ESP JAGUAR XFR 2010 1.G Owners Manual

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.

MANIFOLD ABSOLUTE PRESSURE AND TEMPERATURE SENSOR













The MAPT sensor allows the ECM to calculate the air charge density immediately before it enters the cylinders. This is used to adjust the ignition timing relative to the boost pressure, and to monitor the performance of the charge air coolers.

The MAPT sensor is installed in the rear of the LH intake manifold. The sensor is secured with a single screw and sealed with an O-ring. A four pin electrical connector provides the interface with the engine harness.

THROTTLE POSITION SENSORS

The TP (throttle position) sensors allow the ECM to determine the position and angular rate of change of the throttle blade. There are two TP sensors located in the electronic throttle. See below for details of the electronic throttle. If aTP sensor fails, the ECM:
Adopts a limp home mode where engine speed is limited to a maximum of approximately 2000 rev/min
Discontinues evaporative emissions control
Discontinues closed loop control of engine idle speed.

With a failed TP sensor, the engine will suffer from poor running and throttle response.
HEATED OXYGEN SENSORS



Item Description A Upstream heated oxygen sensor B Downstream heated oxygen sensor The heated oxygen sensors allow the ECM to measure the oxygen content of the exhaust gases, for closed loop control of the fuel:air mixture and for catalytic converter monitoring.

An upstream heated oxygen sensor is installed in the outlet of each exhaust manifold, which enables independent control of
the fuel:air mixture for each cylinder bank. A downstream heated oxygen sensor is installed in each catalytic converter, which
enables the performance of the catalytic converters to be monitored.

Oxygen sensors need to operate at high temperatures in order to function correctly. To achieve the high temperatures required,
the sensors are fitted with heater elements that are controlled by a PWM (pulse width modulation) signal from the ECM. The heater elements are operated immediately after each engine start and during low load conditions when the temperature of the
exhaust gases is insufficient to maintain the required sensor temperature. The PWM duty cycle is carefully controlled to prevent thermal shock to cold sensors. A non-functioning heater delays the sensor’s readiness for closed loop control and
increases emissions.

The upstream heated oxygen sensors produce a constant voltage, with a variable current that is proportional to the lambda
ratio. The downstream heated oxygen sensors produce an output voltage dependant on the ratio of the exhaust gas oxygen to

the period of rich to lean and lean to rich switching monitors the response rate of the upstream sensors.

Diagnosis of electrical faults is continually monitored in both the upstream and downstream sensors. This is achieved by
checking the signal against maximum and minimum threshold, for open and short circuit conditions.
If a heated oxygen sensor fails:

The ECM defaults to open loop fueling for the related cylinder bank The CO (carbon monoxide) and emissions content of the exhaust gases increases
The exhaust smells of rotten eggs (hydrogen sulphide).
With a failed heated oxygen sensor, the engine will suffer from unstable operation and reduced performance.

ACCELERATOR PEDAL POSITION SENSOR



The APP sensor allows the ECM to determine the driver requests for vehicle speed, acceleration and deceleration. The ECM uses this information to determine the setting of the electronic throttle.

The APP sensor is installed on the pedal box and secured with three screws. A six pin electrical connector provides the interface with the vehicle harness. The accelerator pedal is connected to a spindle on the RH side of the APP sensor.
The APP sensor is a twin track potentiometer. Each track receives an independent power supply from the ECM and returns an independent analog signal to the ECM. Both signals contain the same positional information, but the signal from track 2 is half the voltage of the signal from track1 at all positions.
If both signals have a fault, the ECM adopts a limp home mode, which limits the engine speed to 2000 rev/min maximum. The ECM constantly checks the range and plausibility of the two signals and stores a fault code if it detects a fault. www.JagDocs.com

