Drive shaft JAGUAR X308 1998 2.G Workshop Manual

Accessory Drive - Accessory Drive

Description an
d Operation

Parts List
Cran
kshaft Pulley
The combined crankshaft
pulley and torsio
nal vibration damper drives a single, seve n ribbed vee belt. The belt drives all of
the engine-mounted accessories; the generator, the power assi sted steering pump, the air-conditioning compressor and the
coolant water pump.
I
dler Pulley
An i
dler pulley, on the right-hand
accessory mounting, increases the wrap-angle around the generator pulley.
Coolant Pump Drive
The coolan
t pump pulley is the
uppermost of the accessory drive pulleys. Th e coolant pump is fitted between the two
cylinder banks on the front face of the engine.
Air Conditioning Compressor Drive

Thi

s is positioned at the lowest poin
t of the front-end accessory-d rive on the left hand side accessory mounting.
It
em
Par
t Number
De
scription
1—Coo

lant Pump Drive
2—Ai

r-Conditioning Compressor Drive
3—Power Steer

ing Pump Drive
4—Au

tomatic Belt Tensioner
5—Crankshaft Pul

ley
6—Idle

r Pulley
7—Generator Dri

ve

Th
e starter drive plate is attached to the rear of the crankshaft by eight bolts.
Timing Disc

A timing disc, for the engine speed sensor, is spot-w elded to the front face of the starter drive plate.
Starter Drive Plate

P
arts List
CAUTION: Do not attempt to renew or adjust the throttle cable without consulting the relevant procedure. Two
procedures apply: reconnection of an original cable (19.70.04) or the fitting of a new cable (19.20.06).
The filtered air from the intake duct is drawn downwards through the throttle body to the intake elbow on which the throttle
body is mounted. The airflow through the throttle body is vari ed by the electrically operated throttle valve according to
driver demand and engine mana gement system requirements.
The throttle body assembly has the following features:
Con
vential cable operated input shaft connected to the accelerator pedal.
M

echanical guard to limit throttle angl
e should driver demand exceed ECM co ntrolled parameters and a mechanical
back-up in the event of a throttle motor failure.
Vacuum actuator for operation of the mech anical guard in cru
ise control mode.
Thr

ottle valve (blade) to regula
te air flow into the engine.
Thermostatic air valve to allow and con
t
rol air by-pass around the throttle.
D
C electric motor to operate the thro
ttle in response to ECM control.
Three
sensors (accelerator pedal, mechan
ical guard and the throttle valve) to relay positional information about the
input shaft to the ECM.
R
eturn and control springs fitted to th
e input shaft, mechanical guard, thro ttle valve and dc motor drive gear.
Throttle Cont
rol Modes
There are seven throttle control

modes:
1. 1. Normal
It
em
Par
t Number
De
scription
1—Acce

lerator pedal and mechanic
al guard position sensors
2—Throttl
e (blade)
position sensor
Throttle Body

2.2. Cruise
3. 3. Mechanica l
guard
4. 4. Fixed idle
5. 5. Redundancy
6. 6. Full authority
7. 7. Engine shut-down
Normal mode occurs when the EC M uses the mechanical and monitoring arrangem ent of the throttle valve to control throttle
opening. The ECM does not permit driver demand to be exceeded but it can be restricted to allow for such features as
stability / traction control, or engine power limitation.
The ECM determines engine idle speed by controlling the throttle valve motor to vary the blade angle between the non-
adjustable preset limits of the mechanic al guard and the throttle valve motor.
Cruise mode is engaged as a result of the ECM calculating and controlling the required throttle valve opening via the
vacuum system. When the driver releases the throttle pedal, the input shaft disengages from the mechanical guard or the
vacuum actuator pulls the guard away from th e throttle valve. The throttle pedal will feel light should it be pushed again to
accelerate (pressing the pedal further will re-engage the input shaft with the mechanical guard and restore normal feel).
The ECM utilizes sensors to monitor the relative positions of the mechanical guard and throttle valve and adjusts them to
maintain the set cruise speed.
Mechanical guard mode permits full mechanical operation of the throttle if the ECM detects that a problem has been
encountered with the throttle valve position sensor, dc motor, associated harnesses / connecto rs or the ECM.
Fixed idle mode occurs when any two of the three sensors (two input shaft sensors and the mechanical guard sensor) fail.
The ECM will assume values which represent a blade angl e of approximately 2,5° and 1200 rpm (unloaded) maximum
engine speed.
Redundancy mode occurs when any one of the three sensors (two input shaft sensors and the mechanical guard sensor)
fails. The operational pair will be deemed to be safe to co ntinue without intervention, but cruise will be inhibited.
Full authority mode is invoked when a mech anical guard failure occurs which indicates that the guard is stuck fully open.
The red warning lamp will be lit and road speed will be li mited to 120 kph.
Engine shut-down mode will occur followin g multiple failures, such as mechanical guard mode following full authority mode
(or vice versa) or the throttle blade sticks.
Intake Elbow

