change wheel JAGUAR XFR 2010 1.G User Guide
[x] Cancel search | Manufacturer: JAGUAR, Model Year: 2010, Model line: XFR, Model: JAGUAR XFR 2010 1.GPages: 3039, PDF Size: 58.49 MB
Page 451 of 3039
DTC Description Possible Cause Action U0142-00
Lost Communication With
Body Control Module "B"
-no sub type information
CAN bus fault
Auxiliary Junction Box fault Refer to the electrical wiring diagrams and check
Auxiliary Junction Box power and ground supplies for
short, open circuit. Carry out CAN network integrity
tests. U0155-00
Lost Communications With
Instrument Panel Cluster
(IPC) Control Module-no
sub type information
CAN bus fault
Instrument cluster fault Refer to the electrical wiring diagrams and check
instrument cluster power and ground supplies for
short, open circuit. Carry out CAN network integrity
tests. U0164-00
Lost Communication With
HVAC Control Module-no
sub type information
CAN bus fault
Climate control module
fault Refer to the electrical wiring diagrams and check
climate control module power and ground supplies for
short, open circuit. Carry out CAN network integrity
tests. U0300-00
Internal Control Module
Software Incompatibility-no
sub type information
Incompatible tire pressure
monitoring system module
for vehicle CAN network Check correct tire pressure monitoring system module
is installed to vehicle specification, otherwise
suspect the Auxiliary Junction Box. U0415-00
Invalid Data Received From
Anti-Lock Brake System
(ABS) Control Module-no
subtype information
Invalid data received from
the Anti-Lock Braking
System Control Module
CAN bus fault
Anti-Lock Braking System
fault Check Anti-Lock Braking System control module and
Instrument Cluster for related DTCs and refer to the
relevant DTC Index. Carry out CAN network integrity
tests. U0424-00
Invalid Data Received From
HVAC Control Module-no
sub type information
HVAC control module fault Check climate control module for related DTCs and
refer to relevant DTC Index. U1A14-49
CAN Initialisation Failure-
internal electronic failure
Tire pressure monitoring
system module fault Install a new tire pressure monitoring module. Refer
to the new module/component installation note at
the top of the DTC Index. U3000-55
Control Module-not
configured
Tire pressure monitoring
system configuration data
is invalid Check and amend the car configuration file. U3000-87
Control Module-missing
message
Tire pressure monitoring
system configuration data
not received Check the Auxiliary Junction Box for related DTCs and
refer to the relevant DTC Index. Carry out CAN
network integrity test. U3002-81
Vehicle Identification
Number - invalid serial data
received
Tire pressure monitoring
system module and vehicle
VIN mis-match
NOTE: This DTC indicates that the tire pressure
monitoring system module is not the original part
installed to the vehicle at the factory/dealer and
could have been substituted. Refer to the note above
the DTC index about replacing components which may
remain under manufacturer warranty.
Re-install the original or a new tire pressure monitoring system control module.
Component Tests
Wheels and Tires
For wheel and tire specification information (pressures, torques, etc).
When replacing wheels or tires, local legislation regarding health and safety must be complied with.
If the vehicle has a Tire Pressure Monitoring System installed, only Jaguar approved wheels and tires should be used. If the
wheel and tire size is changed (for example from R18 to R20) the Tire Pressure Monitoring System module should be updated
with the correct pressure information appropriate to the new wheel and tire set. Update the Tire Pressure Monitoring System
module using the Jaguar approved diagnostic system.
As a general guideline, only replace tires in pairs or as a set, and only with tires of equivalent size and specification.
Confirm the symptoms of the customer complaint.
As much information as possible should be gathered from the driver to assist in diagnosing the cause(s).