Symptom Possible Cause Action No throttle response
Electronic engine controls
Read DTCs and refer to DTC Index in this
section for electronic engine control tests Speed control inhibited or disabled
Default mode enabled
Speed control, brake switch
Electronic engine controls
CAN fault
Check message center for default message,
read DTCs and refer to DTC Index
Refer to the relevant section of the
workshop manual for speed control, and
brake switch tests.
Read DTCs and refer to DTC Index in this
section for electronic engine control tests
Refer to the relevant section of the
workshop manual and the electrical wiring
diagrams to perform CAN network tests. Poor throttle response
Breather system
disconnected/restricted
Electronic engine controls
Transmission malfunction
Traction control event
Air leakage
Ensure engine breather system is free from
restriction and is correctly installed
Read DTCs and refer to DTC Index in this
section for electronic engine control tests
Refer to the workshop manual or
transmission troubleshooting guide for
transmission system tests.
Check for leakage in air intake system Engine defaults, warning light and
messages. Refer to the owner
handbook
Electronic engine controls
Read DTCs and refer to DTC Index in this
section for electronic engine control tests DTC Index


WARNING: Fuel injector voltage will reach 65Volts during operation and have a high current requirement.


CAUTION: When probing connectors to take measurements in the course of the pinpoint tests, use the adaptor kit, part
number 3548-1358-00.
NOTES:


If the module/component is suspect and the vehicle remains under the Manufacturers warranty, refer to the Warranty
Policy and Procedure manual (section B1.2), or determine if any prior approval programme is in operation, prior to the
installation of a new module/component.


Generic scan tools may not read the codes listed, or may read only five digit codes. Match the five digits from the scan
tool to the first five digits of the seven digit code listed to identify the fault (the last two digits give additional information
read by the manufacturer-approved diagnostic system).


When performing electrical voltage or resistance tests, always use a digital multimeter (DMM) accurate to three decimal
places, and with an up-to-date calibration certificate. When testing resistance, always take the resistance of the DMM leads
into account.


Check and rectify basic faults before beginning diagnostic routines involving pinpoint tests.


If DTCs are recorded and, after performing the pinpoint tests, a fault is not present, an intermittent concern may be the
cause. Always check for loose connections and corroded terminals.

DTC Description Possible Causes Action B10A2-31 Crash Input - No signal
Loss of communication between
Restraints Control Module (RCM)
and Engine Control Module
(ECM) Refer to the electrical circuit diagrams and
check Restraints Control Module (RCM) Pulse
Width Modulated (PWM) SRS signal line circuit,
hard wired connection between Engine Control
Module (ECM) and Restraints Control Module
(RCM) for short to ground, short to power, open
circuit. Repair circuit as required, clear DTC and
retest system to confirm repair.

