valance to engine loom plug and
socket 9-way
5 Right-hand main to valance loom plug and socket A1~87/G
12-way
6 Splice B 111mo,oo1n1mmm1mom1r
o.sw
_...;.;.;_..;.;___~~ - -- -o-.s _w_ _
0.5W ~
-
7 Ignition coil
8 12 volts positive supply from battery master
switch connection
9 Splice C
0.5WB
- - - - - - ~ , _ __ _ 0_.5_W_8_ _
0.5W8 ~
-
10 Starter motor
11 Speedometer connection - positive
12 Engine running sensor plug and socket
13 Distributor suppressor
14 Fuseboard F1, fuse B3, 10 Amp
15 Distributor assembly
16 Engine crankshaft sensor
17 Diagnostic plug and socket 4-way
18 Diagnostic socket
19 Splice D
0.5W8
__o."'-
sw _ e_ _~ ~ - - - - - - -
~- 0.5W8
20 Alternator connection
21 Fusible link (at alternator)
22 Splice E
4.5 N
_ _F_
u s_ib_le_Li_nk--~ - - - -
4._5 N
- --
~ 1.0N
23 Engine earth point

24 Sparking plugs
A1729
2/87 TSD4737
Printed in England
@ Rous-Royce Motor Cars Limited 1987 E7-5
Ignition circuit
Wiring diagram
Turbocharged engines
2/87
E7-6
~
I
0~ W RMV 0 ~ \,\• us w AVE Ot. Vv 05 W 0 s W IAI
12 C 9 p
(
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0
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G
0
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~
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05 w
~ W
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~
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( s "'::, ~
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lanition
...., circuit
Component location
(
!
·,
{.
/
\.
2/87 TSD4737
Printed in England
r
(. 1 Battery earth point 33 Splice F

Battery 1.0UB
2
3 Memory fuse. 20 Amp (located in the luggage _ __;.
1:..:.
.0...c.
U.;;,..
8_ _ _ ~_ _ _ _ __
compartment) ~ 1.oue
4 'A' post earth point
5 Cranking interlock relay 34 EZ 58F electronic control unit plug
6 Splice A 35 EZ 58F electronic control unit
1.08 36 Engine crankshaft sensor
1.08 37 Splice G
I.OB 1.08 -~O! _ O.SWB
l .O B
_...;;.;.:.__;;._-~1---- - . . : .0:•.:..
5W ,;..;,.;;..
B __
1.0 B O.SWB ~
-
7 Sptice B 38 To fuel injection system electronic control unit

30NW 3.0 NW 39 To knock sensor electronic control unit
O.!. NW ::@E 3.0 NW

0.5 NW
40 Splice H
0.5 UP
:B
~c
0.5 UP
8 Right-hand 'A' post main to body loom plug and 0.5 UP
socket 5-way
9 Engine coolant tern perature sensor 41 Splice J
( 10 Fuseboa rd F1, fuse 83, 10 Amp 0.5 YP 0.5 VP
/J
11 12 volts positive supply when engine is cranking
12 Turbo ignition link connection O.S VP 0.5 yp
13 Engine running sensor plug and socket

14 Speedometer connection - positive 42 Thronle position switch plug and socket 4-way
15 'Other than Europe' plug and socket 43 Throttle position switch plug ~-~mnmmm1111nm11n1mmm
r-..
16 Switch box plug and socket 18-way 44 Throttle position switch
17 Right-hand main to valance loom plug and socket 45 Splice K
12-way 1.08
18 SpliceC 1.08 10 B
o.s w 1.0 B 1.0 B
~
o.s w 1.0 B 10B
osw 1.0 B
19 Right-hand valance to engine loom plug and

socket 9-way
20 Group 2 ignition amplifier
21 Group 2 ignition amplifier plug
22 Splice D
0.5W
0.5W
C 8 X 0.5 W
0.5 W
o.s w
23 Group 1 ignition amplifier plug

24 Group 1 ignition amplifier
25 To tachometer
A\777/A
26 Group 2 ignition coil
27 Group 1 ignition coil
28 Group 2 ignition distributor
29 Sparking plugs
30 Group 1 ignition distributor
31 Splice E
1.0 B
1.0 B
1.0 B 1.0 8
1.0 e
1.0 e

(
Chapter F
Contents Sections
Rolls-Royce Bentley
Contents and issue record sheet Fl Fl Fl Fl Fl F1 F1

1987/88/89 model year
Introduction F2 F2 F2 F2 F2 F2
Exhaust gas recirculation
system F3 F3 F3 F3 F3 F3
Air injection system F4 F4 F4 F4 F4 F4
Three-way catalyst system F5 F5 F5 F5 F5 F5
1989 model year
Turbocharged cars
Introduction F6
Air injection system F7
Catalytic converter system F8
10/88 TSO 4737

Printed in England
@ Rolls-Royce Motor Cars Limited 1988 F1-1
Issue record sheet
Sections
Page No.
Fl I
F2 F3 I F4 F5 I I I
F6 F7 I I
Fa I
1 10/88 11/86 11/86 11/86 11/86 10/88 10/88 10/88
2 5/87 10/88 11/86 10/88 10/88 10/88
3 10/88 5/87 11/86 11/86 10/88 10/88
4 10/88
5 _ __ _ __ _ _ _ _ _ _ _ _ _ _ _ _...:....::...:..__ _ _ ____;....:.._:_
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10/88 TSD 4737

Printed in England
© Rolls-Royce Motor Cars Limited 1988 F1-3
Section F2
Introduction
The contents of this Chapter apply to cars conforming a proportion of the exhaust gas from 'B' bank exhaust
to an Australian, Japanese, or North American pipe, through a vacuum operated metering valve into
specification. All have naturally aspirated engines. the induction manifold.
The exhaust emission control system (see fig. The recirculation of exhaust gas lowers the peak
F2-1) is designed to reduce the carbon monoxide, combustion temperature and therefore, reduces the
hydrocarbon. and oxides of nitrogen content in the oxides of nitrogen content of the exhaust gas.
exhaust gases. The air injection system comprises a belt driven
To comply with current exhaust emission control pump, that during the warm-up period passes air via
regulations, cars produced to these specifications are an air switching valve and check valves to the exhaust
fitted with a three-way catalytic converter in place of manifolds.
the conventional front silencer. The injected air combines with the exhaust from
In order to achieve maximum efficiency the the combustion chambers to promote oxidation of
catalytic converter requires very accurate control of the gases and reduce the catalytic converter warm-up
the engine air/fuel ratio. This is accomplished by the time.
use of a continuous fuel injection system with 'closed Whenever the coolant temperature is above 33°C
loop' mixture control (refer to Chapter BJ. (91°F), the air switching valve vents the output from
Dependent upon the specification of the vehicle the air pump into the engine air intake system.
the following additional systems are fitted to improve For details of the servicing and maintenance
the control of exhaust emissions. requirements of the exhaust emission control system.
The exhaust gas recirculation system recirculates refer to the Service Schedules Manual TSO 4702.
1 2
A1821
Fig. F2·1 Exhaust emission control system

1 Air pump 5 Oxygen sensor
2 Air meter and fuel distributor assembly 6 'B' bank exhaust manifold
3 Exhaust gas recirculation valve 7 'B' bank air manifold
4 Catalytic converter 8 Air switching valve
l 1/86 TS04737
Printed in England
Section F3
Exhaust gas recirculation system
A proportion of the exhaust gas taken from a

connection on the 'B' bank exhaust pipe, is
recirculated through a vacuum operated exhaust gas
recirculation (EGRJ valve, into the induction manifold
where it mixes with the intake air (see fig. F3-1 ).
Substantially atmospheric pressure is maintained
downstream of the metering valve, so that the
recirculation flow is proportional to the exhaust gas
flow.
The recirculation of the exhaust gas lowers the
peak combustion temperature in the cylinders.
reducing the level of oxides of nitrogen in the exhaust
gases.
Exhaust gas recirculation (EGR) valve

(see figs. F3-2 and F3-3)
The EGR valve incorporates an integral pressure
transducer. Located in an extension of the valve seat
is a metering orifice.
A throttle gated vacuum signal is used to operate Fig. F3-1 Exhaust gas recirculation system
the valve. This signal is modulated by the integral
transducer and applied to the control valve with Never-seez anti-seize compound.
diaphragm. This varies the lift of the control valve, Any sealing rings, pipe flares, or the grooves in
thus maintaining a constant control pressure (just the split clamps should be lightly smeared with either
above atmospheric pressure) between the metering graphite or Never-seez compound. This will assist
orifice and the valve seat. alignment of the parts upon assembly.
When the engine load is increased, the control Do not allow the compound to enter the exhaust
pressure exceeds the transducer setting and the system, particularly up-stream (in front) of the
transducer valve closes. The fu 11 vacuum signal is catalytic converter, otherwise damage to the
then applied to the control valve diaphragm, opening converter assembly will result.
the control valve and increasing the EGR flow.
Similarly, as the engine load is reduced, the EGR valve - To remove and fit
control pressure becomes less than the transducer 1. Detach the vacuum hose from the valve.
setting and the transducer valve opens, venting the 2. Unscrew the two nuts retaining the valve; collect
diaphragm chamber to atmosphere. Th is causes the the washers.
control valve to close and reduce the EGR flow. 3. Withdraw the valve and gasket.
The transducer valve coAtinuously varies the Note If there is insufficient clearance to withdraw the
control valve lift to maintain a constant control valve, it will be necessary to carry out
pressure under all normal operating conditions. Operations 4 to 9 inclusive.
The use of a throttle gated vacuum signal ensures 4. Remove the windscreen wipers relay {wipers 3)
complete control valve closure at idle to maintain and the mechanism cover.
good idle quality. 5. Locate the top EGR valve feed pipe joint and
To improve starting and drive-away during low unscrew the two securing nuts. Collect the washers.
temperature conditions, a solenoid valve interrupts bolts, and both halves of the clamp.
the throttle gated vacuum signal to the EGR valve, Free the joint and collect the sealing ring.
until a predetermined coolant temperature is sensed. 6. Remove the throttle linkage pivot.
The temperature is sensed by a switch located in the 7. Detach the hose and pipe connected to the
thermostat housing. vacuum connections on the induction manifold. This
A throttle position switch also operates the will allow access to the two setscrews securing the
solenoid to cut-out exhaust gas recirculation at wide EGR pipe to the induction manifold.
throttle openings. 8. Unscrew the two setscrews securing the EGR
pipe to the induction manifold and free the joint.
Fitting components to the exhaust gas recirculation 9. Move the assembly forward to allow the EGR
system valve to be withdrawn.
It is recommended that prior to fitting components 10. To fit the EGR valve, reverse the dismantling
the threads of nuts, bolts, and setscrews are smeared procedure, ensuring that all gaskets are in good
11;86 TSD4737
Printed in England
© Rolls· Royce Motor Cars Limited 198 7 F3-1
1 2 U854
Fig. F3·2 Exhaust gas recirculation valve Fig. FJ-3 Exhaust gas recirculation valve
(exhaust pressure below operating {exhaust pressure above operating
value) value}
1 Ambient air 1 Exhaust gas to induction manifold
2 Air filter 2 Exhaust gas from exhaust manifold
3 Air bleed Ambient air ~
4 Restrictor Exhaust gas .. , .
Ambient air <}:::::::J
Exhaust gas .. •
condition and that the sealing ring in the top feed pipe fitted into a portable drill. Take care not to damage
joint is clean. the valve seating area.
3. Thoroughly 'blow out' all components with dry
EGR valve feed pipe- To remove and fit compressed air before they are fitted to the engine.
(see fig. F3-1)
The main feed pipe connects the EGR valve assembly EGR valve - To check
to the 'B' bank exhaust pipe. Checks to ensure the correct operation of the valve
1. To free one end of the flared pipe, unscrew the are only required under no load conditions as follows.
two securing nuts, collect the washers, bolts, and 1. Ensure that there is no exhaust tailpipe restriction
both halves of the split clamp. or extraction.
2. When the joint is freed, remove the sealing ring 2. Ensure that the ACU is !lWitched off.
located inside both adjoining pipes. 3. Start and run the engine until normal operating
3. Repeat Operations 1 and 2 to free the joint at the temperature is attained (approximately 15 minutes
opposite end of the pipe. after the thermostat has opened).
4. To connect the pipe reverse the dismantling 4. Raise the engine speed slowly and observe the
procedure. Always ensure that the sealing ring, pipe movement of the EGA valve diaphragm. The throttle
flares, and split clamp mating faces are thoroughly control must be opened slowly to avoid a false
clean and free from scale. If necessary the mating reading.
faces may be lightly dressed with fine emery cloth. 5. Note the speed at which the diaphragm starts to
move, indicating that the valve is opening. This
should be between 1250 rev/min and 1750 rev/min.
EGR components - To clean The speed at which the valve commences to
Whenever components are removed for cleaning the move and then continues to move until open, is
following guidelines should be adhered to. considered the EGA valve opening speed. Any slight
1. Use a scraper to clean the worst of the carbon fluttering of the diaphragm prior to the valve opening
deposit from the valve, joint flanges, and feed pipes. should be discounted.
2. Remove the remaining carbon using a wire brush
5/87
F3-2
C Figure F3·4
Exhaust gas recirculation system - fault diagnosis chart
(
n
u
'
5:87 TSO 4737

Printed in England
e Rolls·Aoyce Motor Cars Limited 1987 F3-3
C
Stan and run the engine et id1e speed Eltcesswe e~heust gas tail p1c,e eJ<tra<:non Diodes 10 test
Valve begin• to open Hrly Check fo, retatded ignition timing refer to
1nct11ase the engine speed. noting the ttt,,s test is beSt cam~ct out without any
Chapter E
oper.at•on al the EGR valve tailptpe r~stnct,on or e.xtr..lction;
Th• valve ehould open at b<ttw••n Tempenrtu,.. switch circuit diode (see item F and 5)
1250 rw/min and 1750 rev/min 1 Disconnect the temperature switch plug
(see item B and 2)
Valv• eilher tail• to open or op•ns late Incorrect or faulty thtonle body auembly 2 Fully open the thronles
3 Measure the voltage on the slate/blue cable in the
E:xcessrve e:ch8USt back. pres.sure tth1s te.s1 1s
plug. This should be zero
leak or bloekege in the vacuum signal pipe Ch9Ck for advanced ,gnmon timing 1eler to best carried out without and te11p1pe Throttle position switch circuit d iO<le
faulty electncel control circuit to tile EGR valve Chapter E testnet,on or ex:ue:ct,on; (see item G and 6)
1 Disconnect the temperature switch plug
(see item £! and 2)
2 Bridge the cables in the plug
Oe1ach the hose from the EGR v•lve lnYest,gate and rectify bloc~ed hoses to the Check the vollage on the whtte cable rn the 01sconr,ect the 12 way plug aM socke: 3 Measure the voltage on the yellow/purple cable in
Ignition ott thronle body or renew the control solenoid tempera,u1e switch plug 01soonnect the temi,erature switch plug (see the thronle position switch plug and socket 4 way.
Can you blow down the hose and through Check the YOhage on the slate/blue cable at ilem Band 3)
1soier101d t>.low connectot see Rem A) Is it 12 vntts? This should be zero
the solenoid? the ,emperature switch plug 12 way plug Check the slate/blue cable for cor,tinuity
and soc1<e1 rsee item D and 2)
16 it, 2 volu>
Check the tempertrture awitch circuit
leaye the temperature switch b'<dged Cneek the voltage on the whne cable in the Reier to TSO 4701
( Ens1Jre that the engine is fully warmed-up Measure the voltage on tM whne/blue cable temperature switch plug an~ socket 12 way Check ttie 19rn1ion feed white cable tC> fuse
Dellch thE temperature swnch plug (see ,tem a, tne solenoid plug itnd soeket tsee item :J and 2) B3 on fuseboa,d
B and 3J. Bridge the e.tbles ,n the plug (s&e item A •nd ?) Is it 12 votts?
Ignition on Is it 12 volts? Du,eonneet the 1 2 way plug end socket
YES O,soonneet the solenoid plug and socket
Can you blow down the hoae end through Check to, conunuity from item 2 to item 7
the solenoid?
NO D,seonnett the 1 2 W.ty plug and socket (item
Disconnect the solenoid plug and socket
D and 21
Ch9Ck the black cable to eanh for cont,nurty. YES Replace lhe solenoid D1sconnec1 the temperature switel"i plu9
h, it continuoua?
(see 11em O and 3)
Check the white cable for continuity
Measure the voltage on the white/green cable

at tile throttle position sw,1ch plug and socket Key
4 way !see item C end 10) when the throttles Check for cor,tinuity of the yellow/purple
are fully opened cable between items 1 1, and C •nd 1O 1 Fuse
Chack the thronle poaition circuit YES la it continuou.-r Rectify fault on cable
Oisconnt>ct the temperature switch plug I• it t2 votta? 2 Temperature switch plug and socket (12 way)
(see item B and 3) YES 3 Temperature switch plug
Measure lhe vol1age on the white cable at the 4 Temperature switch
Ignition on throttle l)Osition switch plug ar,d socket 4 5 Diode - temperature switch circuit
Fully open the throttles way (see item C ind 10)
Reset replace the throttle posttion switch
6 Diode - throttle position switch circu11
C.n you blow down the hoH and through Is it 12 vott.? 01
7 Solenoid valve plug c1nd socket (2 way)
the •olenoid? Fully open the thronles 8 Solenoid valve
Measure the YOluge on the white/blue cable
11 the sofer,oid plvg and socket (see item A
Refer to TSO 4701 D1seonnet1 the solenoid ph,g ind socket
and 7) (see item fl. and 71
l O Throttle position switch plug and socket 14 way)
Chttek the ignition feed white cable to !use
Ignition on B3 on fuseboard Is it 1 2 voit.? Che<:k the black cable to earth for continuity l 1 Throttle position switch plug
Release ttie thronles Is it continuoua? Rectify fault on the cable t 2 Throttle position switch
C.n you blow down the hoH end throu9h NO • Splice
the aolenoid?
Replace the solenoid
Check for eol\tinuity of tht white/green and Replace tt,e solenoid Important
System functions s.ttisiac:torily the white/bl1Je cable between items C and
10. and A end 7 Before carrying out a 1est ensure that the following
conditions appty
1. The battery is fully charged
2. The engine is fully warme~up
3. Use a multimeter to carry out the electrical
c,rcuit tests
4. The engine is switched off when either
disconnecting or connecting electrical
connections
5. Always remake any connection immediiltely a
test is complete
6. Ensure that fuse 83 on fuseboard 1 1s mtact
7, Ensure that the test is carried out in a well
ventilated area ( preferably outside) and without
any exhaust extraction or restriction
(.
Section F4
Air injection system
The air injection system (see fig. F4-1) consists of a

belt driven air pump that delivers air via an air
switching valve to the exhaust ports, during engine
warm-up. This air combines with lhe cxha11sl from
lhe comlrnsliun chambers, lo promote oxidation ol
the gases and faster warm-lip of the catalytic I
converter.
When the coolant temperature is above 33°C
I 'f I
)
(91"F) the air switching valve vents the output of the
air pump into the engine air intake.
For dclails of the scrvicin11 ;inc1 mninl~nancr.
requirements of the c1ir injection sysll:n, refr.r to the
Service Schedules Manual TSO 4702.
..'' ..
"•
' .)
. . !1,J~11
'
·,
I
'Ji
J
(
Air injection pump
'··,
The rotary vane pump is mounted at the front of the
engine; and belt driven from the refrigeration Al827
compressor pulley._Air is drawn into the pump,
through a centrifugal filter and exits from a Fig. F4-1 Air injection system
connection on the rear of the pump. 1 Air pump
2 Vent hose to air cleaner
3 'A' bank check valve
Air switching valve (see fig. F4-2)
4 Relief valve
The air switching valve comprises a vacuum operated
5 'A' bank exhaust manifold connection
valve with integral control solenoid.
6 'B' bank exhaust manifold connection
When the coolant temperature is below 33"C
7 Vacuum hose
(91 "Fl the solenoid is energized th us applying inlet
8 Air switching valve
manifold vacuum to the diaphragm chamber. This
9 'B' bank check valve
causes the injected air to be re-routed to the exhaust
manifolds.
When the solenoid is de-energized lat a coolant
temperature above 33''C (91°F)] the manifold vacuum
1 2 3
signal is inhibited and the diaphragm chamber vented
to atmosphere. This causes the internal spring to
return the valve to the rest position, routing the
injection air to the engine air intake system.
Pressure relief valve

