JAGUAR S TYPE 2005 1.G Technical Guide Update

JAGUARS-TYPEChassis
56
D.206.177
current vehicles and the 12 valve unit has a 47-
way connector with lever cam. DSC calculates the
real vehicle motion (forward and gearing) and
compares it to the direction initially chosen by the
driver. A steering rate sensor is located on the
steering column and is used to calculate steering
angle. A yaw rate sensor and lateral accelerometer
are located on a bracket behind the hand brake
lever and are used to calculate the vehicle under
or over steer and any side slip.
As soon as DSC recognises that the driver is not
reacting sufficiently to compensate a deviation,
DSC intervenes by applying brake force to each of
the four wheels individually to control yaw
Front Wheel Sensor
The front wheel active ABS speed sensors are
incorporated into the wheel bearings, connected
via a flying lead routed along the brake hose.
Rear Wheel Sensor
The rear sensors are mounted on the hub carrier
and connected by a flying lead routed along the
control arm. None of the sensors are adjustable.
Wheel speed sensors are new active sensors,
which are more sensitive at lower speeds that the
current saloon and sports wheel speed sensors.
Front and Rear Callipers
Front callipers are twin piston aluminium
construction. The ventilated disc sizes are 300 mm
x 32 mm. The rear brakes have cast iron callipers.
This is because of the hand brake operation using
the rear callipers. The ventilated disc sizes are 288
mm x 20 mm. Each rear calliper has a ball and
ramp park brake mechanism, operating on the
main calliper pads.
D.206.178
D.206.177
FRONT WHEEL SENSOR
REAR WHEEL SENSOR
D.206.178

JAGUARS-TYPEChassis
57
D.206.176
BRAKE BOOSTER Brake Booster
The brake booster is a Lucas unit mounted on the
engine bay bulkhead with a 25.4mm diameter
master cylinder and integral brake fluid reservoir.
NOTE: The reservoir is also a combined
brake/clutch reservoir for manual transmission
vehicles.
Twin vacuum boosters of 8 inch and 9 inch sizes
are fitted.
The DSC booster is different having integral
pressure transducers and solenoids with air
control valves for the booster. The transducers are
located on the brake master cylinder and are used
for pressure feedback, brake application and fail
safe operation. The booster is used to supply
brake pressure without driver input.
ABS operation is no different to current Jaguar
vehicles.
Parking Brake
The parking brake lever is mounted on the RH
side of the centre console for all models, with
conventional button operation as current XJ
sedan. It is a self-adjusting system operating on
the rear brake callipers. All models have a leather
grip.
D.206.158
PARKING BRAKE

JAGUARS-TYPEChassis
58
Power Assisted Steering
Introduction
The Jaguar S-TYPE has a variable assist rack and
pinion steering gear and variable rack ratio. The
variable steering rack ratio reduces the number of
turns from lock to lock (2.8) to enhance parking
manoeuvrability whilst maintaining the on-centre
steering precision required at high speed. Full
power assistance is provided for parking. Steering
assistance decreases smoothly at a calibrated rate
to raise driver steering efforts as vehicle speed
increases.
Servicing
There are no carry over parts from XK or XJ Series
vehicles.
The rack is mounted to the rear of cross member
Number 2. The PAS pump is belt driven. A PAS
cooler matrix is located within the radiator
package.
Low PAS pump speeds problems are prevented by
increasing engine speed. A power steering
pressure (PSP) switch senses the demand on the
pump at low engine speeds and increases the
speed to a pre-set minimum.
Hose connections to the pump and the steering
gear are quickfit connectors. The quick connect
tube must be pushed into the existing tube nut
port, along the centreline. The assembly is
complete when the tube end bottoms out in the
port with an audible click/snap. Correct assembly
should be verified by pulling the quickfit tube end.
Servicing of the PAS line involves removal of the
quickfit nut. Replacement PAS lines are supplied
complete with quickfit nut and sealing washer. If
the joint is disturbed it is compulsory to replace
the PTFE sealing ring otherwise leaks are
inevitable. Replacement sealing washers may be
installed with the use of Service tool
D90P-3517-A.
Care must be taken when removing the quickfit
nut from the V6 engine pump as the pulley is
PHENOLIC and is susceptible to damage. The V8
pump installation provides a short jumper tube
from the pump to improve accessibility to the
high-pressure hose connection. The PAS pulley
D.211.247
PA S R AC K
D.211.258
POWER STEERING PRESSURE SWITCH

