Mass JAGUAR XFR 2010 1.G Workshop Manual

Catalyst Monitor Sensor RH
Crankshaft Position (CKP) Sensor
Engine Control Module (ECM)
Engine Coolant Temperature (ECT) Sensor
Engine Oil Level Sensor
Front Knock Sensor (KS) LH
Front Knock Sensor (KS) RH
Fuel Rail Pressure (FRP) Sensor
Heated Oxygen Sensor (HO2S) LH
Heated Oxygen Sensor (HO2S) RH
Manifold Absolute Pressure (MAP) Sensor
Mass Air Flow (MAF) Sensor
Rear Knock Sensor (KS) LH
Rear Knock Sensor (KS) RH
Variable Valve Timing (VVT) Oil Control Solenoid LH
Variable Valve Timing (VVT) Oil Control Solenoid RH307: Automatic Transmission/Transaxle
307-01B: Automatic Transmission/Transaxle - TDV6 3.0L Diesel /V8 5.0L Petrol/V8 S/C 5.0L
PetrolSpecificationDescription and OperationComponent Location
Overview
System Operation and Component DescriptionDiagnosis and TestingDiagnosticsGeneral ProceduresTransmission Fluid Level Check
Transmission Fluid Drain and RefillRemoval and InstallationInput Shaft Seal
Extension Housing Seal
Transmission Control Module (TCM) and Main Control Valve Body
Transmission Fluid Pan, Gasket and Filter
Transmission Support Insulator - V8 5.0L Petrol/V8 S/C 5.0L Petrol
Transmission, Transmission Fluid Cooler and Transmission Fluid Cooler Tubes - V8 5.0L Petrol/V8
S/C 5.0L Petrol
Transmission and Transmission Fluid Cooler - V8 5.0L Petrol/V8 S/C 5.0L PetrolRemovalTransmission - V8 5.0L Petrol/V8 S/C 5.0L PetrolInstallationTransmission - V8 5.0L Petrol/V8 S/C 5.0L Petrol

Published: 11-May-2011
General Information - Diesel Fuel System Health and Safety Precautions
Description and Operation
WARNINGS:

Fuel may not give adequate warning before toxic or harmful effects arise.
Exposure to fuel can be harmful and can cause severe health damage or death.
Provide adequate ventilation when working on fuel systems.
Extreme care must be exercised when handling hot fluids. Always wash off spilled fluids from affected areas of skin
immediately.


Fuel must not be used as a cleaning agent.


Keep fuel containers tightly closed, out of direct sunlight and in a cool area. Keep away from heat sources, ignition
sources and oxidizing agents.


SKIN CONTACT: Fuel is mildly irritating to the skin and may cause dermatitis due to defatting effect. Remove
contaminated clothing. Wash affected areas of skin with soap and water. Seek medical attention for any persistent skin
irritation or abnormality. Wash contaminated clothing before reuse.


SKIN CONTACT: Excessive or prolonged skin contact with diesel fuel may cause serious skin disorders including skin
cancer.


EYE CONTACT: Fuel is mildly irritating to the eyes. Flush with plenty of running water, blinking as often as possible. Do
not force the eyelid open. Seek medical attention for any persistent eye irritation or abnormality.


SWALLOWED: Fuel is moderately toxic and tends to foam on vomiting. If drawn into the lungs, inflammation may
develop. Do not induce vomiting. If spontaneous vomiting occurs place the victim in a forward position to reduce the risk of
fuel being drawn into the lungs. Give nothing by mouth. If breathing but unconscious, place in the recovery position. If
breathing has stopped, apply artificial respiration. Seek immediate medical attention.


INHALED: Fuel is toxic to the respiratory and other body systems. Exposure may result in various symptoms including
drowsiness, unconsciousness or severe health damage. Move a victim to fresh air. Keep a victim warm and at rest. If
unconscious, place in the recovery position. If not breathing, apply artificial respiration. Give cardiac massage if necessary.
Seek immediate medical attention.
CAUTIONS:


Fuel injection equipment is manufactured to very precise tolerances and fine clearances. It is essential that absolute
cleanliness is observed when working with these components.


