1987-1989 Rolls-Royce & Bentley Motor Cars Engine Management Systems Workshop Manual

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Introduction This manuai is written specifically for skilled service personnel and it is therefore assumed that the warkshop safety and repair procedures generally accepted by the motor trade are appreciated, understood, and carried wt Information relating to any subsequent modification will be circulated by the issue of amended or addition+ pages. Each chapter incorporates an issue record shoet 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 rnanuat reference is made to the right-hand and left-hand side of the car, this is determined when sitting in the driver's scat. In order to identify the two banks of engine cylinders, it should be noted that 'K bank of cylinders is on the right-hand side and '8' bank on the left-hand side when viewed from the driveis seat Se~ce personnel at Rolls-Rgree Motor Cars Limited are always prepared to aanswr queries or give advice on individual servicing problems. When making an enquiry it is essential that the full vehicle identification number (VINJ is quoted. important When obtaining information for a particular model always refer to the appropriate Chapter and/or Section contents page. 9/89 TSD 4737

Contents Uupter A General information Chapter B Fuel injection -ern Chapter C Fuel system Chapter D Turbocharging system Chapter E Ignition.system (For details of the ignition system fitted to l989 rndl year turbcharged cars. refer to Chapter B. Seaion 54, K-Moronic) Chapter F Exhaust emission control system Chaptw G Fuel evaporative emission control system Chapter U Crankcase emission con! rol system Chapter J Air intake system Chapter K Throttle linkage Chapter L Special toque tightening figures Chapter M Workshop took Chapter N -Running changes

Chapter A General information Contents Contents and issue record sheet 1987188109 model years General information Sections Rolls-Royce Bentley Silver Sihrer Comiche / Eight Muisanne/ Turbo R Continental Spirit Spur Comiche II Mulranne S AI A1 Al A9 A1 Al. At 10188 " TSD 4737

Issue record sheet The dates quoted below refer to the issue date of individual pages within this chapter. Sections 1 &l 1 ~2 1 I I T 1 1 I 1 Page No. I I I I I 1 10188 10188 2 l0188 3 10188 10188 4 10188 5 lOl88 6 10188

Section A2 General information Heahh risk Engine oils Prolongedand repeated contact with mineral oil will result in the removal of natural fatsfrom the skin. leading t o dryness. irritation, and dermatitis. In addition. used engine oil contains potentially harmful contaminants which may cause skin cancer. Adequate means of skin protection and washing facilities should be provided. Health protection precautions 1. Avoid prolonged and repeated contsct with oils, particularly used engine oils. 2. Wear protective clothing, including impervious gloves where practicabte. 3. Do not put oily rags in pockets. 4. Avoid contaminating clothes, particularly underpants. with oil. 5. Overalls must be cleaned regularly. Discard unwashable clothing and oil impregnated footwear. 6. First aid treatment should be obtained immediately far open cuts and wounds. 7. Use barrier creams. applying before each work period. to help the removal of oil from the skin. 8. Wash with soap and water to ensure all oil is rernwed (skin cleansers and nail brushes will help). Preparations containing lanolin replace the natural skin oils which have been remwed. 9. Do not use fuel, kerosine, diesel fuel, gas oil, thinners, or solvents for washing skin. 10. If skin disorders develop. obtain medical advice 11. Where practicable, dsgrease components prior to handling. 12. Where them is a risk of eye comaet. eye protection should be worn, for example, chemical goggles or face shields; in addition an eye-wash facility should be provided. See atso UK Health and Safety Executive Cautionary Notice SHW 397 'Effects ofMineral Oil on the Skin'. Environmental protection precautions tt is illegal to pour used oil onto the ground, down sewers or drains. or into water courses. The burning of used engine oil in small space heaters or boilers is not recommended unless emission control equipment is fitted. In cases of doubt check with the Local Authority. Dispose of used oil through authorized waste disposal contractors t o licensed waste disposal sites, or to the waste oil reclamation trade ff in doubt, contact the Local Authority for adviceor disposal facilities. Exhaust gases The exhaust gases contain carbon monoxide (CO), which is odourless and invisible but very poisonous. Operating the air conditioning system in 8 confined space incmases the danger of these Bases entering the car. ideally. engines should be tun in the open where the exhaust gases can discharge into the atmosphere However. when running engines within an enclosed working area. the exhaust gases must always be removed safely. Refer to further text withirrthis manual regarding the use of exhaust gas extraction hoses and equipment. Fuel Fuel may contain up to 5% of benzene as an anti-knock additive Benzene is extremely injurious t o health {being carcinogenic) therefom all cantact should be kspt tb an absolute minimum, particularly inhalation. Fuel has a sufficiently high vapour pressurn to allow a hazardous build-up of vapour in poorly ventilated areas. Therefore. any work should be carried out in a well ventilated area. Fuel vapour is an irritant t o the eyes and lungs, and if high concentrations are inhaled it may cause nausea, headache, and depression. Fuel liquid is an irritant t o the eyes and skin and may cause dermatitis following prolonged or repeated contact. When it becomes necessary to carry out work involving the risk of contact with fuel, particularly for prolonged periods, it is advisable t o wear protective clothing including safety goggles, gloves, and aprons. If there is contact with fuel the following emergency treatment is advised. Ingestion Iswallowing) Do not induce vomiting. Give thepntient milk to drink (if none is availabte water can be given). The main hazard after swallowing fuel is that some of the liquid may get into the lungs. Send the patient to hospital immediately. Eyes Wash with a good supply of clean water for at least 10 minutes. Skin contact Immediately drench the affected parts of the skin with water. Removecontaminated clothing and then wash all contaminated skin with soap and water. Inhalation {breathing in vapour) Move the patient into the fresh air. Keep the patient warm and at rest. If there is loss of consciousness give artificial respiration. Send the patient to hospital. High vohage Isvets Dangerously high vohsge levels are present in an electronic ignition system. These levels are not only TSD 4737 A2-1

