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ALTERNATOR TDV8 4.4 Removal & Refitting

REMEMBER
Always Support the FFRR with axle stands or Jacks - NEVER EVER rely on the air suspension - this can come down on its own accord - they have a mind of there own ! ( AND YES I HAVE SEEN THIS )

Specification:
Make/Type Denso SC6
Output 130 / 220 amps @ 25� C
Voltage control By Local Interface Network (LIN)
Voltage setpoint regulation Controlled by Engine Management System (EMS)

Torque Specifications
Description Nm lb-ft
* Generator harness nut 12Nm or 9Ib-ft
Generator bolts 47Nm or 35 Ib-ft

The FFRR Alternator is a self exciting type manufactured by Denso and is capable of producing an output current of 220 Amps.

The Alternator is located at the front RH (right-hand) side of the engine, and is secured to an engine mounted bracket with
a top pivot bolt and 2 lower bolts. The Alternator mountings provide the electrical ground connection for the Alternator.

The Alternator pulley is driven by the engine crankshaft pulley via the accessory drive belt.

The ALTERNATOR comprises the following major components:
Stator
Rotor
Rectifier pack

Stator
The stator contains 3 sets of coils manufactured from copper wire with the ends formed into a 'star' connection. Rotation of
the rotor within the stator produces an AC (alternating current) in the coils.

Rotor
The rotor comprises a field winding, wound around an iron core and mounted on a common shaft. The ends of the common
shaft form the magnetic north and south poles. The rotor is housed within the stator and mounted on bearings to provide
smooth running and support, due to the side loading applied by the accessory drive belt tension.
During engine cranking when generator speed is low, the ignition switch supply provides an excitation current to the rotor
via brushes and contact slip rings at the end of the common shaft. As the generator speed increases the generator becomes
self exciting.

Rectifier
The rectifier converts the AC current produced in the stator coils into DC (direct current) that is required by the vehicle
electrical system. The rectifier also prevents current flow from the battery to the generator when the generator output
voltage is less than the battery voltage.
The rectifier comprises 12 semi-conductor diodes, 6 mounted on the positive heat sink and 6 on the negative. The heat sink
dissipates the resultant heat created in the electrical conversion process.

Regulator
The regulator provides a controllable variable voltage output from the generator and feedback of various parameters
including fault information. A threaded copper post connection on the generator outer casing supplies the rectified and
regulated DC current from the generator, via a large diameter cable to the battery positive terminal. A single pin electrical
connector located on the rear outer casing provides a LIN (local interconnect network) interface for generator monitoring
and control by the ECM (engine control module).
The Battery Monitoring system (BMS) monitors battery temperature and calculates the optimal charging voltage setpoint.
This is sent via LIN to the CJB (central junction box) which in turn sends it to the ECM via the CAN (controller area
network). The ECM then sends this voltage setpoint to the alternator via LIN. The entire system operates on a closed loop
principle to maintain optimal battery terminal voltage.
The ECM monitors the generator for mechanical or electrical failure . If a fault is detected DTC (diagnostic trouble code)'s
are stored in the ECM memory and a message is communicated on the high speed CAN bus to the instrument cluster to
illuminate the charge warning indicator lamp.
For additional information, refer to: Instrument Cluster (413-01, Description and Operation).
During engine starting, the charge warning indicator lamp is illuminated in the instrument cluster when the ignition is
energized, and is extinguished when the engine starts and there are no faults present on the charging system.
If the generator is close to being overloaded then an increased idle speed set point will be set which will optimize the
amount of power available to operate vehicle features.

LOAD MANAGEMENT SYSTEM
The load management system comprises software resident in the ECM module.
The purpose of load management is to protect the battery during abnormal usage of the vehicle. With the engine not
running the system will request the systems on the Media Orientated System Transport (MOST) ring and the air suspension
system to enter 'power save' mode. , A 'WARNING - LOW BATTERY' message will be displayed in the message center.
For additional information, refer to: Information and Message Center (413-08 Information and Message Center, Description
and Operation).

With the engine running the system will modulate features such as seat and screen heating to prevent the battery voltage
becoming critically low to the point where the vehicle becomes un-operational.

Torque Specifications
Description Nm lb-ft
* Generator harness nut 12Nm or 9Ib-ft
Generator bolts 47Nm or 35 Ib-ft

Last edited by EmiratesA380 on 6th Feb 2016 9:53pm. Edited 2 times in total

Brilliant post.
Do you have anything similar detailing drive belts and replacement? For the 4.4 Tdv8 unit ?