A pressure relief valve is fitted between the air
injection rump and the air switching valve. It consists
of a spring loaded disc that opens at a set pressure.
This prevents excessive pressure build-up, that could
damage the pump vanes under extreme conditions.
Check valves A B
A check valve is fitted into the air injection pipe to 7 6 5 4 W995
each exhaust manifold.
Each valve assembly consists of a spring and Fig. F4-2 Air switching valve
one-way disc. The assembly prevents the flow of 1 Inlet
exhaust gases back to the air switching valve if either 2 Outlet to engine air intake
the exhaust back pressure exceeds the pump delivery 3 Outlets to exhaust ports
pressure, or the pump belt fails. 4 Inlet manifold vacuum
5 Solenoid valve
Air pump drive belt 6 Diaphragm chamber
Before commencing to adjust the drive belt inspect it 7 Atmospheric air bleed
for signs of wear or cracking. If the belt is found A Solenoid dP.-energized
unsatisfactory it should be renewed. B Solenoid energized
1 li86 TSD4737
Printed in England
The belt tension must be checked at a point from the system. When the coolant temperature
midway between two pulleys (see fig. F4-3l by use of increases to approximately 33°C (91°F) the air will be
a belt tension meter. switched from the exhaust manifolds towards the air
Belt dressing must not be applied to prevent belt cleaner. This change can be detected by the noise the
slip. air will make as it leaves the open connection of the
air switching valve.
Refrigeration compressor to air pump 4. If an air leak is suspected coat the suspect
Load may be applied on either side of the belt run. component with a soap solution; soap bubbles wilt
confirm an air leak.
New belt and retensioning load 5. Fit the disconnected hose to the air cleaner.
Belt tension meter 24,9 kgf to 29,4 kgf
(55 lbf to 65 lbfJ
1. The tension of the belt is adjusted by altering the

position of the air pump.
2. Stacken the pivot setscrews located at the front
of the air pump. Also slacken the tensioner nut on the
threaded adjustment arm.
3. Adjust the tensioner nut until the belt tension is
correct.
4. Tighten both pivot setscrews.
5. Check that the belt 1ension is still correct when
the air pump is fully secured.
Air pump- To remove and fit

1. Slacken the worm drive clip securing the hose to
the pump outlet.
2. Release the belt tension (see Air pump drive belt).
3. Unscrew and remove the pivot setscrews (see fig.
F4-3).
4. Fit the air pump by reversing the removal
procedure, ensuring that the belt tension is correctly
set.
Checking the air injection system for leaks and

correct operation
To check that the system is functioning correctly,
refer to the flow chart (see fig. F4-4).
If an air leak is suspected, proceed as follows.
1. Disconnect the vent hose to the air cleaner (see
item A on the flow chart).
2. Start and run the engine.
3. Listen carefully for any evidence of an air leak
Fig. F4-3 Air pump drive belt adjustment and

tension check point
10/88
F4-2
(
Figure F4·4
Aii injection system -fault diagnosis chart
(
I
l_
(.
1 l/86 TSD4737
Printed in England
© Rolls·Aovce Moior Cars Limited 1987 F4-3
( 1. Disconnect the air injection vent hose at the Key F'
air cleaner !see item A) , : • .. '?" _ _ _ _:.,:>O:.;:',;,,.'- - - + {
Switch on the ignition 1 Fuse
2. Disconnect the plug from the front 2 Temperature switch plug
temperature switch in the thermostat Check the air-switching valve vacuum hose Rectify the leaks and socket ( 1 2 way)
housing. Bridge the white and slate/blue and connections for air leaks (see item BJ 3 Temperature switch plug
cables in the plug Are there any leaks? 4 Temperature switch
Start the engine, ensure that it is running 5 Air switching valve link
NO
on all eight cylinders
Is air flowing through the vent hose
(see item A)i>
loom plug and socket
(2 way)
6 Air switching valve plug
...
7 Air switching valve C
8 Engine earth point :o

Stop the engine. unbridge the temperature
switch in the thermostat housing NO
Stop the engine otherwise damage to the
catalytic converter may result
Check the electrical wiring circuit as follows
• Splice
-.
Connect the plug to the switch
Stan and run the engine until it is fully
warmed-up. Allow the engine to run at the Locate the thermostat loom plug and socket Check the voltage on the white cable at the Refer to TSO 4701
idle speed setting 12 way (see item E and 2) plug and socket 12 way Check the ignition feed white cable to fuse
Is air flowing through the vent hose Check the voltage on the slate/blue cable Is it 12 volts? 93 on fuseboard 1
(see item A}? Locate the link loom 2 way plug and socket NO Is it 12 volts?
(see item D and 5)
YES Measure the voltage on the slate/blue cable
in the plug
/ Is it 1 2 volts? Leave the plug to the temperature switch
l Check for continuity of the slate/blue cable Detach the plug from the front temperature
bridged.
between the thermostat loom plug (see item switch in the thermostat housing (see item C
E and 2) and the link looni plug and 3). Bridge the cables in the plug. Disconnect the 12 way plug and socket
(see item D and 5) Again, check the voltage on the slate/blue At the 1 2 way plug and socket check for
cable at the 12 way plug and socket continuity of the slate/blue cable and the
Is it 12 volts? white cable through the temperature switch
Disconnect the link loom plug and socket plug
Check for continuity of the black cable Remove the air pump. hotes to the air
(see item 8) YES
switching valve, and the setscrew securing
the valve in position. Turn the valve to gain
access to the electrical plug.
Release the plastic clip an:t withdraw the Replace the temperature switch
Remove the hose from the air pump outlet Rectify the fault on the black earth cable plug. Note in which direction the plug is
and securely blank the outlet pipe fitted to the valve. Bridge ihe plug (see item
(see item F) Hand 6). Detach the link loom 2 way plug
Sta rt the engine and socket (see item D and 5).
Does tha air pump relief valve open Check the link loom for ccntinuity
allowing air to flow to atmosphere? Replace faulty relief valve Is it continuous? Renew the air switching valve
YES,---~~~~~~~-,~~~~~~~~~~~~~~~---'
Stop the engine Rectify the fault on the link loom cables
Important
Remove the hose from 'A' bank check valve
Before carrying out a test ensure that the
(see item G) following condition apply
Start the engine
1 The battery is fully charged
Is there a flow of exhaust gas from either
2 The engine is cotd
of the following?
3 Use a multimeter to carry out the tests
1. 'A' bank check valve or 4 The ignition is switched off when either
2. The disconnected hose (it is still disconnecting or connecting electrical
connected to ·a· bank check valve) YES Replace the appropriate check valve
connections
NO .--~~ ~~~~-,, 5 Always remake any connection
immediately a test is complete
6 Ensure that the fuse B3 on fuseboard 1
System functions satisfactorily is intact
Section F5
Three-way catalyst system
The exhaust system is basically of dual pipe 1

construction that utilizes a single catalytic converter
in place of a conventional front silencer.
The dual exhaust pipes from the engine combine
into a single pipe just prior to the catalytic converter.
From the converter. the system reverts to a twin pipe
system with both pipes entering a common rear
silencer. A single tailpipe then conveys the exhaust to
atmosphere.
Catalytic converter protection

To protect the catalytic converter from possible
damage the following precautions should be taken.
Unleaded gasolene
Use unleaded gasolene only 87AKI (91 RON)* Min. 3 2 X631
The use of leaded gasolene will result in a substantial
reduction in the performance of the catalyst. Fig. FS-1 Catalytic converter
Under no circumstances add fuel system cleaning 1 Stainless steel mesh retaining rings
agents to the fuel tank for induction into the engine, 2 Stainless steel mesh
as these materials may have a detrimental effect on 3 Monolithic catalyst (1 of 3 blocks)
the catalytic converter.
"AKI = Anti-knock index

RON= Research octane number
Engine malfunction
If the engine misfires or suffers from a lack of power
that could be attributed lo a malfunction in either the
ignition system or fuel system, operation of the
vehicle should be discontinued. Driving the vehicle
with a malfunction could cause overheating and
consequP.nt damage to the catalytic converter.
Fig. FS-2 Catalytic converter in position
1 Oxygen sensor
Fuel
2 Exhaust joint clamps
Do not allow the vehicle to run out of fuel. A warning
lamp situated on the facia illuminates to warn the
driver of a low fuel level in the fuel tank. Jf the vehicle
located below the catalytic converter.
runs out of fuel at high speed, possible damage to the
Note Take care when removing the shield(s) as any
catalytic converter could result.
sharp edges could cause injury to the
operator's hands.
Starting the engine
2. Ensure that the weight of the catalytic converter
The vehicle must not be pushed or towed to start the is temporarily supported.
engine. Failure to observe this warning could cause
3. Support the weight of the downtake pipes.
overheating and consequent damage to the catalytic
4. Unscrew and remove the oxygen sensor.
converter.
5. Unscrew the nuts from the exhaust clamps
forward and rearward of the catalytic converter.
Exhaust emission control system Collect the washers and bolts, then free the
It is important that the vehicle is maintained in its clamps.
correct operating condition. Failure to do so will result 6. Discard the temporary support and withdraw the
not only in loss of fuel economy and emission control catalytic converter.
but could also cause damage to the catalytic converter 7. Collect the sealing rings from the joints as the
due to overheating. converter is removed.
8. Fit the catalytic converter by reversing the
Catalytic converter - To remove and fit (see fig. F5-2} removal procedure, noting the following points.
1. Remove the screws retaining the grass-fire shieldls) 9. The sealing rings and pipe flares must be
11/86 TSD4737
Printed in England
© Rolls- Royce Motor Cars Limited 198 7 F5-1
thoroughly clean and free from scale. They may be To check that the warning panel bulb is operating
lightly dressed with fine emery cloth if required. satisfactorily, ensure that the panel illuminates during
10. Apply Never-seez anti-seize compound to the engine cranking (i.e. starter motor engaged).
clamp bolt threads before assembly.
11. The sealing rings, pipe ftares, and grooves in the Exhaust system
spherical joint clamp brackets should be lightly For information relating lo the remainder of the
smeared with either graphite lubricant or Never-seez exhaust system refer to TSO 4700 Chapter Q, Exhaust
compound. This will assist al_ignment of the parts system.
upon assembly.
12. The parts should be loosely assembled and then
manoeuvred to give the best alignment, before the
joints are tightened.
13. Smear the threads of the oxygen sensor with
Never-seez assembly compound. It is important that
the Never-seez is applied only to the threads of the
unit. Care must be taken to ensure that the compound
does not contact the slotted shield below the threaded
portion.
Torque tighten the oxygen sensor to the figures
given in Chapter L.
Do not allow the assembly compound to enter
the exhaust system, particularly up stream (in front)
of the catalytic converter, otherwise damage to the
converter assembly will result.
Oxygen sensor warning lamp

On cars conforming to Australian and North American
specifications an oxygen sensor warning lamp is
situated on the facia.
When permanently illuminated, the lamp informs
the driver that a malfunction has occurred in the
'closed loop' mixture control system. The cause of the
malfunction must then be investigated by referring to
the appropriate fault diagnosis chart contained in
Chapter 8.
The warning lamp may illuminate when
the engine is being cranked but should extinguish
soon after the engine starts_ The lamp will however,
remain illuminated until the oxygen sensor reaches its
normal operating temperature_
Oxygen sensor
For details relating to the oxygen sensor refer to
Chapter B.
Exhaust system overheat warning lamp

On cars conforming to a Japanese specification an
exhaust overheat warning system is fitted. The
warning panel for this system is situated on the facia.
Illumination of the panel indicates that an overheating
condition caused through an engine malfunction has
been reached in the exhaust system_
If an exhaust overheat condition is indicated, stop
the vehicle as soon as possible and switch off the
ignition. After three minutes the engine may be
started again and providing the overheat warning
lamp remains extinguished, the vehicle can be
accelerated gently up to a speed of 30 km/h
(18 mile/h). This speed must not be exceeded until the
cause of the overheat warning has been corrected by
referring to the appropriate fault diagnosis flow chart
(~ee fig. F5-3).
11/86
F5-2
( Figure F5· 3
Exhaust overheat warning system-fault diagnosis chart

Sheet 1 of 2
(
11.'86 TS04737
Printed in England
© Rolls•Royce Motor Cars Limited 1987 F5-3
Before carrying oul a full diagnostic inspection lmportnnt Overheat warning
ensure that the vehicle did not run out of fuel. Before carrying out a test ensure that the If an overheat condition is indicated, stop the
If the overhea1 warning lamp illuminates following conditions apply vehicle as Quickly as possible in a safe and
for reasons other than the above. a fauh has 1, The battery is fully charged orderly manner.
occurred in 2. The engine is cold Switch off th e ignition.
a. The various systems that lead ·into the 3. Use 3 multimeter to carry out the After three minutes the engine may be
eKhaust (fuel system, air intake. e1c.) or in electrical circuit tests staned again and providing the overheat
the eKhaust itself parTicularly the catalytic 4. The engine is switched off when either warning lamp remains extinguished, the
convener. discc,nnecting or connecting electrica l vehicle may be accelerated gently up to a
Any fauh.s in these ar eas can be connections speed of 30 km/h (1 B miles/h).
determined as system faults 5. Always remake any connection This speed must not be exceed ed until
b. The overheat warning circuit (faulty immedi ately a test is co mplete the cause of the overheat warning has been
converter the rmocouple, electronic control 6. Always exercise extreme care when corrected.
unit. wiring connections, etc.) cau sing the carrying out investigations around the
tamp to illuminate although the system is exha1Jst and catalytic converter. as
operating satisfactorily. the se components may be very hot.
These faults can be determined as
c ircuit faults.
Check the white/purple cable between items

Does an overheat conditi on exist end/ or Verify 1he exact conditions prevailing at the C and 12. and F and 2 Rectify the cable
is the warning lamp illuminated at the time o1 the exhaust overheat warning. Check the warning lamp bulb YES Is it shorted to earth?
commencement of the test? (item F and 21
Is it service,l ble?
Start the engine. Substitute the ECU
Discard the original ECU
Does the warning lamp illuminate during Does t he warning lamp bulb illuminate
engine cran king and extinguis h during eng ine cranking?
immediately the engine starts?
YES.--~~~~_. Replace the bulb
l eave the engine compartment 2 way plug YES
Road test the car Check the warning lamp test circuit. and socket disconnec,ed.
Does the exhaust overheet condition Refer to TSO 4 7 01 Release the rubber strap r e:ainmg the catalyst
Return the ca r to the owner
occur and the warning lamp illuminate? overheat ECU in posnion (see item 0 ),
Di sconnect the 2 way plug and socke1
YES situated approximately 2 7 9.4 mm ( 1 1 in)
Fully warm-up car from the ECU.
Does the ,vehicle appear eKcep1i onally hot
Suspect u warning circuit fault Check the cominuity a{ the brown cabl~ and
If the overheat warning lamp illuminates
particu larly in the area of the catalytic of the blue cable between items 9 and 10
(except during cranking and/or warning Connect the m ultimeter between either
convener? Are they continuous?
lamps test) ioi any reason other than running the rmocouple cable and eanh.
out of fu el. either a system f au It or a circuit Allow the car to go cold Disconnect the thermocouple 2 way plug and Have the cables been shorted to earth?
Stan t he engine and immediately note the socket in tht engine compartment (see item
fault has occurred.
warn ing lamp. Does it extinguish? B and 9). Check for continuity between the
blue and the brown ca bles to the
the rmocouple
Are they co,,tinuous? Rectify cables Rectify the cable(s)
Suspect a system fault NO
The following is a list of components and
systems that may contribute to a malfunction Replace the (herrnocouple
in the exhaust resu lting in overheating of the
catalytic converter.
Any condition resulting in an engine misfire
or uneven running should always be
investigated first
1. Ignition system - Chapter E
2. Faulty purge flow system - Chapter G
3. Faulty fuel injection system - Chapter B
4 , Faulty EGR system - Chapter F
5. Blocked fuel system - Chapter C
6. A ir injection system operating
continuously - Chapter F
Figure FS-3
Exhaust overheat warning system -fault diagnosis chart

Sheet 2 of 2
11186 TSD4737
Printed in England
© Rolls-Rovce Motor Cars Limited l 987 F5-5
( Key l Olfl!'Clltt,;n osairl. 8 ,uw,
1 Diode board 10 way plug
2 Warning lamp
o..a,,
3 Other than Europe plug
and socket
l ,~ .. '9ft
4 Engine running sensor 1 ONl O<w 0.6W
plug and socket

5 Speedometer connection
6 Fuse
7
8
Right-hand 'A' post earth
point
Thermocouple probe :01
De
9 Engine compartment plug
and socket
10 Catalyst overheat warning
-.. 0
2 way plug and socket
11 Electrical control unit "
V
12 Catalyst overheat warning C60inf'C'N1.fCI
(l)
4 way plug and socket "' ' t.., J.'W.tm
Remake the electrical connections ensuring

