vi number JAGUAR X308 1998 2.G Workshop Manual

The ru nning loss
system has the following features :
a
normall
y open pressure control valve is fi
tted at the lefthand side of the tank.
two charcoal
canisters are connected in series to reduce th
e concentration of fuel in vapour vented to atmosphere.
a t
ank pressure sensor and canister close
valve are fitted to allow the on-board di agnostic facility to test for leaks in
the fuel and evaporative system.
The pressure control valve allows continuo us venting of vapour to the charcoal canisters during normal running but prevents
fuel entering the vent line duri ng refueling. Fuel vapour from the tank passes through the valve to the lefthand canister and
a third pipe connects the valve to the fill er neck. When refueling, the difference in pressure betw een the tank interior and
the open filler neck causes the valve to cl ose, shutting off the vapour vent line. Wh en the fuel cap is replaced, the pressures
are equalised and the pressure control valve opens the vent line to the canisters.
The canister close valve is a solenoid operated device controlled by the ECM. The valve is normally open and is closed only
during the leak test sequence.
The fuel pressure sensor is fitted to th e evaporative loss flange and provides a volt age to the ECM which is proportional to
Ite
m
Par
t
Number
De
scr
iption
1—Vapour outl
et rol
lover valve
2—Evaporative flan
ge assembly
3—Tank vapour outlet pipe
4—Breather pipe
5—Pressure control
valve
6—Vapour pipe to canister
7—Charcoal cani
sters
8—Cani
st
er close valve
9—Vent pi
pe ai
r filter
10—Canister purge ou
tlet pipe
11—Vapour pipe conn
ecting canisters
12—EVAP canister purge v
a
lve
13—Vacuu
m
control signal from induction elbow
14—EVAP pu
rge valve outlet to induction elbow

Running Loss Sys
tem

tank vapou
r pressure.
Canister purge operation is as described in Evaporative Emissions Control.
Evaporative Flange Assembly

The evaporative loss flange assembly is fitted to the top of the tank via a seal and locking ring. The assembly is removeable
complete with the fitted components.
The vapour vent / rollover valve and pressure sensor are a pu sh fit via sealing grommets. The fuel pump connector is push
fitted and crimped into a location tu be on the underside of the flange.
It
em
Par
t Number
De
scription
1—Vapour vent /

rollover protection valve
2—Pres

sure sensor
3—Fue

l pump connector
4—Evaporative loss flange locking rin

g

The pressure co ntrol val
ve is fa
stened by adhesive to the lefthand side of the tank. It is a non-serviceable component.
Ite
m
Par
t
Number
De
scr
iption
1—Pressure control
valve
2—Fill
er neck pressure sensing pipe
3—Vapour pipe fro
m ta
nk
4—Vapour outlet pipe to u
n
derfloor canister
P
r
essure Control Valve

T
he canisters are fixed to the underside of the vehicle either
directly or via semi-enclosed mounting brackets. Two fixing
bolts are used at the front of the canister(or bracket) and a single rear bolt supports the canister and the canister close
valve (CCV).
The vapour pipes to the canisters, other than the CCV, use multi-tang connectors which are push fitted and pulled out
without the use of tools.
The canister close valve has a stub pipe with 'O' ring seal wh ich is a simple push fit into the canister. A mounting bracket on
the canister close valve enables it to be secured to the underbody via the canister rear mounting bolt.
A hose connects the CCV to the bracket mounted adaptor into which the vent system air filter is screwed.
It
em
Par
t Number
De
scription
1—C

