exhaust JAGUAR X308 1998 2.G User Guide

Comp
onent Tests
Bra
k
e Booster
1.
1. Chec k all
hoses and connections. All unused vacuum connectors should be capped. Hoses and their connections
should be correctly secured and in good condition with no holes and no collapsed areas. Inspect the valve on the
brake booster for damage.
2. 2. Check the hydraulic brake system for leaks or low fluid.
3. 3. With the transmission in PARK, stop the engine and apply the parking brake. Pump the brake pedal several times
to exhaust all vacuum in the system.
4. 4. With the engine switched off and all vacuum in the system exhausted, appl y the brake pedal and hold it down.
Start the engine. If the vacuum system is operating, the brake pedal will tend to move downward under constant
foot pressure. If no motion is felt, the vacuum booster system is not functioning.
5. 5. Remove the vacuum hose from the brake booster. Manifold vacuum should be available at the brake booster end
of the hose with the engine at idle speed and the transm ission in PARK or NEUTRAL. Make sure that all unused
vacuum outlets are correctly capped, hose connectors are correctly secured and vacuum hoses are in good
condition. When it is established that manifold vacuum is available to the brake booster, connect the vacuum hose
to the brake booster and repeat Step 3. If no downward movement of the brake pedal is felt, install a new brake
booster.
6. 6. Operate the engine for a minimum of 10 seconds at a fast idle. Stop the engine and allow the vehicle to stand for
10 minutes. Then, apply th e brake pedal with approximately 89 N ( 20lb) of force. The pedal feel (brake
application) should be the same as that noted with the engine running. If the brake pedal feels hard (no power
assist), install a new valve and then re peat the test. If the brake pedal still feels hard, in stall a new brake booster.
If the brake pedal movement feels spongy, bleed the brak e system. For additional information, refer to General
Procedures in this section.
Bra k
e Master Cylinder
Usual
l
y, the first and strongest
indicator of anything wrong in the brake syst em is a feeling through the brake pedal. In
diagnosing the condition of the brake master cylinder, check pedal feel as evidence of a brake concern. Check for brake
warning lamp illumination and the brake fluid le vel in the brake master cylinder reservoir.
Normal Conditio
ns
The fo
llowing conditions are considered norm
al and are not indications that the brake master cylinder is in need of repair.
New bra
ke systems are designed to produc
e a pedal effort that is not as hard as in the past. Complaints of light
pedal efforts should be compared to the pedal effort s of another vehicle of the same model and year.
The fl
uid level will fall with brake pad wear.
Abnormal Conditions
•

NOTE: Prior to carrying out any diag
nosis, make sure the brake system warning indicator is functional.
Changes in the brake pedal feel or brake pedal travel are in dicators that something could be wrong in the brake system. The
diagnostic procedure and techniques use brake pedal feel, warning indicator illu mination and low brake fluid level as
indicators to diagnosing brake system co ncerns. The following conditions are cons idered abnormal and indicate that the
brake master cylinder is in need of repair:
Brake ped a
l goes down fast. Th
is could be caused by an ex ternal or internal leak.
Brake pedal goes down slowly
. This could be
caused by an internal or external leak.
Brak
e pedal is low or feels spongy. This condition may be ca
used by no fluid in the brake master cylinder, reservoir