Make sure that the workshop area in which the vehicle is being worked on is as clean and as dust free as possible.
Make sure that non-plated tools are used.
Tools must be cleaned using a new brush and fresh suitable evaporative cleaning agent.


Make sure to use a steel topped workbench covered with clean, lint-free, non-flocking material.
Make sure that all parts removed from the vehicle are placed on the lint-free, non-flocking material.
Make sure that any protective clothing worn is clean and made from lint-free, non-flocking material.

Hydrofluorocarbon HFC High tension HT Hydrocarbon HC Idle Air Control IAC
Stepper motor driven device which varies the volume of air by-passing the
throttle to maintain the programmed idle speed Intake Air Temperature IAT Temperature of intake air Inertia Fuel Shut-off IFS
An inertia system that shuts off the fuel supply when activated by pre-determined force limits brought about by (e.g.) collision Input Shaft Speed ISS Indicates input shaft speed Key On, Engine Off KOEO Key On, Engine Running KOER Kilogram (mass) kg Kilogram (force) kgf Kilogram force per square
centimeter kgf/cm²
Kilometer km Kilometer per hour km/h Kilopascal kPa Kilovolt kV Knock Sensor KS
Sensor which detects the onset of detonation, and signals the ECM to
retard the ignition Liquid Crystal Display LCD
Optical digital display system, to which applied voltage varies the way the crystals reflect light, thereby modifying the display Lighting Control Module LCM Light Emitting Diode LED Low Tension LT
Primary circuit of the ignition system, linking the battery to the primary winding in the ignition coil Left-Hand LH Left-Hand Drive LHD Mass Air Flow MAF
System which provides information on the mass flow rate of the intake air
to the engine Manifold Absolute Pressure MAP Absolute pressure of the intake manifold air Manifold Absolute Pressure and Temperature MAPT
Malfunction Indicator Lamp MIL
A required on-board indicator to alert the driver of an emission related
malfunction Meter (measurement) m Metric (screw thread, e.g. M8) M Farad F Unit of electrical capacitance Millimeter mm Millimeter of mercury mmHg Millisecond ms Model year MY Newton N SI unit of force. 1 N = 0.2248 pounds force Newton Meter Nm SI unit of torque. Must not be confused with nm (nanometer) Negative Temperature
Coefficient NTC
Naturally aspirated N/A
Fuelling system using intake air at atmospheric pressure; not supercharged or turbocharged Noise, Vibration and Harshness NVH North American Specification NAS Vehicles for sale in the USA and Canadian markets On-Board Diagnostic OBD
A system that monitors some or all computer input and output control
signals. Signal(s) outside the pre-determined limits imply a fault in the system or a related system Oxides of Nitrogen Nox Oxygen Sensor O2S A sensor which detects oxygen content in the exhaust gases On-board Refuelling Vapour Recovery ORVR
Output State Control OSC Output Shaft Speed OSS Passenger Air Bag Deactivation PAD Pulsed Secondary Air Injection PAIR Passive Anti-Theft System PATS Positive Crankcase Ventilation PCV Parameter Identification PID
An index number referring to a parameter within a module without knowledge of its storage location Park/Neutral Position PNP Pulse Width Modulation PWM Programmable Electronic
Control Units System PECUS
Process whereby a common ECM is programmed on the production line to
suit the market requirements of a particular vehicle

Published: 11-May-2011
General Information - Petrol and Petrol-Ethanol Fuel Systems Health and
Safety Precautions
Description and Operation

WARNINGS:


Fuel may not give adequate warning before toxic or harmful effects arise.
Exposure to fuel can be harmful and can cause severe health damage or death.
Extreme care must be exercised when handling hot fluids. Always wash off spilled fluids from affected areas of skin
immediately.


Highly flammable mixtures are always present and may ignite when working on fuel systems. Do not allow naked flames,
sparks or lighted substances to come near fuel related components.


Fuel must not be used as a cleaning agent.


Keep fuel containers tightly closed, out of direct sunlight and in a cool area. Keep away from heat sources, ignition
sources and oxidizing agents.


