vvt JAGUAR S TYPE 1999 1.G Powertrain Manual
[x] Cancel search | Manufacturer: JAGUAR, Model Year: 1999, Model line: S TYPE, Model: JAGUAR S TYPE 1999 1.GPages: 75, PDF Size: 3.4 MB
Page 6 of 75
ContentsAJ-V6/AJ28
1 G Gl
lo
os
ss
sa
ar
ry
y
Abbreviations 2
I In
nt
tr
ro
od
du
uc
ct
ti
io
on
n
3
V V6
6
E
En
ng
gi
in
ne
e
Introduction 4
Engine Specifications 5
Basic Engine 6
Cylinder Head Assembly 8
Exhaust Manifold 12
Engine Mountings 12
Lubrication System 13
Crankcase Ventilation 15
Exhaust Gas Re-circulation (EGR) 17
Variable Valve Timing (VVT) 19
Air Induction System 21
Throttle Control System 25
Fuel System 29
Ignition System 30
Engine Cooling 31
Front End Accessories Drive 37
Engine Management Sensors 40
V V8
8
E
En
ng
gi
in
ne
e
Introduction 45
Basic Engine 46
Cooling System 49
Air Induction System 51
Variable Valve Timing (VVT) 53
Engine Management Sensors 54
Ignition System 54
Fuel Injection 56
Front End Accessories Drive 59
A Au
ut
to
om
ma
at
ti
ic
c
T
Tr
ra
an
ns
sm
mi
is
ss
si
io
on
n
Introduction 61
Specification 61
Construction and Operation 63
M Ma
an
nu
ua
al
l
T
Tr
ra
an
ns
sm
mi
is
ss
si
io
on
n
Introduction 64
Specification 64
Gear Selector Control 65
Flywheel and Clutch 65
Clutch Pedal Assembly 68
P Po
ow
we
er
rt
tr
ra
ai
in
n
M
Ma
an
na
ag
ge
em
me
en
nt
t
Introduction 69
Powertrain Control Module (PCM) 69
Subject Page
Page 7 of 75
Glossary
2The following abbreviations are used in this document:
A Ab
bb
br
re
ev
vi
ia
at
ti
io
on
nD
De
es
sc
cr
ri
ip
pt
ti
io
on
n
AAC air assisted (injection) control valve
AAI air assisted injection
ABDC after bottom dead centre
A/C air conditioning
AH amp-hour
API American Petroleum Institute
APP accelerator pedal position (sensor)
ATDC after top dead centre
bank 1 A bank
bank 2 B bank
BBDC before bottom dead centre
BTDC before top dead centre
ûC degree Celsius
CHT cylinder head temperature (sensor)
CKP crankshaft position (sensor)
CMP camshaft position (sensor)
ECT engine coolant temperature (sensor)
EFT engine fuel temperature (sensor)
EGR exhaust gas recirculation
EMS engine management system
EOP engine oil pressure (sensor)
EOT engine oil temperature (sensor)
EVAP evaporative emission
ûF degrees Fahrenheit
HO2 heated oxygen (sensor)
Hz Hertz (cycles per second)
IAT intake air temperature (sensor)
IMT intake manifold tuning (valve)
IP injector pressure (sensor)
JTIS Jaguar Technical Information System
KS knock sensor (sensor)
LH lefthand
MAF mass air flow (sensor)
N/A normally aspirated
NAS North American specification
OBDII on-board diagnostics stage 2
PAS power assisted steering
PCM powertrain control module
PCV positive crankcase ventilation
PWM pulse width modulated
RH righthand
RPM revolutions per minute
SAE Society of Automotive Engineers (USA)
SCP standard corporate protocol
TAC throttle actuator control (module)
TP throttle position (sensor)
VVT variable valve timing
W watts
AJ-V6/AJ28
Page 12 of 75
D.303.1210
V6 EngineAJ-V6/AJ28
7 CRANKSHAFT
D.303.1210
D.303.1208
CONNECTING ROD AND PISTON
D.303-1208
Crankshaft
The forged steel crankshaft runs in four
aluminium/tin main bearings with the lower
bearing shells supported in cast iron inserts in the
bedplate. Fore and aft location of the shaft is set
by the rear bearing assembly which consists of an
upper shell and thrust half washer and a lower,
flanged, thrust bearing shell. A keyway locates the
crankshaft timing sprockets, timing pulse ring and
crankshaft damper to the crankshaft.