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Hi Baltic Blue

not a problem - I will add this to the above when I return home later

Have you replaced yours yet ?

One of ours has 47K miles on and I am in the prorcess of replacing this unit - taking it apart and renewing the bearings which is a simple job to do.

As you will know they can last anything from 20K to 150k - before bearings wear out.

My believe is that when this unit packs up ( and they will ) then the beast is stuffed - no power - its the Achilles heel of all power units/engines.
Better to renew and then you always know they are 100% top of thier game.




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great write up, wiki'fied...  ... - .- -.




Y. O. L. O.
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Looks an easier job than on the 3.6, we haven't heard of many failures on the 4.4 unlike the 3.6 where the diode pack dies, though I'm sure they will come with time. There is nothing that can't be fixed with a hammer😜😜
FFRR 4.4 SDV8 Autobiography Santorini Black.
Fiat 500x 1.4 multiair Lounge 2015
2010 LR D4 Commercial 2.7 TDV6

Worth noting the following:
The engine TDV8 crankshaft pulley drives the accessory components, which comprise the alternator, power steering pump, A/C
(air conditioning) compressor, coolant pump and engine cooling fan, via 2 accessory drive belts.
NOTE:
Both 6x rib belts are maintenance free poly-V type belts.

One belt is driven directly from the front section of the crankshaft pulley and drives only the mechanical engine cooling fan. The elastic belt is fitted under tension and therefore does not require a mechanical tensioner.

The second belt is driven from the rear section of the crankshaft pulley. The belt is automatically pre-loaded by a tensioner and routed over deflection idler pulleys in order to maintain sufficient grip between the belt and the driven pulleys. This ensures slip-free drive of the accessory components.

The 24 mm belts are designed to achieve fit-for-life performance through normal use (due to the risk of off-road stone
damage, the belt is inspected periodically and, if necessary, replaced.

Refer to your service schedule for more information - I would suggest you change these as a matter of course at say 90,000 + miles. Its one of those things - keep replacing bits and they will never wear out !

The belts unique rib profile provides higher dimensional accuracy, whilst the surface of the ribs themselves have been specially treated to reduce noise.
The TDV8 powerplant durability during wading is protected by sealed bearings on the belt idlers and the tensioner. The generator, A/C
compressor and starter motor are also fully sealed.

Keep an eye on all your belts - mud, crap etc will damage these over time - ensure you change these at the 90K + mileage then the car will not let you down.

again - I hope this helps anyone who's in need of it

cheers





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To tag on the end of this... We have changed a few alternator belt tensioners on the 4.4’s. Very easy to check yourselves especially with the pics above

Make sure the belt is running on the pulley NOT half way off it! (knackered tensioner)

And finally... If you change the tensioner, test run the car and check the belt is NOT white on its leading edge after its first run. If it is? There maybe an issue with the cast alternator bracket. As these have been highlighted as a potential issue from JLR...

I'm replacing the alternator on my 4.4 TDV8 and came across this thread but the images are no longer visible - I'm at the stage where I've removed the three alternator mounting bolts and had assumed the alternator would pull forward to allow me to undo the main + cable and plug but its not moving enough - do I need to access the rear of the alternator via the wheel well area? The workshop manual doesn't provide any indication on this. Whilst I have the fan and shroud off I've also replaced the 4x idler pulleys, the tensioner and both belts too, as I had a squeak for a few minutes after starting, so hopefully this will be resolved also.

No mention of how to access the back of the alternator

http://www.fullfatrr.com/gallery/albums/userpics/15719/alt1.jpg
http://www.fullfatrr.com/gallery/albums/userpics/15719/alt2.jpg

Thanks Graeme, they're the images from the workshop manual with no instruction how you access them

They were the only pictures posted in the thread that were of the alternator. I had saved the thread with all pictures intact.
LR workshop manuals are good at showing which bolts and components to remove but not so good at showing how to do it.

To help any others that take on this job, once the 3x bolts securing the alternator have been removed, wiggling the alternator forward does allow access to the rear to undo & remove the + lead and remove the multiplug to then allow the alternator to be fully removed/repaced. NB the 3x bolts need torque'ing in a specific sequence when re-fitting, per the WM.

Hi people, it looks like the links to pictures no longer work  Too many toys, not enough time

2011 4.4 TDV8 AB Black

HTH, look in the:

Wiki
WM
Electrical
Alternator

Descriptions are reasonable and should help. Cheers
Richard

(there are no such things as an ordinary FullFat, an ordinary cat or too many tools)
2011 TDV8 Vogue Santorini Black
Gap IIDBT