SKIN CONTACT: Excessive or prolonged skin contact with diesel fuel may cause serious skin disorders including skin
cancer.


SKIN CONTACT: Fuel is mildly irritating to the skin and may cause dermatitis due to defatting effect. Remove
contaminated clothing. Wash affected areas of skin with soap and water. Seek medical attention for any persistent skin
irritation or abnormality. Wash contaminated clothing before reuse.


EYE CONTACT: Fuel is mildly irritating to the eyes. Flush with plenty of running water, blinking as often as possible. Do
not force the eyelid open. Seek medical attention for any persistent eye irritation or abnormality.


SWALLOWED: Fuel is moderately toxic and tends to foam on vomiting. If drawn into the lungs, inflammation may
develop. Do not induce vomiting. If spontaneous vomiting occurs place the victim in a forward position to reduce the risk of
fuel being drawn into the lungs. Give nothing by mouth. If breathing but unconscious, place in the recovery position. If
breathing has stopped, apply artificial respiration. Seek immediate medical attention.


INHALED: Fuel is toxic to the respiratory and other body systems. Exposure may result in various symptoms including
drowsiness, unconsciousness or severe health damage. Move a victim to fresh air. Keep a victim warm and at rest. If
unconscious, place in the recovery position. If not breathing, apply artificial respiration. Give cardiac massage if necessary.
Seek immediate medical attention.
CAUTIONS:


Fuel injection equipment is manufactured to very precise tolerances and fine clearances. It is essential that absolute
cleanliness is observed when working with these components.


Make sure that the workshop area in which the vehicle is being worked on is as clean and as dust free as possible.
www.JagDocs.com

to deliver the correct mass of fuel to the combustion chambers.



LOW AND HIGH PRESSURE FUEL LINES Component Description



Item Description A LP fuel lines B HP fuel lines 1 Acoustic cover 2 Heat reflective and insulation sleeves The LP fuel line connects the HP fuel pumps to the fuel delivery line from the fuel tank and lines system. A quick release
connector at the start of the LP fuel line is held in a clip integrated into the LH (left-hand) ignition coils cover. P-clips secure
the LP fuel line to the rear of each cylinder head and to the RH (right-hand) side of the cylinder block. A heat reflective and
insulation sleeves are installed on the LP fuel line where it runs behind the RH exhaust manifold.
The HP fuel lines connect the HP fuel pumps to the RH fuel rail and the crossover tube. Two P-clips and a pipe clamp attach the HP fuel lines to the cylinder block and the RH cylinder head respectively. An integral bracket on the front HP fuel line is attached to a stud on the front-upper RH timing cover. An acoustic cover is installed on the bottom of the front HP fuel line.

9 Support 10 Inlet connection 11 Outlet connection 12 MAFT sensor The outlet tubes and T-piece duct direct the air from the air cleaners to the electric throttle. Hose clamps connect the outlet
tubes and T-piece duct together, and to the air cleaners and the electric throttle. A grommet and bracket attached the T-piece
duct to a bracket on the RH cylinder head. The two outlet tubes and the T-piece duct each incorporate a quarter wave resonator to reduce air induction noise.
The LH (left-hand) outlet tube incorporates a connector stub for the engine full load breather pipe.
The T-piece duct incorporates a connector stub for the vacuum tube of the bypass valve actuator on the supercharger.

SUPERCHARGER AND INTAKE MANIFOLDS

The SC increases the pressure, and thus mass, of the air supplied to the engine, to increase the engine's power output. Two separate intake manifolds direct air from the SC to the cylinder inlet ports.
The intake manifolds are attached to their related cylinder heads and the sides of the SC. Two dowels locate the SC in position on the cylinder block. A charge air cooler tank top is installed on top of the SC and intake manifolds to form the air duct from the SC outlet to the intake manifolds. A charge air cooler is installed in each intake manifold.
The charge air cooler tank top incorporates four studs for the attachment of the engine cover. A NVH (noise, vibration and
harshness) pad is attached to the side of each intake manifold.