Keep the 2 way plug and socket disconnected. that the cable colours match (i.e. brown to Remake the connections correctly
Connect the multimeter between the end of brown)
the brown cable (see item 10) and earth. Do the cable colours correspond?
Connect the multimeter from the engine YES ~~~~~--' Check the warning lamp test circuit.
compartment between the end of the blue
Refer to TSD 4701 Rectify as necessary
cable (see item 10) and earth
1. Disconnect the catalyst overheat ECU 4 Is it satisfactory?
Is either cable shorted to earth?
way plug and socket (see items C. D, and 12)
2. Disconnect the diode board 10 way plug
(see item E and 1) Check the colour matchi ng of the cables in the
Rectify the cable(sJ Check the black/purple cable Correct the cable mis-match
4 way connector (see items C. D. and 12)
Is it shorted to earth? Is the colour matching co ~rr_a_ct_?_ _ _ _ __.
YES
Check the voltage on the white cable at the
Rectify the fault on the black/purple cable Check the ignition feed white cable from the
ECU 4 way plug and socket (see items C. D,
and 12) fuse for 12 volts suJjply (see wiring diagram)
Is it 12 volts?
Check the white/purple cable from the ECU 4

way plug and socket (see items C. D. and 12) Check the white/purple cable for continuity
to the warning lamp bulb (see item F and 2) and/or short circuiting to another cable
Is it 12 volts?
Disconnect the ECU 4 way plug and socket

l (see items C, D. and 12)
Check the black cable to the earth point Rectify the fault on the black cable
(see item G and 7)
Is it continuous ?
Substitute both the ECU and thermocouple in

turn. and repeat the test
Section F6
I ntrodu ct ion
The contents of Sections F6, F7. and F8 apply to In order to achieve maximum efficiency the
1989 model year turbocharged cars fitted with an catalytic converters require very accurate control of
exhaust emission control system. the engine Dir/fuel ratio. This is accomplished by the
The exhaust emission control system (see fig. use of a continuous fuel injection system with 'closed
F6-1) is designed to reduce the carbon monoxide, loop' mixture control (refer to Chapter Bl.
hydrocarbon, and oxides of nitrogen content in the The following additional system is also fitted
exhaust gas. to improve the control of exhaust emissions.
To comply with exhaust emission control The air injection system comprises a belt driven
regulations that apply in certain countries, cars pump, that during the warm-up period passes air via
destined for these countries are fitted with a warm- check valves to the exhaust manifolds. The injected
up catalytic converter and two main catalytic air combines with the exhaust from the combustion
converters mounted in parallel. The converters are of chambers to promote oxidation of the gases and
the three-way catalyst type. reduce the catalytic converter warm-up time.
1 2 3
7 6 5 4 A2835
Fig. F6·1 Exhaust emission control systems

1 'A' bank air manifold 5 Heated oxygen sensor
2 Air meter and fuel distributor assembly 6 'A' bank exhaust manifold
3 Air pump 7 Main catalytic converters
10/88
TSO 4737
Printed in England
© Rolls·Royce Motor Cars Limited 1988 F6-1
Whenever the coolant temperatuse is above 33°C
(91.4°F), a switch in the thermostat housing opens,
thus deactivating the clutch on the air pump pulley.
An overspeed limiting device also deactivates the
pump clutch at engine speeds in excess of
3000 rev/min. Whenever the clutch is deactivated,
the air pump is disengaged and there is no air
injection.
For details of the servicing and maintenance
requirements of the exhaust emission control system,
refer to the Service Schedules Manual TSD 4 702.
10/88
F6·2
Section F7
Air injection system
The air injection system comprises a belt driven air The air injection system only operates
pump which delivers air via check valves to the immediately after a cold start. It is switched off
exhaust manifolds during the warm-up phase of when the engine coolant temperature rises above
engine operation. This air combines with the exhaust 33°C (91.4°F) via a relay connected to the air pump
from the combustion chambers and promotes clutch.
oxidation of the gases and faster warm-up of the The relay is operated by a temperature switch
catalytic converters. situated in the thermostat housing and switches off
1 2 3 4 5
8 7 6 ~62S
fig . F7-1 Air injection system

1 'A' bank air injection feed pipe 5 Clutch assembly
2 Air pump inlet hose 6 'B' bank air injection feed pipe
3 Air pump outlet hose 7 Check valves
4 Air pump 8 Air filter housing
10/88 TSO 4737

Printed in England
the electrical supply to the air pump clutch. pump clutch which disengages the drive to the air
In order to protect the pump from excessive pump.
speeds, particularly after starting in low ambient
temperatures. the clutch is disengaged when the Air injection pump
engine speed exceeds 3000 rev/min. This is achieved The rotary vane pump incorporating a clutched drive,
by using a speed signal from the engine management is mounted at the front of the engine and is belt
system ECU. driven from the air conditioning system compressor
The speed signal is processed in a separate pulley. Drive is engaged when an electrical currect is
control unit which outputs a signal to the air injection applied to the clutch.
relay when the engine speed exceeds 3000 rev/min. Filtered air is supplied to a port on the rear of the
The relay then cuts the electrical supply to the air pump from the engine air cleaner housing. Air is
r- - - - - - - - - - - - - - - - - - -1
1
Engine management 1O Digital to
system ECU I analogue converter
3000rpm
Reference
Inductive voltage
speed sensor
I
12v 9
I Threshold
I switch
I
I
I Air injection ECU
L-------
- 6
Coolant temperature
switch
Air injection
relay
Air pump
clutch
-...
-. A2626
Fig. F7· 2 Air pump speed limiting
10/88
F7-2
pumped to the exhaust manifolds from the second
port on the rear of the pump assembly.
Check valves
Check valves are located in the air injection pipes
between the pump and the exhaust manifolds. Each
check valve operates as a one-way disc valve to
prevent the flow of exhaust gases back to the air
pump.
Air pump drive belt

Before commencing to adjust the drive belt inspect it
for signs of wear or cracking. If the belt is found
unsatisfactory it should be renewed.
The belt tension must be checked at a point
midway between the two pulleys (see fig. F7-4) by use
of a belt tension meter.
Belt dressing must not be applied to prevent belt
slip.
Refrigeration compressor to air pump

Load may be applied on either side of the belt run.
New belt and retensioning load.
Belt tension meter 24.9 kgf 10 29.4 kgf (55 lbf to Fig. F7-3 Location of air injection system ECU
65 lbf).
1. The tension of the belt is adjusted by alrering the
position of the air pump.
2. Slacken the pivot setscrews located at the front
of the air pump.
3. Slacken the adjusting arm pivot nut situated on
the air conditioning system compressor.
4. Slacken the tensioner nut on the threaded
adjustment ,Hm.
5. Adjust the tensioner nut until the belt tension is
correct.
6. Tighten both pivot setscrews and the adjusting
arm p ivot nut.
7. Check that the belt tension is still correct when
the air pump is fully secured.
Air pump - To remove and fit

1. Slacken the worm drive clips securing the pump
inlet and outlet hoses.
2. Release the belt tension (see Air pump drive
belt).
3. Unscrew and remove the pivot setscrews and the Fig. F7-4 Air pump drive belt adjustment and
adjusting arm pivot nut. tension check point
4. Withdraw the pump.
5. Fit the air pump by reversing the removal
procedure, ensuring that the belt tension is correctly
set.
Checking the air injection system for leaks

1. Ensure that the engine is cold.
2. Start and run the engine.
3. Inspect the various hoses and components within
the system for air leaks. If an air leak is suspected,
coat the suspect component with a soapy solution;
soap bubbles will confirm an air leak.
4. As the engine coolant temperature reaches 33° C ,,2638
{91 ° F) the air pump clutch will be disengaged and
the air injection system deactivated. Fig. F7-5 Air pump clutched pulley
10/88 TSD 4737

Printed in England
@ Rolls-Royce Motor Cars Limited 1988 F7-3
Air injection system - Functional check
Refer to figure F7-6.
Air injection clutched pulley - To remove and fit

(see fig. F7-5)
l Slacken the drive belt tension.
2. Insert a 6 mm Allen key into the end of the
pump shaft, to hold the shaft stationary.
3. Unscrew the pulley securing nut from the pump
driving shaft.
4. Withdraw the friction clutch.
5. Remove the small circlip from its groove in the
drive-shaft. Note that the circlip is fitted with the
chamfered side pointing away from the pump body.
6. Withdraw the pulley/bearing housing from the
bearing surface of the air pump drive-shaft
7. Remove the large circlip from its groove in the
drive-shaft. Note that the circlip is fitted with the
chamfered side pointing away from the pump body.
8. Withdraw the electro-magnet from its locating
dowel in the pump body.
9. Fit the clutched pulley by reversing the
10/88
F7-4
( Figure F7·6
Air injection system - fault diagnosis chart

Sheet 1 of 2
(
\
10188 TSO 4737
Printed in England
© Rolls-Royce Motor Cars Limited l 988 F7-5
1 Fuse A4 (10 amp). fuseboard 1
2 Fuse B5 (20 amp). fuseboard 2 At the rear of the air pump locate the hose
3 Fuse B3 (15 amp), fuseboard 1 that supplies air to the check valves.
4 Fuel pump relay Detach the hose. NO
S Thermostat plug and socket 1 2 way Start and run the engine at idle
Is air pumped from the outlet port?
6 Coolant temperature switch plug
7 Coolant temperature switch YES
8 Air injection pump clutch
9 A:r injection pump plug and socket 2 way
10 Air injection relay
20~W l OK\\
11 K-Motronic ECU
1 2 Air injection ECU ~
• Splice "
..~ "C !
C, "'
"
0
~l-,1
Important
! ell i ~J With the engine running disconnect the air
Before carrying out a test ensure ttia: the
following conditions apply
O~WB
"'
0
. . . . - - - - - - - --'c..::(l:..:;O;:..
L' - ___J t injection pump plug and socket 2 way (see
item 9) NO
l The battery 1s fully charged
2 The engine is cold
e! Does the clutch disengage so that no air
~c~ is pumped from the outlet?
~~
3 Use a multi-meter to carry out the tests
4 The ignition is switched off when either 1 oou
YES ~~~~~--'
connections Stop the engine.
5
6
Always remake any connection
immediately a test is complete
Ensure that the fuses listed are ,n:act -... Connect the outlet hose to the pump.
Connect the plug and socket 2 way.
Stan the engine and carry out a leak check
Is this satisfectory?
NO
YES
~ r •• • '!. ..11 : · ; ,n_

~""'-'======= ~== ,,,;!!.. Increase the engine speed
Does t!le pump clutch deectivete
NO
whenever the engine speed exceeds
approximately 3000 rev/min?
YES
Reduce the engine speed to idle.

Allow the engine 10 warm-up
Does the pump clutch deecUvate when
the coolant temperatuu, exceeds
approJtimately 50'C (122.F)? NO
YES.--~~~~~~~~-
l
A.2<125/8 System functions satisfactorily
Figure F7-6
Air injection system - fault diagnosis chart

Sheet 2 of 2
(
10/88 TSO 4737
Printed in England
Cl Rolls-Royce Motor Cars Limited 1988 F7-7
l Stop the engine.
Check the voltage on the blue/black cable in
Check the 11oltage on the black/blue cable at
the engine/thermostat plug and socket 12
Check the voltage on the pink/white cable at
Refer to TSD 4848
the engine/thermostat plug and socket l 2
the air injection pump plug and socket 2 way way (item 5J NO way {see item 51 Check the ignition feed pink/white cable 10
(s~ item 9) Is it 12 volts? fuse B3 on tusboard 1
Is it 12 volts?
h, it 1 2 volts?
Withdraw the air injection relay (item 10).

Check the voltage on the black/blue cable in
the relay base Ensure that the engine is still cold (i.e.
Is it 12 volts? coolant temoerature below 33°C (91.F).
Disconnect the engine/thermostat plug and Check the cable connections within the
Rectify faulty cable socket 1 2 way (item 5). engine/thermostat plug and socket 12 way
Check for continuity between the orange and (item 5)
Withdraw the air in1ection relay the pink cables in the plug
Disconnect the air injection pump plug and Is it continuous?
socket 2 way (item 9).
Check for continuity of the blue/black cable
Disconnect the air injection pump plug and between items 9 and 10
sock.et 2 way (see item 9). Is it continuous? Replace the air injection relay
Carry out a continuity test through the pump Withdraw the temperature switch plug (item
clutch from the air injection pump plug and 6) and bridge the contacts in the plug.
socket 2 way Disconnect the engine/thermostat plug and
Is it continuous? Rectify or replace faulty cable(s) socket 12 way (item 5). Replace the temperature switch in the
thermostat housing
Repeat the continuity check between the
orange and the pink cables in the plug
Is it continuous?
l'
Rectify or replace faulty cable(s) or clutch
assembly due to electrical failure
Coat any suspect joints or components with a

soap solution. With the plug and soc,,et 12 way (item 5)
Start the engine. ensure the coolant and the plug (item 6) still disconnected but
temperature is below 33"C (91.F) and again the bridge removed, check the orange and Check and rectify the cable connections
carry out a leak check soap bubbles will the pink cables individually for continuity
confirm an air leak on the suspect joints or Is each cable continuous?
components
Withdraw the fuel pump relay (item 4).
Check for continuity at the pink/white cable
Withdraw the air injection relay (item 10) between the relays Rectify faulty cable
Rectify faulty cable(sJ
Start the engine. Is it continuous?
Check the voltage on the pink/white cable in
the relay base
Is it 12 volts? Withdraw the fuel pump relay (item 4).
Chec:k the voltage of the pink cable in the Refer to TSD 4848
relay base Check the electrical feed oink cable to fuse
Temporarily fit the fuel pump relay (item 4) to Is it 12 volts? B5 on fuseboard 2 ·
the air injection relay (item 10) base.
Bridge the pink cable and the pink/white
cable in the relay base (see illustration). Replace the fuel pump relay (item 4)
Retest the system and check that the pump
deactivates whenever the engine speed
exceeds approximately 3000 rev/min
(_ Doea this happen?
Replace the air injection relay
NO
Check fc.r cable continuity of the orange/blue
cable from the air injection relay base 10
connection 6 on the air injection ECU Rectify faulty cable
(item 12)
Is it continuous?
Check continuity of the earth cable from air

Check the voltage at cc~nection 9 on the air
injection ECU (item l 2) injection ECU •
Connection 1 to eanh Rectify faulty cable
ls it 12 volts?
Is it continuous?
Refer to TSD 4846.

Check the electrical feed white/slate cable to
fuse A4 on fuseboard 1 Replace air injection ECU
Replace the temperature switch (item 7)

Section F8
Catalytic converter system
The catalytic converter system uses two main Warm-up catalytic converter assembly - To remove
converters mounted in parallel and a warm-up and fit
converter which houses a heated oxygen sensor in its 1. Unscrew and remove the oxygen sensor.
outlet cone. A three-way catalyst is used in each 2. On cars produced to the Japanese specification,
converter. unscrew and remove the exhaust thermocouple
The warm-up converter is positioned downstream probe.
of the turbocharger and close to the engine. This is 3. Unscrew the clamp nut from the three joints
to minimise the time taken to reach its operating situated adjacent to the warm-up converter assembly.
temperature. 4. Free the joint clamps and manipulate the
To further reduce warm-up time, the warm-up assembly to release the joints. Collect the olive from
converter and the pipe leading from the turbocharger the rear joint and the restrictor from the by-pass pipe.
are lagged with a thermal insulating material. 5. Support the weight of the downtake pipes.
When the engine is running under boost 6. Unscrew and remove the nuts and clamps from
conditions a proportion of the exhaust gas is diverted the rear of the downtake pipes. Free the joints and
around the warm-up converter. The diverted gases withdraw the downtake pipes.
by-pass both the turbocharger (to limit boost 7. Unscrew the setscrew securing the warm-up
pressure) and the warm-up converter (to limit converter bracket to the crankcase.
converter temperature). 8. Withdraw the warm-up converter assembly.
The twin main catalytic converters are situated in 9. Fit the assembly by reversing the procedure.
the central under floor area. The connecting pipes noting the general fitting instructions.
between the warm-up converter and the main
converters are partly lagged with thermal insulating Twin main catalytic converter assembly - To remove
material to retain exhaust heat for optimum catalytic and fit
conversion. 1. Remove the screws retaining the grass-fire
Each three-way catalytic converter promotes shield(s) that are situated below the two catalytic
reactions between the hydrocarbons, carbon converters.
monoxide, oxides of nitrogen and residual oxygen in Note Take care when removing the shield(sl as any
the exhaust gas. Optimum catalytic conversion sharp edges could cause injury to the
efficiency is achieved when an essentially operator's hands.
stoichiometric air/fuel mixture is present. This 2. Ensure that the weight of the converter assembly
condition is achieved by means of the 'closed loop' is temporarily supported.
mixture control system (see Chapter BJ. 3. Support the weight of the exhaust system before
( u_--r____,____(\
- - - - ' -~
1 2 A26'-7
Fig . FS-1 Catalytic converter system

1 Twin main catalytic converters
10/88 TSD 4737

Printed in England
and after the converters assembly. referring to the appropriate fault diagnosis flow chart
4. Locate the exhaust joints before and after the (see fig. F8-4).
converter assembly. To check that the warning panel bulb is operating
5. Unscrew the nuts from the exhaust clamps. satisfactorily, ensure that the panel illuminates during
Collect the washers. withdraw the bolts and free the engine cranking (i.e. starter motor engaged).
clamps.
6. Discard the temporary support and withdraw the Exhaust system
twin catalytic converters assembly. For information relating to the remainder of the
7. Collect the four sealing rings from the joints as exhaust system refer to TSO 4700 Chapter 0,
the assembly is removed. Exhaust system.
8. Fit the catalytic converter assembly by reversing
the removal procedure, noting the general fitting Catalytic converter protection
instructions. To protect the catalytic converters from possible
damage the following precautions should be taken.
General fitting instructions
The sealing rings and pipe flares must be thoroughly Unleaded gasolene
clean and free from scale. They may be lightly Use unleaded gasolene only 90 AKI (95 RON)' Min.
dressed with fine emery cloth if required. The use of leaded gasolene will result in a substantial
1. Apply Never-seez anti-seize compound to the reduction in the performance of the catalyst.
clamp bolt threads before assembly. Under no circumstances add fuel system cleaning
2. The seating rings, pipe flares and grooves in the agents to the fuel tank for induction into the engine,
spherical joint clamp brackets should be lightly as these materials may have a detrimental effect on
smeared with either graphite lubricant or Never-seez the catalytic converters.
compound. This will assist alignment of the parts
upon assembly. • AKI = Anti-knock index
3. The parts should be loosely assembled and then RON = Research octane number
manoeuvred to give the best alignment, before the
joints are tightened. Engine malfunction
4. Smear the threads of the oxygen sensor with If the engine misfires o, suffers from a lack of power
Never-seez assembly compound. It is important that that could be attributed to a malfunction in either the
the Never-seez is applied only to the threads of the ignition system or fuel system, operation of the
unit. Care must be taken to ensure that the vehicle should be discontinued. Driving the vehicle
compound does not contact the slotted shield below with a malfunction could cause overheating and
the threaded portion. consequent damage to the catalytic converters.
5. Torque tighten the exhaust clamp nuts and
oxygen sensor to the figures given in Chapter L. Fuel
Do not allow the vehicle to run out of fuel. A warning
Do not allow the assembly compound to enter the lamp situated on the facia illuminates to warn the
exhaust system, particularly up stream (in front! of driver of a low fuel level. If the vehicle runs out of fuel
the catalytic converters otherwise damage to the at high speed, possible damage to the catalytic
converters assembly will result. converters could result.
Heated oxygen sensor Starting the engine

For details ,elating to the heated oxygen sensor refer The vehicle must not be pushed or towed to start the
to Chapter B. engine. Failure to observe this warning could cause
overheating and consequent damage to the catalytic
Exhaust system temperature warning lamp converters.
On cars conforming to a Japanese specification an
exhaust temperature warning system is fitted. The Exhaust emission control system
warning panel for this system is situated on the It is important that the vehicle is maintained in its
facia. Illumination of the.panel indicates that an correct operating condition. Failure to do so will
excessive temperature condition caused through an result not only in loss of fuel economy and emission
engine malfunction has occurred in the exhaust control but could also cause damage to the catalytic
system. converters due to overheating.
If an excessive temperature condition is
indicated. stop the vehicle as soon as possible and
switch ott the ignition. After three minutes the
engine may be started again and providing the
warning lamp remains extinguished, the vehicle can
be accelerated gently up to a speed of 30 km/h
(18 mile/hi. This speed must not be exceeded until
the cause of the warning has been corrected by
,o,es
F8-2
C Figure F8-2
Exhaust temperature warning system -

fault diagnosis chart
Sheet 1 of 2
(_
./
" 10/88
Primed in England
TS04737
~ Rolls· Royce Motor Cars Limited 1988 FB-3