1. Before a road test, carry out a basic inspection to make sure the vehicle is safe and legal to drive.
Basic inspection
Correct tire inflation
Legal tire tread depth
Page 483 of 3039
7 Rear accelerometer 8 Instrument cluster 9 JaguarDrive selector module 10 ABS (anti-lock brake system) module 11 TCM (transmission control module) 12 ECM (engine control module) 13 RH (right-hand) rear damper 14 RH front damper 15 LH (left-hand) front damper 16 LH rear damper 17 LH rear suspension height sensor 18 RH rear suspension height sensor 19 LH front suspension height sensor 20 RH front accelerometer 21 RH front suspension height sensor 22 Adaptive damping module 23 LH front accelerometer
PRINCIPLES OF OPERATION System Operation
The adaptive damping module uses a combination of information from other system modules and data from the accelerometers
and suspension height sensors to measure the vehicle and suspension states and driver inputs. Using this information, the
adaptive damping module applies algorithms to control the dampers for the current driving conditions.
The adaptive damping module receives signals on the high speed CAN bus from the following system components: Brake Pressure - ABS module. Brake Pressure Quality Factor - ABS module. Car Configuration Parameters - AJB. Center Differential Range Actual - ECM. Engine Speed - ECM. Engine Speed Quality Factor - ECM. Engine Torque Flywheel Actual - ECM. Engine Torque Flywheel Actual Quality Factor - ECM. Gear Position Target - TCM. Lateral Acceleration - ABS module. Power Mode (Ignition Signal) - CJB. Power Mode Quality Factor - CJB. Roll Stability Control Mode - ABS module. Steering Wheel Angle - ABS module. Steering Wheel Angle Speed - ABS module. Steering Wheel Angle Status - ABS module. Terrain Mode Requested - JaguarDrive selector.
Torque Converter Slip - TCM. Vehicle Information Parameters HS - AJB Vehicle Speed - ABS module. Vehicle Speed Quality Factor - ABS module. Front Left Wheel Speed - ABS module. Front Left Wheel Speed Quality Factor - ABS module. Front Right Wheel Speed - ABS module. Front Right Wheel Speed Quality Factor - ABS module. Rear Left Wheel Speed - ABS module. Rear Left Wheel Speed Quality Factor - ABS module. Rear Right Wheel Speed Quality Factor - ABS module. Rear Right Wheel Speed - ABS module. The adaptive damping module also outputs information on the high speed CAN bus for use by other systems as follows: Fault Message - instrument cluster.
Terrain Mode Change Status - JaguarDrive selector.
Terrain Mode - JaguarDrive selector.
The adaptive damping module monitors the input signals and operates the damper solenoids. The input signals are used in
control modes and a force required for each damper for that mode is calculated. An arbitration mode monitors the force
requirements from each mode and apportions a force to a damper. The force is converted to the appropriate current and sent to
the damper.
The control modes are as follows:
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2 Main piston 3 Tube 4 Bypass valve (closed) 5 Piston and rod assembly ACCELEROMETERS
Three accelerometers are used in the adaptive dynamics system. The accelerometers are located as follows:
One each on the rear edge of the radiator support panel.
One in the luggage compartment, in the rear LH corner adjacent to the rear lamp assembly.
The accelerometers measure acceleration in the vertical plane and output a corresponding analogue signal to the adaptive
damping module. The algorithms in the adaptive damping module calculate the heave, pitch and roll motions of the vehicle,
which are used by the module to control road induced body modes.
Each accelerometer is connected to the adaptive damping module via three wires, which supply ground, 5 V supply and signal
return.
The sensing element comprises a single parallel plate capacitor, one plate of which moves relative to the other dependant on
the force (acceleration) applied. This causes the capacitance to change as a function of applied acceleration. This capacitance
is compared with a fixed reference capacitor in a bridge circuit and the signal is processed by means of a dedicated integrated
circuit to generate an output voltage that varies as a function of applied acceleration. The sensors output a signal voltage of
approximately 1 V/g ± 0.05 V/g.
