Issue with TD4 2.2 since Cambelt Fitted

Hi , I am messaging in the hope that someone will know what is wrong with my car as the garage clearly doesnt have a clue.
The cam belt was replaced couple of days ago. all put back together .. fired up no issue then it immobilised. Garage disconnected battery overnight. Car started no problem when reconnected. When guy was delivering car back to me at approx 2 miles the engine management light came on. Apparently between 1900 and 2400rpm there appears to now be a blip where the engine split second cuts out keep revs above and it drives like a dream, apparently its almost like a mis fire you'd experience with a petrol engine,
There are no faults registering at all. Please HELP ME . I am so stressed with this.

Legaleagle267 said:

Hi , I am messaging in the hope that someone will know what is wrong with my car as the garage clearly doesnt have a clue.
The cam belt was replaced couple of days ago. all put back together .. fired up no issue then it immobilised. Garage disconnected battery overnight. Car started no problem when reconnected. When guy was delivering car back to me at approx 2 miles the engine management light came on. Apparently between 1900 and 2400rpm there appears to now be a blip where the engine split second cuts out keep revs above and it drives like a dream, apparently its almost like a mis fire you'd experien at an ce with a petrol engine,
There are no faults registering at all. Please HELP ME . I am so stressed with this.

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CAMBELT

I have just had the cambelt on my wife's Freelander 2 TD4 replaced by a mechanic I can really trust. I did my engineering apprenticeship at a aircraft company so I am not a car mechanic. We have had the car a while low mileage use. It ran ok a little lumpy at low revs and poor fuel consumption. I have never driven any other LR so just assumed it was a bit of an agi vehicle.

My mechanic contacted me the day I took the car in to inform me the old belt had been put on backwards. Apparently the convention is that the arrows/printing on the belt should go in the direction of travel. When I picked up the car he showed me a video of a feature of the TD4 cambelt assembly.

In a nutsheel the crankshaft belt pulley slides on to the end of the crankshaft, it has a woodruff key which dictates the pulleys rotational position on the crankshaft. However the key is much narrower that the corresponding slot. So its rotational position can be slightly variable. It is really important that the correct fitting precedure and correct setting tools are used. The final step involves the tighting of a bolt to end crankshaft which locks the crankshaft pulley in the correct position. The key is only approximate with +/- half a tooth variation.

Shortcut methods such as cutting half the belt off to hold everything in position or white paint blobs to realign positions are unlikely to work. A garage must follow the correct procedure.

The end result a much smoother drive at lower engine revs and a fuel consumption increase from 30 to 38 mpg. The fuel consumption is the accurate measure of the engine state. Hope this helps people.