Before carrving out a full d iag nos tic inspection Important Overheat warning
ensure thal the vehicle did not run out of fuel. Before carrying out a test ensure that the ff an excessive exhaust temperature condition
If the overheat warning lamp illuminates following conditions apply is indicated. stop the vehicle as Quickly as
for reasons other than the above. a fault has 1. The battery is fully charged possible in a safe and orderly manner.
occurred in 2. The engine is cold Switch off the ignition.
a. The varie>us systems that lead into the 3. Use a multimeter to carry out the After three minutes the engine may be
e>thaust (fuel system, air intake, etc.) or in electric:a1 circuit tests started again and provided the warning lamp
the e>thaust itself particularly the catalytic 4. The engine is switched off wher. either remains extinguist'led. the vehicle may be
converter. disconnectmg or connecting electrical accelerated gently up to a speed of 30 km/h
Any taults in these areas can be connections ( i 8 miles/h). This speed mvst not be
determined as system faults 5. Always remake any connection exceeded until the cavse of the warning has
b. The overheat warning circuit (faulty immediately a test is complete been corrected.
convener thermocouple. electronic control 6. Alway~ exercise extreme care when
unit, wiring connections. etc.) causing the carrying out investigations around the
lamp to illuminate although the system is exhaust and catalytic converter. es
operating satisfactorily. these components ma\• be very not.
These faults can be determined as
circuit faults.
Chec11 the white,purple cable between items

Ooes an excessive exhaust temperature Verify the exact condition prevailing a1 the C and i2, and F and 2
condition exist and/or is the warning Ree1ity the cable
time of the warning Check the warning lamp bulb Is it shorted to eerth?
lamp illuminated at the commencement (item F and 21
of the test? Is it serviceable?
Stan the engine. Substitute the ECU
Does the warning lamp illuminate during Discard the original ECU
Does the warning lamp bulb illuminate
engine cranking and extinguish during engine cranking?
________, YES .--~~~~--'
immediately the engine starts?
Road test the car

Replace the bulb
Le<1ve the engine compartmem 2 way plug YES
Does the excessive exhaust temperature Check the warning lamp test circuit. and socket disconnected.
condition occur and the warning lamp Return the car to the owner Refer to TSO 4848 Release the rubber strap retaining the catalyst
illuminate? overheat ECU in position (see item DJ.
Disconnect the 2 way plug and socket
YES situated appro)(imately 279,4 mm (11 in)
Fully warm-up car from the ECU.
If the overheat warning lamp illuminates Does the vehicle appear exceptionally Mot Suspect a warning circuit fault
Check the continuity ol the brown cable and
(except during cranking and/or warning particularly in the area of the catalytic of the blue cable between items 9 and l 0
converter? Connect the multimeter between either
lamps test} for any reason other than running Are they continuous?
Allow the car to go cold Disconnect the the rmocouple 2 way plu!; and thermocouple cable and earth.
out of fuel, either a system fault or a cir,;uit
Stan the engine and immediately note the socket In the engine compartment (see 1:em Have the cables been shorted to ea"h?
fault hai> occurred.
warning lamp. Does it extin9uish? 8 and 9). Check for continuity between the
blue and the brown cables to the
thermocouple
Are they continuous? Rectify cables Rectify the cable(sJ
Suspect a system fault
The following 1s a list of components and
NO
systems that may contribute to a malfunction Replace the thermocouple
in the exhaust resulting in excessive
temperature of the catalytic converter.
Any condition resulting in an engine misfire
or uneven running should always be
investigated first
1. Ignition system· Chapter B
2. Faulty purge flow system· Chapter G
3. Faulty fuel injection system· Chapter B
4. Blocked fuel system· Chapter C
5. Air injection system operating
continuously· Chapter F
Figure FS-2
Exhaust temperature warning system -

fau It diagnosis chart
Sheet 2 of 2
l
10/88 TSO 4737
Pr-inted 11, England
( Key
1 Diode board 10 way plug
i~Wl!.t'Pnl"' .... 0~ 'A·
2 Warning lamp
3 Other than Europe plug
and socket
4 Engine running sensor 11... - 7 · o, .. 0!.V.' o,"
plug and socket
5 Speedometer connection
6 Fuse
7 Right·hand 'A' post earth
point
8 Thermocouple probe
9 Engine compartment plu!}
and socket
10 Exhaust temperature
-. 0
warning 2 way plug and
socket '
11 Electrical control unit (i)
:~two,,,wc
12 Exhaust temperature ,, .~,"t.•'"'
warning 4 way plug and 0
socket
Remake the electrical connections ensuring

Keep the 2 way plug and socket disconnected. that the cable colours match (i.e. brown to Remake the connections correctly
Connect the multimeter between the end of brown)
( the brown cable (see item 10) and earth. Do the cable colours correspond?
Connect the multimeter from the engine YES ~_;__~~~--' Check the warning lamp test circuit
compartment between the end of the blue
Refer to TSO 4848 Rectify as necessary
cable (see item 10) and earth
1. Disconnect the catalyst overheat ECU 4 Is it satisfactory?
Is either cable shorted to ear1h? way plug and socket (see items C. D, and 12)
2. Disconnect the diode board 10 way plug
!see item E and 1) Check the colour matching cf 1he cables in the
Rectify the cable(s) Check the black/purple cable 4 way connec1or (see i1ems C. D, and 12) Correct the cable mis-match
Is it shorted to earth? ct_?_ _ _ _ _~
Is the colour matching co_rT_e_
YES
Check the voltage on the white cable at the
Rectify the fault on the black/purple cable Checl<. the ignition feed white cable from the
ECU 4 way plug and socket (see items C. D.
and 12) fuse for 12 volts supply (see wiring diagram)
Is it 12 volts?
Check the white/purple cabl2 from the ECU 4

way plug and socket (see items C. D. and l 2) Check the white/purple cable for continuity
to the warning lamp bulb (see item F and 2) and/or short circuiting to another cable
Is it 12 volts?
Disconnect the ECU 4 way plug and socket

( (see items C. D. and 12)
Check the black cable to :he earth point Rectify the fault on the black cable
(see item G and 7·)
Is it continuous ?
Substitute both the ECU and thermocouple in

turn. and repeat the test
Chapter G ~
~
Contents Sections
Contents and issue record sheet Gl G1 Gl G1 G1 Gl G1

198 7/88 model years
Fuel evaporative
emission control system G2 G2 G2 G2 G2 G2 G2
1989 model year
Fuel evaporative
emission control system G3 G3 G3 G3 G3 G3 G3
5/88 TSO 4737

Printed in England
© Rolls-Royce Motor Cars Limited l 988 G1-1
Issue record sheet
Sections
Page No.
IG1 IG2 G3
1 5/88 10/86 5/88

2 5/87 7/88
3 2/90 5/87 7/88
4 2/90 5/88
5 10/86 5/88
6
7 2/90 7/88
8
9 7/88
10
11 5/88
12 1/89
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
2/90 TSD 4737

Printed in England
© Rolls-Royce Motor Cars Limited 1990 G1-3
Section G2
A fuel evaporative emission control system is fitted left-hand front wing. When the canister is purged, the
on all cars conforming to the following specifications. stored fuel vapours are extracted from the charcoal
and burnt in the engine.
Australian
The fuel tank is located at the forward end of the
Japanese
luggage compartment, behind the carpet covered
Middle East
panel.
North American
An expansion tank situated within the fuel tank
Taiwan
inhibits complete filling and provides fuel expansion
The system eliminates direct venting of the fuel volume to cope with extreme temperature conditions.
tank and therefore, prevents the release of A combined pressure/vacuum relief valve is
hydrocarbons into the atmosphere. located in the fuel filler cap.
Fuel vapours from the fuel tank are collected and A rollover tube with a restrictor is incorporated in
stored in a charcoal filled canister situated under the the vent line from the fuel tank to the control canister.
1 2
3 A11H9
Fig. G2·1 Fuel evaporative emission control system

1 Purge connection 4 Canister
2 Control solenoid ir:= 4 door cars
3 Rollover tube ==== 2doorcars
Note The purge connection to the engine varies connection is to the the air guide housing (as
slightly depending upon the specification of illustrated above).
the vehicle. On cars conforming to the Australian.
On cars conforming to either the North Middle East, or Taiwan specifications the purge
American or Japanese specifications the purge connection is to the throttle housing.
10/86 TSD4737
Printed in England
© Rolls· Royce Mo1or Cars Limi1ed 1987 G2-1
2 3 This prevents fuel from reaching the canister during
harsh manoeuvres or in the event of vehicle
i nversion.
For details of the servicing and maintenance
requirements of the system, refer to the Service
Schedules Manual TSO 4702.
Naturally aspirated engines (see fig. G2- l)

Operation of the purge system is controlled by a
solenoid mounted in front of the ignition distributor.
This solenoid is controlled by the throttle position
switch and also on cars conforming to an Australian,
Japanese, or North American specification, by a
switch mounted in the thermostat housing.
The canister is purged whenever the engine is
S 4 A1818 running except at the idle speed setting, or on cars
fitted with the thermostat housing switch, if the
Fig. G2-2 Purge control system (Turbocharged coolant temperature is low.
engines)
1 Dump valve vacuum switch Turbocharged engines {see fig. G2·2)
2 Dump valve solenoid valve The purge control system comprises a solenoid valve
3 Purge control vacuum switch and a vacuum switch.
4 Purge control solenoid As the accelerator pedal is lightly depressed with
5 Adapter the engine running, a gated orifice is uncovered by
6 Hose from fuel tank vent one of the throttle plates. The increasing vacuum then
7 Canister applied to the control line via the throttle housing,
solenoid valve, and hoses draws the stored vapours
from the canister into the induction manifold.
When the accelerator pedal is further depressed,
the manifold vacuum falls, and at a predetermined
value the vacuum switch operates to close the
solenoid valve. This seals the purge li~e to prevent a
reverse flow occurring under boost conditions.
Emission control canister

The evaporative emission control canister is mounted
under the left-hand wing. It is a cylindrica t container
filled with activated carbon granules. These granules
are retained within the canister by a system of baffles
and screens as shown in figure G2-3.
The top of the canister incorporates a tube, open
to atmosphere to admit purge intake air. In the base of
the assembly is one connection for the fuel tank vent
hose and another connection for the purge line.
At the mileage specified in the service schedules
remove the control canister and fit a new assembly.
Emission control canister - To remove and fit

1. locate the emission control canister under the
left-hand front wing (see fig. G2-4). Using the special
pliers RH 8090 remove the securing clip from the
8 7 6 5 4 IJ640 canister end of the purge hose.
2. Withdraw both hoses fitted to the canister. Label
Fig. G2-3 Emission control canister each one to facilitate assembly.
1 Air intake 3. Unscrew the four setscrews retaining the control
2 Baffle canister in position.
3 Carbon granules 4. Withdraw the canister from under the wing.
4 Baffle mat 5. Note the position of the canister in relation to the
5 Screen mounting bracket and unscrew the retaining worm
6 Stand tube drive clip.
7 Purge line connection 6. Fit the new canister to the mounting bracket and
8 Fuel tank vent connection tighten the retaining worm drive clip.
5/87
G2-2
7. Ensure that the canister is in the correct position
relative to the mounting bracket.
8. Fit the assembly to the vehicle by reversing the
procedure given for removal, noting that a new hose
securing clip should be used.
Fuel tank vent

The fuel tank is vented to the filler neck via two
connections. This allows adequate venting of the tank
during filling.
A separate vapour line from the centre of the tank Fig. G2·4 Fuel evaporative control canister and
(the rollover tube) almost encircles the tank before mounting bracket setscrews.
passing to the evaporative loss canister. The vent line
is situated under the floor of the car on the left-hand
side as shown in figure G2· 1. It includes a restrictor at
its highest point and passes around the tank to 1
prevent liquid fuel from entering the canister during
harsh manoeuvres or in the event of vehicle inversion.
In the event of a blockage in the vapour line to the
control canister. a combined pressure and vacuum
relief valve is incorporated into the fuel filler cap. The
valve prevents an excessive pressure build-up in the
fuel tank caused by fuel vaporization or vacuum as
the fuel is consumed.
For all other details of the fuel tank refer to Chapter
380 mm
C, Fuel system. (15 in)
Fuel evaporative emission control system - To leak

check
Whenever the various pipes. hoses, and components
of the fuel evaporative emission control system are
disturbed, the system should be checked for air leaks
upon assembly.
To lest the system proceed as follows.
1. Withdraw the fuel tank hose from the canister
and connect it to the test equipment shown in figure
G2-5.
2. Apply air pressure to the fuel tank hose via the
test equipment. Apply pressure until a reading of 380
mm ( 15 in) H20 is attained and then close the pressure
supply. 3 2 W879
3. After five minutes again check the pressure

reading. The reading should not have fallen by more Fig. G2·5 Leak check test equipment
than 12,7 mm (0.50 in). 1 Connection to fuel tank/canister hose
4. If the pressure drop is more than 12,7 mm 2 Pump
(0.50 in) progressively treat all joints in the system 3 One-way pressure valve
with a soap solution to detect air leaks.
5. Rectify any air leaks and again 'leak check' the Air from the atmosphere is drawn downwards
system. through the carbon granules in the canister and
6. During the five minutes leak down. visually inspect collects the stored fuel vapours. This mixture then
the hoses, pipes, and connections that are routed passes from the base of the canister to the throttle
under the car. Commence where the hose exits from body or the air guide housing, where it is drawn into
the body at the rear and follow the system to the loss the engine induction system.
control canister.
Ensure that the hoses are secure in the mounting Purge flow rate - To check
clips. Naturally aspirated engines
7. When the system is satisfactory, detach the test 1. Fit a flowmeter RH 8725 between the pipe from
equipment and connect the hose to the control the canister and the hose to the control solenoid (see
can ister. fig. G2-6).
2. Start the engine.
Purge line 3. On cars conforming to an Australian. Japanese,
The purge line connects the control canister to the or North American specification, ensure that the
engine induction system. coolant temperature is above 33°C (91°FJ.
5/87 TS04737
Printed in [ngland
Fig. G2-6 Connecting the flowmeter
A Turbocharged engines
B Naturally aspirated engines
4. Increase the engine speed to 2500 rev/min by 6. Check that the purge flow rate is between 20 ft' /h
opening the throttles. and 40 ft3 /h (9.4 litres/min and 18,8 litres/mini.
5. Check that the purge flow rate complies with the
following chart. All cars
If the flow is less than the minimum, check for the
Specification Flow rate following.
tt3/h litres/min 1. Air leak in hoses/pipes.
2. Blockage in hoses/pipes.
Japanese 3. Control system malfunction.
15.3·0 7.1-14, 1
North American 4. Incorrect ignition timing.
Australian
If the flow is in excess of the maximum, check for the
Middle East 20-40 9.4-18.8 following.
Taiwan 1. Excessive lean mixture strength.
2. Incorrect ignition timing.
3. Air leak between the throttle body and the
Turbocharged engines induction manifold.
1. Fit a flowmeter RH 8725 between the hose from
the canister and the adapter (see fig. G2-6).
2. Disconnect the hose from the purge control
vacuum switch.
3. Connect the Mityvac pump AH 12495 to the
vacuum switch.
4. Start the engine and apply a vacuum of 381 mm
Hg (15 in Hg) to the vacuum switch.
The control solenoid should now open and the
flow through the system register on the flowmeter.
5. Increase the engine speed to 2500 rev/min.
2/90
G2-4
(
FiguteG2-7
Purge control system -fault diagnosis chart

(Naturally aspirated engines}
(
10,86 TSD 4737
Printed in England
(
Check the purge flow rate Important Key
,~~ . ~· _ _ _ _..,.,~,;;'::.:.'---H
Before carrying out a test ensure that the 1 Fuse
following conditions apply. 2 Temperature switch plug
1. The battery is fully charged and socket !12 way)
2. The engine is cold 3 Temperature switch plug
Detach the hose from the wing valance pipe 3. Use a multimeter to carry out the tests 0
4 Temperature switch
isee item A) 4. The ignition is switched off when either 5 Diode
Fit an additional hose to the valance pipe Investigate and rectify a blocked pipe and/or
canister disconnecting or connecting electrical 6 Solenoid plug and socket
Can you blow down the hose and through connections (2 way)
the canister? 5. Always remake any connections 7 Solenoid valve
immediately a test is cc,mpleted 8 Engine eartti point
6. Ensure that fuse 83 on fuseboard 1 is 9 Throttle position switch
Investigate and rectify blocked hoses to the
intact plug and socket {4 way)
throttle body or renew the control solenoid
Ignition off (see item 7) 7. Visually inspect the hoses for deterioration 1 0 Throttle position switch
Can you blow down the hose and through plug
the solenoid? 1 1 Throttle position switch
Check a. Throttle pos,tion switch and • Splice :
YES .. r;I) ~ 0
Measure the voltage on the white/purple cable
at the solenoid plug and socket
NO
circuit
b. Temperature switch and circuit
-. 0 I t.ti vl
GD.
.,, ~ .•. ~
•
':' ,•··=
t
-·· · .
··:-•...,'
:•,:, .:.
(see item B and 6)

Ignition on Is it 12 volts?
Can you blow down the hose and through Replace the solenoid
( the solenoid? Disconnect the solenoid p!ug and socket
Check the black cable to earth for conunuity.
NO Is it continuous?
Check the temperature switch circuit
Leave the throttle position switch Rectify the fault on the black earth cable
disconnected.
Disconnect the temperature switch plug
Check for continuity of the slate/blue cable
(see item D and 3).
Disconnect the throttle position switch at the Unbridge the temperature switch plug from the diode to the temperature switch plug
Bridge the cables in the plug.
Measure the voltage on the white cable in the Measure the voltage on the slate/blue cable as (see item D and 5).
plug and socket (see item C and 9) Ignition on
Ignition on temperature switch plug. it enters the diode (see item F and SJ This will include the 12 way connector
Can you blow down the hose and through
Is it 12 volts? Is it 12 volts? (see item E and 2)
Can you blow down the hose and through the solenoid?
the solenoid?
NO
Replace the temperature switch as it exits from the diode Replace the diode
Detach the temperature switch plU!'.l Is it 1 2 volts?
(see item D and 3)
Ignition on Refer to TSD 4701
Can you blow down the hose and through Check the ignition feed wllite cable to fuse B3 Check for continuity of the white/purple cable
Check the throttle switch circuit
the solenoid? on fuseboard 1 from the control solenoid plug and socket
leave the temperature switch plug
disconnected. {see item B and 6) to either
Measure the voltage on the white cable at the
Measure the voltage on the white/purple cable Temperature switch circuit - The diode
at the solenoid plug and socket {see item F and 5)
throttle position switch plug and socket
Detach the temperature switch plug (see item B and 6) The throttle switch circuit - The switch plug
(see item C and 9). Ensure that the throttles a:e closed.
(see nem D and 3) Measure the voltage on the blue/purple cable Is it 12 volts? and socket {see item C and 9)
Is it 12 volts?
Ignition on at the throttle position switch plug and socket
Partially open the throttles Is it 12 volts? ·
the solenoid? Disconnect the soleno,d plug and socket. Rectify the fault on the black earth cable
Check for continuity on the black cable from
Cars produced to a Middle East and
this plug to the engine earth point
Taiwan specification do not have a Reolace tl"Je throttle position switch
(see item G and 8)
temperature switch
Control systems function satisfactorily Is it continuous?
( Figure G2·8
Purge control system - fault diagnosis chart