SUSPENSION HEIGHT SENSORS
Four suspension height sensors are used in the adaptive dynamics system, two for the front suspension and two for the rear
suspension. A front suspension height sensor is attached to each side of the front subframes and connected by a sensor arm
and sensor link to the related lower lateral arm of the front suspension. A rear suspension height sensor is attached to each
side of the rear subframe and connected by a sensor arm and sensor link to the related upper control arm of the rear
suspension. On each suspension height sensor, the sensor arm and sensor link convert linear movement of the suspension into
rotary movement of the sensor shaft.
The sensors are also used for the static dynamic headlamp leveling system on vehicles fitted with xenon headlamps.
The suspension height sensors measure suspension displacement at each corner of the vehicle and output a corresponding
analogue signal to the adaptive damping module. The algorithms in the adaptive damping module calculate the position,
velocity and frequency content of the signals and use the results for wheel control.
Each suspension height sensor is connected to the adaptive damping module via three wires, which supply ground, 5 V supply
Page 495 of 3039
Published: 11-May-2011
Ride and Handling Optimization - Ride and Handling Optimization - System
Operation and Component Description
Description and Operation
JAGUARDRIVE CONTROL OPERATION
Engine Management System System Operation
The Engine Management System (EMS) varies the accelerator pedal maps to change the amount of torque per percentage of
pedal travel. The EMS can also change the accelerator pedal response to control the allowed torque change relative to the
speed of pedal travel.
Each driving mode uses a combination of operating parameters for each sub-system. Changing between driving modes initiates
a different set of operating characteristics, which will be noticeable to the driver. The driver will notice differences in engine
response when, for example, the accelerator pedal is held in a constant position and the driving mode is changed from Winter
to Dynamic, the driver will notice the torque and engine speed increase. Similarly, if the mode is changed from Normal or
Dynamic to Winter the driver will notice a reduction in torque and engine speed.
NOTE: The change in torque and engine speed can take approximately 30 seconds and care must be taken not to confuse
the JaguarDrive Control system operation with an EMS fault.
Transmission Control
The TCM (transmission control module) changes the shift maps for the JaguarDrive Control mode selected. This changes the
shift points providing early or late upshifts and downshifts. For example, on slippery surfaces in Winter mode the transmission
will select 2nd gear for starting from a standstill on a flat surface to minimize wheel slip.
Anti-lock Braking System Control
The ABS (anti-lock brake system) module controls several vehicle functions and adjusts the operating parameters of these
functions to optimize the selected JaguarDrive Control mode. Traction control uses different slip/acceleration thresholds to
improve traction and vehicle composure. For example, the system sensitivity is increased on slippery surfaces to reduce wheel
spin.
If TracDSC is selected or DSC is switched off, then subsequently the JaguarDrive Control mode is changed, DSC is automatically
switched back on (or to TracDSC for Dynamic mode).
The stability control uses different threshold values for the selected mode, reducing the requirement for the driver to change
the DSC system mode for optimum performance in various driving scenarios.
Incorrect Mode Usage
Selection of an inappropriate mode is discouraged in the following ways:
The active mode icon is continually displayed in the instrument cluster message center
In any special mode, when the ignition has been in the off position continuously for more than 6 hours, the JaguarDrive
Control system defaults to the special modes off (DSC on).
Selection of an inappropriate mode for the conditions will not endanger the driver or immediately cause damage to the vehicle.
Continued use of an inappropriate mode may reduce the life of some components. The driver may notice a different vehicle
response, with the engine and transmission responses being different than in the special modes off.
Driver Information
The instrument cluster contains a message center, which displays vehicle information to the driver. The message center
contains the JaguarDrive Control mode icons, which display the currently selected mode. If no symbol is displayed, no special
mode is selected and the system is in special modes off.
Any required changes to the subsystems are also passed to the driver in the form of warning illumination in the instrument
cluster or appropriate messages in the message center, DSC off for example.
In Dynamic mode when the transmission is in manual mode, the gear information is displayed in amber when the appropriate
engine speed is reached for optimum sporty change point.