Connecting Rods and Pistons
The connecting rods are manufactured from
sintered iron. The bearing caps are produced by
the fracture split method (as used on the V8
engines) to provide a strong, accurately mated
assembly. Bearing shells are of aluminium/tin
alloy.
The pistons are made of aluminium alloy with
valve cut-outs in the piston crown to allow for the
extra inlet timing advance of the VVT system.
Four cut outs are provided to enable a common
piston to be used in each engine bank. The piston
is fitted with two compression rings and an oil
control ring assembly.
Page 13 of 75
V6 Engine
8
Cylinder Head
The aluminium alloy cylinder heads have square
squish combustion chambers with four valve
ports and a central spark plug. Each head is
aligned to the cylinder block via two split hollow
dowels and sealed with a composite stainless steel
gasket. Steel balls (10.11mm diameter) are used
to plug the external bores of the oilway drillings
and cup plugs are fitted to the water jacket
openings. Two half round aluminium cap inserts
are fitted via a sealant at the rear of the head.
Cam Cover
The cylinder heads are fitted with lightweight
polyester cam covers, (bank 2 is silver colored)
with silicone seals, to save weight and reduce
airborne noise. A central aperture allows access to
the coil on plug units and a second hole has a
grommet through which the VVT oil control valve
protrudes. The oil filler hole is in the LH cover.
D.303.1368
CYLINDER HEAD
D.303.1207
CAM COVER
D.303.1207
Cylinder Head Assembly
D.303.1368
AJ-V6/AJ28
Page 14 of 75
V6 EngineAJ-V6/AJ28
9
Camshafts and Valve Gear
The basic camshaft consists of individual
machined cam lobes, thrust washer and end plug
assembled on a steel tube. The exhaust camshafts
also have a pressed on drive sprocket, forming a
single camshaft assembly. On the inlet camshaft
the drive sprocket is fixed to the VVT unit which
is removable but the rear end of the camshaft is
fitted with a pressed on multi-tooth sensor ring.
Each camshaft is supported in four bearings with
the front (thrust) bearing cap having a special
oilway for the VVT unit (see VVT section): on the
exhaust camshaft this oilway is redundant. The
bearing caps are made of aluminium.
The cams actuate the valves via direct acting
mechanical bucket tappets made of lightweight
aluminium with phosphate coated cast iron shims
D.303.1209
CAMSHAFTS AND VALVE GEAR
D.303.1209
mounted on top. The valve components are of
lightweight design with 5.5mm valve stems.
VVT Unit
Inlet Camshaft
Exhaust Camshaft
Page 15 of 75
V6 Engine
10
D.303.1204
CAMSHAFT DRIVE
D.303.1204
AJ-V6/AJ28
Camshaft Drive
Two timing chains are used, one for each cylinder
bank and driven by separate sprockets keyed to
the crankshaft. The chains are of the silent-type,
with a multiple link construction and sprocket
engagement on one side only.
Each chain has a hydraulic tensioner, fed from the
engine oil supply, which acts on a pivoted
tensioner arm with side flanges. Fixed guides bear
on the drive side of the chains and are unique to
each side.
A single piece aluminium alloy front cover is
aligned to the cylinder block by two dowels andencloses the timing gear. The crankshaft front oil
seal fits into the front cover and the inner lip
bears on the crankshaft damper.