(Turbocharged engines)
/'
\
(
2190 TSO 4737
Printed in England
(
Check the purge flow rate
Detach the hose from the adapter (see item AJ

Investigate and rectify a blocked pipe and/or
canister
the canister?
Rectify the fa ull of the black earth cable
Check the black cable to earth for continuity
Ignition off (see items F and 6, D and 3, and G and 8)
Cen you blow down the hose and through Replace the solenoid Is it continuous?
tha solenoid? Replace the solenoid
Measure the voltage of the white/blue cable at
the purge control solenoid 2 way plug and
socket (see item F and 6)
Is it 12 volts?
Ignition on Maintain the 381 mm Hg (15 in Hg) Check for continuity of the white/blue cable
Connect the Mityvac pump RH 1249S to the vacuum to the switch throughout these between items C and 4, and F and 6)
purge control system vacuum switch tests.
(see item Band 5). Apply 381 mm Hg Measure the voltage on the white/blue cable
(l 5 in Hg) to the switch at the vacuum switch 4 way plug and socket
Measure the voltage on the white cable at the
Can you blow down the hose and through (see item C and 4)
vacuum switch 4 way plug and socket Measure the voltage on both white cables at
the solenoid? Is it 12 votts7 (see item C and 4) the link loom plug and socket Check for continuitv of white cable between
Is it 1 2 volts? (see item D and 3) items C and 4, and D and 3
Is there 12 volts on each cable?
Ignition on Replace the solenoid

Release the vacuum
Replace the vacuum switch Check for continuity of the white cable
between items D and 3, and E and 2
the solenoid? Measure the voltage on both white cables at
the right-hand valance to engine loom 9 way
plug and socket (see item E and 2)
Is there 12 volts on each cable?
Refer to TSD 4701
Control system functions satisfactorily
Check the ignition feed white cable to fuse B3
on fuseboard 1
Key
12 V + tgn ' 0 t,,Jt( os w 1 Fuse
2 Right·hand valance to
8 engine loom plug and
socket (9 way)
3 Purgt control link loom
plug and socket
Important
4 Vacuum switch socket Before carrying out a test ensure that the
(4 Wi!Y) following conditions apply,
0 5 WU 5 Vacuum switch l. The b,ittery is fully charged
osw
6 Soler:oid plug and socket
2. The engine is cold
(2 Woy) 3. Use a multimeter to carry out the tests
7 Soleroid valve 4. The ignition is switched off when either
e Engine earth point
• Splice connections
5. Always remake any connections
0 f) 0 immediately a test is completed
6. Visually inspect the system hoses for
e PCS ,.o 8 PCL 1 08 208 deterioration
2 PS I• 7. Ensure fuse 83 on fuseboard 1 is intact
(
Section G3
The fuel evaporative emission control system differs A combined pressure/vacuum relief valve is
between turbocharged and naturally aspirated cars located in the fuel filler cap.
and also. between naturally aspirated 4 door saloons A rollover tube with a restrictor is incorporated in
and 2 door convertibles (see figs. G3·1 and G3-2). the vent line from the fuel tank to the control
With all systems however, the principle of canister. This prevents fuel from reaching the canister
operation is to eliminate direct venting of the fuel during harsh manoeuvres or in the event of vehicle
tank and therefore. to prevent the release of inversion.
hydrocarbons to the atmosphere. For details of the servicing and maintenance
Fuel vapours from the fuel tank are collected and requirements of the system. refer to the Service
stored in a charcoal filled adsorption canister situated Schedules Manual TSD 4 702.
under the front left-hand wing of the vehicle. When
the canister is purged, the stored fuel vapours are Naturally aspirated cars
extract~d from the charcoal and burnt in the engine. The principle of operation for both 2 door and 4 door
The fuel tank is located at the forward end of cars is identical. however, the emission control
the luggage compartment, behind a carpet covered canister fitted under the front left-hand wing, is
panel. installed forward of the wheel arch on 2 door cars
An expansion tank situated within the main fuel and behind the wheel arch on 4 door cars.
tank inhibits complete filling and provides fuel Fuel vapour that accumulates in the top of the
expansion volume to cope with extreme ambient fuel tank is routed from the centre vent, around the
temperature conditions. tank and to the inlet connection on the control
A2488
Fig . G3-1 Fuel evaporative emission control system General view

1 Purge line -= Saloon
2 Canister ••c = Convertible
3 Rollover tube
5/88 T!:iD 4737

Printed in England
canister. The flow of vapour in the line is controlled speed, tow engine temperatures (where necessary).
by a vent valve which opens when the vapour and under boost operating conditions.
pressure reaches a pre-determined level. This allows The purge control valve regulates the purge flow
the vapour to pass into the control canister where it rate depending on engine operating conditions. It
is stored by the carbon granules. receives a duty cycle signal from the engine
The canister is purged at most times when the management system ECU which is programmed with
engine is running and the st0red fuel vapour is drawn purge control characteristic data tsee fig. G3-4). The
from the control canister via a restrictor, into the duty cycle signal varies between 0% and 100%
induction manifold. The vapour is then drawn into the according to engine speed and load.
engine cylinders with the fuel/air mixture where it is
burnt. Fuel evaporative emission control system -
The purging of the storage canister is controlled To leak check
by a cut-off solenoid which closes the purge line Whenever the various pipes, hoses, and components
whenever the engine is running at the idle speed of the fuel evaporative emission control system are
setting, or if the engine is operating below a pre- disturbed, the system should be checked for leaks
determined temperature (except cars produced to the upon assembly.
Middle East and Taiwan specification). To test the system proceed as follows.
1. Withdraw the hose from the fuel tank side of the
Turbocharged cars control valve and connect it to the test equipment
The fuel vapour that accumulates in the top of the shown in Section G2, figure G2-5.
fuel tank is routed from the centre vent, around the 2. Apply air pressure to the fuel tank hose via the
tank and to the inlet connection on the control test equipment. Apply pressure until a reading of
canister. The flow of vapour in the line is controlled 380 mm 115 in) H2 0 is attained and then close the
by a vent valve which opens when the vapour pressure supply.
pressure reaches a predetermined level. This allows 3. After five minutes again check the pressure
the vapour to pass into the control canister where it reading. The reading should not have fallen by more
is stored by the carbon granules. than 12,7 mm (0.50 in).
The canister is only purged when the engine is 4. If the pressure drop is more than 12, 7 mm
operating in the naturally aspirated mode. (0.50 in) progressively treat all joints in the system
Operation of the purge system is controlled by a with a soap solution to detect leaks.
solenoid valve connected electrically to the dump 5. Rectify leaks and again 'leak check' the system.
valve vacuum switch and a temperature switch in the 6. During the five mintues leak down, visually
thermostat housing (except cars produced to a inspect the hoses, pipes, and connections that are
Middle East and Taiwan specification) and by a purge routed under the car. Commence where the hose
control valve connected to the engine management exits from the body at the rear and follow the system
system ECU. The solenoid prevents purge flow at idle towards the control canister.
A B 1 A2489
Fig. G3-2 Fuel evaporative emission control system - Engine details

A Naturally aspirated engines B Turbocharged engines
1 Manifold connection 1 Purge line
2 Restrictor 2 Manifold connection
3 Purge line 3 Control solenoid
4 Control solenoid 4 Purge valve
5 Fuel tank vent valve 5 Fuel tank vent valve
6 From the fuel tank 6 From the fuel tank
7/88
G3-2
Ensure that the hoses are secure in the mounting withdrawing the valve as the assembly shown in
clips. figure G3-7 (item 3).
7. When the system has been satisfactorily Servicing of the valve is not required. The
checked, detach the test equipment and connect the following general performance from the valve is
hose to the control canister. acceptable, otherwise it should be replaced.
Fuel tank pressure control valve Restriction flow and valve leakage test
The fuel tank pressure control valve is situated in the 1. The flow through the valve (from the tank to the
fuel tank vent line just prior to the emission control canister) to be between 300 cm3/min and
canister. 500 cm3/min with 3,1 .±_ 0.1 kPa (4,5 mbar .±_
Its purpose is to seal the majority of the fuel 0.01 mbar) applied to the tank tube.
vapours in the fuel tank and vent line until the vapour
pressure rises above a predetermined level. Diaphragm leakage
The valve is situated between two rubber hoses 2. Diaphragm leakage not to exceed 30 cm 3 /min
and should be removed by freeing the hose clips and with 3,1 kPa 14,5 mbar) applied to the tank tube.
1 2 3 9
12 11 10 A2623
Fig. G3-3 Emission control canister

1 Purge duty cycle valve (turbocharged cars 7 Baffle mat
only) 8 Tank vent shroud
2 Cut-off solenoid 9 Separator grid
3 Canister 10 Carbon granules
4 Purge connection 11 Baffle mat
5 Air intake 12 Base plate
6 Tank vent connection
7/88 TSO 4737

Printed in England
Vacuum test Purge line
3. Pressure in the tank tube to be less than 1.5 kPa The purge line connects the control canister to the
(2.17 mbarl with 4,2 kPa 16,1 mbar) applied to the engine induction system.
vacuum tube and with 1600 cm3/min flow through Air from the atmosphere is drawn downwards
the valve. through the carbon granules in the canister and
Engine speed
Engine
management
system Engine load
ECU
Engine
speed sensor
Air pressure
transducer
Coolant
temperature Dump valve
switch vacuum switch
Tank
connection
Purge
Air control
connection valve
Charcoal
canister Purge
solenoid
80673
Fig. G3·4 K·Motronic ECU - Canister purge control
5/88
G3-4
( Figure G3·5
Purge control system -fault diagnosis chart

(Naturally aspirated engines)
(
5/88 TSO 4737
Printed in England
® Rolls-Royce Mo1or Cars Limited 1988 G3-5
( FI
Check the purge flow rate Important Key
Before carrying out a test ensure that the 1 Fuse
· : • • 'II" - - - --=-'"'"'""'--....JJ
following conditions apply. 2 Temperature switch plug
1. The battery is fully charged and socket ( 12 way)
2. The engine is cold 3 Temperature switch plug
Ignition off. 3. Use a multimeter to carry out the tests 4 Temperature switch
Working under the front left•hand wing 4. The ignition is switched off when either 5 Diode
remove the rear section (4 door cars) or front disconnecting or connecting electrical 6 Solenoid plug and socket
sectior. (2 doo; ca;s) of the underwin; sheet. connections 12 way)
This will reveal the canister assembly. 5. Always remake any connections 7 Solenoid vatve
Detach the hose from the bottom of the immediately a test is completed 8 Engine earth point
solenoid. 6. Ensure that fuse B3 on fuseboard 1 is 9 Throttle position switch
Investigate and rectify blocked hoses to the
Fit an additional length of hose to the base of intact plug and socket (4 way)
throttle body or renew the control solenoid
the solenoid. 7. Visually inspect the hoses for deterioration 1 0 Throttle position switch
(see item 7)
Can you blow down the hose and through plug
the solenoid? 11 Throttle position switch
Check a. Throttle position switch and • Splice
YES CITCUlt • ._.-:;•C,...,.....,..)Wl',CI
:. ~ :.,,..,,..p 'l'·•\
b. Temperature switch and circuit
(see item Band 6J
Ignition on Is it 1 2 volts?
the solenoid?
C Check the black cable to earth for continuity.
Is it continuous?
NO
Check the temperature switch circuit
Rectify the fault on the black earth cable
Leave the throttle position switch
disconnected.
Disconnect the temperature switch plug Check for continuity of the slate/blue cable
(see item D and 3). from the diode to the temperature switch plug
Disconnect the throttle position switch at the Bridge the cables in the plug. Unbridge the temperature switch plug
Measure the voltage on the slate/ blue cable as (see item D and 5).
plug and socket (see item C and 9) Ignition on Measure the voltage on the white cable in the
it enters the diode isee item F and 5) This will include the 12 way connector
Ignition on Can you blow down the hose and through temperature switch plug.
Is it 1 2 volts? (see i1em E and 2)
Can you blow down the hose and through the solenoid? Is it 12 volts?
the solenoid? NO
Replace the diode
Replace the temperature switch as it exits from ttle diode N0
Detach the temperature swi1ch plug Is it 12 volts?
(see item O and 3)
Ignition on Refer to TSO 4848
Can you blow down the hose and through Check the ignition feed white cable to fuse B3 Check for continuity of the white/purple cable
Check the throttle switch circuit from the control solenoid plug and socket
the solenoid? on fuseboard l
leavl! 1he temperature switch plug (see item B and 6) to either
disconnec1ed. Measure the voltage on the white.lpurple cable Temperature switch circuit - The diode
Measure the voltage on the white cable at the (see item F and 5)
throttle position switch plug and socket The throttle switch circuit - The switch plug
Detach 1he temperature switch plug (see item Band 6)
(see item C and 9). Ensure that the throttles are closed
(see item D and 3) Measure the voltage on the blue/purple cable Is it 12 volts? and socket (see item C and 9)
Is it 12 volts?
l Ignition on
Partially open the throttles
at the throttle position switch plug and socket
Is it 1 2 volts?
the solenoid? Disconnect the solenoid plug and socket. Rectify the fault on the black earth cable
Check for continuity on-the black cable from
Cars produced to a Middle East and this plug to the engine earth point
Taiwan specification do not have a Replace the throttle position switch
(see item G and 8)
temperature switch Is it continuous?
Control sys1ems function satisfac1orily Replace the solenoid
( -.. A26Jl 8
( Figure G3·6

Sheet 1 of 2
(
7/88 TSO 4737
Printed in England
Check the purge flow rate (see page G3· 12) YES Purge control system functioning
Does this operate com,ctty? satisfactorily
NO ,_~~ ~~....r-~ v L~~~~ ~~~~~~~---'
Working under the front left-hand wing

remove the rear section of the under-wing
sheet This will reveal the canister assembly.
Detach the hose from the bonom of the Change solenoid
solenoid {see item A). Fit an additional length
of hose to the base of the solenoid. Ch~k the voltage on the black/yellow cable
Can you blow down the hose and through at the engine/valance 12 way plug end
the solenoid? socket (see item D) YES
Check the voltage on the black/yellow cable
at the purge control solenoid 2 way plug and la it 12 volts?
Check the voltage ?n the pink/white cable at YES socket (see item BJ
Switch on the ignition. Is it 12 volts?
the purge control so1enoid 2 way plug and
Ensure that the engine is cold Check the 15 emp fuse B3 on fuseboard 1 socket (see item B) Check continuity of the black/yellow cable
Can you blow down the hose and through Is it intact? YES Is it 1 2 \IOltS7
the solenoid?
Replace solenoid
Disconnect the solenoid 2 way plug and
socket and check for continuity through the
solenoid
Detach the plug from the temperature switch Is it continuous? Remake the 2 way plug and sock.et and
Rectify faulty fuse Check the voltoge ?n the pink/white cable at
in the thermostat housing (see item CJ. the engine/valanc<! 12 way plug and socket ensure that it is a good connection
Switch on the ignition (see item D).
On cars conforming to s Middle East and Is it 12 volts? Check the pink/white cable end the pink
Taiwan specificatio11, partially open the cable to the fuse
throttles
Can you blow down the ho,e and through Change the solenoid
the aoh,noid? Rectify fault in the pink/white cable between
the purge control ~.olenoid 2 way plug and
socket and the engine/valance 1 2 way plug
and socket
Detach the throttle position switch 4 way Remove the throttle position switch and link
plug and socket.(see item El loom.
With the switch in the idle position cheek for Check for continuity of the cables individually Fit a new switch
continuity at the plug between the Art, they continuous?
blue/purple cable and the black/pink cable
Are they continuous? NO
Rectify faulty cables
Leave conditions as in previous test Disconnect the throttle position switch 4 way Leave condition i3S in previous test
Open thronles Disconnect the electrical plug from the duty Leave the plug disconnected.
plug and socket Check the voltage on the blue/purple cable in cycle valve and check for continuity across
Doefi the wiring through the switch 90 YES Check the voltage on the pink/white cable in
Disconnect the K·Motronic ECU multi-plug. the back of the m1ilti·plug (se1, item F) the valve the plug YES
•open circuit'? Check the voltege on the blue/purple cable in Is it 1 2 \lolts7 Is it continuous? Is it 12 volts?
the thronle position switch plug (see item E)
ls it 1 2 voltl?
Investigate faulty switch or link loom Check for continuiiY of the cables bet\veen Fit a new duty cycle valve Rectify faulty pink/white cable between the
the engine/valance 12 way plug and socket. solenoid and the duty cycle plug
Check for continuity of the cables between and the multi-plug.
the engine/valance 1 2 way plug and socket. Rectify as necessary
and the throttle position switch 4 way plug
and socket
Rectify as necessary
A
( Fi gure G3-6

Sheet 2 of 2
(
7/88 TSO 4737
Printed in England
e:> Rolls-Royce Motor Cars Limited 1988 G3-9
(
Check the voltage on the yellow/black cable Withdraw the plug from the thermostat
Check the voltage on the blue cable in the Check continuity of the slate and the blue
at thermostat/engine 12 way plug and
thermostat/engine 12 way plug and socket housing temperature switch. cables between the thermostat/engine
socket
Is it 1 2 votu? Bridge the plug contacts and then again NO 12 way plug and socket and the thermostat
Is it 12 volts?
check the voltage on the blue cable in the switch plug
tl1ermostat/engine 12 way plug and socket
Is it 12 volts?
Check for continuity of the yellow/black and Check the black earth cable for continuity and
the black/yellow cable between the rectify as necessary
engine/valance 12 way plug and socket, and
the thermostat/engine 12 way plug and
Replace thermostat hour,ing switch
socket
Rectify the faulty cable(s) and diode es
necessary.
Oioo• / IOI
Only finad tours
conforming to• Middle Ent
&rtd T•M•an speeifieetion
IO N
-..
Position the multi-meter in the white/blue ' - - -- - - '..::
0.:;. s -
~·::... - -l ~ 1 - - - --'0:..:~c;;WV
cr...........,.
Disconnect the K·Motronic ECU multi-plug.
Disconnect the plug from the duty cycle
cable line from the duty cycle valve to the
K·Motronic ECU.
oS 0 0
valve.
Disconnect the plug from the temperature in
Check for continuity of the white/blue cable the thermostat housing.
between the duty cycle valve plug through 1 Fuse 1 5 amp B3 F1
the engine/valance 1 2 way plug and socket
Start and run the engine above idle speed. YES System is functioning satisfactorily
Check to ensure that the reading on the 2 Engine/Valance 12 way plug and socket
to terminal 1 5 in the back of the ECU multi· 3 Purge cut•off solenoid 2 way plug and socket
mufti-meter indicates that the ECU is
plug 4 Purge cut•off solenoid valve
Is it continuous?
operating the duty cycle valve approximately
in accordance with the phases quoted in 5 Vacuum switch 4 way plug and socket
Purge flow rate - To check 6 Dump valve vacuum switch
Does this happen? Important
7 Thermostat/Engine loom plug and socket 12 way
Before carrying out a teSl ensure that the 8 Temperature switch plug
following conditions apply.
Rectify faulty cables or connections as 9 Temperature switch
1. The battery is fully charged
necessary Replace the ECU 2. The engine is cold
10 Purge duty cycle control valve plug
11 Purge duty cycle control valve
3. Use a multi•meter to .::arry out the tests
4. The ignition is switch~d off when either
12 Throttle position switch plug and socket 4 way
13 Throttle position switch plug 3 way
connections
15 Dump valve plug and socket 2 way
5. Always remake any connections
16 Dump valve solenoid
immediately a test is completed
17 K·Motronic ECU
6. Visually inspect the S;/stem hoses for
deterioration
7. Ensure fuse 83 on fuseboard 1 is intact
(
collects the stored fuol vapolirs. T his mixture then 1 2 3
passes c1Jon\:l a hose rro,n the µurnr. connection on
the cani ster vic1 a cut-o ff solenoid and restrictor
(naturally aspirated cars} or dut y cycle purge control
valve (turbocharged cars} into the induction manifold.
Operation of the purge system is controlled by
the soleno id valve th at cuts out the purge flow until a
predetermined coolant tempera wre is reached . On
turbocha rg ed cars the soleno id also cuts out the
purge flow under boost operating conditions. On
naturally aspirated cars and turbocharged cars
(without ca talytic converters) th e solenoid also cuts
out the purg e flow at idle.
Emission control canister (see fig. G3-3)