diverter val
ve (if fitted) and oil filter.
Main
bearings
which are grooved in the upper positions and plain in
the lower positions. They are manufactured from
aluminium / tin material.
A c
rankshaft with under
cuts and rolled fillets for extra strength.
Fracture
-split connecting rods in sintered-forged steel.
Brackets
bolted to the front of
the cylinder
block are used to mo unt all accessories.
A sin
gle, seven ribbed vee belt
drives the accessories.
An au
tomatic belt tensioner for the front accessory drive,
incorporating a wear indicator.
An advanced en
gine management system inco
rporating electronic throttle control.
The un
it meets the requirements of the CARB OBDII USA legislation.
Ancillary Systems
The an
ci
llary systems, driven by the engine, each have a
detailed Description and Operation along with Diagnostic
Procedures, and Removal and Installation instructions ; refer to the following sections of this manual:
Power Steeri
ng Pump - Section 211-02
Ai
r Conditioning Compressor - Sectio
n 412-03
Engine
C
ooling Pump - Section 303-03
Generator
- Sectio
n 414-02
The drive belt, idler pulley and automatic tensioner are described in Section 303-05.
The engine starting system is described in Section 303-06.
En
gine Management and Emission Control System
Engine Control Modu
le (ECM)
Engine
management and exhaust emissions are controlled by the ECM, which has the
following main functions:
Fu
el injection
Idle
s
peed
Ignition Ev

aporative loss system
Engine
cooling fans Clim
ate control compressor clutch demand
The microprocessor within the ECM receiv es signals from various sensors and other modules and uses a pre-determined
program to compute engine management functions.
Adaptive functions are incorporated in the ECM to cater for co ntinuous adjustments to its computations to suit prevailing
conditions. Because the system also controls emissions to suit all modes, neither CO levels nor idle speed require service
attention or adjustment, except if an error should occur.
On Board Diagnostics are controlled by the ECM with the continuous monitoring of incoming signals and the subsequent
verification against what the module expects to 'see'. Should a si gnal be incorrect or missing, the ECM will substitute a fixed
value to provide the 'limp home mode' and alert the driver of the problem. Fixed values may be adopted for:
Transmission oil
temperature
Mechanica
l
guar
d position
Throttle blade angle Camshaft position

Inta
k
e air temperature
Diagnostic trouble codes (DTC), including OBD II codes, are stored in the ECM memo ry and can be read by an appropriate
retrieval tool.
Should either the ECM or TCM fa il, ensure that the control housing cooling fan is operating correctly. Failure of the cooling
fan MUST be rectified before renewing a control module and details of a fa n failure should accompany a returned control
module.

Thi
s sensor uses a piezo-electric sensing element to detect kn
ock which may occur under acceleration at critical conditions.
Should detonation be present the ECM will retard ignition timing of individual cylinders.
Exhaust G
as Recirculation
The EGR
valve (where fitted) reduces NOx
emissions by recirculating a portion of the exhaust gases back into the inlet
manifold.
Heated Oxyg
en Sensors
The h
eated oxygen sensors, one per bank, are situated upstream of the catalysts. Integral
to the sensors are heaters
(under ECM control) which allow the sensor s to reach their operating temperature as soon as possible after engine start. A
comparison between the level of oxygen in the exhaust gas to that in the atmosphere produces an output signal. This signal
is used by the engine closed loop fuel strategy to make fuelling corrections and so control overall emission levels.
Oxygen Sensors

Thes
e sensors, one per bank, are situated downstream of the
catalyst. The comparison of upstream and downstream signals
allows determination of cata lyst conversion efficiency.




Knock Sensor

Engi
ne -
Torqu
e Specifications


De
s
cription
Nmlb
-
ft
lb
-
in
A
ccessory
drive belt tensioner
43--
A
ccessory
drive belt idler pulley
61--
Air in
ta
ke tube to throttle body
5--
A/C
pipes t
o receiver / drier
9--
A/C pipe m

anifold joints
9--
Camsh

aft bearin
g caps10--
Ca
msh
aft cove
r10--
Ch
arge Air Co
oler Adaptor to cylinder head (SC)
21--
Co
olan
t outlet pipe (AJ26 NA)
10--
Cran
kshaft damper bolt - no lockin
g ring
St
ag
e 1
80--
Stag

e 2
80°--
C
r
ankshaft damper bolt - with locking ring
37
5--
Cra
nkshaft position sensor
10--
Cy
li
nder head bolts M10
35--
Cy
lin
der head bolts M8 (two at front of head)
25--
Driv
es
haft (propshaft) drive flan
ge bo
l
ts
82--
ERG p
i
pe to exhaust manifold
21--
Engi

