The following is a passage from RAVE that describes the positive leak detection system. If the ECM runs this test and doesn't see the required rise in pressure it will assume that the pump did not run, so it figures either the wiring to the pump, the pump, or the ECM didn't send a signal to the pump. (this is a different code than a leak because it can detect a change in pressure up and down which would indicate a leak, (unless the fuel cap is left off completely in which case this code could be set but not by itself). It takes 2 failures of this test to set the code. There is a procedure to test the pump and the wiring but it involves using Land Rover's testbook to do. (I don't know if Rovacom or some of the aftermarket systems do this too, I only have experience with the factory system). If it was mine I would have cleared the code and driven it until the monitors were all satisfied to see if the fault returned before going into diagnosis mode, some of these evap faults can be set for a number of unrelated reasons. If it comes back after the evap monitor is satisfied then you need to address it. Depending on the state and it's emissions regulations this could be expensive (or not if you're in a state with a $50. attempted repair clause). HTH

Fuel Leak Detection System (positive pressure type) – NAS only
The evaporative loss control system equipped with a positive pressure type, fuel evaporation leak detection capability
is similar to the vacuum type, but it is capable of detecting smaller leaks by placing the evaporation system under the
influence of positive air pressure. The system includes an EVAPs canister and purge valve, and in addition, a leak
detection pump comprising a motor and solenoid valve.
The solenoid valve contained in the leak detection pump assembly performs a similar function to the CVS valve
utilised on the vacuum type pressure test. The solenoid valve is used to block the atmospheric vent side of the EVAP
canister under the control of the ECM so that an EVAP system leak check can be performed. At the same time,
pressurised air from the pump is allowed past the valve into the EVAP system to set up a positive pressure. The test
is carried out at the end of a drive cycle when the vehicle is stationary and the ignition is switched off. The test is
delayed for a brief period (approximately 10 seconds) after the engine is switched off to allow any slosh in the fuel
tank to stabilise. Component validity checks and pressure signal reference checking takes a further 10 seconds before
the pressurised air is introduced into the EVAP system.
During reference checking, the purge valve is closed and the leak detection pump solenoid valve is not energised,
while the leak detection pump is operated. The pressurised air is bypassed through a restrictor which corresponds to
a 0.5 mm (0.02 in) leak while the current consumption of the leak detection pump motor is monitored.
The system test uses the leak detection pump to force air into the EVAP system when the purge valve and solenoid
valves are both closed (solenoid valve energised), to put the evaporation lines, components and fuel tank under the
influence of positive air pressure. Air is drawn into the pump through an air filter which is located in the engine
compartment.
The fuel leak detection pump current consumption is monitored by the ECM while the EVAP system is under pressure,
and compared to the current noted during the reference check. A drop in the current drawn by the leak detection pump
motor, indicates that air is being lost through holes or leaks in the system which are greater than the reference value
of 0.5 mm (0.02 in). An increase in the current drawn by the leak detection pump motor, indicates that the EVAP
system is well sealed and that there are no leaks present which are greater than 0.5 mm (0.02 in).
The presence of leakage points indicates the likelihood of hydrocarbon emissions to atmosphere from the
evaporation system outside of test conditions and the necessity for rectification work to be conducted to seal the
system. Failure of the leak check will result in illumination of the Malfunction Indicator Lamp (MIL).
The fuel evaporation leak detection is part of the On-Board Diagnostics (OBD) strategy and it is able to determine
vapour leaks from holes or breaks down to 0.5 mm (0.02 in.) diameter. Any fuel evaporation leaks which occur
between the output of the purge valve and the connection to the inlet manifold cannot be determined using this test,
but these will be detected through the fuelling adaption diagnostics.

 

Drive exactly as that guy posted above..
If the CEL light stays off - then you are OK to be retested.
Simple as that.

 

I had check engine light on. Needed a new purge valve according to LR repair guy. Repaired. Since. Check engine light has been off for 6 weeks now. Have put 1000 + miles on it both city and highway. Failed emissions test in Mass today says not ready to test. WTF anyone have any ideas?