The evapora tive emission control canister is mounted
under th e left-hand front wing.
The cani ster is a cylindrical container f illed with
activated carbon granules. The t op of the canister
incorporates a tube, open to atmosphere to admit
purge air, together with fuel tank vent and purge
connection pipes.
At t he mileage specified in the service schedules,
remove the control canister and fit a new assembly.
Emission control canister - To remove and fit

1. Locate the emission control canister by removing
the appropriate underwing sheet. as fol lows.
4 door cars - The canister is located behind the Fig. G3·7 Canister installation - 2 door cars
fron t left-hand wheel. Remove the 1 Canister
rear section of t he underwing sheet. 2 Cut-off solenoid
2 door cars - The canister is located in front of the 3 Pressure control valve - fuel tank
front left-hand wheel. Remove the vent
forward section of the underwing
sheet.
2. The underwing sheet c an be w ithdrawn once the The vent line is situated under the floor of t he
self-tapping screws, situated around the edge of the car on the left-hand side as shown in figure G3·1. It
sheet have been removed. includes a restrictor at its highest point and passes
3. Detach the hoses arrowed in fig ure G3-3. Label around the tank to prevent liquid fuel from entering
each hose to facilitate identifica ti on. the vent line during harsh manoeuvres or in the even t
4 . On turboch arged c ars, disconnect the electrical of vehicle inversion.
plug to th e duty cycl e purge valve. In the event of a blockage in the vapour line to
5. Disconnect the 2-way electrical plug and socket the contro l canister, a combined pressure and
to the solenoid valv e. va cuum relief valve is incorporated into the fuel filler
6. Note the position of the canister and its cap. The valve prevents an excessive pressure build-
connections in relation to the various hoses, brackets, up in the fuel tank caused by fuel vaporization or
and clamping ring. vacuum as the fuel is consumed.
7. Unscrew the mounting clamp ring securing screw The fuel tank pressure control valve regulates th e
and carefully m anoeuvre the canis'ler from its rel ease of fuel vapour from th e tank vent line to the
position. canister. The valve only opens to allow vapour to
8. Fit th e canister to the vehicle by reversing the pass wh en the pressure in the tank exceeds the valve
procedure given for removal. setting.
For all other details of the fuel tank refer to
Fuel tank vent Chapter C. Fuel sy stem.
The fuel t ank is vented to the filler neck via two On naturally aspirated cars the flow rate is
connections. This allows adequate venting of t he controll ed by a restri ctor but on turbocharged cars it
tank during filling. is controlled by a purge control valve. This valve
A separate vapour line from the centre of the regulates t he purge fl ow ra t e depending upon the
tank {t he rollover tube) almost encircles the t ank engine operating conditions. It receives a duty cycie
before passing via the vent line and fuel tank signal from the engine management system ECU
pressure control valve to the evaporative loss control which is programmed with purge control
canister. characteristic data.
5/BB TSD 4737

Printed in England
© Rolls-Royce Motor Cars limited 1988 G3-11
Purge flow rate - To check
1. Fit the flowmeter RH 8725 into the purge line at
the restrictor, leaving the restrictor in the hose from
the canister.
3. Increase the engine speed to 2500 rev/min by
opening the throttles.
4. Check the purge flow rate is between 26,0 litres/
min and 33,0 litres/min (55 ft3/h and 70 ft 3/h), except
on 1987/88 model year cars for the Middle East or
Taiwan when the purge flow rate should be between
9,4 litres/min and 18,8 litres/min (20ft 3/h and 40 ft3/h).
Turbocharged cars
1. Connect the flowmeter RH 8725 into the purge
line between the induction manifold and the purge
control duty cycle valve.
temperature is attained. Stop the engine.
3. To carry out the test start the engine and run at
idle speed.
4. Note that the purge control system has three
phases of operation, as follows.
Phase 1 - 90 seconds delay before purge after
starting the engine.
Phase 2 - 1 50 seconds active purge.
Phase 3 - 1 5 seconds interval with no purge to
allow the lambda pre-control system {if
fitted) to learn previous purge/driving
cycles.
Continued engine operation results in alternating
Phases of 150 seconds active purge and 105 seconds
no purge ( phases 1 and 3 = 90 seconds + 15
seconds).
Note Operation 4 does not apply to turbocharged cars
fitted with a fuel evaporative emission control
system that are produced to a Middle East or
Taiwan specification.
5. Increase the engine speed to 2000 ± 50
rev/min by opening the throttles.
6. Check that the purge flow rate is between
53 ft/h and 106 ft:3/h (25 litres/min and 50
litres/min}, in the 150 seconds active purge phase
( refer to Operation 4}.
All cars
If the flow is less than the minimum, check for the
following.
1. Leak in hoses/pipes.
2. Blockage in hoses/pipes.
3. Control system malfunction.
If the flow is in excess of the maximum, check for
the following.
1. Excessively lean mixture strength.
2. Air leak between the throttle body and the
induction manifold.
1/89
G3-12
Chapter H
Contents Sections
Rolls-Royce Bentley
Silver Silver Corniche / Eight Mulsanne/ Turbo R Continental

sheet H1 H1 H1 H1 H1 H1 Hl
Crankcase emission
control system H2 H2 H2 H2 H2 H2 H2
5/88 TSO 4737

Printed in England
©> Rolls•Royce Motor Cars Limited 1988 H1-1
Issue record sheet
The dates qlloted below refer to the issue date of indivictu11I pages within this chapter.
Sections
Page No.
1 5/88 5/88
2 5/88
3 5/88 5/88
4
5 5/88
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9
10
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52
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54
5/88 TSO 4737

Printed in England
© Rolls-Royce Motor Cars Limited 1988 H1-3
Section H2
Crankcase emissions are controlled by a closed 1

breather system (see figs. H2-1 and H2-21.
The purpose of the system is to maintain a
depression in the crankcase under all operating
conditions. To achieve this, crankcase emissions
(engine blow-by) are drawn from a connection on the
engine oil filler and pass. via a flame trap in the
breather housing. into the induction system where
they mix with the inlet charge of fuel and air. Once in
the induction system the gases are drawn in to the
combustion chambers and finally burnt in the engine.
The breather housing has two inlet elbows and
two outlet connections. A wire mesh flame trap is
situated inside the housing. immediately behind the
inlet elbow from the crankcase.
The crankcase is connected to the breather
housing from the front of 'B' bank cylinder head via
the oil filler (which has a sealed cap). This inlet 4 A1 600
elbow is connected inside the breather housing, to
the air intake duct connection. Fig.H2-1 Crankcase emission control system
The second inlet elbow connects the auxiliary air hose connections (naturally aspirated
valve or idle speed actuator to the breather housing. cars}
This connection conveys air to the cold start injection 1 To induction manifold
galleries in the induction manifold, via a second 2 To air intake duct
outlet connection. 3 From oil filler
Both inlet elbows are connected inside the 4 From auxiliary air valve
housing by a small diameter hole.

2 3 4
Under normal operating conditions, except when on
full throttle. crankcase emissions (engine blow-by)
flow from the oil filler via a moulded rubber hose to
the breather housing. They are then drawn through
the small internal connecting (metering) orifice. into
the induction manifold.
When approaching full throttle conditions.
manifold depression decreases and the crankcase
emissions are drawn from the breather housing to the
air intake duct. This is due to the increasing
depression created by the air cleaner and associated
ducting.
A depression is therefore maintained within the
crankcase under all normal operating conditions.
Turbocharged cars Fig.H2-2 Crankcase emission control system -

With the system fitted to turbocharged engines the hose connections {1989 model year
breather housing is more complex. The system has to turbocharged cars)
function with either a depression or when under 1 To air intake ducting
boost conditions, a pressure existing in the induction 2 To induction manifold
manifold. 3 From idle speed actuator
The basic connections and operation when a 4 From oil filler
depression exists in the induction manifold are very
similar for both systems. However, during boost
conditions two metal disc valves and a rubber Breather housing - To service
diaphragm control and direct the flow of the At the mileage/time interval specified in the service
crankcase emissions (see fig. H2-5). schedules. the gauze flame trap (situated behind the
5/88 TSD 4737

Printed in England
© Rolls-Royce Motor Cars limited 1988 H2-1
inlet elbow from the oil filler) should be removed and 3. Ease the flange from the housing, noting that a
cleaned as follows. slight resistance may be encountered due to the
1. Withdraw the starter relay. rubber sealing ring located on the elbow spigot.
2. Unscrew the setscrew retaining the inlet elbow 4. Insert a small pointed instrument into the gauze
to the housing. and carefully lever the flame trap from the housing.
5. Wasl1 the components in methylated spirit and
dry with compressed air.
6. Visually inspect the gauze for damage. If it
appears serviceable. fit it into the housing and
assemble the remaining parts by reversing the
Breather housing - To overhaul

Complete overhaul of this assembly is only envisaged
at very high mileages or in the event of a system
malfunction. On these occasions proceed as follows.
All cars
1. Withdraw the starter relay.
2. Slacken the worm drive clips or remove the
securing bands on the hoses leading to the breather
housing. Label each hose for identification and free
each joint.
3. Unscrew the two setscrews securing the breather
housing to the engine. Withdraw the assembly.
4. Slacken the remaining four worm drive clips or
remove the securing bands, free the joints and
withdraw the hoses. Examine the hoses for
serviceability and clean as necessary using either
soap and water or methylated spirit. If the hoses
have covered a high mileage and/or show signs of
A2492 deterioration they should be discarded and new parts
fitted.
Fig. H2-3 Crankcase breather {naturally aspirated 5. Unscrew the setscrew retaining the inlet elbow
cars) to the housing. Ease the flange from the housing,
noting that a slight resistance may be encountered
due to the rubber sealing ring situated on the spigot.
6. Insert a small pointed instrument into the gauze
and carefully lever the flame trap from the housing.
7. Repeat Operation 5 on the connection to the
induction manifold.
8. Collect the metal disc valve situated behind the
flange.
9. Unscrew and remove the five small setscrews
situated around the top of the assembly.
10. Withdraw the top and collect the spring, guide
washer, and diaphragm.
11. Collect the metal disc valve from the smaller
chamber located above the aperture for the flame
trap.
All cars
12. Wash all parts in clean methylated spirit and
examine them for serviceability, particularly the
rubber sealing ring(s) and diaphragm (if fitted).
1f the rubber parts have covered a high mileage
and/or show signs of deterioration, they should be
A2493 renewed.
13. Assemble the breather housing and fit it to the
Fig. H2-4 Crankcase breather (turbocharged cars) engine by reversing the dismantling procedure.
5/88
H2-2
(. Figure H2·5
Crankcase breather housing - turbocharged engines
_.,.
(
5/88 TSD 4737
Printed in England
© Rolls-Royce Motor Cars Limited 1988 H2-3
(. Note Airflow at idle and low power output
Engine An internal drilling Under these conditions a large depression in the valve disc (2) and combine with the crankcase blow-
air intake connects the lower induction manifold draws blow-by gas from the by gas. Thus the mix or ratio of intake air to blow-by
passage to above the crankcase via a calibrated restrictor. This signal is gas maintains the correct crankcase depression.
' - - -- - ~diaphragm also communicated via internal drillings to the A summary is that disc valve 3 is fully open, disc
- I\ chamber above the diaphragm valve (1). valve 2 is fully closed and diaphragm valve 1 does
When the crankcase depression increases to a not oscillate but stabilizes during steady state engine
predetermined level [101,60 mm (4.0 in) H2 0] the conditions at a position where it maintains the
signal raises the diaphragm from its seat. This opens correct manifold depression.
a passage for filtered engine intake air to by-pass the
2
Airflow at idle and low power output

( Airflow at intermediate load
The intermediate load illustration is theoretical and disc 2 is closed, unless the airflow through the
will not normally happen as shown. A combination of restrictor becomes less than the amount of blow-by
events is illustrated whereas in practice these will (i.e. the crankcase pressure tends towards
rarely happen together. atmospheric) when disc valve 2 will open. Blow-by
Due to the depression in the induction manifold will then also pass to the engine air intake and
Turbo valve disc 3 is open and blow-by gas will flow from crankcase depression will be controlled.
compressor ......._~_, the crankcase. through the restrictor passage, into · If the crankcase depression is greater than
the manifold. [ 101,60mm (4.0in) H2 0] (valve disc 2 will be closed)
The diaphragm valve compares the depression in the diaphragm lifts off its seat to control the
2 the crankcase with that after the air intake filter. The crankcase depression and provide an additional route
air filter depression is negligible and therefore valve for the blow-by gas.
-
3
../
__./
Crankcase
Airflow at intermediate load
Airflow at high load
At high loads the induction manifold is under boost the crankcase depression is solely controlled by the
l conditions hence valve disc 3 is forced to close off depression after the air filter.
the restrictor passage. At crankcase depressions greater than 101.60
Valve disc 2 is sucked open due to the. mm (4.0 in) H2 0 the diaphragm lifts off its seat and
depression behind the air filter. provides an additional minor route for the blow-by
The engine breathes by drawing the blow-by gas gas to pass on its way to the engine air intake
from the crankcase through the breather housing and ducting.
Crankcase into the engine air intake ducting. In this condition
Combustion
chamber
3 _____,~ Flame
_ / trap
_/
Airflow at high load A1635
l
Crankcase depression - To check
1. Remove the engine dipstick.
2. Connect a water manometer via a suitable hose
to the dipstick tube.
3. Start and run the engine at idle speed.
4. Check the reading on the manometer which
should be as follows.
Naturally aspirated engines - manometer reading
showing a slight
depr:ession.
Turbocharged engines - manometer depression
reading should be
between 101,6 mm H2 0
and 152.4 mm H20 (4.0 in
H20 and 6.0 H20).
5/88 TSD 4737

Printed in England
@ Rolls-Royce Motor Cars Limited 1988 H2-5
Chapter J
Air intake system
Contents Sections
Rolls-Royce Bentley
Contents and issue record sheet J1 J1 Jl Jl Jl J1 Jl

1987/88 model years
Turbocharged cars
Air intake system J2 J2 J2 J2 J2 J2 J2
1989 model year
Turbocharged cars
Air intake system J3
5/89 TSO 4737

Printed in England
© Rolls-Royce Motor Cars Limited 1989 J1-1
Issue record sheet
Sections
Page No.
I J1 IJ2 I J3
1 5/89 10/86 5/88
2 10/86 5/88
3 5/89 10/86 5/88
4 10/86
5
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5/89 TSO 4737

Printed in England
© Rolls-Royce Motor Cars limited 1989 J1-3
Secti on J2
Air intake system
The air i ntake system (see figs. J2-1 and J2-3) i s

similar for both naturally aspirated and turbocharged
eng ines.
Air enters the system behi nd the right -hand side
of t he front bumper and is conveyed, by a p lastic
ducting, into the lower half of the filter hou si ng. The
housing is located inside the eng ine compartment at
t he forward end of the wing v alance.
The air is drawn upwards through the filter
element situated in the top cover of the hou sing. It
then travels vi a further ducting and a turbocharger
assembly (if fitted), through the cast aluminium alloy
intake elbow and on 10 the air meter housing.
Naturally aspirated engines have a bbck plastic
A
diffu ser fitted into the ducting in front of the cas t
aluminium i ntake elbow. This is to elimi nate the
resona nce or noise generated within the system at
low engine speeds.
An air bleed is situated in the re ar face of the
ducting just p rior to the intake system entering the
filter housing. The purpose of this is to ensu re that the
engine will continue to run should the main intake
become temp orarily blocked.
A connection moulded into the side of the filter
housing is used to vent the air injection system into
the air intake system. On engines not fitted with an air
injection system t his connect ion rem ains blanked.
Air filter element - To remove and fit

1. Release the six retaining clips and w ithdraw the
top cover from the air f ilter housing.
Fig. J2-1 Air intake system
On Corniche/Continental cars, unscrew the two
A Naturally aspirated
setscrews securi ng the filter housing to the valance.
B Turbocha rged
Move the Assem bly further i nto the engine
compartment to allow access to the retaining clips.
2. Turn the top cover as shown in figure J 2-2.
3. Withdraw the filte r element. taking note of its
location i n the top cover. ·
4. Ensure that the housing is cle,in. then f it the new
element into tile top cov er. Ensure that the seal
a round the element sea ls correc1ly in the top cov er
recess.
5. Carefully replace the top cover onto the main
housing and secure with the retaining clips.
Air filter housing - To remove and fit (see fig. J2-3)

Always blank any open connections as soon as
possible to prevent the ingress of fo reign matter.
1. From inside the engine compartment, unscrew
the worm drive clip secu ring the main intake hose to
the housing. Free the joint and rem ove the h ose.
2. Remove the right-ha nd front flasher lamp and
throug h the resulting aperture, unscrew the worm
drive clip securing the underwing ducting to the side
of th e housing. Free the joint and move the ducting. Fig . J2-2 Renewing the air filter element
10i86 TSD4737
Printed in Engl,ind
© Rolls-Royce Motor Cars Limited 198 7 J2- 1
stem an d •
associated
) components
. J2·3 Air
Fag. intake sy
(Naturally asp1·rated engines
10/86
J2-2
This operation is not required on Corniche/ Intake ducting - To remove and fit
Continental cars. The ducting can be divided into two sections, namely
3. If the engine is fitted with an air injection system, the engine compartment ducting and the underwing
detach the vent hose from the side of the housing. ducting.
4. Slacken the nuts retaining the mounting brackets If work is necessary to the engine compartment
to the housing. ducting, removal and fitting is straightforward as it is
5. Unscrew the setscrews securing the mounting retained by worm drive clips.
brackets to the wing valance. If work is required on the underwing section, note
6. Withdraw the filter housing. that the top of the plastic moulding is secured by a
7. Fit the filter housing by reversing the removal worm drive clip and that the bottom clips through the
procedure. noting the following. front wing.
8. If an air injection system is fitted, ensure that the Removal of the underwing section (see fig. J2-4)
small blank in the side of the housing is removed. will depend upon the condition of the front wing.
9. Ensure that the two mounting grommets situated
in the valance are in good condition.
Intake elbow - To remove and fit