harcoal canister (righthand) in mounting bracket
2—Cani

ster close valve (showi
ng canister stub pipe)
3—Ai
r filter
4—Q

uick-fit vapour inlet connector
5—Cani

ster close valve electrical connector
Canister, CCV an
d Fittings

The system has the
following features :
o
n
-board refueling vapour recovery (ORVR) to reduce the fu
el vapour vented directly to atmosphere from the filler
nozzle when refueling.
two ch arcoal
canisters are connected in series to reduce th
e concentration of fuel in vapour vented to atmosphere.
a t
ank pressure sensor and canister close
valve are fitted to allow the on-board di agnostic facility to test for leaks in
the fuel and evaporative system.
The canister close valve is a solenoid operated device controlled by the ECM. The valve is normally open and is closed only
during the leak test sequence.
The fuel pressure sensor is fitted to th e evaporative loss flange and provides a volt age to the ECM which is proportional to
tank vapour pressure.
Op era
tion of ORVR System
The ORVR system enabl
e
s fuel vapour generated during re-fueling to be collected by
the charcoal canisters. During normal
running of the vehicle, the vapour is collected and purged in the same way as for non-ORVR systems.
Ite
m
Par
t
Number
De
scr
iption
1—Grade vent
valve outl
et
2—Vapour outl
et from fil
l level vent valve (FLVV)
3—F
L
VV pressure relief valve outlet pipe
4—N
a
rrow diameter fuel filler tube
5—Charcoal can
i
sters
6—Cani
st
er close valve
7—Vent pi
pe ai
r filter
8—Vapour pipe
conn
ecting canisters
9—Canister purge ou
tlet pipe
10—EVAP canister purge v a
lve (engine bay)
11—Vacuu
m
control signal from induction elbow
12—EVAP pu
rge valve outlet to induction elbow

Running Loss with On-board R
efuelin
g Vapour Recovery (ORVR) System

The fuel fil
ler cap is the same as
that used on non-ORVR systems.
The check valve assembly is a push fit into the end of the fuel filler tube and is accessible with the evaporative flange
removed. The valve has a light spring load ing and opens under the inflow of fuel.
ORVR Evaporative Loss Flange Assembly

The evaporative loss flange assembly is fitted to the top of the tank via a seal and locking ring arrangement identical to that
used for non-ORVR systems. The assembly is re moveable complete with the fitted components.
The fuel level vent valve (FLVV) is mounted in the ELF assembly via a bayonet fitting : it is turned approximately 90 °
clockwise to release. The grade vent valve and pressure sensor are push in fits via sealing gromme ts : note that, due to the
tight fit, removal of these components may require cutting the grommets. The fuel pump connector is push fitted and
crimped into a location tube on the underside of the flange.
It e
m
Par
t
Number
De
scr
iption
1—An
ti-s
urge valve
2—Pressure rel
i
ef pipe
3—Check v
a
lve
It
e
m
Par
t
Number
De
scr
iption
1—Fi
ll
level vent valve (FLVV) /
pressure relief valve assembly
2—Pres
sure
sensor
3—Grade vent
valve
4—Fue
l
pump connector
5—Lockin
g rin
g
6—Evaporative loss flange (ELF)
7—Seal
8—F
u
el pump link lead

T
he canisters are fixed to the underside of the vehicle either
directly or via semi-enclosed mounting brackets. Two fixing
bolts are used at the front of the canister(or bracket) and a single rear bolt supports the canister and the canister close
valve (CCV).
The vapour pipes to the canisters, other than the CCV, use multi-tang connectors which are push fitted and pulled out
without the use of tools.
The canister close valve has a stub pipe with 'O' ring seal wh ich is a simple push fit into the canister. A mounting bracket on
the canister close valve enables it to be secured to the underbody via the canister rear mounting bolt.
A hose connects the CCV to the bracket mounted adaptor into which the vent system air filter is screwed.
It
em
Par
t Number
De
scription
1—C

harcoal canister (righthand) in mounting bracket
2—Cani

ster close valve (showi
ng canister stub pipe)
3—Ai
r filter
4—Q

uick-fit vapour inlet connector
5—Cani

ster close valve electrical connector
Canister, CCV an
d Fittings

Ite
m
Part
Number
Descr
iption
1—Fu

el tank pressure sensor (if applicable)
2—Engine m

anagement ECU
3—EVAP canister purge va

lve
4—EVAP ca

nister close valve (if applicable)
5—Engine
mana
gement fusebox - IGN supply
Circuit diagram
,
evaporative emissions systems

