steering JAGUAR S TYPE 2005 1.G Technical Guide Update

JAGUARS-TYPE
D.204.400
Chassis
48
D.204.440
VERTICAL FRONT KNUCKLE UPPER CONTROL ARM
D.204.440
D.204.400
Upper Control Arm
The upper control arm is also an aluminium
forging, mounted with two rubber bushes and has
an integral, non-serviceable ball joint.
Vertical Front Knuckle
The vertical front knuckle is an aluminium casting
with integral steering arm, installed between the
upper and lower control arms. The lower ball joint
is serviceable and is a press fit. The knuckle
locates the upper balljoint, riveted disk shield and
brake calliper and wheel bearing/hub. The wheel
bearing is a new type and contains the integral
ABS rotor and sensor. The bearing is not
serviceable and must be replaced as a complete
unit. A service kit is available for the ABS sensor.
Vertical Front Knuckle
Disc Shield
Wheel
Bearing/Hub

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
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
67 Pipework
The suction hose and liquid line are a one-piece
assembly. A single screw connects them to the air
conditioning unit manifold at the bulkhead. A
further screw fixing and push-in clip secures them
at the side of the engine bay. The liquid line fixed
to the cooling module then joins with a block
fitting and the suction hose connects with a quick
connect fitting and routes across the underneath
of the cooling module to the compressor. The
compressor suction and discharge hoses are also a
one piece assembly.
A pressure transducer is fitted to the discharge
hose as it connects to the rear of the condenser.
The high side charge port is situated on the
manifold connecting to the receiver drier whilst
the low side is adjacent to the compressor behind
the LH front wheel.
The compressor is a 9Occ scroll, which is variable
from 100% to 30%. Compressor is standard
specification to all vehicles although package
makes them unique to V6 and V8.
Air Distribution
Air distribution is as follows:
¥ Defrost duct integral with the fascia.
¥ Face vents, plenum, manifold, centre face
duct, side face duct, side window demist duct
are all sub-assembled into the fascia.
¥ Driver and front seat passenger foot ducts are
installed in the fascia after it has been fitted
to the vehicle.
¥ Rear foot ducts are fitted to the underframe.
¥ Rear face duct fitted to transmission tunnel.
¥ Rear face vent fitted to console.
¥ Extractor boxes fitted in rear quarter panels.
All flaps are electric servo controlled and
comprise:
¥ Fresh/recirculation - heater/evaporator unit.
¥ Cold air bypass - heater/evaporator unit.
¥ Foot flap - mounted on plenum.
¥ Defrost flap - mounted on plenum.
¥ Face flap - mounted on plenum.
Sensors, for operation of the system, are:
¥ Ambient temperature sensor - located behind
the lower front grille.
¥ Solar sensor - fitted to the top centre of the
fascia at the defrost grille
¥ In-car sensor - aspirated from the plenum
venturi sensor mounted inboard of the
steering column.¥ Two heater air outlet sensors
¥ One evaporator air outlet sensor
Servicing
Routine servicing consists of particle filter
replacement.
Replaceable items on the climate control system
are:
¥ Servo complete with linkages
¥ Sensors
¥ Evaporator and seals
¥ Heater core and seals
¥ Blower motor
¥ Impeller/blower motor wheel
¥ Hoses
¥ Registers/vents
¥ Ducts, except the defrost
¥ Defrost and side window demist grilles
¥ Control unit
¥ Compressor
¥ Water pump
¥ Water valve
¥ Receiver/drier
¥ Condenser
There are no panel diagnostics but PDU facility is
available with extensive capability, similar to
current XJ and XK Series.
System refrigerant is R134a. Vehicle charge weight
is 800 gms and charging is through the high side
charge port only.
Oil type is WSH-MIC231-B and refill quantity is
180 cc -220 cc.
Special tools are hose clamp pliers and air-
conditioning hoses spring lock de-coupler.
General information
Ensure that the grille at the base of the windshield
is kept clear of leaves, snow or other obstructions.
A solar sensor is mounted on top of the fascia, in
the centre of the defrost grille, and this should not
be covered.
The air conditioning system should be run briefly
at least once each week with a cold setting to
prevent the seals from drying out with subsequent
refrigerant leaks.
When the engine and vehicle interior are cold the
fan speed may be low until the engine has warmed
up, this avoids excessively cold air being blown
into the cabin.

JAGUARS-TYPEElectrical/Electronic
72
Module Communications Network
ISO9141 DIAGNOSTICS LINK
Powertrain
Control Module
ABS/TC
Control Module
Dynamic Stability
Control Module
Restraint
Control Module
Adaptive Damping
Control Module
Park Aid
Control Module
Data Link
Connector
PCM Flash Programming Link
Serial Data Link The multiplexed electrical architecture is used for
the exchange of information between control
modules, the instrument pack and the data link
connector.
Multiplexing allows more than one piece of
information to be carried along a wire. In this
way, the electronic control modules can
communicate with each other quickly and share
information. With multiplexing, just two
intertwined wires carry information to any control
module on the network. On the SCP system
hundreds of messages a second can be
transmitted; the maximum waiting time is only a
few hundred milliseconds. An additional benefit is
that the modules ÔsleepÕ when not in use,
reducing battery drain.Principles of Operation
The vehicle has two module communication
networks. The first is the Standard Corporate
Protocol (SCP - J1850 SAE standard)), which is an
unshielded twisted pair cable: data bus plus and
data bus minus. The second is the International
Standard Organization (ISO) 9141 communication
network, which is a single wire network. Both
networks can be connected to the PDU tester by
one connector: the data link connector. The data
link connector is located under the instrument
panel, between the steering column and the audio
unit.
The ISO 9141 communications network does not
permit inter-module communications. When the
PDU tester communicates to modules on the ISO
9141 communication network , the PDU must ask
for all information; the modules initiate
communications.

JAGUARS-TYPEElectrical/Electronic
73 STANDARD CORPORATE PROTOCOL (SCP) NETWORK
Powertrain
Control Module
Vehicle Emergency
Control Module
Throttle Actuator
Control Module
General Electronic
Control Module
Rear Electronic
Control Module
Navigation
Control Module
Adaptive Damping
Control Module
Voice Activation
Control Module
Air Conditioning
Control Module
Data Link
Connector
Instrument
Pack
Audio Unit
Steering Column
Lock Module
Dynamic Stability
Control Module
Secondary
Junction BoxDriver Seat
Control Module
Driver Door
Control Module
ABS/TC
Control Module