The cast aluminium alloy intake elbow connects the
flexible ducting of the air intake to the air meter on the
mixture control unit.
1. Unscrew the worm drive clips securing the
following.
a) Main intake hose to the elbow.
b) Hose from the breather housing pipe to the intake
elbow.
c) Return hose from the dump valve connection
(turbocharged engines only}_
2. Free each hose from its connection.
3. As the main hose is removed from the intake
elbow. collect the diffuser (naturally aspirated engines
only).
4. Unscrew the two setscrews securing the intake
elbow to the mixture control unit (see fig. J2-5).
6. To fit the elbow, reverse the dismantling
procedure, noting that the rubber sealing ring inside
the elbow is in good condition. Fig. J2-5 Removal of the air intake elbow
Fig. J2-4 Underwing ducting

A 4 door cars 8 2doorcars
10/86
TS04737
Printed in England
© Rolls-Royce Motor Cars Limited 1987 J2-3
However, it will normally be necessary to remove the
snow tray, flasher lamp, front bumper and on
turbocharged cars the air dam. Finally, it will be
necessary to remove the headlamps washer reservoir
securing nuts and bolts, so that the assembly can be
moved sideways to accommodate the movement of
the ducting.
On Corniche/Continental cars, the underwing
section is a convoluted hose secured by worm drive
clips. To gain access, remove the front underwing
sheet.
10/86
J2-4
Section J3
Air intake system
The air intake system comprises an air filter element !dirty side of the element will be facing downwards)
which is installed in a housing on the top of the and passes along flexible ducting to the turbocharger
right-hand front inner wing (see fig. J3-1). compressor inlet.
Ambient air is ducted from behind the front Compression of the intake air results in an
bumper lnto the bottom of the filter housing. The air increase in air temperature. Therefore, a charge air
is then drawn upwards through the filter element intercooler has been incorporated to reduce the
1 2 3
5 4 A24 !14
Fig.JJ-1 Air intake system

1 Turbocharger assembly
2 Air injection system feed hose
3 Air filter housing
4 lntercooler assembly
5 Dump valve assembly
5/88 TSO 4737

c
Prin1e<f 111 n11lan<1
© Rolls-Royce Motor Cars L1m11cd l 988 J3-1
compres!:or outlet air temperature and avoid a
reduction in the density of air supplied to the engine.
The air to air intercooler is mounted below the air
cleaner in the ambient air stream under the front
bumper.
The cooled charge air then passes along flexible
ducting, through the cast air intake ~ll>ow and into
the air meter housing.
At low engine speeds and loads, the vacuum
operated dump valve opens and allows a proportion
of tlie inducted air to return to the inlet side of the
turbocharger compressor.
When increased engine performance is required.
the dump valve closes so that the inducted air is
pressure fed to the engine.
Air filter element - To remove and fit

1. Release the six retaining clips and withdraw the
top cover from the air filter housing.
Fig.JJ-2 Renewing the air filter element 2, Turn the top cover as shown in figure J3-2.
3. Withdraw the filter element, taking note of its
location in the top cover. Ensure that the seal around
the element seats correctly in the top cover recess.
4. Carefully replace the top cover onto the main
housing and secure with the retaining clips.
Air filter housing - To remove and fit

Always blank any open connections as soon as
possible to prevent the ingress of foreign matter.
1. Remove the right-hand front underwing sheet
and through the resulting aperture. unscrew the worm
drive clip securing the underwing ducting to the side
of the housing. Free the joint and withdraw the
ducting.
2. From inside the engine compartment, unscrew
the worm drive clip securing the main intake hose to
the housing. Free the joint and detach the hose.
3. If the engine is fitted with an air injection
system. detach the hose from the rear of the
Fig. J3-3 Dump valve signal hoses
housing.
4. Slacken the nuts retaining the mounting brackets
to the wing valance.
5. Unscrew the setscrews securing the mounting
brackets to the wing valance.
6. Withdraw the filter housing.
7. Fit the filter housing by reversing the removal
procedure, noting the following.
8. Ensure that the two mounting grommets situated
in the valance are in good condition.
9. If an air injection system is fitted, ensure that the
small connection in the rear of the housing is clear.
Connect the small diameter air injection system feed
hose to the connection and secure with a worm drive
clip.
Intake elbow - To remove and fit

The cast intake dhow connects the flexil..Jlc c1ucting
ol the air i11t,1kc ::;y:;tcm, to the air meter 011 the
mixture control unit.
l. Release the clips securing the following.
c:1) Main intake hose to the elbow.
Fig. J3-4 Removal of the air intake elbow bl Return hose from the dump valve connection.
5/88
J3-2
cl Small diameter signal hoses to the dump
valve (see fig. J3-3).
di Hose from the breather housing pipe to the
connection under the dump valve.
2. Free each hose from its connection.
3. Unscrew the two setscrews securing the intake
elbow to the mixture control unit (see fig. J3-41.
5. To fit the elbow, reverse the dismantling
procerlure, noting that the rubber sealing ring inside
the elbow is in good condition.
Intake ducting - To remove and fit

The ducting used inside the engine compartment is
of the flexible convoluted type and the intake under
the front wing is a plastic moulding.
All ducting is secured to the various components
by worm drive clips.
Removal of the plastic moulding under the wing
will require the removal of the front underwing sheet.
lntercooler - To remove and fit

An intercooler is fitted behind the air dam on the
right-hand side of the vehicle.
1. Locate the forward section of the underwing
sheeting, situated under the right-hand front wheel
arch.
2. Unscrew the self-tapping screws situated around
the sheet.
3. Withdraw the sheet.
4. Unscrew the two nuts retaining the sheeting
lmder the intercooler.
5. Unscrew the worm drive clips securing both the
feed and return air hoses to the intercooler.
6. Unscrew the nuts that fasten the four intercooler
mounting studs to the body.
7. Remove the undersheet mounting bracket from
beneath the intercooler.
8. Lift the intercooler until the mounting studs just
clear their respective holes and then turn the
intercooler and manoeuvre it from its position.
9. Fit the intercooler by reversing the removal
procedure.
5/88 TSO 4737

Printed in Engl3nd
© Rolls·Aoyce Motor Cars limited 1988 J3-3
Chapter K
Throttle linkage
Contents Sections
Spmt Spur Corniche II Mulsanne S
Contents and issue record sheet K1 K1 K1 Kl K1 Kl K1

Throttle linkage K2 K2 K2 K2 K2 K2 K2
_)
5/88 TSO 4737
Printed in England
© Rolls-Royce Motor Cars Limited 1988 K1-1
~
~
Issue record sheet

Sections
Page No.
1 5/88 5/88
2 5/88
3 5/88 5/88
4 5/88
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5/88 TSD4737
Printed in England
Section K2
Throttle linkage
The procedures described relate to a complete

overhaul of the throttle linkage mechanism. In
service, the operator need only select those passages
relevant to his particular task.
The throttle linkages fitted to all models are very
similar (see fig. K2-2) and can be divided into three
basic sub-assemblies as follows.
Throttle body linkage

The linkage fitted to the primary and secondary
throttle spindles is identical for all cars. However.
there is an area at the rear of the throttle housing
where a permutation of one or two stub pipe(s) and
blank(s) prevents the assembly from being
interchangeable.
Intermediate linkage
The intermediate linkage is very similar for all cars.
the only minor differences being in the length and 2
shape of the long rod and lower jaw connecting the
mechanism to the underfloor linkage.
Underfloor linkage
This linkage is similar for the various models but
naturally differs between left-hand drive and right-
hand drive. A1621
Throttle body linkage - To overhaul Fig.K2-1 Throttle body linkage

1. Withdraw the starter relay. 1 Primary throttle butterflies
Note If the throttle housing is not to be removed 2 Throttle position switch
carry out Operation 3 and then proceed to 3 Idle speed adjusting screw !if fitted)
Operation 6. 4 Locking screw (secondary throttles!
2. Remove the mixture control unit, refer to 5 Adjusting screw (secondary throttles)
Chapter B. 6 Secondary throttle spindle
3. Unscrew the nut and withdraw the pinch bolt 7 Primary throttle spindle
from the control rod to throttle body linkage joint. 8 Secondary throttle butterflies
Unscrew the joint pad and r.elease the ball. 9 Locking screw (primary throttles)
4. Disconnect the spring from both the front and 10 Adjusting screw (primary throttlesl
rear of the linkage. 11 Throttle linkage
5. Unscrew the four setscrews that secure the A Vacuum signal tappings
throttle housing to the induction manifold. Collect the B 0,0381 mm (0.0015 inl feeler gauge
washers, withdraw the housing and gasket. Blank off
the manifold openings.
6. Release the lock-washer from around both the 11. Withdraw the primary and secondary throttle
primary and the secondary throttle spindle securing spindles.
nuts. Both spindles should be carefully tapped out
7. Withdraw the linkage and collect the metal from the bearing end (i.e. towards the throttle
sealing washer from each spindle. position switch end), collect the blank from the end
8. Unscrew both screws retaining the throttle of the secondary spindle.
position switch. Collect the washers and withdrnw If the bearings are also to be removed. carefully
the switch. tar, the secondary spindle to remove the blank and
9. Lightly mark the throttle butterflies to ensure then drive each spindle out of the housing towards
that they are assembled in their original positions. the bearing end (i.e. from the throttle position switch
10. Carefully close the split legs of the butterfly end).
screws. Unscrew the retaining screws and withdraw 12. Unscrew the idle speed adjusting screw. together
the butterflies. with its spring.
5/88 TSO 4737

Printed in England
© RoUs·Royce Motor Cars Limited 1988 K2-1
A ~ D
B
---------- E
I
l
5.08mm - 7.62mm '
(0.20in - 0.30in)
C A14ll>
Fig. 1<2-2 Throttle linkage

A Underfloor linkage (right-hand drive cars) D Throttle body linkage
8 Additional throttle return spring (cars conforming E Intermediate linkage
to a Canadian and USA specification) F Underfloor linkage !left-hand drive cars)
C Relationship between accelerator and brake
pedals
5/88
K2-2
13. Clean all parts. the fully open position the switch contacts close
14. Examine the throttle spindles and bearings for (circuit continuous).
wear and excessive play. 25. Unscrew (openl the idle speed setting screw five
15. Ensure that the throttle butterflies and their complete turns from the fully closed position.
respective seating areas are not damaged. Note On 1989 model year turbocharged cars this
16. Before fitting the butterfly shaft bearings, ensure screw should remain fully closed.
that the outer surface of each is coated with an 26. The throttle body and linkage are now complete
approved sealant (i.e. Wellseal). as a sub-assembly with all the basic settings carried
17. Examine the linkage mechanism and springs for out.
damage or breakage. 27. Fit the throttle body and linkage assembly to the
18. Assemble the throttle body by reversing the induction manifold.
procedure given for dismantling, noting that a new
gasket should be fitted between the throttle housing Throttle linkage - To assemble and set (see fig. K2-21
and the manifold. Also note the following basic All bearings and ball joints should be lubricated with
settings that must be carried out. Molytone 265 grease prior to assembly.
19. Check the throttle stop screws, to ensure that When adjusting a ball joint, always screw the
there is a gap of 0,0381 mm (0.0015 inl between the adjustable pad fully in and then gradually slacken it
raised edge of the secondary butterfly disc and the until there is free movement of the joint. without
throttle body, with the throttle body linkage resting free play.
against the secondary throttle adjustment screw. If 1. Set the accelerator pedal off-stop screw to an
there is any discrepancy between the gaps on each initial length of 30.38 mm 11.20 in). This dimension
secondary butterfly disc it is the larger gap that should be taken from the top of the boss on the lever
should comply with the dimension quoted. to the top of the adjustment screw. Tighten the
To adjust the gap, first unscrew and remove the lock-nut.
original locking screw (without a headl. A new Right-hand drive cars
locking screw will then be required. 2. Fit the right-hand mounting bracket (item 11
If new parts are to be fitted the gap should be for the accelerator cross-shaft.
set by rotating the adjustment screw. Screw in the 3. Insert the cross-shaft !item 21 through the
new locking screw until it just contacts the top of longeron. Fit the accelerator pedal lever !item 3) and
the adjustment screw. Do not tighten to break off the insert the cross-shaft into the bush in the right-hand
head. mounting bracket.
20. Repeat Operation 19 on the primary throttle 4. Mount the control operating lever (item 41 on the
butterfly discs. opposite end of the cross-shaft. but do not fit the
21. If necessary (i.e. when new parts have been pinch bolt.
fitted) tighten the primary throttles locking screw 5. Fit the left-hand mounting bracket (item 51 onto
until '.he head of the screw breaks off. Ensure that the cross-shaft. Screw the bracket to the underside
the adjustment screw situated below the locking of the body.
screw has not moved by checking that the gap 6. Tighten the accelerator pedal lever pinch bolt.
between the primary throttle butterfly discs and their 7. Fit the accelerator pedal to the lever. Check that
respective bore is still 0,0381 mm (0.0015 in!. the pedal fits centrally in the rubber boot. Tighten the
If movement has occurred. adjust by filing the pinch bolt. ensuring that the pedal lever assembly still
underside of the adjusting screw. rotates freely.
Note If new parts have been_ fitted, do not break 8. Adjust the cross-shaft end-float to between 0,13 mm
the head off the secondary locking screw. This and 0,38 mm (0.005 in and 0.015 in) bending the
is carried out during the engine tuning sequence mounting brackets if necessary.
given in Chapter 8. Check that the cross-shaft rotates freely.
22. Fit the throttle position switch, setscrews, and 9. Fit the return spring (item 6) using the hooks.
washers. Lightly clamp the switch. Rotate the switch 10. Slide the control operating lever into its correct
to a position where the switch 'clicks' closed as the position. Fit the pinch bolt and tighten the nut. ,
primary throttle lever touches its stop. Tighten the Note Cars produced to an Australian or Japanese
switch securing screws and then check that the specification should have the operating lever
switch does not prevent the primary lever from positioned in the groove nearest to the longeron.
resting against its stop. All other cars should have the levers fitted in
23. Connect a multi-meter across the pins marked 2 the other groove.
and 18 on the switch and carry out a continuity test. Left-hand drive cars
Ensure that the switch contacts are closed !circuit 2. Build a sub-assembly of the accelerator pedal
continuous) with the throttles closed and that the lever !item 71. the pivot bolt and mounting brackets
switch opens as the throttles just begin to move !item 8). Check that the lever moves freely between
open. the brackets.
24. Connect the multi-meter across the pins marked 3 3. Fit the accelerator pedal lever assembly to the
and 18 on the switch and carry out a continuity test. body and check that the lever moves freely.
Ensure that when the primary throttles are moved to 4. Fit the accelerator pedal to the lever. Check that
.J
5/88 TSD 4737
Printed in England
the pedal fits centrally in the rubber boot. Tighten the long rod to the fulcrum lever and connect the ball
pinch bolt, ensuring that the pedal lever assembly still joint.
rotates freely. 21. Ensure that the entire throttle linkage operates
5. Fit the accelerator cross-shaft (item 9) into the smoothly.
mounting brackets and fit the mounting brackets 22. Check that full throttle and kick-down are
(items 10 and 11) to the body longerons. available. If not, adjust the ·length of the long rod.
6. Adjust the cross-shaft end-float to between 23. Ensure that the throttles close fully when the
0,13 mm and 0,38 mm (0.005 in and 0.015 in) by accelerator pedal is released.
bending the brackets. Check that the cross-shaft 24. With the engine at normal operating temperature
rotates freely. but not running, repeat Operations 21 to 23 inclusive.
7. Using the rod Ii tern 12) connect the pedal lever 25. Carry out the engine tuning procedure given in
to the cross-shaft. Use the lowest hole. Lock the split Chapter B.
pins and check that the rod moves freely.
Dimension Model year
8. Fit the cross-shaft return spring !item 13) using
the hooks. A 52,07 mm-53,34 mm (2.05 in-2.10 in) 1987/88
9. Fit the heatshield (item 14) to the cross-shaft A 54,36 mm-56,90 mm (2.14 in-2.24 in) 1989
mounting bracket. B 78,74 mm-81,28 mm (3.10 in-3.20 in) 1987/88
10. On cars built to a Canadian and USA B 64,26 mm- 66,80 mm (2.53 in- 2.63 in) 1989
specification, fit the spring anchor (item 1 5) to the C 434,34 mm (17.10 inl 1987/88
upper rear engine mounting and fit the additional C 485,14 mm (19.10 in) 1989
return spring (item 16) between the anchor and the D 441,96 mm (17.40 in) 1987/88
pedal lever as shown in inset B. D 492.76 mm (19.40 inl 1989
All cars
11. Check that the brake pedal is correctly set lthe
accelerator pedal is set relative to the brake pedal).
Ensure that there is a minimum clearance of
99.44 mm (3.915 in) between the seal housing and
the underside of the brake pedal.
Note Full instructions for setting the brake pedal are
given in Workshop Manual TSO 4 700, Chapter
G-Hydraulic systems.
12. Check that the accelerator pedal lies between
5,08 mm and 7,62 mm 10.2 in and 0.3 in) below the
brake pedal as shown in inset C. If not, reset of the
off-stop screw.
13. Assemble the bellcrank (item 171 and trapeze
isolator (item 18) levers.
14. Using the control rod (item 19) connect the
bellcrank lever to the ball joint on the throttle body
linkage. Set the length of the control rod to
dimension A between the inner faces of the
lock-nuts.
15. Fit the throttle body linkage return springs !items
20 and 211 using the hooks. ·
16. Fit the isolator bracket (item 22) to the body
longeron.
17. Using the control rod (item 23) set the length to
dimension B between the inner faces of the
lock-nuts.
Connect the bellcrank lever to the fulcrum lever
!item 24) on the trapeze isolator mechanism using
the control rod.
18. Fit the jaw (item 25) situated at the lower end of
the long rod (item 26) to the control operating lever.
19. Set the length of the long rod to a nominal
dimension between the inner faces of the lock-nuts.
as follows.
Right-hand drive cars to dimension C.
Left-hand drive cars to dimension D.
20. Offer the upper end ball joint (item 271 on the
5188
K2-4
Chapter L
Contents Sections
Rolls-Royce Bentley

sheet u L1 L1 L1 L1 L1 L1

Special torque tightening
figures L2 L2 L2 L2 l2 L2 L2
5/88 TSD4737
Printed in England
© Rolls-Royce Motor Cars Limited 1988 L 1-1
Section l2
Introduction Comnonents usoc1 durin9 mnnulucture of the