Crankshaft timing disc
VVT unit
Page 18 of 75
V6 EngineAJ-V6/AJ28
13
Oil Distribution
(see illustration on page 14)
Oil distribution within the block and cylinder
heads is similar to that of the V8 engine, the main
differences being in the filter and cooler
arrangement and the method of supplying the
VVT system.
Oil is drawn from the sump through the strainer
by the crankshaft driven pump, passes through
the externally mounted filter and oil cooler and
returns to the block. Distribution is via the main
gallery and crankshaft oilways to the lower
crankcase components and via branch feeds to
the chain tensioners and then cylinder head
components. Extra oilways in the cylinder heads
provide a built-in feed for the VVT components
(see VVT section).
Oil Pump
The oil pump is of the inner/outer rotor type with
the directly driven inner rotor located via flats on
the crankshaft and the body of the pump bolted
to the cylinder block. The oil pressure relief valveis located in the lower LH side of the pump. An
oil pick-up tube and strainer is bolted to the
pump inlet and projects directly down to the
sump. Oil foaming is reduced by the windage tray
bolted to the underside of the bedplate.
D.303.1211
Lubrication System
OIL PUMP
D.303.1211
Page 19 of 75
V6 Engine
14
J.303.1289
ENGINE OIL SUPPLY
J.303.1289
AJ-V6/AJ28
1. VVT oil feed
2. Bank 1 camshaft oil feeds
3. Bank 2 camshaft oil feeds
4. Oil cooler
5. Oil filter
6. Oil filter adaptor7. Oil pressure switch
8. EOT sensor
9. Oil pressure relief valve
10. Oil strainer
11. Oil pump
12. Timing chain tensioner oil feed
1
21
3
4
5
678
12
910
11
12
Page 20 of 75
V6 EngineAJ-V6/AJ28
15
Oil Cooler and Filter Mounting
The oil filter and oil cooler are mounted slightly
away from the cylinder block on an aluminium
alloy adaptor which is an integral extension of the
LH engine mount. The oil filter is a replaceable
canister screw on type and the cooler is fixed by a
single through bolt to the adaptor. Both
components are connected to the cylinder block
through internal oilways in the adaptor casting
and via an interfacing filter mounting in the
block. A hollow bolt passes through the
adaptor/engine mount and screws into the centre
channel of the block filter mounting to provide
the oil return from the cooler to the cylinder
block.
The adaptor mounted oil cooler is an oil to water
heat exchanger and the coolant matrix is
connected via hoses into the main coolant system
at the radiator bottom hose (see Cooling System).
ENGINE OIL PRESSURE AND OIL TEMPERATURE SENSORS
D.303.1205
OIL COOLER AND FILTER ASSEMBLY
EOP Sensor
EOT Sensor
D.303.1205
D.303.1371
Engine Oil Pressure (EOP) and Oil
Temperature (EOT) Sensors
EOP and EOT sensors are fitted on the LH side of
the cylinder block in the return feed from the oil
cooler. The oil temperature is monitored to
provide data for the VVT system.
Oil Cooler
Hollow Bolt
Engine Mount/
Oil Cooler Adapter
Page 23 of 75
V6 Engine AJ-V6/AJ28
18diaphragm valve with no electrical connections
which opens the EGR feed pipe to the induction
manifold under the EGR vacuum regulator
control.
Where the EGR system is not fitted, a blanking
plate seals the manifold in place of the EGR valve.
Control Conditions
EGR operates over most of the engine speed/load
range but is disabled by the engine management
system under certain conditions:
¥ during engine cranking
¥ until normal operating temperature is
reached
¥ when the diagnostic system registers a failure
which affects the EGR system (eg a faulty
sensor)
¥ during idling to avoid unstable or erratic
running
¥ during wide open throttle operation
¥ when traction control is operative.
While the main control loop is based on feedback
from the differential pressure feedback EGR
sensor, the EGR rate is also modified by other
engine conditions; coolant, ambient and air
charge temperatures, barometric pressure, VVT
cam position and air charge mass. Note also that
the EGR rate increases gradually after it is enabled
on each drive cycle.