DTC Description Possible Cause Action P0829-07
5-6 Shift - Mechanical
Failures
Gear Ratio Monitoring.
Mechanical Failures Check and correct oil level. Clear DTC. If code
re-detects suspect Transmission internal fault. Install
a new Transmission as required, refer to the new
module/component installation note at the top of the
DTC Index P0829-77
6-5 Shift - Commanded
Position Not Reachable
Gear Ratio Monitoring.
Mechanical Failures Check and correct oil level. Clear DTC. If code
re-detects suspect Transmission internal fault. Install
a new Transmission as required, refer to the new
module/component installation note at the top of the
DTC Index P084F-01
Park / Neutral Switch Input
Circuit - General Electrical
Failure
Wrong voltage level
detected on Park/No Park
signal Check for correct output at Transmission control
module park signal pin (check in all positions) 12 volts
in Park, 0 volts in all other positions. If fault
identified, suspect the Transmission control module.
Install a new Transmission control module as required,
refer to the new module/component installation note
at the top of the DTC Index. If no fault identified,
check Park signal circuit to Transmission Shift Module
for short, open circuit. P0850-01
Park / Neutral Switch Input
Circuit - General Electrical
Failure
General electrical failure Suspect the Transmission control module. Install a
new Transmission control module as required, refer to
the new module/component installation note at the top of the DTC Index P0850-02
Park / Neutral Switch Input
Circuit - General signal
failure
General signal failure Check park lock mechanism. If park lock operation is
correct, suspect the transmission control module.
Check and install a new transmission control module
as required. Refer to the warranty policy and
procedures manual, or determine if any prior approval
programme is in operation, prior to the installation of
a new module/component P0850-29
Park / Neutral Switch Input
Circuit - signal invalid
Signal invalid Check park lock mechanism. If park lock operation is
correct, suspect the transmission control module.
Check and install a new transmission control module
as required. Refer to the warranty policy and
procedures manual, or determine if any prior approval
programme is in operation, prior to the installation of
a new module/component P850-1C
Park / Neutral Switch Input
Circuit - circuit voltage out
of range
Circuit voltage out of
range Check park lock mechanism, if park lock operation
correct suspect the Transmission control module.
Install a new Transmission control module as required,
refer to the new module/component installation note
at the top of the DTC Index P0919-93
Gear Shift Position Control
Error - no operation
No shifting despite driver
request Suspect the Transmission control module. Install a
new Transmission control module as required, refer to
the new module/component installation note at the top of the DTC Index P0919-94
Gear Shift Position Control
Error - unexpected operation
Shifting without driver
request Suspect the Transmission control module. Install a
new Transmission control module as required, refer to
the new module/component installation note at the top of the DTC Index P0938-29
Hydraulic Oil Temperature
Sensor Range/Performance -
signal invalid
Transmission fluid
temperature compared
with module temperature
fault Clear DTC. Carry out cold start road test, continue
driving vehicle until normal operating temperature is
achieved. Read DTCs, if DTC returns, suspect the
Transmission control module. Install a new
Transmission control module as required, refer to the
new module/component installation note at the top of
the DTC Index P0963-12
Pressure Control Solenoid A
Control Circuit High - Circuit
Short to Battery
Pressure control solenoid
1 Circuit Short to Power Suspect the Transmission control module. Install a
new Transmission control module as required, refer to
the new module/component installation note at the top of the DTC Index P0964-13
Pressure Control Solenoid B
Control Circuit / Open -
Circuit Open
Pressure Control Solenoid
B Control Circuit Open Suspect the Transmission control module. Install a
new Transmission control module as required, refer to
the new module/component installation note at the top of the DTC Index P0964-14
Pressure Control Solenoid B
Control Circuit / Open -
Circuit Short to Ground or
Open
Pressure Control Solenoid
B Control Circuit Short to
Ground or Open Suspect the Transmission control module. Install a
new Transmission control module as required, refer to
the new module/component installation note at the
top of the DTC Index P0966-11
Pressure Control Solenoid B
Control Circuit Low - Circuit
Short to Ground
Pressure control solenoid
2 Circuit Short to Ground Suspect the Transmission control module. Install a
new Transmission control module as required, refer to
the new module/component installation note at the top of the DTC Index www.JagDocs.com

Published: 11-May-2011
Exhaust System - V8 5.0L Petrol/V8 S/C 5.0L Petrol - Exhaust System - Overview
Description and Operation

OVERVIEW

5.0L V8 NATURALLY ASPIRATED AND SUPERCHARGER - FROM 2010MY

The exhaust system fitted to models with the 5.0L V8 engines are fabricated from stainless steel. 5 separate assemblies make
up the complete system.

The front section comprises 2 separate assemblies (LH (left-hand) and RH (right-hand)) incorporating a catalytic converter for
each bank of cylinders. The rear section comprises 3 separate sections; a center section and two rear sections. The center
section assembly incorporates a rear silencer which is connected to a center resonator silencer. On supercharger models, the
center resonator is a one piece assembly with two inlet pipes from the center silencer and two outlet pipes to the rear
silencers. On naturally aspirated models, each outlet pipe from the center silencer connects into an individual center resonator.

The system is attached to the underside of the body with mounting rubbers which are located on steel hanger bars that are
welded to the system. The mounting rubbers locate on corresponding hangers which are welded or bolted to the underside of
the vehicle body.

Published: 28-Apr-2014
Exhaust System - V8 5.0L Petrol/V8 S/C 5.0L Petrol - Exhaust System - System Operation and Component Description
Description and Operation



CATALYTIC CONVERTERS System Operation

In the catalytic converters, the exhaust gases are passed through honeycombed ceramic elements coated with a special
surface treatment called 'washcoat'. The washcoat increases the surface area of the ceramic elements by a factor of
approximately 7000. On top of the washcoat is a coating containing palladium and rhodium, which are the active constituents
for converting harmful emissions into inert by-products. The palladium and rhodium add oxygen to the carbon monoxide and
the hydrocarbons in the exhaust gases, to convert them into carbon dioxide and water respectively.