JAGUARS-TYPEChassis
59
D.211.248
FRONT STEERING ARM requires a Service tool to assist removal. Low-
pressure hose connections are made using
Constant Tension (CT) clamps. Pinion hydraulic
connections are orientated with the bottom
connector low pressure with the longer nut, as
current vehicles.
The PAS fluid is for PAS only; it is not to be used
for transmissions. After manual filling, the system
must be bled using a vacuum pump to remove all
the air from the system to prevent system noises.
Fluid level is checked through a sight window on
the reservoir.
Components replaceable are complete pump,
steering rack, reservoir or hose assembly.
A non-serviceable 10-micron filter is located
within the reservoir to maintain fluid cleanliness
throughout the life of the vehicle. It is essential as
with all Jaguars that the system does not become
contaminated. Cap all ports on disassembly to
prevent contamination ingress. As with current
vehicles, the fluid and reservoir must be renewed
if any major component is replaced i.e. Rack,
pump or cooler.
The road wheels should be set straight ahead and
the steering wheel locked (using service tool
F7LC-3F732-BF) when removal and assembly of
the steering gear or intermediate shaft is required.
This is necessary to prevent damage to the air bag
clock spring within the steering upper column
assembly. The intermediate shaft can only be
assembled to its mating components in one
location. Steering wheel alignment can only be
achieved by adjustment at the tie-rods. A
dimensional check of the steering rack position
may be necessary to verify rack centre.
Steering Column
The steering column assembly is completely new
and uses no parts from previous Jaguar
assemblies:
¥ Construction of the upper column assembly is
based on the use of aluminium extrusions and
castings.
¥ A two shaft lower column assembly is used.
¥ The electronically controlled steering lock, the
steering column lock module (SCLM), is a
physically separate component from the
ignition switch which is fascia mounted.
¥ The dynamic stability control (DSC) steering
wheel position sensor is fitted to the upper
column assembly.
Steering Wheel
The steering wheel consists of a magnesium
armature with a central steel insert. The steering
column and wheel insert are splined with a flat so
that the wheel can only be fitted in one position.
Any misalignment of the steering wheel is
corrected by adjusting the tie rods. The splined
fitting also has a locking taper which requires the
use of a 2 legged puller to remove the wheel.
The steering wheel incorporates the the airbag
module, horn mechanism and the optional cruise
control and audio/phone switches.

JAGUARS-TYPEChassis
60
D.211.255
ELECTRICALLY ADJUSTABLE STEERING COLUMN
Adjustable Column Assembly
The electrically powered upper steering column
assembly provides adjustment for 16û of steering
wheel tilt and 50mm of reach (telescoping
movement) and also features automatic wheel tilt
on entry and exit. A combined joystick and on/off
switch on the side of the column shroud controls
the the tilt and reach movements (see page 106).
Where fitted, the two position memory system
stores settings for steering wheel tilt and reach
together with seat and mirror positions.
The upper column assembly comprises the
following :
¥ The fixed sub-assembly forms a supporting
outer enclosure for the column and consists
of two aluminium extrusions and a steel
stiffening plate bolted together with the lower
extrusion bolted to a lower casting. The
steering column runs in a bearing in the
lower casting which also carries the tilt and
reach drive motors. The complete column
assembly is fixed to the car cross beam via
four bolts to the lower extrusion.¥ The moving section consists of an aluminium
inner housing running on top and bottom ball
bearings within the fixed enclosure and
supporting the tilt head casting. The
telescoping upper section of the steering
column passes through this inner housing and
connects to the steering wheel shaft via a
universal joint located in the tilt head casting.
¥ The tilt and reach motors have integral
gearboxes which directly drive screw
actuators via flexible shafts.
¥ The tilt and reach position measuring
potentiometers, for the driver memorised
positions, are combined in a single
component with linear sliders which are
directly driven by the moving actuators.
¥ Connection to the lower steering column
assembly is via a rag joint (rubber Ôdo-nutÕ
type coupling).
¥ The dynamic stability control (DSC) sensor
ring is located on the column with the sensor
unit fixed to the drive motors (see section on
DSC).
Tilt Motor
Reach MotorRag Joint
SCLM
DSC Sensor Ring
DSC Sensor
Tilt Coupling
Tilt Pivot

JAGUARS-TYPEChassis
61
D.211.253
LOWER STEERING COLUMN
Lower Steering Column Assembly
The adjustable column assembly is connected to
the steering rack via a lower assembly consisting
of two shafts linked by a universal joint. The lower
shaft incorporates a sliding section which is
secured by a pinch bolt on installation. To stabilise
the shaft to shaft joint, the upper of the two shafts
is supported by a bearing assembly where it passes
through the bulkhead.
Gaiter
Bearing and Seal
Slider
¥ Steering column lock module (SCLM) with
splined locking collar on the column.
¥ The retractor box, mounted on the underside
of the lower extrusion, houses the column
wiring harness and connectors with sufficient
cable to allow for column telescopic
movement.