The intake elbow directs the metered airflow from the electronic throttle to the intake manifold. Stub pipes on both sides of

Throttle Position (TP) Sensor
Location

P
arts List
sen
d
s the ECM a signal indica
ting throttle plate angle
is
the main input to the ECM from the driver
i
s
a dual Hall effect devi
ce mounted on the motor en d of the throttle body
Two additional sensors are attached to the throttle body to provide additional feedback to the ECM: a mechanical guard
position sensor and an accelerator pedal position sensor.
Cam s
haft Position (CMP) Sensor
sen
d
s the ECM a signal indicating camshaft po
sition for fuel synchronization purposes
is
a variable reluctance device mounted on bank 2 cylinder side face
generates a signal when the ri
ng
fitted to the bank 2 inlet
camshaft passes the sensor
Cranksha
ft Position (CKP) Sensor
i
s
a variable reluctance device
mounted on the engine oil pan
Ite
m
Par
t
Number
De
scr
iption
1—Acce
le
rator pedal and mechanic
al guard position sensors
2—Throttle
(blade)
position sensor

KS fail
ure
P0335Cranksh
a
ft positi
on (CKP) sensor
circuit malfunction
CK P
sensor disconnected
CKP sensor air gap
i
n
correct/foreign matter on face
CKP sensor sen
s
ing circuit open
circuit, short circuit to ground,
short circuit to high voltage
CKP s e
nsor failure
F
or CKP sensor circ ui
t tests,GO to
Pinpoint Test N.
.
P0340Camshaft position
(CMP) sensor
circuit malfunction
CM P
sensor disconnected
CMP sensor air gap
i
n
correct/foreign matter on face
CMP sensor sen
s
ing circuit open
circuit, short circuit to ground,
short circuit to high voltage
CMP s e
nsor failure
F
or CMP sensor circ ui
t tests,GO to
Pinpoint Test O.
.
P0351Igniti
on coil primary/secondary
circuit malfunction, cyl 1
ECM to ignit
ion module primary
circuit open circuit, short circuit to
ground, high resistance
Igniti
on module to ignition coil
primary circuit open circuit, short
circuit to ground, high resistance
Ignition modu le
ground circuit
open circuit, hi gh resistance
Ignition coil fail
ure
Ignition modul
e
failure
F
o
r ignition circuit tests,
REFER to Section 303
-07 En
gine
Ignition. P0352Ignit
i
on coil primary/secondary
circuit malfunction, cyl 3
P0353Ignit i
on coil primary/secondary
circuit malfunction, cyl 5
P0354Ignit i
on coil primary/secondary
circuit malfunction, cyl 7
P0355Ignit i
on coil primary/secondary
circuit malfunction, cyl 2
P0356Ignit i
on coil primary/secondary
circuit malfunction, cyl 4
P0357Ignit i
on coil primary/secondary
circuit malfunction, cyl 6
P0358Ignit i
on coil primary/secondary
circuit malfunction, cyl 8
P0400Exhaus t gas
recirculation (EGR)
flow malfunction
EGR valve c
onnector pins high
resistance
EGR pipe/exhaust manifol
d leak
EGR pipe blocke