This section co11lains tile special torque ti\Jhlc111119 vr.hiclr. lwvr. diHr.renl thread formations (Metric. UNF,
figures aprilicnhle 10 lhis Workshop M.imwl. UNC. etc.). Therefore. when filling nuts, bolts, and
For standard torque lightening figures refer to setscrews it is important to ensure that the correct type
Chapter P, in Workshop Manual TSD 4 700. and size of thread formation is used.
Chapter B Ref. Component Nm kgf m lbf ft
Air flow sensor plate - 5 0,5 - 0,55 44-48

setscrew lbf. in.
2 Thermal time switch 30 3 ,0 22
3 Primary system pressure 13 - 15 1.3 - 1,5 9,5 - 11

regulator (large hexagon)
4 Oxygen sensor 50- 59 5, 1 - 6, 1 37 -44

When fitting an oxygen
sensor, always smear the
threads with Never-seez
assembly compound.
Do not allow the assembly
compound onto the slo1ted
shield below the threaded
portion
5188 TS04737
Printed in England
© Rolls·Royce Motor Cars Limited 1988 L2-1
ChapterC Ref. Component Nm kgfm lbf ft
Fuel pressure damper to 16 - 24 1.7 - 2,5 12- 18

fuel pump
When tightening the
component ensure that the
pump outlet is held firmly
with a spanner, otherwise
the flexible pump mounts
may be strained
Chapter D
Turbocharger assembly to 11 - 13 1,2 - 1.3 8 - 10

exhaust manifold - stud
4 off
2 Wastegatt) assembly to 11 - 13 1,2 - 1,3 8-10

exhaust manifold - stud
2 off
3 Turbocharger assembly to 17,7-20 1,8 - 2,0 13 - 15

exhaust manifold - nut
4 off
4 Wastegate assembly to 17,7 - 20 1,8 - 2,0 13 - 15

exhaust manifold - nut
2 off
5/88
L2-2
Issue record sheet
Sections
Page No.
1 5/88 5/88
2 5/88
3 5/88 5/88
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5
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52
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54
5/88 TSO 4737

Printed in England
© Rolls-Royce Motor Cars Limited 1988 L 1-3
I
~
Chapter F Ref. Component Nm kgfm lbf ft
Spherical clamp- nut 20 2,0 15
;5J(j(y
~0
Al7S3
2 Air pump clutched pulley

-nut 34 3,5 25
5/88 TSD 4737

Printed in England
© Rolls-Royce Motor Cars Limited 1988 L2-3
Chapter M
Workshop tools
Contents Sections
Rolls-Royce Bentley
Contents and issue record sheet M1 M1 M1 M1 M1 M1 M1

Workshop tools M2 M2 M2 M2 M2 M2 M2
10/91 TSO 473'7

Printed in England
© Rolls-Royce Motor Cars Limited 1991 M1-1
Issue record sheet
The dates quoted below refer to the issue dates of individual pages within this chapter.
Section$ M1 M2
Page No.
1 10/91 10/91
2
3 10/91
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
4
s______________________________________ _
6
7
8
9
10_ __ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
11
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16
- -- - - -- - - - - - - -- - - - - - - - - - - - - - - - - - - -
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21
22
23
24
10/91 TSD 4737

Printed in England
Section M2
Workshop tools
RH 8090 f-'liers
RH 12210 K- Motronic ECU interrogator
RH 8725 Flowmeter (for use on turbocharged cars
without the on - board fault
RH 9607 Adapter diagnosis capability)
(for use with pressure tester}
RH 12211 Atlas Copco belt tension meter
RH 9608 Mixture adjusting tool
RH 12495 Mityvac vacuum/pressure pump
RH 9609 G~1ide ring and gauge assembly
RH 9612 Pressure tester RH 13014 • 'Closcci loop' systnm tester

(6 bar gauge used on K- Jetro1,icl (Only use with RH 13015}
RH 9873 Pressure tester RH 13015 *Connection lead

(10 bar gauge used on K-Jetronic, (Only use with RH 130141
KE2-Jetronic, and K-Motronic)
• Alternatives in sets
SPM1390/1 'Firtree' type nipple and nut (Use on cars with a K-Jetronic fuel injection system
and a catalytic converter(s) fitted in the exhaust
RH 9613 Fuel delivery quantity comparison system)
tester
RH 9614 Injector test equipment
RH9615 * 'Closed loop' system tester

(Only use with RH 9979)
RH 9645 Hose and adapter

(for use with pressure tester)
RH 9876 CO sample tapping adapter

(for use on naturally aspirated cars
fitted with catalytic converters)
RH 9881 Adapter
(fuel distributor)
RH 9893 Adapter
(electrical connection to EHA)
RH 9928 Removal/Fitting tool

(fuel tank sender unit and in -tank
filter)
RH 9960 Accessory kit

(comprising fuel distributor
adapters and AFS plate operating
screw)
RH 9979 *Connection lead

(Only use with RH 96151
RH 12207 Setting tool

(engine speed sensor air gap)
10/91 TSO 4737

Printed in England
Chapter N
Running changes
Contents Sections
Rolls·Royce Bentley
sheet N1 Nl N1 N1 Nl N1 N1
No. 1 The fitting of two air

pressure transducers N2 N2 N2 N2 N2 N2 N2
No. 2 1988 Model year changes

(Swiss or Austrian specification) N3 N3 N3 N3 N3 N3 N3
\
No. 3 K-Motronic ECU
interrogator RH 12210 N4
No. 4AtlasCopco belt

tension meter RH12211 NS N5 NS NS N5 NS N5
1,ss TSO 4737

Printed in England
© Rolls·Royce Motor Cars Limited 1989 N1-1
Issue record sheet
Sections I N1 I N2 I N3 I N4 N5
Page No. I I I
1 1/89 5/88 1/89 1/89 1/89
2 1/89 1/89
3 1/89
4
5
6 ---------------- - ---- ------------- - -
7
8
9
10
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12
13
14
15
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20
21 - -- - - - - -- - -- - -- - - - - - - - - - - - - - - - - - - - - -
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24
25
26 - - - - - - - - -- - - - - - - - - - - -- - - - - - - - - - - - - - -
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29
30
31 - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - -- - -- ~
32
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34
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36 - - - - - - -- - - - - - - - - - - - - -- - - - - - - - -- - - - - ~
37
38
39
40
41 - -- - - - - - - - - - - - - - - - -- - - - - - - - - -- ------
42
43
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45
46 - - -- - - - - - - - -- - - - - - - - - -- - - -- - - - - - - - -~
47
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49
50
51 - -- - - - - - - - - - - - -- - - - - -- - ------------~
52
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54
1/89 TSD 4737

Printed in England
© Rolls-Royce Motor Cars Limited 1989 N1-3
Section N2
Running changes
No 1 The fitting of two air pressure transducers
During production of the 1987 model year Bentley

Turbo R. a change was introduced to the method of
signalling induction manifold pressure lo both the fuel
injection system ECU and the boost control system ECU.
Originally, the signalling operation was carried out
by one air pressure transducer (APT). The unit received a
voltage feed from the fuel injection system ECU. Then.
dependent upon induction manifold pressure (either
positive or negative pressure). it electrically signalled the
information primarily to the fuel injection system ECU
and also to the boost control system ECU.
A modified crankcase was introduced during
production of 1987 model year cars. that resulted in a
change of frequency pick-up by the knock sensors,
during detonation. This demanded a finer tuned system
and therefore, a second identical APT was fitted adjacent
to the existing unit (see fig. N2-1 ).
The fuel injection system and the boost control
system now have their own APT which works
independently of the other. Each APT receives its voltage
feed from its own ECU and dependent upon induction
manifold pressure. electrically signals the information
back to its respective ECU.
Fig. N2-1 Air pressure transducers
5/88 TSD4737
Printed in England
Section N3
Running changes
No 2 1988 Model year changes
The information contained within this running change

up-dates the manual for 1988 model year cars.
The main changes to the various build
specifications affect cars produced to a Swiss or
Austrian specification. For the 1 988 model year these
cars are fitted with a catalytic converter and a power
train very similar to that fitted to cars produced to a
North American specification. The only differences are
that the Swiss and Austrian cars do not have an oxygen
sensor warning lamp on the facia. They do however.
have a new type of exhaust gas sample tapping (see fig.
N3-1) fitted in front of the catalytic converter.
The other change that affects all 1 988 model year
cars is that the model year identification letter in the
vehicle identification number (VIN) has changed. The
tenth digit in the VIN of 1988 model year cars is the
letter J (e.g. *SCAZS02A6JCX21057 * J.
Fig. N3-1 Exhaust gas sample take-off

1 Outside edge of vehicle
2 Tube end cap
3 Exhaust adapter
4 Exhaust gas flow into catalytic converter
5 Heat resistant flexible tube
1/89 TSD 4737

Printed in England
Section N4
Running changes
No 3 K-Motronic ECU interrogator RH 12210
1989 model year Bentley Turbo R motor cars are

equipped with a Bosch K-Motronic engine
EID LWJ GJOO~[PEIU!J.J:1.!J
management system.
The K-Motronic electronic control unit (ECU) I
provides a self diagnostic fault finding facility for the
eng ine management system.
On cars fitted with full emission control systems
including catalytic converters. this fault finding facility
is interpreted as a blink code via the facia mounted
CHECK ENGINE warning panel. Refer to Chapter B,
Section 84 for full details.
On all other 1989 model year turbocharged cars,
the K-Motronic ECU incorporates the self diagnostic
capabilitr but there is no 'on-board' facility for
displaying the information. To carry out a fault finding
check on these cars use test box RH 12210. This test
box will interrogate the K-Motronic ECU and exhibit
its findings as blink codes on the test box indicator
lamo.
The procedure for using the interrogator is as
follows.
l. Ensure that the usual workshop safety precautions
are carried out.
2. Open the cover to reveal the main fuseboard.
3. Closely inspect the area below and behind the
fuseboard (see fig. N4-1 ). Locate the two cables, one
green/yellow. the other black, taped back into the
loom. These two cables should be freed and positioned
as shown in the illustration.
Note If the ECU has not previously been interrogated
by this method it may be necessay to improve
access to the loom. Disconnect the battery. Refer
to TSO 4848 c1nd release the fuseboard assembly Fig. N4-1 Bosch K-Motronic interrogator in position
from ils mounting. Carefully move the
fuseboard assembly into the car to provide the
improved access.
The initial period will be 2.5 seconds lamp on and
. Jf the ECU has been subjected to interrogation
2.5 seconds lamp off. Afterwards, the fault code will
by this method previously, the green/yellow and
be revealed (see fig. N4-2).
the black cables will be readily accessible and
The fault code 4.4.3.1. is shown in the illustration.
Operations 4 to 7 inclusive omitted.
13. Once a blink code has been initiated, it will keep
4. Ensure that the two cables are insulated. repeating the information (with further initiation
5. Connect the battery. periods identifying blink code commencement). until
6. Carry out a thorough road test on the car. the button on the test box is depressed for another four
7. Upon return, carry out the usual workshop safety seconds period.
precautions. Ensure that the ignition is switched off This procedure must be repeated until all stored
and withdraw fuse 85 from fuse panel F1 on the main blink codes have been extracted from the K-Motronic
fuseboard. ECU.
8. Connect the test box RH 12210 to the car as shown 14. lf there are no more fault codes stored, the
in figure N4-1. condition is identified by the unique code 1.1.1.1. The
9. Insert fuse 85 and note that the indicator lamp on test box indicator lamp on/off periods for this code are
the test box is illuminated. of 2.5 seconds duration.
10. Turn the ignition key to the RUN position. 15. To reset the ECU following fault extraction and/or
11. Depress the button on the test box for a minimum rectification, isolate the vehicle battery for more than
of four seconds. four seconds. Use the master switch located in the
12. Release the button and monitor the blink code luggage compartment. whenever possible.
displayed on the test box indicator lamp. 16. If there are no faults stored in the ECU, the blink
1/89 TS04737
Pri11ted i11 England
4. 4. 3. 1.
LAMP ON - - - - - - - - - - - -
LAMP OFF ~
...._ ~
.__ ...._ L-- '-- L-- ....___
Example blink code 4.4.3.1 .
Blink code Fault description System method of recognition Limp home facility
4.4.4.4. No faults stored
4.3.1.2. Engine reference sensor and/ Synchronization lost Dependent upon ECU data update
or its connection to the ECU prior to the engine reference
defective sensor failure
2.3.1.2. Coolant temperature sensor Coolant temperature less than K-Motronic ECU provides EHA with
output outside operating -46°C (-50.8°F) or more than mA compensation equivalent to
range 186°C (366.8°F) ao•c I176°Fl coot ant temperature
for all operational modes other
than starting which is set to
20°C(68°F)
2.2.3.2. Incorrect air flow signal Volumetric air flow rate Ignition and fuelling switched to
outside pressure upper and full load map
lower limits
2. l.2.1 . Idle switch fault. Idle Idle switch closed. Air sensor Ignition and fuelling switched to
control maps not recognised plate voltage ratio greater than part load map
0.56 for more than 0.3 seconds
2.1.2.3. Full load switch fault. Full load switch closed but ECU Ignition and fuelling switched to
Full load control maps not recognises part load engine part load map
recognised operation for more then 0.3
seconds
2.1.l.3. Engine speed sensor and/or Ignition switched on, volumetric None
connection to the ECU air flow rate more than 9m 3thr
defective. Air sensor plate but no engine speed signal
mechanism or fuel distributor
plunger stuck
4.4.3.1 . Idle speed actuator connecting End stage within K-Motronic ECU Limp home engine id Ie speed of
plug open or short circuit 900 rev/min. Normal engine
operation except idle mode
1.1.1.1. No more faults stored in ECU Blink lamp on/off periods for
memory this code are of 2.5 seconds
duration
Fig. N4-2 Bosch K-Motronic ECU fault codes
code 4.4.4.4. will register on the test box indicator The cable connectors must not be allowed to contact
lamp. other components.
17. Upon completion of the tests. switch off the 20. Insert fuse B5.
ignition, withdraw fuse B5 from fuse panel F1 on the
main fuseboard, and remove the test box
connections.
18. Connect the cable to the fuseboard illumination
lamp.
19. Insulate the green/yellow and the black cables.
Tape them back to the loom behind the fuseboard,
ensuring that they are safe but accessible for future
use.
The importance of correctly insulating and
stowing these two cables cannot be over emphasized.
1/89
N4-2
Section N5
Running Changes
No 4 Atlas Copco belt tension meter RH 12211
When checking the tension of the air pump driving belt.

use the Atlas Copco tension meter RH 12211.
The tension meter consists of two main
components. the clamping unit, incorporating a
hydraulic cylinder and a trigger operated read-out unit
(see fig. N 5-1 ).
The tension meter shou Id be fitted close to the mid-
point of the drive belt span, as shown in figure N5-2.
The procedure for using the tension meter is as
follows.
1. Ensure that the usual workshop safety precautions
are carried out.
2. Ensure that the engine is cold. A warm engine will
return a higher belt tension reading.
3. Inspect the drive belt for either cracks or glazing.
Renew the belt if necessary.
4. Examine the back of the drive belt around the mid-
point of the span. If any irregularities are found where
the clamping unit is to be fitted, rotate the engine until
the area of the belt is acceptable.
5. Belt tension readings should always be taken over
one belt only. Therefore. the belt blocker should be Fig. N5-1 Clamping unit
fitted prior to using the gauge for the first time and A Belt blocker
thereafter remain in position in the clamping unit (see
fig. N5-1 ).
6. Open the jaws of the clamping unit by applying
pressure at the two points indicated by the arrows in
figure N5-1.
7. Position the clamping unit with the jaws open, onto
the mid-point of the belt span as shown in figure N5-2.
Release the clamping unit.
8. Initially, adjust the small Allen screw situated on
the top of the clamping unit until the clamping unit wi II
only just slide along the belt. This operation need only
be carried out if the clamping unit is a poor fit on the
belt.
9. Squ_eeze the trigger of the read-out unit. The
reading displayed on the gauge when the red lamp
illuminates is the belt tension.
Repeat this procedure until the clamping unit has
settled on the belt and the readings become consistent.
Note this figure.
10. Remove the clamping unit from the belt.
11. Rotate the engine.
12. Repeat Operations 6 to 9 inclusive. The average of Fig. N5-2 Belt tension meter in position
the two noted readings is the drive belt tension.
If the two readings vary by more than 45 N (10 lbf),
take a tt·,ird reading by again removing the clamping drive belt should be tensioned to a figure of between
unit, rotating the engine, and repeating Operations 6 250 N and 300 N (5.5 lbf and 65 lbf).
to 9 inclusive. Discard the exceptional value and then 15. When adjusting the tension of the drive belt, the
average the two remaining readings. following points should be noted.
13. Do not adjust the drive belt unless the tension has a) the belt should be cold.
fallen below the minimum acceptable tension of bl rotate the engine and check the belt tension several
200 N (40 lbf). times until a consistent reading is obtained.
14. If necessary, adjust the belt tension as described c) the pivot fixings should not be loosened by more
in Chapter F, of this Workshop Manual. The air pump than is necessary to allow the belt to be tensioned.
1/89 TSD4737
Printed in England
di the belt tensioning figures quoted io Operation 14,
apply equally to replacement or existing drive belts.
e) if a new belt has been fitted and tensior.led, the belt
tension must be checked after·the erigine has run for
15 minutes.
1/89
N5-2

Workshop Manual: Engine Management - Systems Rolls-Royce Bentley Motor Cars

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I

Rolls-Royce & Bentley

Rolls" Royce Silver Spirit

1987t 1988t and 1989

The information in this document is correct at the time

@ Rolls-Royce Motor Cars Limited 1989

This manual is written specifically for skilled service

9/89 TSO 4737

All communications should be addressed to one of the

Rolfs-Royce Motor CaR Limited

RoUa·Royce Motor Cars International SA

Rolla-Rove• Motor Cars Inc.

Rolls-Royce Motor Cara (Canada) Limited/limitee

Contents and issue record

10/88 TSD 4737

Health risk Operating the air conditioning system in a confined

Exhaust gases High voltage levels

Fire Air flow sensor plate

Auxiliary air valve

10/88 TSD 4737

Heated oxygen sensor Knock sensors

Digital non-adjustable EZ 58F.

Digital non-adjustable EZ 58F (electronically

Catalytic converter system with closed-loop - - ~ ·s9 .. 89 · • 88i89 • • 89 - - t87/88( 89 t89

Fuel injection system

Contents and issue

5/88 TSO 4737

Issue record sheet

Fuel injection system

Air flow sensing Primary fuel circuit (see fig. B2-41

Control fuel circuit (see fig. 82-4}

Note Items 12, 13, 14 and 15 are fitted to cars with a

The barrel has one slot shaped opening (the

'Closed loop' mixture control system

Actual intake air

Cold start injector (see fig. 82-9)

Idle speed adjustment screw (see fig. 82-1OJ

Idle speed control solenoid (see fig. 82-1 OJ

Air flow sensor plate (see fig. 82-3)

Differential pressure valves (see fig. 82-7)

2/87 TSO 4737

,_ System pressure regulator (see fig. 82-5)

Fuel pressure damper (see fig. 82-12)

Fuel pressure control valve (see fig. 82-12)

Acceleration enrichment switch (see fig. 82-16)

Throttle position switch (see fig. 82-17)

Warm-up regulator (see fig. 82-18)

Fig. B2-18 Warm-up regulator

System warning device (see fig. 82-22)

-... -. -.. -. -... A2018

10/87 TSO 4737

10/87 TSD 4737

. - - - - - -- - - - - Excessive fuel consumption

Fig. B2-23 Basic K-Jetronic fault diagnosis chart

'Closed loop' system - fault diagnosis chart