SEMI-ACTIVE MUFFLER VALVE (5.0L SUPERCHARGER VEHICLES ONLY)

The semi-active muffler valve is operated by the pressure in the exhaust system. At low engine speeds the valve head is
closed or partially closed to provide a more refined noise quality. At higher engine speeds the increased pressure within the
exhaust system opens the valve head to provide a more sporting noise. This is achieved by the valve, which once open, allows
the exhaust gasses to by-pass the baffle tubes and plates in the rear silencer.

Component Description
FRONT SECTION - 4.2L NATURALLY ASPIRATED (NAS ONLY) - From 2010MY

The front section comprises two separate pipes, each incorporating a catalytic converter. Each catalytic converter has a welded
inlet pipe with a flange. The inlet pipe is flared into a cone which mates with the exhaust manifold. The flange has two holes
which locate on studs in the exhaust manifold and is secured with flanged nuts. Each catalytic converter is fitted with a pre
and post catalyst HO2S (heated oxygen sensor).

Each catalytic converter has a curved outlet pipe which mates with the respective inlet pipe for the applicable resonator on the
center section. The joint on each pipe is secured with a clamp.

FRONT SECTION - 5.0L NATURALLY ASPIRATED AND SUPERCHARGER - From 2010MY

The front section is common to both the naturally aspirated and supercharger vehicles. The front section comprises two
separate pipes each incorporating a catalytic converter. Each catalytic converter has a welded pipe with a flange, which is
flared into a cone which mates with the exhaust manifold. Each flange has two holes which locate on studs in the exhaust
manifold and are secured with nuts. Each catalytic converter is fitted with a mid catalyst HO2S. The mid catalyst HO2S is located in the catalytic converter.


NOTE: The pre catalyst HO2S is located in the exhaust manifold.
On vehicles from 2013MY, a post catalyst HO2S is located in the curved pipe from each catalytic converter.
A curved pipe from each catalytic converter locates into the resonator inlet pipes of the center section. The LH (left-hand) pipe
is fitted with a mass damper which absorbs resonance from the system.

REAR SECTION - 4.2L NATURALLY ASPIRATED (NAS ONLY) - From 2010MY

The 2 inlet pipes each connect into a separate resonator silencer. Each resonator silencer is cylindrical in shape and houses 2
perforated tubes separated by 2 baffle plates. Exhaust gasses exit each resonator silencer via an outlet pipe. The 2 outlet
pipes are joined together behind the resonators with a cross over pipe. Each pipe also has a welded hanger bracket which
allow the rear section to be supported on mounting rubbers. A further bracket is welded to each pipe which braces the 2 pipes
together.

The 2 rear silencers each have a welded inlet pipe which mate with the outlet pipes from the resonator silencers and are each
secured with a clamp. The inlet pipes each have a welded hanger bracket which support each rear silencer at the rear of the
vehicle on mounting rubbers. The fabricated rear silencers have 2 perforated tubes which are supported on 2 perforated baffle
plates. The exhaust gasses are expelled from the rear silencer via a single outlet pipe. The outlet pipe from each silencer has
a welded hanger bar which support the rear silencer on mounting rubbers. The outlet pipe is fitted with a welded outlet which
is covered with a polished stainless steel finisher which is part welded to the silencer.