DIAGNOSTICS
JaguarDrive Control relies on the correct functionality of the sub-systems. If one of the sub-systems develops a fault, the
JaguarDrive Control system will not function, even though the fault is not in the JaguarDrive Control system.
The JaguarDrive Selector module and rotary control should only be investigated if there are no apparent faults in any of the
sub-systems. If a fault in a sub-system is subsequently corrected, the JaguarDrive Control system will function normally after
an ignition on and off cycle.
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BRAKE CALIPERS System Operation
When hydraulic pressure is supplied to the caliper, the pistons extend to force the inner pad against the brake disc. The caliper
reacts and slides along two guide pins to bring the outer pad into contact with the brake disc.
BRAKE PAD WEAR SENSORS
When a brake pad incorporating a brake pad wear sensor is approximately 75% worn, the sensor wire within the pad material
is worn through and the brake pad wear sensor goes open circuit. When the instrument cluster detects the open circuit, it
illuminates the amber LED (light emitting diode) in the brake warning indicator, displays an appropriate warning in the
message center and sounds a warning chime.
Refer to: Instrument Cluster (413-01 Instrument Cluster, Description and Operation).
NOTE: A new pad wear sensor lead must be fitted whenever the brake pads are changed, irrespective of the brake pad
warning sensor being triggered.
BRAKE CALIPERS Component Description
Each caliper is mounted within a fixed carrier that is secured to the front wheel knuckle with two bolts. The inboard brake pad
of the LH (left-hand) brake incorporates a wear sensor.
Each outboard brake pad is installed with a pressed steel anti-rattle spring. On SC (supercharger) vehicles, a badge with the
'R' symbol is formed on the anti-rattle spring.
BRAKE PAD WEAR SENSORS
The brake pad wear sensor is wired in series with a wear sensor on the RH (right-hand) rear brake and the instrument cluster.
If the thickness of one of the brake pads connected to a wear sensor decreases to a predetermined limit, the instrument
cluster illuminates the brake warning indicator.
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BRAKE CALIPERS System Operation
When hydraulic pressure is supplied to the caliper, the pistons extend to force the inner pad against the brake disc. The caliper
reacts and slides along two guide pins to bring the outer pad into contact with the brake disc.
BRAKE PAD WEAR SENSORS
When a brake pad incorporating a brake pad wear sensor is approximately 75% worn, the sensor wire within the pad material
is worn through and the brake pad wear sensor goes open circuit. When the instrument cluster detects the open circuit, it
illuminates the amber LED (light emitting diode) in the brake warning indicator, displays an appropriate warning in the
message center and sounds a warning chime.
Refer to: Instrument Cluster (413-01 Instrument Cluster, Description and Operation).
NOTE: A new pad wear sensor lead must be fitted whenever the brake pads are changed, irrespective of the brake pad
warning sensor being triggered.
BRAKE CALIPERS Component Description
Each caliper is mounted within a fixed carrier that is secured to the rear wheel knuckle with two bolts. Each outboard brake pad
is installed with a wire anti-rattle spring.
The brake calipers on SC (supercharger) vehicles are painted and also include a logo badge, secured with two screws, which
must be removed in order to change the brake pads.
The inboard brake pad of the RH (right-hand) brake incorporates a wear sensor.
BRAKE PAD WEAR SENSORS
The brake pad wear sensor is wired in series with a wear sensor on the LH (left-hand) front brake and the instrument cluster. If
the thickness of one of the brake pads connected to a wear sensor decreases to a predetermined limit, the instrument cluster
illuminates the brake warning indicator.
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DSC becomes active whenever the engine is running. A momentary press of the switch allows the driver to toggle between the
standard DSC settings and the optimized 'Trac DSC' settings. The message 'Trac DSC' or 'DSC on' will temporarily be displayed
in the instrument cluster message center. The amber DSC warning indicator in the instrument cluster remains illuminated while
'Trac DSC' is selected.
The DSC can be switched off by pressing and holding the switch for more than 10 seconds.