ne compartment cover (bonnet) hinges
25--
En
gine
coolant radiator top securing panel
25--
E
ng
ine front mounting
70--
En
gine
oil cooler pipes (clamp)
21--
En
gi
ne / Transmission assembly rear mounting centre bolt
35--
En
gi
ne / Transmission assembly rear mounting outer bolts
25--
Ex
ha
ust downpipe support bracket to flywheel housing
50--
Ex
ha
ust downpipe to lower mounting bracket
48--
E
x
haust camshaft sprocket
St
age 120--
Stage 290 °--
Ex
haust manifold to cylinder head
18--
Ex
ha
ust manifold flange to downpipe
18--
E
x
haust Torca clamps
55--
Fuel cross-over elbo

w
10--
Fu
el f
eed pipe to intake manifold
10--
Fuel
Injector (AJ
26)
5--
Fuel
injector ha
rness clips to camshaft cover (SC)
5--
Fu
el p
ressure re
gu
l
ator to intake manifold
10--
F
u
el rail to Char
ge
A
ir Cooler Adaptor (SC)
21--
In
ta
ke manifold to cylinder heads
21--
Inta

ke elbow support brackets
18--
Oil f
i
lter
17--
Oil C
o
oler
7--
P
AS pu
mp hose unions
25--
P
r
imary timing chain fixed guide
12--
P
r
imary timing chain tensioner
12--
Pr

imary timing chain tensioner blade
14--
S
e
condary timing chain tensioner to cylinder
12--
S
t
eerin
g ra
ck45--
Thro
ttle body to intake elbow
21--
Th
ro
ttle cable abutment to throttle body
5--
Th
ro
ttle intake elbow to intake manifold
21--
Ti
mi
ng cover
12--
Variable camshaft t
i
ming oil control unit to intake camshaft
St
ag
e 1
20--
St
ag
e 2
90
°--
Var
iable camshaft timing oil control unit housing (bolt and nut)
21--
Va
ria
ble camshaft timi
ng oil control solenoid
12--
Wa
ter pump pulley
12--

27. R
emove the tensioner assembly.
1. Remove the tensioner.
2. Remove the tensioner back-plate.

28. R
emove the chain tensioner blade.
1. Remove the pivot bolt which secures the tensioner blade.
2. Remove the tensioner blade.
29. Reposition the VVT unit and exhaust camshaft sprocket
forward along the camshaft bosses and remove the chain from
the VVT unit and from th e crankshaft sprocket.

30 . R
emove the sprocket from the
crankshaft. To remove the B-
Bank sprocket, the A-Bank spro cket must be removed first.
31. Note the orientation of the spro cket relative to the sprocket
for the B-Bank drive (half a toot h out of line) and remove the
sprocket.

I
nstallation

32
.
Clean and inspect all relevant components.

1. F
it the sprockets to the crankshaft.
Th

e teeth of the A-Bank and the B-Bank sprockets on the
crankshaft must be out of phas e with each other. If they
are in-phase after fitting, remove the A-Bank sprocket,
turn it on its vertical axis and refit it.

2. F
it the chain tensioning tool 303 - 532 to the exhaust camshaft
sprocket, B-Bank.
Re
position the sprocket (and
the VVT unit) for the most
advantageous position for use of the tool.
R
emove the tool.

3. R
efit the primary timing chain, B-Bank.
1. Fit the primary chain over the crankshaft sprocket and the VVT unit sprocket. There must be no slack on
the drive side of the primary chain and the VVT unit
must not be rotate d on the camshaft.
Sl
ide the VVT and exhaust sprocket fully rearwards onto
the respective camshafts.
4. Fit the primary chain tensioner blade.
1. Position the tensioner blade to the cylinder block.

2. Fi
t the retaining / pivot bolt and tighten it to 12 - 16
Nm.

5. Refi
t the primary chain tensione
r assembly. Refer to Operation
12.65.55 in this Section.
U s
e a wedge 303 - 533 (or two if required) between the
primary chain tensioner and te nsioner blade, to take up
the slack in the chain.