Published: 11-May-2011
Intake Air Distribution and Filtering - V8 S/C 5.0L Petrol - Intake Air
Distribution and Filtering
Diagnosis and Testing

Principles of Operation

For a detailed description of the intake air distribution and filtering system and operation, refer to the relevant Description and
Operation section of the workshop manual. REFER to: (303-12D Intake Air Distribution and Filtering - V8 S/C 5.0L Petrol)

Intake Air Distribution and Filtering (Description and Operation), Intake Air Distribution and Filtering (Description and Operation), Intake Air Distribution and Filtering (Description and Operation).
Inspection and Verification


CAUTION: Diagnosis by substitution from a donor vehicle is NOT acceptable. Substitution of control modules does not
guarantee confirmation of a fault and may also cause additional faults in the vehicle being checked and/or the donor vehicle.


NOTE: Check and rectify basic faults before beginning diagnostic routines involving pinpoint tests.
1. Verify the customer concern.

2. Visually inspect for obvious signs of mechanical or electrical damage.

Visual Inspection
Mechanical Electrical
Hoses and ducts (damage/connections)
Air cleaner element (contaminated/blocked)
Restricted air intake
Supercharger
Supercharger (cooling fan) drive belt
Supercharger seals and gaskets
Charge air coolers (damage/connection)
Mass Air Flow (MAF) sensor
Manifold Absolute Pressure (MAP) sensor
Manifold Absolute Pressure/Temperature (MAPT) sensor
Throttle body
Harness (security/damage)
Connections (security/damage)
3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to
the next step.

4. If the cause is not visually evident, verify the symptom and refer to the Symptom Chart, alternatively check for
Diagnostic Trouble Codes (DTCs) and refer to the DTC Index.

Symptom Chart

Symptom Possible Causes Action Vehicle does not
start/hard
starting/poor
performance
Restricted/Blocked air intake
Restricted/Blocked air
cleaner element Clear the restriction. Replace the air cleaner element as necessary.
Refer to the relevant workshop manual section. Excessive intake
noise
Intake pipe
disconnected/damaged after
the air cleaner
Air cleaner assembly
incorrectly
assembled/damaged Check the intake system and hoses for correct installation/damage.
Refer to the relevant workshop manual section. Lack of boost
Supercharger drive belt
broken/slipping
Supercharger fault
Supercharger air intake fault
Major air leakage (after the
supercharger) Check the supercharger and drive belt. Check the charge air coolers.
Refer to the relevant workshop manual section. Noise
Supercharger drive belt
slipping
Supercharger fault
Major air leakage (after the
supercharger) Check the supercharger and drive belt. Remove the supercharger drive
belt and recheck for noise. Turn the supercharger by hand and check
for excessive resistance. Check for excessive play at the supercharger
pulley. Check the charge air coolers. Refer to the relevant workshop
manual section.

1 MAFT (mass air flow and temperature) sensor 2 MAP (manifold absolute pressure) sensor 3 Knock sensors 4 CKP (crankshaft position) sensor 5 MAFT sensor 6 CMP (camshaft position) sensors 7 ECT (engine coolant temperature) sensor (ECT 2) 8 Electronic throttle 9 CMP sensors

4 Diagnostic socket 5 To other system control modules 6 ECM 7 Electronic throttle 8 APP sensor 9 AAT sensor 10 ECT sensor (ECT 1) 11 LH upstream HO2S 12 LH downstream HO2S 13 MAPT (manifold absolute pressure and temperature) sensor 14 RH downstream HO2S 15 RH upstream HO2S


ECM ADAPTIONS System Operation

The ECM (engine control module) has the ability to adapt the input values it uses to control certain outputs. This capability
maintains engine refinement and ensures the engine emissions remain within the legislated limits. The components which
have adaptions associated with them are:

The APP (accelerator pedal position) sensor
The heated oxygen sensors
The MAFT (mass air flow and temperature) sensors
The CKP (crankshaft position) sensor
Electronic throttle.

OXYGEN AND MAFT SENSORS

There are several adaptive maps associated with the fueling strategy. Within the fueling strategy the ECM calculates short-term adaptions and long term adaptions. The ECM will monitor the deterioration of the heated oxygen sensors over a period of time. It will also monitor the current correction associated with the sensors.