In each case the message 'DSC OFF' will be displayed in the instrument cluster message center to confirm DSC has been
switched off. The amber DSC warning indicator in the instrument cluster will remain illuminated. The system can be switched
back on again by simply pressing and releasing the switch. The message 'DSC ON' will then temporarily appear in the
instrument cluster message center to confirm the system is on.
NOTE: Switch requests may be delayed if the switch is pressed while a DSC operation is taking place. The switch request
will be displayed in the instrument cluster but the ABS module will not initiate any stability changes until it is safe to do so.
If a fault is detected with the DSC switch, the ABS module defaults to the 'DSC ON' setting and any switch requests are ignored.
WARNING: It is recommended that when using snow chains, Trac DSC is switched off and JaguarDrive control winter mode
is selected.
Wheel Speed Sensors
Item Description 1 Front wheel speed sensor 2 Rear wheel speed sensor An active wheel speed sensor is installed in each wheel hub to provide the ABS module with a rotational speed signal from each road wheel. The head of each front wheel speed sensor is positioned close to a magnetic encoder ring incorporated into
the inboard seal of the wheel bearing. The head of each rear wheel speed sensor is positioned close to a magnetic encoder
ring incorporated into the rear wheel bearing assembly. Each encoder ring contains 46 north and south poles. A fly lead
connects each sensor to the vehicle harness.
The wheel speed sensors each have a signal and a return connection with the ABS module. When the ignition is ON the ABS module supplies a signal feed to the wheel speed sensors and monitors the return signals. Any rotation of the road wheels
induces current fluctuations in the return signals, which are converted into individual wheel speeds and overall vehicle speed
by the ABS module. The ABS module broadcasts the individual wheel speeds and the vehicle speed on the high speed CAN bus for use by other
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center and an amber warning indicator will illuminate.
Refer to: Information and Message Center (413-08 Information and Message Center, Description and Operation).
As the wheel speed sensors are active devices, a return signal is available when the road wheels are not rotating. This enables
the ABS module to check the condition of the speed sensors while the vehicle is stationary.
Steering Angle Sensor
The steering angle sensor measures the steering wheel angle and the rate of change of the steering wheel angle. These
measurements are received by the ABS module and broadcast on the high speed CAN bus for use by other systems.
The steering angle sensor is mounted on the steering column upper shroud mounting bracket, immediately behind the
multifunction switches, and is secured by 2 screws. A fly lead connects the sensor to the passenger compartment wiring
harness via a 4 pin multiplug.
The sensor is housed in a 'U' shaped plastic casing and contains two offset LED (light emitting diode)s facing two detectors.
An encoder ring is mounted on the inner steering column shaft and intersects the LEDs and detectors. The encoder ring contains 60 slots which break and restore the light beams between the LEDs and the detectors as the steering wheel is
Page 699 of 3039
beams change state. The LEDs and detectors are mounted in such a way that only one beam will change state, either to broken or restored, at any one time.
The center (straight ahead) position of the steering wheel has to be learned by the ABS module every time the ignition is switched ON. The steering angle sensor is unable to determine the center position so inputs from the yaw rate and lateral
acceleration sensor and wheel speed signals are also used by the ABS module to help it perform this process. If extreme weather conditions are present, for example ice causing extreme wheel spin or understeer/oversteer, the ABS module may not be able to determine the center position of the steering wheel. In this situation 'DSC NOT AVAILABLE' will be displayed in the
instrument cluster message center and the amber warning indicator will illuminate.
Refer to: Information and Message Center (413-08 Information and Message Center, Description and Operation).
'DSC NOT AVAILABLE' will also be displayed if the ABS module detects a steering angle sensor fault. The amber warning indicator will illuminate until the fault is rectified.
Yaw Rate and Lateral Acceleration Sensor
The yaw rate and lateral acceleration sensor is mounted on the rear parcel shelf. The sensor is secured by two screws and
connects to the vehicle wiring via a four pin multiplug.