6. Tigh te
n the exhaust camshaft
sprocket securing bolt.
1. Fit the chain tensioner tool 303 - 532 to the sprocket holes.
1. Apply force to the to
ol in
an anti-clockwise direction
to tension the chain on its drive side.
2 .
Whilst applying the opposing force to the sprocket
and chain, tighten the sprock et securing bolt to 115 -
125 Nm.

7. Tigh te
n the VVT unit securing bolt.
1. Whilst still applying the opposing force to the
sprocket and chain (using 303 - 532), check that the
wedges are still in place, tighten the VVT unit
securing bolt to 115 - 125 Nm.
Re
move the chain tensioning
tool and the wedge(s).
8. Remove the camshaft locking tool 303 - 530 and transfer it to
the A-Bank camshafts, aligning the shafts slightly as necessary.

9. F
it the chain tensioning tool 303 - 532 to the exhaust camshaft
sprocket, A-Bank.
Re
position the sprocket (and
the VVT unit) for the most
advantageous position for use of the tool.
R
emove the tool.

10
.
Refit the primary timing chain, A-Bank.
1. Fit the primary chain over the crankshaft sprocket and the VVT unit sprocket. There must be no slack on
the drive side of the primary chain and the VVT unit
must not be rotate d on the camshaft.

11
.
Fit the primary chain tensioner blade.
1. Position the tensioner blade to the cylinder block.
2. Fit the retaining / pivot bolt and tighten it to 12 - 16 Nm.
12. Refit the primary chain tens ioner assembly. Refer to
Operation 12.65.54 in this Section.
U
se a wedge 303 - 533 (or two if required) between the
primary chain tensioner and te nsioner blade, to take up
the slack in the chain.

13. Tigh
ten the exhaust camshaft
sprocket securing bolt.
1. Fit the chain tensioner tool 303 - 532 to the sprocket holes.
1. Apply force to the to
ol in
an anti-clockwise direction
to tension the chain on its drive side.
2 .
Whilst applying the opposing force to the sprocket
and chain, tighten the sprock et securing bolt to 115 -
125 Nm.

14 . Tigh
ten the VVT unit securing bolt.
1. Whilst still applying the opposing force to the
sprocket and chain (using 303 - 532), check that the
wedges are still in place, tighten the VVT unit
securing bolt to 115 - 125 Nm.
R e
move the chain tensioning
tool and the wedge(s).
15. Remove the camshaft locking tool 303 - 530.
16. Raise the vehicle on the ramp.
17. Remove the crankshaft setting tool 303 - 531.

18 . R
efit the crankshaft position sensor.
1. Fit the sensor to the fl ywheel housing and fit the
securing bolt. Tighten to 8 - 12 Nm.
2. Refit the access grommet to the housing.
19. Lower the ramp.
20. Fit new seals to the VVT bush carrier, A-Bank.
1. Fit the new sealing ring ( scarf jointed) to the carrier
bush groove.

Remove the
sensor and allow
it to hang free under the
engine.
2. Remove the access grommet (for torque converter bolts) from the housing.
7. Install the damper securing bolt (old one) to the crankshaft,
hand-tight only.

8. R
otate the crankshaft until the triangular arrow indent on
the drive plate is visible thro ugh the access hole; confirm
that the timing flat on ea ch camshaft is uppermost.

9. Inst
all the crankshaft setting peg 303-531 to the crankshaft
position sensor location.
1. Install the crankshaft setting peg 303-531.
Position the crankshaft so that the settin
g peg engages
fully into the timing slot.
2. Install and tighten the bolt to secure the setting peg.
10. Remove the damper securing bolt from the crankshaft.
11. Lower the vehicle on the ramp.

12
.
Install the camshaft locking tool 303-530 to Bank 1
camshafts, aligning the shafts slightly as necessary.
13. Loosen the bolt which secures the sprocket to the exhaust
camshaft.