The ECM will store a fault code in circumstances where an adaption is forced to exceed its operating parameters. At the same time, the ECM will record the engine speed, engine load and intake air temperature.
CRANKSHAFT POSITION SENSOR

The characteristics of the signal supplied by the CKP sensor are learned by the ECM. This enables the ECM to set an adaption and support the engine misfire detection function. Due to the small variation between different drive plates and different CKP sensors, the adaption must be reset if either component is renewed, or removed and refitted. It is also necessary to reset the
drive plate adaption if the ECM is renewed or replaced. The ECM supports four drive plate adaptions for the CKP sensor. Each adaption relates to a specific engine speed range. The engine speed ranges are detailed in the table below:

Adaption Engine Speed, rev/min 1 1800 - 3000 2 3001 - 3800 3 3801 - 4600 4 4601 - 5400 MISFIRE DETECTION

Legislation requires that the ECM must be able to detect the presence of an engine misfire. It must be able to detect misfires at two separate levels. The first level is a misfire that could lead to the legislated emissions limit being exceeded by a given
amount. The second level is a misfire that may cause catalytic converter damage.

The ECM monitors the number of misfire occurrences within two engine speed ranges. If the ECM detects more than a predetermined number of misfire occurrences within either of these two ranges, over two consecutive journeys, it will record a
fault code and details of the engine speed, engine load and engine coolant temperature. In addition, the ECM monitors the number of misfire occurrences that happen in a 'window' of 200 engine revolutions. The misfire occurrences are assigned a
weighting according to their likely impact on the catalytic converters. If the number of misfires exceeds a given value, the ECM stores catalytic converter damage fault codes, along with the engine speed, engine load and engine coolant temperature.

The signal from the CKP sensor indicates how fast the poles on the drive plate are passing the sensor tip. A sine wave is generated each time a pole passes the sensor tip. The ECM can detect variations in drive plate speed by monitoring the sine wave signal supplied by the crankshaft position sensor. By assessing this signal, the ECM can detect the presence of an engine misfire. At this time, the ECM will assess the amount of variation in the signal received from the CKP sensor and assign a roughness value to it. This roughness value can be viewed within the real time monitoring feature using Jaguar approved
diagnostic equipment. TheECM will evaluate the signal against a number of factors and will decide whether to record the occurrence or ignore it. The ECM can assign a roughness and misfire signal for each cylinder.

MANIFOLD ABSOLUTE PRESSURE SENSOR


The MAP sensor allows the ECM to calculate the load on the engine, which is used in the calculation of fuel injection time.
The MAP sensor is installed in the air inlet of the SC (supercharger). The sensor is secured with a single screw and sealed with an O-ring. A three pin electrical connector provides the interface with the engine harness.

If the MAP sensor fails, the ECM adopts a default value of 1 bar (14.5 lbf/in.2
). With a failed MAP sensor, the engine will suffer from poor starting, rough running and poor driveability.
MASS AIR FLOW AND TEMPERATURE SENSORS



The MAFT sensors allow the ECM to measure the mass and the temperature of the air flow into the engine. The mass air flow is measured with a hot film element in the sensor. The temperature of the air flow is measured with a NTC thermistor in the sensor. The mass air flow is used to determine the fuel quantity to be injected in order to maintain the stoichiometric air/fuel
mixture required for correct operation of the engine and the catalytic converters.

There are two MAFT sensors installed, one in each air cleaner outlet duct. Each MAFT sensor is secured with two screws and sealed with an O-ring. On each MAFT sensor, a five pin electrical connector provides the interface with the engine harness.
If the hot film element signal fails the ECM invokes a software backup strategy to calculate the mass air flow from other inputs. Closed loop fuel control, closed loop idle speed control and evaporative emissions control are discontinued. The engine
will suffer from poor starting, poor throttle response and, if the failure occurs while driving, the engine speed may dip before
recovering.
If the NTC thermistor signal fails the ECM adopts a default value of 25 °C (77 °F) for the intake air temperature.