present i n individual components, but also in the wiring looms, plug& sacketr and test connections. Both primaty and secondary circuits are subject to these high wltages. Therefore. whenever the system is switched &? do not touch any cornponents/circuits contained within the ignition system Always wear thick rubber glows and use insulated tools when working on the system with the ignition switched on. Workshop precsutions Electrical Always ensure that the battery master switch is turned to the OFF position or the battery is disconnected, before disconnecting or connecting any eteetrical components. In addition, note the following. Never disconnect the battery or switch off the battery master switch when the engine is running. Always ensure correct polarity when making cable connections. Ir is recommendedthat when carrying out tests on the car wiring. a good quality mufti-meter is used. Never use generator type meters. Do not use a test lamp on circuitry that contains electronic components, such as the ignition system. Before using test equipment always read the manufacturer's instructions. Do not pierce any electricai leads or tooms with test probes. etc. Do not remove the high tension lead situated between the ignition coil and distributor when the engine is running. Ensure that no arcing takes place: herween -.. - . electrical connections Do not supply more than 16 volts direct current to the ignition system. Fire Fuel is highly flammable, therefore great care must be exercised whenever 1 he fuel system is opened IiAL pipes or unions disturbed) or the fuel is removed from the system. Always ensure that 'no smoking' signs and CO, (carbon dioxide) fire extinguishers are placed in the vicinity of the vehicle. Always ensure that the battery is disconnected before opening any fuel lines. If the fuel is to be removed from the tank, ensure that it is siphoned into a suitable covered container. 'Fuel Pressure The fuel system contains fuel that may be under high pressure. Therefore, to reduce the risk of possible injury and fire, always ensure rhat the system is depressurized by one of the foIlowing methods before commencing any work that necessitates opening the system. 1. Allow the pressureto fall naturally by switching off the engine and allowing the vehicle to stand for a minimum of four hours before opening the system. 2. Clean the inlet connection to the fuel fitter. Wrap an absorbent cloth around the joint and carefully stacken the pipe nut to release any pressurized fuel from the system. Tighten the pipe nut. Always dispose of the cloth carefully, in accordance with the prevailing Health and Safety regulations. Cleanliness It is extremely important to ensure maximum cleanliness whenever work is carried out on the system. The main points are. 1. In order t o prevent the ingress of dirt, always clean the area around a connection before dismantling a joint. 2. Having disconnected a joint (either fuel or air1 always blank off any open connections as soon as possible - 3. Any components that require cleaning should be washed in white spirit and dried, using compressed air. 4. If it is necessary t o use a cloth when working on the system, ensure that it is lint-free. Generd Before working on the ear. always ensure that the parking brake is firmly applied. the gear range selector level is in the park position, and fwe A6 is removed from fuse panel F2 on the main fuseboard. A number of the nuts. bolts, and setscrews used in the fuel injection system are dimensioned to the metric system, it is important therefore, that when new parts become necessary the correct replacements are obtained and fitted. Terminology It should be noted that not all of the components listed are.fiaed to any.one particular model or model year of car. This section merely explains the abbreviation and operation of the specialist components used in the systems. Air flow sansor plate Balances the air flow entering the induction system with fuel pressure acting an the control pjston. Air flow sensor potentiorneter Monitors the quantity of ait flowing into the engine The information is conveyed ro the ECU as a measure of engine load and is one of the elements used in the calculation of ignition timing and fuelling requirements. Air pressure transducer {APT) The air pressure transducer monitors induction manifold pressura It passes this information to the relevant ECU so that the necessary electrical corrections can be made t o the retevant control system. On cars fined with one APT the unit provides instantaneous boast pressure information for the fuel injection end ignition control systems. It also suppties the information to the boost control system. On cars fitted with TWO APTs one assembly is connected to the fuel injection system and the second unit is connected to the boost control system.

