This is an exploded view and location of components of the Land Rover Sport Ingenium I4 2.0L Diesel engine, this maybe of use to those that are attempting to identify parts of the Ingenium engine. If this is of use please consider downloading the full workshop manual from this link ( Land Rover Discovery Sport Workshop Manual ) or download instantly from the button below. These downloadable workshop manuals allow the owner to perform maintenance and servicing on their vehicle, with the aid of these step by step instructions.
- Variable Geometry Turbocharger
- Engine vent module and positive crankcase ventilation
- Engine vent module breather pipe
- Fuel return from fuel rail to fuel cooler
- Fuel cooler
- High Pressure Exhaust Gas Recirculation valve
- Fuel return to fuel tank
- Intake manifold
- Electric throttle
- Oil level gauge
- High Pressure fuel pump
- Electric thermostat
- Tandem Solenoid Starter motor
- Generator
- Air conditioning compressor
- Engine front cover
- Crankshaft pulley/mass damper
- Variable coolant pump
- Oil filter and housing assembly
- Fuel filter assembly
- Turbocharger outlet
- Electric throttle
- Intake manifold
- Fuel rail pressure sensor
- Fuel cooler
- High Pressure fuel pump fuel inlet from fuel filter
- Oil level gauge
- Fuel rail
- Oil filler cap
- Fuel return to fuel tank
- Fuel filter assembly
- Fuel injector
- Oil filter and housing assembly
- Engine coolant inlet
- Variable Geometry Turbocharger
- Oil cooler
- EGR cooler with differential pressure sensor
- Low Pressure Exhaust Gas Recirculation valve
- Clutch and flywheel assembly (manual transmission) / Driveplate (Automatic Transmission)
- High Pressure Exhaust Gas Recirculation valve
- HP EGR outlet tube assembly to intake manifold
Overview
The Ingenium I4 2.0L Diesel is an in-line four cylinder, turbocharged engine which employs advanced modular design principles. Two variants of the Ingenium I4 2.0L Diesel four-cylinder engine have the following power and torque output: 150PS/380Nm and 180PS/430Nm. The engine meets the EU5/EU6 emission regulations. The engine features a split-cooling system; an Powertrain Control Module controlled electric thermostat and a fully variable coolant pump. The variable coolant pump enables engine coolant to remain static in the engine to maximise heat transfer during warm up. When engine coolant flow is required for engine cooling, the minimum flow is provided by the variable coolant pump with the split cooling thermostat housing maintaining static coolant in the cylinder block while allowing engine coolant to circulate through cross-flow channels in the cylinder head.
Parasitic losses are also optimized when the variable coolant pump is delivering reduced flow. An electronically controlled variable flow oil pump with integral vacuum pump matches its flow rate according to engine speed, load and temperature. Oil flow to the piston cooling oil jets is solenoid controlled and operates only when needed. Variable Camshaft Timing on the exhaust camshaft enables faster catalytic converter heating, minimizing harmful emissions during the critical warm-up phase. The VCT system is controlled by the Powertrain Control Module using information from Camshaft Position sensor.
The engine uses a Bosch high pressure direct injection, common rail fuel system with fuel pressure provided by a high pressure fuel pump which is chain driven from the crankshaft. The High Pressure fuel pump supplies the fuel rail at a pressure of 1800 bar, the fuel rail then supplies the four fuel injectors with fuel at a controlled pressure. The high pressure fuel system provides low noise, high efficiency and excellent fuel mixture formation within the combustion chambers. The engine incorporates a sophisticated Exhaust Gas Recirculation system which further assists to ensure emissions are below the limits set by EU5/EU6 regulations.
The engine meets EU6 emission regulations in Europe and Rest of World. EU5/EU6 compliance is achieved using Selective Catalyst Reduction. The turbocharger design utilizes a high temperature cast iron exhaust manifold with a Mitsubishi Variable Geometry Turbocharger . Ingenium I4 2.0L Diesel engines are characterized by the rapid build-up of torque from very low engine speeds, enabled by highly efficient Variable Geometry Turbocharger. Maximum torque is maintained over a wide engine speed range, ensuring instantaneous response and strong acceleration whenever the driver demands it.
- Engine front cover
- M6 screw (12 off), M10 bolt (1 off)
- Cylinder block
- Lower timing chain cover
- M8 screw (15 off)
- M10 bolt (8 off)
- Dual mass flywheel (manual transmission) or drive plate (Automatic Transmission)
- Right dynamic balancer
- Left dynamic balancer
- Thrust washer (2 off)
- Upper main bearing (5 off)
- Crankshaft pulley / mass damper
- M10 bolt (4 off)
- Crankshaft
- Lower main bearing (5 off)
- Main bearing cap (5 off)
- M12 bolts (10 off) Main bearing caps
- Windage tray
- M6 screw (12 off)
- M8 screw (16 off)
- Oil pan
- Cylinder head
- Cylinder block
- Windage tray
- Oil pan
- Cylinder Block
The deep skirt cast aluminium cylinder block is an in-line configuration. Thin wall, interference fit cast iron liners provide optimum weight, cylinder bore roundness and robustness. The low volume coolant jacket gives good warm-up times. The cylinder block is a cross flow design with the coolant inlet to the cylinder head on the exhaust side and the coolant outlet from the cylinder head on the air inlet side.
Oil from the cylinder head drains back to the oil pan through open apertures; one located at the front of the cylinder block and one at the rear of the cylinder block between the timing chain and the lower timing chain cover. A cast aluminium alloy, structural windage tray is bolted to the bottom of the cylinder block to further improve the cylinder block stiffness, minimize Noise, Vibration and Harshness and help reduce oil foaming.
Various machining ports in the cylinder block are sealed with cup plugs and threaded plugs. Removal of these is not necessary for service procedures. In cold climate markets a block heater is fitted to the cylinder block. The heater is screwed into a threaded bore on the cylinder block, which is normally sealed with a threaded plug.