REAR SECTION - 5.0L NATURALLY ASPIRATED - From 2010MY

The 2 pipes from the front section each connect into 2 short pipes on the center resonator box and are secured with clamps.
Two pipes from the resonator box split the system into 2 sections which each connect into another resonator. Each resonator
silencer houses perforated tubes separated by baffle plates. Exhaust gasses exit each resonator silencer via an outlet pipe.
The 2 outlet pipes are joined together behind the resonators with a cross over pipe. Each pipe also has a welded hanger
bracket which allow the rear section to be supported on mounting rubbers. A further bracket is welded to each pipe which
braces the 2 pipes together.
The 2 rear silencers each have a welded inlet pipe which mate with the outlet pipes from the cylindrical resonator silencers and
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Symptom Possible Causes Action Electronic engine control
Throttle motor
Restricted accelerator pedal
travel (carpet, etc)
Ignition system
Transmission malfunction Check for air leakage in air intake system
Ensure accelerator pedal is free from restriction
Check for electronic engine controls, ignition, engine
emission system and transmission related DTCs and
refer to the relevant DTC Index Engine backfires
Fuel pump/lines
Air leakage
Electronic engine controls
Ignition system
Sticking variable camshaft
timing (VCT) hub
Check for fuel system failures
Check for air leakage in intake air system
Check for electronic engine controls, ignition system
and VCT system related DTCs and refer to the
relevant DTC Index Engine surges
Fuel pump/lines
Electronic engine controls
Throttle motor
Ignition system
Check for fuel system failures
Check for electronic engine controls, throttle system
and ignition system related DTCs and refer to the
relevant DTC Index Engine detonates/knocks
Fuel pump/lines
Air leakage
Electronic engine controls
Sticking VCT hub
Check for fuel system failures
Check for air leakage in intake air system
Check for electronic engine controls and VCT system
related DTCs and refer to the relevant DTC Index No throttle response
Electronic engine controls
Throttle motor
Check for electronic engine controls and throttle
system related DTCs and refer to the relevant DTC
Index Poor throttle response
Breather system
disconnected/restricted
Electronic engine controls
Transmission malfunction
Traction control event
Air leakage
Ensure the engine breather system is free from
restriction and is correctly installed
Check for electronic engine controls, transmission
and traction control related DTCs and refer to the
related DTC Index
Check for air leakage in intake air system Fuel gauge reading empty
with fuel in the fuel tank
Active fuel level sensor
circuit open circuit
Passive fuel level sensor
circuit open circuit
Instrument cluster internal
failure
Using the manufacturer approved diagnostic system,
perform the guided diagnostic routine - Fuel Level
Sensor Test Fuel gauge not reading empty
with no fuel in the fuel tank
Jet pump fault
Fuel crossover tube blocked
or leaking
Using the manufacturer approved diagnostic system,
check datalogger signals - Fuel Sender 2 (0x61B8) -
Fuel Sender 1 (0x61B7). Refer to the table below. If
the right sensor reads empty when the left sensor
reads more than empty, check that the jet pump is
transferring fuel from the left side to the right side Fuel Gauge, Resistance, Voltage And Fuel Tank Level Comparison Chart

Use the chart to determine fuel tank fuel volume versus fuel gauge reading to determine the fuel level symptom and fault.
NOTES:

The vehicle must be parked on a level surface to obtain an accurate fuel level gauge reading.


The actual values may vary, according to the quantity of fuel in the left and right sides of the fuel tank.


An accurate fuel level gauge reading requires 3 to 5 minutes for levels to stabilise.

Volume, Resistance and Voltage Values

Gauge Reading
Fill Volume (L) Fuel Sender 2 (0x61B8) - Right side Fuel Sender 1 (0x61B7) - Left side Resistance (Ω) CAN Count (Tolerance ± 10) Resistance (Ω) CAN Count (Tolerance ± 10) 0 52 75 51 74 2 60 86 51 74 4 76 107 51 74

6 Clockspring 7 APP (accelerator pedal position) sensor 8 Electric throttle actuator 9 Brake lamp/brake test switch 10 Adaptive speed control radar sensor 11 Diagnostic socket 12 Instrument cluster 13 TCM (transmission control module) 14 Adaptive speed control module


SPEED CONTROL System Operation

The speed control system uses inputs from the brake lamp/brake test switch, the APP sensor, the ECM and the ABS module.
Speed control is operated by the driver using only the steering wheel switches. When speed control is active, the ECM regulates the PWM (pulse width modulation) signals to the fuel injectors to adjust the fuel supply as required to maintain the
set speed.