When the ignition is ON, the sensor receives a power feed from the CJB. The ground path for the sensor is located behind the left hand rear seat back. The sensor measures the yaw rate and lateral acceleration of the vehicle, providing values to the ABS module via a dedicated, private high speed CAN bus connection. The ABS module broadcasts these values on the high speed CAN bus for use by other systems.
If a sensor fault is detected by the ABS module, 'DSC NOT AVAILABLE' will be displayed in the instrument cluster message center and the amber warning indicator will illuminate.
Refer to: Information and Message Center (413-08 Information and Message Center, Description and Operation).
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between moving components such as the steering wheel to steering column shroud.
Grunt (Squawk/Whoop)
Grunt is a 'honking' sound elicited when coming off one of the steering stops. Grunt is generally excited during parking
manoeuvres with a low to medium speed steering input.
Hiss (Swish)
Hiss or Valve Hiss is a high-frequency sound coming from the steering gear when the system is loaded. It is a rushing or
'swish' noise that doesn't change frequency with RPM. Hiss is the general noise generated by the flow of hydraulic fluid through
restrictions in the steering system. Restrictions include the rotary steering valve, power steering tubes, connectors, tuning
orifices, etc. Hiss can be air-borne and structure-borne, but the structure-borne path through the steering intermediate shaft is
usually dominant.
Moan (Groan)
Moan is the general structure-borne noise of the steering system. Moan is primarily transmitted to the driver via the body
structure through the pump mount, engine mounts, power steering lines and power steering brackets. On some vehicles, moan
is a loud humming noise, often present when the wheel is turned and the system is loaded. It may change frequency with
engine RPM and if the system is loaded or unloaded.
Steering Gear Knock (Steering Gear Slap)
CAUTION: DO NOT attempt to adjust the steering gear yoke. Failure to follow this instruction will invalidate the steering
gear warranty.
Steering gear knock is a rattle sound and steering wheel vibration caused by separation of the steering gear and pinion while
driving over bumps. It is a structure-borne noise transmitted through the intermediate shaft and column. Steering gear knock
can also be heard as a 'thump' or impact noise that occurs with the vehicle stationary when the steering wheel is released
from a loaded position and allowed to return to rest. Noise occurs with the engine on or off.
Rattles
Rattles are noises caused by knocking or hitting of components in the steering system. Steering rattles can occur in the engine
compartment, the suspension, or the passenger compartment. Rattles can be caused by loose components, movable and
flexible components, and improper clearances.
Squeaks/Scrapes
Squeaks/Scrapes are noises due to friction or component rubbing anywhere in the steering system. Squeaks/Scrapes have
appeared in steering linkages and joints, in column components and in column and steering wheel trim.
Weep
Weep is an air-borne noise, occasionally generated when turning the steering across lock at a constant rate. When present on
a vehicle the noise, once initiated can often be maintained across a large proportion of the available steering movement.
Whistle
Whistle is similar to hiss but is louder and of a higher frequency. It is also more of a pure tone noise than hiss. Whistle is
air-borne and is generated by a high flow rate of hydraulic fluid through a small restriction.
Zip
Zip noise is the air-borne noise generated by power steering pump cavitation when power steering fluid does not flow freely
through the suction hose from the reservoir to the pump. Zip primarily occurs during cold weather at start-up.
Steering System Vibrations and Harshness
Buzz
Buzz is a tactile rotary vibration felt in the steering wheel when steering inputs are slow. Buzz can also be called a grinding
feel and it is closely related to grunt and is caused by high system gain with low damping. Buzz is generally excited during
parking manoeuvres with low to medium speed steering input.
Buzz (Electrical)
A different steering buzz can be caused by pulse width modulated (PWM) electric actuators used in variable assist steering
systems. This buzz is felt by turning the ignition key to run without starting the engine and holding onto the steering wheel.
In extreme cases, the buzz can be felt with the engine running also.
Column/Steering Wheel Shake
Column shake is a low frequency vertical vibration excited by primary engine vibrations.
Nibble (Shimmy)