d
EGR valve st

uck open/closed,
blocked
EGR valve fai
lure
For EGR
pinpoint t
ests,
REFER to Section 303
-08 En
gine
Emission Control.
P0405Exhaus
t gas
recirculation (EGR)
drive circuits open circuit
EGR valve power supply circuit
o p
en circuit
EGR valve t
o
ECM drive circuit pair
- EGR pins 1/3, 4/6 open circuit,
high resistance
EGR val v
e failure (stepper motor
open circuit)
For EGR pinpoint t
ests,
REFER to Section 303
-08 En
gine
Emissi
on Control.
P0406Exhaus t gas
recirculation (EGR)
drive circuits short circuit
EGR valve t o
ECM drive circuit pair
- EGR pins 1/3, 4/6 short circuit to
ground or high voltage
EGR val v
e failure (stepper motor
short circuit)
For EGR pinpoint t
ests,
REFER to Section 303
-08 En
gine
Emissi
on Control.
P0420Right-
hand catalytic converter
efficiency below threshold
HO2S di
sconnected.
HO2
S
to ECM wiring fault.
HO2
S
heater to ECM wiring fault.
HO2
S
heater failure.
HO2
S
failure.
Cat
a
lyst monitor sensor failure.
Catal
y
tic converter failure.
R
e
fer to pinpoint tests for components

listed. Visually inspect catalytic
converters.
P0442Evaporati v
e emissions system
(EVAP) leak detected
Fue l
filler cap missing
Fu

el filler cap seal faulty
EVAP system
leak (can
ister
damage, pipework damage)
EVAP v a
lve to ECM drive circuit
open circuit, short circuit, high
resistance
EVAP valve to engine pu rge pipe
damaged/blocked/leaking
EVAP ope r
ating vacuum hose
F
or evaporati
ve emissions pinpoint
tests,
REFER to Section 303
-1 3
Evaporative

Emissi
ons
.

TP se
nsor to ECM sensing circuits
('1' or '2') short circuit to high
voltage
TP sensor
failure
Throttl

e motor disconnected
Th

rottle motor to ECM drive circuits

short circuit or open circuit
Throttl
e motor failure
Throttl

e assembly failure
Test
K. . F
or throttle motor circuit
tests,GO to Pinpoint Test T.
. For
throttle body i
nformation,
REFER to Section 303
-04
Fuel
Charging and Con

trols
.
P1252Mec

hanical gu
ard position
malfunction (cruise (speed)
control)
VSV 1, 2, 3 v
acuum and/or
electrical circuit fault(s) open
circuit, short circuit or high
resistance
Mechanica
l guard sensor to ECM
sense circuit
Mechanica
l guard sensor failure
Mechanica

l guard actuator
siezed/spring broken
Throttl
e vacuum actuator fault
Se
e pinpoint tests for components
listed.
P1253Mec
hanical gu
ard position
malfunction (engine off)
VSV 1, 2, 3 v
acuum and/or
electrical circuit fault(s)
Mechanica
l guard sensor to ECM
sense circuit
Mechanica
l guard sensor failure
Mechanica

l guard actuator
siezed/spring broken
Throttl
e vacuum actuator fault
Se
e pinpoint tests for components
listed.
P1260Se
curity input malfunction
K
TM to ECM circuit short circuit,
high resistance or open circuit
KTM failu
re
F
or KTM circuit tests,GO to Pinpoint
Test Y.
.
P1313M
isfire rate catalyst damage,
right-hand. NOTE: This DTC will
flag only when accompanied by a
random or individual cylinder
misfire DTC; P0300, P0301 to
P0304
R
efer to possible causes for P0300-P0308
R
efer to actions for P0300-P0308.
P1314Mi