JAGUARS-TYPEChassis
62
J.211.257
STEERING COLUMN LOCK MODULE
Steering Column Lock (where fitted)
Lock Operation
The steering column lock module (SCLM) and
ignition key switch are separate assemblies and
activation of the lock is remotely controlled by the
instrument pack, GECM and RECM. The column is
unlocked on insertion of the ignition key and is
locked when the key is withdrawn.
The SCLM is mounted on top of the lower casting,
on the upper column assembly, by two shear
bolts. A locking bolt projects down from the SCLM
through a hole in the lower casting to engage into
a splined collar on the steering column. The SCLM
is an integrated non-serviceable assembly, housinga motor and worm drive for the locking bolt and
also an electronic printed circuit board. When
activated, the locking bolt is driven positively in
both the lock (down) and unlock (up) directions
and has a spring to help locate it into the trough
of the splined collar. When disengaging, the
locking bolt is driven upwards until it operates a
microswitch (within the SCLM) which causes the
motor to stop and also signals via the SCP bus that
the steering lock is off. To engage the lock, the
motor is energised for 350ms to lower the bolt.
System Control
The lock motor is powered by a switched 12V line
from the RECM and switched ground line from the
GECM, with both supplies being applied only
during lock operation. Initiation of motor drive
and direction and power supply switching is
controlled by the instrument pack via the SCP bus
when ignition key insertion or withdrawal is
detected. Identification is checked between the
SCLM and the other modules and the system will
not operate if, for example, a module has been
replaced and not re-programmed. System
diagnostics include defective modules and
incorrect module identification and also certain
SCLM faults, ie unconfimed lock or unlock
conditions and failed microswitch.
Steering Column Shrouds
The upper part of the column assembly is
enclosed by two plastic shrouds, upper and lower.
The steering column adjust switch, controlling tilt
and reach for the electrically powered steering
column assembly, is mounted on the side of the
lower shroud.
SCLM

JAGUARS-TYPEClimate Control
63
System Overview
The climate control system provides filtered air to
the cabin from a fully automatic, dual zone,
temperature controlled system. Driver and front
passenger have independent control of the
temperature of the air for their individual
comfort. The system regulates the volume of
airflow from the vents of the instrument panel,
rear seat panel, front and rear floor ducts, front
screen defroster and side windows. It will
automatically select between fresh and
recirculated air to assist rapid cooling of the
interior.
Operation of the heated front screen or heated
wiper park area and rear window heater is
controlled from the climate control panel. Door
mirror heaters are automatically switched on
when the heated rear window is switched on. As
with current vehicles, the outside air temperature
can be displayed in either Celsius or Fahrenheit.
The system can be switched ON by pressing any
button, except OFF.
When ÔAUTOÕ is selected, the driverÕs and front
passengerÕs air temperature, fan speed and air
distribution are automatically controlled to give
J.412. 216
1. Left side temperature control
2. Fan speed
3. External air temperature
4. Celsius/Fahrenheit selector
5. Display panel
6. Defrost
7. Air conditioning
8. Recirculation/fresh air9. Right side temperature control
10. Heated rear screen
11. Heated wiper park or (where fitted)
heated front screen
12. Manual air distribution
13. Climate control OFF
14. Automatic operation optimum comfort under most driving conditions.
Manual controls are provided to allow the driver
to override the automatic operation for air
conditioning (A/C), fresh/recirculated air, fan
speed (7 levels), and air distribution.
12 65 4 3
109 8 7
11 13 12 14 CLIMATE CONTROL PANEL

JAGUARS-TYPEClimate Control
64Control Panel
The control panel is a combined unit
incorporating the air conditioning control module
(A/CCM).
Heater/Evaporator and Blower
A single blower, heater and evaporator are fitted
to the passenger side of the vehicle behind the
fascia. Air intake is from the passenger side via
leaf screen slots (see page 16). A particle filter is
mounted forward of the bulkhead in a rain/water
collector box. Mounting of the heater/evaporator
unit and blower assembly is by three bulkhead
fixings and one locator pin.
Condensate drainage is integral with the
heater/evaporator unit and therefore has no
separate drain tubes. The heater matrix is a dual
heater unit with three heater pipes, two inlets of
16mm diameter and one outlet of 19mm
diameter.
D.412.217
Underbonnet Components
Both V6 and V8 engine configurations include a
water valve controlled heating (dual) system and
the valve is mounted behind the right-hand side
headlamp. The V8 engine system, as with current
cars, has a water pump to supplement idle water
flow through the heater and this is mounted on
the right-hand side of the cooling pack. The pump
is held in a mounting rubber, which is pushed
over two pillars on the rear of the fan shroud and
held with two screws.
Condenser
The black-painted aluminium condenser is located
to the front of the combi-cooler and mounts to its
end tanks. The condenser end tubes push into two
grommets, which are in turn held in two steel
brackets, screwed to the radiator end tanks. The
bottom of the condenser is screwed directly into
the radiator tanks. A radiator cooling duct clips
onto the condenser end tanks and also pushes
onto the lower radiator channel. The duct ensures
that all available airflow is directed through the
cooling module.
HEATER/EVAPORATOR AND BLOWER
Blower
Heater/Evaporator

JAGUARS-TYPEClimate Control
65
J.412. 212
Receiver/Drier Bottle
A receiver/drier bottle is mounted on the rear top
of the fan shroud and held with a single clamp
bracket and screw.
Water Valve
Water Pump
Receiver/Drier Bottle
Condenser A/C COOLANT SUPPLY