Air pump clutched pufley The air injection system is de-activated whenever the coolant tcrmprature is aboy 33'C (91°F 1 w engine speed exceeds 3000 + l00 wlmin. This is achieved by dis-engaging the air pump clutch. Air swkching vmlw The air switching value comprises a vacuum operated valve with m integml control solenoid. At coolant temperatures belaw 33OC 19t°F) the solenoid b energized The resulting vacuum then applied to the diaphragm chamber opens the valve and allaws injected air to PISS to the exhaust manifold. At coolant temperatures above 33OC {91QFl the solenoid is de-enefgued, the vacuum signal is inhibited and the injected air is re-routed t o the engine air intake system. Auxairy air valve Allows ealibreted increases in idle circuit air flow and hence engine speed, with closed throttle plates. 1 his provides the correct mixture strength during cold starting and warm-up periods. Check valves A check valve is fitted into the air injeetion pipe to each exhaust manifold. The valves prevent the back flow of exhaust gas. Cold start injector Sprays finely atomized fuel during engine cranking (cold engine) into the induction manifold. The amount and duration of cold start injector operation a* dependent upon the coolant ternpenturn Control piston Cylindrical plunger type of'&= that moves vertically in the fuel distributor. A precision machined edge on the piston opens the metering slits in the fuel distributor. Coolant temperature sensor The coolant temperature sensor is located in the thermostat housing. The internal resistance of the sensor changes with the engine coolant temperature. To achieve the correct starting and warm-up characteristics at low operating temperatures, the ECU uses the signal it receives from the coolant temperature sensor to compute the correction factors for the ignition timing and the fuel injection system electro-hydraulic actuator. .Crankshaft refarence sensor Initiation of A1 ignition and subsequent engine firing order occurs when The from damper mounted reference pin passes the crankshaft reference sensor. Differential pressure vaives One for each cylinder. maintains the correct pressure of fuel at the metering slits. Dump valve Allows compressed air to recirculate back through the air intake Closum of the dump valve allows induction manifold presswe l boost1 to build-up during increasing engine load, tovalues predetermined by the boost conmh system. The dump valve also acts as a relief valve /f the boost presswe exceeds a preset level. Eleetro-hydraulic actuator (EHAI Mounted on the fuet distributor. the electro-hydraulic. actuator replaces the warm-up regulator used on K- Jetronicsystema A positive increase in cunem (mA) supply to the EHA results in a corresponding increase in fuel flow and hence fuel mixture strength. On 1989 model year cars-fitted with the KE3-Settonicfuel injection system, it is also possible t o have a negative increase in thesupply to the €HA which will 'Iran off* the mixture Engine ~nning sensor Inhibits thesupply of power to the fuel pump unless the engine is running. The only exception being one by-pass to the circuit. which allows the fuel pump to operate when the engine is being 'cranked' by the starter motor. Engine sped sensor The signal generated by the rotation of the four segment timing wheel is sensed by the engine speed sensor. The information is then conveyed to the K- Motronic ECU for calculstion of the engine speed. Exhaust gas recirculation valw EGR) The operation of this valve is vacuum controlled. A proponion of exhaust gas is recirculated from the exhaust svstem, through the EGR value, into the induction manifotd where it mixes with intake air. Exhaust gas wastegate Regulates the flow of exhaust gas to the turbocharger turbine when either boost pressure or engine detonation reach predetermined Iwels. The boost contr01 system actuates wastegate control. Four segmant timing wheel The four segment timing wheel has four equal length segments and gaps. Angular felationship of segment t o gap is 54 and 36 respectively, ant3 produces a 60:40 ratio signal for engine speed cakulation. Fuel aceumutatar When the engine is stopped. the small volume of fuel held in the accumulator (under pressure from the accumulator spring) maintains pressure in the primary fuel circuit to ensure good starting response during the engine 'cranking' operation {i.e. fuel is immediately . - availabbl. . .. .. . .. . . , , Fuel cooler The fuel cooler is located in the left-hand side of the.. engine compartment. It uses air conditioning system refrigerant to cool the fuel prior to its return to the tank.