E
vaporative Emissions - Evaporative Emissions
D
iagnosis and Testing
Prelim

inary Inspection
1.
1. Vis
ually inspect for obvious signs of mechanical or electrical damage.
V
isual Inspection Chart
2.
2. If
an obvious cause for an observed or
reported concern is found, correct th e cause (if possible) before proceeding
to the next step.
3. 3. If the concern is not visually evident, verify the symptom and proceed with diagnosis, using the Jaguar approved
diagnostic system, where available.
4. 4. Where K-Line or Vacutec equipment is available, it should be used as an aid to diagnosis. The equipment must be
capable of testing to the 0.020 thou standard (2001 MY on).
Diagnostic Drive Cycles
Following th
e setting of a DTC, the appropriate repairs must
be carried out, and the normal operation of the system
checked. This will be done by performing a series of drive cycles which will enable the vehicle to operate the evaporative
emissions system as a function check. For details of the drive cycles,
REFER to Section 303
-1
4 Electronic Engine Controls
.
ECM adapt
ations.
Diagnostic Trouble Code
(D
TC) index/Symptom Chart
1.
1. Wh
ere the Jaguar approved diagnostic sy
stem is available, complete the S93 report before clearing any or all fault
codes from the vehicle.
• NOTE: If a DTC cannot be cleared, then there is a permanent fault present that flag s again as soon as it is cleared. (The
exception to this is P1260, which will only clear following an ignition OFF/ON cycle after rectification).
2. 2. If the cause is not visually evident and the Jaguar approv ed diagnostic system is not available, use a fault code
reader to retrieve the fault codes be fore proceeding to the Diagnostic Trou ble Code (DTC) Index Chart, or the
Symptom Chart if no DTCs are set.
3. 3. Using the Jaguar approved diagnostic system where available, and a scan tool where not, check the freeze frame
data for information on the conditions applicable when the fault was flagged. The format of this will vary,
depending on the tool used, but can pr ovide information useful to the technician in diagnosing the fault.
CAUTION: When probing connectors to take measurements in the course of the pinpoint tests, use the adaptor kit,
part number 3548-1358-00.
• NOTE: When performing electrical voltag e or resistance tests, always use a digital multimeter (DMM) accurate to 3
decimal places, and with an up-t o-date calibration certificate. When testing resistance, always take the resistance of the
DMM leads into account.
• NOTE: Check and rectify basic faults before beginning diagnostic ro utines involving pinpoint tests.
MechanicalElectrical
Engi
ne oil level
Coo

ling system coolant level
Fue

l level
Fuel contaminatio
n
/grade/quality
Throttle body Poly

-vee belt
F
uses
W

iring harness
E

lectrical connector(s)
Sens

or(s)
Engine

control module (ECM)

Th
e engine management system provides optimum control of
the engine under all operating conditions using several
strategically placed sensors and any necessary actuators. Electronic engine control consists of:
engine
control module
throttle posi

tion sensor
engi

ne coolant temperature sensor
cam

shaft position sensor
c

rankshaft position sensor
mass air

flow sensor
intake air temper

ature sensor
kn

ock sensor
heat

ed oxygen sensor
Electronic Engine Control
Engine

Control Module (ECM)

The ECM incorporates a comprehensive monitoring and diagnostic capability including software variations to ensure system
compliance with the latest diagnostic and emissions legislation in different markets. The engine control module controls the
coil on plug ignition system, electronic fuel system, cr uise control and the electronic throttle control system.
The ECM responds to input signals received from sensors relating to engine operatin g conditions and provides output signals
to the appropriate actuators. These outp ut signals are based on the evaluated input signals which are compared with
calibrated data tables or maps held within th e ECM before the output signal is generated.
The ECM needs the following inputs to calibrate the engine properly:
cam
shaft position
It
em
Par
t Number
De
scription
1—Knock

sensor
2—Engine

coolant temperature sensor
3—Cranksh

aft position sensor
4—D

ownstream oxygen sensor
5—Upstream oxygen sensor
6—Camshaft position

sensor
P
arts List
engi

ne rpm
engi

ne coolant temperature
amount

of engine detonation