sfire rate catalyst damage, left-
Hand: NOTE. This DTC will flag
only when accompanied by a
random or individual cylinder
misfire DTC; P0300 to P0308
P1316M
isfire excess emission. NOTE:
This DTC will flag only when
accompanied by an individual
cylinder misfire DTC; P0300 to
P0308
P1336Cranksh
aft position
(CKP) sensor /
camshaft position (CMP) sensor
synchronization malfunction
CKP s
ensor/CMP sensor
disconnected
CKP sensor/CM
P sensor gap
incorrect/foreign matter on sensor
face
CKP s
ensor/CMP sensor sensing
circuit open circuit, short circuit to
ground, short circuit to high
voltage
CKP s
ensor/CMP sensor failure
F
or CKP sensor circ
uit tests,GO to
Pinpoint Test N.
. For CM
P sensor
circuit tests,GO to Pinpoint Test O.
.
P1367Ignit
ion monitor (ignition module
1)
Ignition modu
le
1 disconnected
Ignition modul
e 1 to ECM circuits
open circuit, short circuit to ground
or short circuit to B+ voltage
Ignition modul
e 1 ground circuit
fault
Ignition coil
relay failure
Ignition coil

open/short circuit
Ignition modul

e 1 failure
F
or ignition circuit tests,
REFER to Section 303
-07
Engine
Ignition.
P1368Ignit

ion monitor (ignition module
2)
Ignition modu
le
2 disconnected
Ignition modul
e 2 to ECM circuits
open circuit, short circuit to ground
F
or ignition circuit tests,
REFER to Section 303
-07
Engine
Ignition.

Automatic Transmission/Transaxle - 4.0L NA V8 - AJ27/3.2L NA V8 - AJ26
-
Lubri c
ants, Fluids, Sealants and Adhesives - ZF Au
tomatic Transmission (Normally Aspirated Vehicles)
Capacities - ZF Automatic Transmission (Normally Aspirated Vehicles)
Torques - ZF Automatic Transmission (Normally Aspirated Vehicles)
Internal Gear Ratios


UnitS p
ecification
Transmissi
on fluidEsso
ATF LT 71141
Torque converter spigotMolyc
o
te or equivalent
UnitLi
t
ers
Transmissi
on fluid (with
torque converter)
10
,0
Com p
onent
Nm
Locki
n
g ferrule - Shift knob
7 -

10
P
l
ug - Drain fluid pan
27
-
33
P
l
ug - Level / fill (transmission case M18 x 1.5)
32
-
38
Tu
be
nut - Cooler pipe to transmission unit
17
-
23
B
o
lt - Drive plate to torque converter
43
-
57
B
o
lt - Driveshaft coupling to transmission
75
-
88
Bo
lt
- Fluid filter to valve block
4,
5 -
5,5
Bolt
-
Fluid pan to transmission case
9 -

11
B
o
lt - Rear extension housing to transmission case
21
-
25
Bolt
-
Rear engine (isolation) mounting to mounting bracket
22
-
28
Bolt -
Rear engine moun
ting bracket to body
22
-
28
Bolt
-
Rear engine mounting bracke
t to transmission rear extension
30 -
40
B
o
lt - Selector cable bracket to transmission case
7 -

10
Bolt
-
Transmission unit to engine
43
-
57
Nu
t -
Transmission drive flange
1
08 -
132
Nu
t -
Selector cable inner to shift lever
1,
5 -
2,5
Nu
t -
Selector cable inner to selector lever
7 -

10
Nu
t -
Selector cable outer to bracket
22
-
28
Nu
t
- Selector lever pivot shaft
7 -

10
Nu
t -
Shift interlock solenoid to housing
5 -
7
Nut -
Shift interlock solenoid actuating lever
11
-
13
Sc
re
w - Input sensor bracket to transmission case (M5)
4,
5 -
5,5
Screw
-
Output sensor bracket to transmission case (M6)
7,
5 -
8,5
Screw
-
Solenoid / regulator plate to valve body
4,
5 -
5,5
Sc
re
w - Valve block to transmission case
7,
5 -
8,5
GearRatio
1s
t3,57
1:1
2n
d2,2:
1
3r
d1,50
8:1
4t
h1,00
:1
5t
h0,80
3:1
Re
ve
rse
4,
06
3:1