Fud distributor Apportions the fuel equally ta he injectors adjacent to each en~ine cylinder. Fuel pressure rngulator Maintains a eansrant primary circuit fuel pressura When the engine is stopped. the fuel pressure regulator allows the system pressure to drop rapidly t o a value preset by the fuel accumularor (ia. just below the injeftor valve operating pressure). It also seals the return tine from the lower chambers of the differential pressure value. Haatad ox ygsn sensor Measures the oxygen content (which is directly related to the aidfuel ratio) in the exhaust gas and by means of an electrical signal transmits the information to the electronic control unit. Idle speed actuator The idle speed actuator contains a stepping motor, the armature of which is connected to a rotating slide. This adjusts the crosssectional area of the by-pass passags The dury cycle from the K-Motronic ECU produces a torque at the rotating armature which acts against a return spring. The by-pass opening is continuatly adjusted to maintainthe correct engine idle speed under all potential engine Load conditions. Injector One injector is used for each engine cylinder and sprays finely atomized fuel under all running conditions into the induction system. lntercooier A charge air intercooler is fitted below the air cleaner assembly. It is situated in the ambient air stream behind the air dam and beneath the front bumper. The intercooler reduces compressed air temperature, this enables recovery of charge air density and maintains optimum engine power output. KEZ-Jetronic electronic control un8 (ECU) Processes input from a chain of engine mounted sensors and provides the necessary electronic fuel corrections in terms of DC mA to the electro-hydraulic actuator. This includes start, post s t a n warm-up, acceleration enrichment, and positive induction manifold pressure compensation. K-Motroriic digital ECU The K-Motronic ECU is mounted in the ECU compartment in the rear right-hand comet of the engine compartment. The K-Matronic system brings together the benefits of digital fuel injection (KE3-Jeaanicl and ignition control (£2 58F) systems into a single electronic control unit (ECU). Other features of the system include cold srart and warm-up enrichment, idle speed regulation. and automatic correction of any long term mixture strength deviations. On cars fitted with catalytic conveners the K-Motronic system also provides an 'on-bard' setf diagnostic facility. .- The engine is equipped with sweral sensors that continuously monitor operating parameters such as engine speed, coolant temperature, and load. The sensors are connected to the digital ECU which is programmed with eharecteristic data for the following functions, mixture strength control, ignition timing, idle speed control, end purging of the eveporative emission control canister. Knock sensors Sense crankcase vibration and then produce an output signal which is processed by the boost electronic contr~ll unit. If knock is present the ECU signals the boost conrrol valve t o divert the compressor pressure signal more towards the wastegate than atrnosphera 'On board' self diagnostic ability A facia mounted warning panel illuminates to alen the driver to a number of possible engine related faulta The lamp displays the message 'Check Engine' and is illuminated when the engine is running and a failure is identified. When the 'Check Engine' lamp is illuminated a fault message (in the form of a four digit code! is stored within the K-Motronie ECU and can be subsequently used to inform workshop personnel of the faulty components or system. Pnrssurecontrol vslw Operating from an electrical signal received from the electronic control unit. the valve varies the fuel pressure in the lower chambers of the differential pressure valves. Pressure damper Darnpens the pressurepulses caused by the operation of the pressure control valve. Purge control valve This valve is connected into the purge line of the fuel evaporative emission control system. It regulates the putge flow rate depending upon engine load and mode of operation. The valve receives a dury cycle signal from the engine management system ECU. Thermal time switch Situated in the thermostat housing. Dependingupon the temperature of the coolant, it controls the operatian of the cold stsn injector. Throttle position switch ITPSI Identifies the engine operating mode (i.e idle. part load, or furl ioaul. Pan load occurs when the switch contacts are broken between idle and full Load. Turbocharger Increases the power and torque of the engine by utilizing energy from rhe exhaust gas.

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1987-1989 Rolls-Royce & Bentley Motor Cars Engine Management Systems Workshop Manual

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