During speed control operation, the ECM controls vehicle speed by adjusting fuel injection duration and timing. When the accelerator pedal is pressed with speed control active, the ECM outputs a calculated throttle angle signal in place of the actual throttle angle signals produced by the APP sensor. The calculated throttle angle is derived from fuel demand.
The minimum set speed for speed control is 18 mph (30 (km/h). Speed control is automatically suspended if the following
conditions apply:

Vehicle speed falls below 18 mph (30 km/h)
The brake pedal is pressed
The cancel button is pressed
Neutral, park or reverse gear is selected
The difference between actual speed and the set speed is too great
If the engine speed becomes near to the red line (maximum engine speed)
If the accelerator pedal is used to accelerate beyond the set speed for too long.

ADAPTIVE SPEED CONTROL
The adaptive speed control system comprises the following components:
Adaptive speed control sensor
Adaptive speed control module
Steering wheel control switches
ECM
Electric throttle actuator
ABS module and pump Adaptive speed control warning indicator.

The adaptive speed control system uses a forward looking radar sensor to scan the road ahead, looking for objects that are
moving at a different rate to itself. When a target is identified the adaptive speed control system will monitor the time gap
between it and the target vehicle. When that gap falls below a set driver selected level the adaptive speed control system will
intervene slowing the vehicle by backing off the throttle and/ or applying the brakes, until the correct gap is attained. The
driver can chose between four gap settings, 1, 1.4, 1.8 and 2.2 seconds.
The system will detect but not react to the following:
Vehicles in the oncoming lane
Stationary vehicles
Pedestrians
Vehicles not in the same lane.

Adaptive speed control is active when the vehicle is moving. Adaptive Speed Control only functions when a set speed is
entered in normal speed control mode. The adaptive speed control system only intervenes with the set speed when it detects
a target vehicle, and then only if the minimum time gap is breached.

It is important to note that the system is intended for use in limited driving situations, does not remove control and
responsibility from the driver, and at all times can be quickly overridden. The adaptive speed control system is not a collision
warning system and will not react to stationary objects. The system does not operate below a minimum speed of
approximately 30 km/h (20 mph) since it is unsuitable for use in cities or congested traffic. The system is best suited to main
roads/ highways with gradual bends.
The ECM, throttle body and throttle control are unchanged from those used for non adaptive speed control variants.
The adaptive speed control system is based on the use of a front mounted radar sensor. The sensor transmits a 1.5° wide
beam forward of the vehicle and detects the returning signals reflected off other vehicles and objects ahead.
The 1.5° wide radar beam is mechanically scanned at a rate of 10 sweeps/second across a total arc of 15° centered on the

Automatic braking is limited to approximately 30% of full pressure (0.3G deceleration) and is intended to provide a
smooth, gradual deceleration in follow mode conditions. Harsh braking by the target vehicle or following the target
vehicle down to very low speeds or to a halt will require driver override of the brakes.
While the radar sensor detects moving and stationary targets for assessment of the environment ahead, the system
does not react to or provide any control in situations other than follow mode conditions. Stationary or slow moving
vehicles (below 10 km/h), pedestrians, objects on the road and oncoming vehicles in the same lane are not recognized.


WARNING: The adaptive speed control system is not a collision warning or avoidance system and that, other than the
limited conditions of follow mode, driver intervention will be necessary to control the vehicle speed.
In follow mode, some situations may cause target ambiguities for the detection system. These situations include:
The nearby presence of a third vehicle when driving on a line slightly offset to the target vehicle.
Vehicles edging into the lane ahead which are not detected by the system until they have moved into the radar beam.

On the approach to, or exit from a bend, a target vehicle may be lost or a new target acquired as vehicles ahead change their
angular position with respect to the radar sensor. On a straight road, if the sensing vehicle is in follow mode below its selected
set speed, losing the target vehicle will cause the sensing vehicle to accelerate to this set speed. This acceleration is
undesirable either on, or entering a bend when the target is suddenly lost, and in this situation the system inhibits the
resumption of the set speed.

The speed control system compares vehicle speed data from the ABS system with the relative speed of an external object as
detected by the radar sensor to ascertain whether the object is stationary or not.


NOTE: If tires are fitted which are different in diameter from those specified for the vehicle, the vehicle speed calculated
by the ABS will not be the true road speed. This situation may cause stationary objects to be falsely identified as moving
vehicles and result in automatic deceleration on a clear road.



SPEED CONTROL SWITCHES Component Description

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