1.1. The hydraulic system has 'fail-safe' characteristics regardin g its electrical operation, such that should the power
supply be lost to the electro-hydraulic actuators the transmission will initiate a limp-home mode.
2. 2. Recognition of critical shift operation by monitoring the last element in the signal path, ie the solenoid valve, and
checking by means of redundant me asured variables, ie engine speed, input speed and output speed.
3. 3. Each time the vehicle is started there is a check on the entire safety hardware and the associated program parts
and signal paths. A malfunction in this part of the system, or triggering of the safety circuit, is communicated to
the operator through the illumination of the transmission warning lamp.
TCM Inputs
Input Speed Sensor (Torque Converter Turbine)
The input speed sensor provides the TCM with transmission inpu t shaft speed information. This signal is produced from an
inductive pick-up, generating 30 pulses per revolution.
Transmission Output Speed Sensor
The output speed sensor provides the TCM with transmission ou tput shaft speed information. This signal is produced from
an inductive pick-up, generati ng 36 pulses per revolution.
Transmission Oil Temperature Sensor
A thermistor which provides an electrical indication of the oi l temperature to the TCM. The signal is measured as a voltage
with reference to analog ue ground in the TCM.
Kickdown Switch (where fitted)
Kickdown is intended to provide maximum vehicle acceleration , via the appropriate downshift(s), when the operator uses
full throttle. A kickdown switch provides an electrical signal to the TCM wh en the accelerator pedal is fully pressed. The
switch is normally open, connected to vehicle ground. Should the switch fail the TCM will detect kickdown using the
accelerator pedal position.
Throttle Pedal Stop (where fitted)
This component, used where the kickdown switch is not fitted, limits throttle pedal travel .in the same way. The kickdown
feature is retained, but is controlled by throttle position only. The pedal stop must be set, using the PDU, in the same way
as the kickdown switch to optimize performance.
Mode Selection Switch
The mode selection switch is a two position switch indicati ng to the TCM the current performance mode selected by the
driver. The switch generates a tw o-bit digital input to the TCM.
Rotary Position Switch
The rotary position switch detects the position of the transmis sion selector shaft. The switch is supplied as part of a new
transmission assembly, mounted on the transmission body. The swit ch is used to indicate to the TCM the six positions of the shaft: Park, Reverse, Neutral, Drive, Third and Second. The switch provides a four-bit input to the TCM.
Drive to Fourth Switch
Detects the movement of the selector lever from Drive to Fourth position. The selector cable, and therefore the transmission selector shaft, does not move as the lever is operated between these two positions. The switch is located within the 'J-gate'
assembly, producing a digital output to indicate to the TCM that the lever has moved from D to 4 .
Serial Communications Interfaces

Controller Area Network (CAN)
The TCM is an integral part of the CAN system which facilitates the interchange of real-time data between control modules
and sensors. Please see section 303- 14 for a full description of CAN.
OBDII Interface
Data concerning OBDII related transmission failures is stored in the ECM for access via the J1962 socket.
System Functions
Range Selection
The selector lever is connected to the transmission via a bowden cable, which operates the transmission selector shaft
between all positions except Drive to 4 .
The TCM detects the gear selected by means of a rotary position switch fitted to the transmission selector shaft. A separate
Drive to 4 switch is located within the 'J' gate' assembly.
Movement of the selector lever between Park, Reverse, Neutral and Drive manually directs th e flow of transmission oil; the
TCM having control of the forward gears selected while the lever is in the Drive position.
Shift Point Selection
The gearshift points are selected, by the TCM, as a function of the output speed, engine load, selector position and shift
program selected. The operator has control over the shift points via the selector lever, throttle pedal movement, kickdown
function and mode switch.
'J' Gate Layout

Mode Switch
This switch allows the driver to select one of two base shift maps; Normal and Sport modes, the switch being illuminated
when Sport is selected.
Special Shift Programs
These specific condition shift maps are available to enhance the operation of the vehicle under specific driving conditions.
and are listed below in order of priority / title and operating condition.
1. 1. Traction: When traction intervention is active
2. 2. Hot mode: Extreme engine / transmission temperatures