light JAGUAR XFR 2010 1.G Owner's Manual

Noise Conditions

Gear noise is typically a howling or whining due to gear damage or incorrect bearing preload. It can occur at various
speeds and driving conditions, or it can be continuous
Chuckle is a particular rattling noise that sounds like a stick against the spokes of a spinning bicycle wheel. It occurs
while decelerating from approximately 64 km/h (40 miles/h) and can usually be heard all the way to a stop. The
frequency varies with vehicle speed
Knock is very similar to chuckle, though it may be louder and occurs on acceleration or deceleration. The tear down will
disclose what has to be corrected
Check and rule out tires, exhaust and trim items before disassembling the transmission to diagnose and correct gear noise.

The noises described under Road Test usually have specific causes that can be diagnosed by observation as the unit is
disassembled. The initial clues are the type of noise heard on the road test and the driving conditions.

Vibration Conditions


wear. NOTE: New Constant Velocity (CV) joints should not be installed unless disassembly and inspection revealed unusual

Clicking, popping or grinding noises may be caused by the following:

Cut or damaged CV joint boots resulting in inadequate or contaminated lubricant in the outboard or inboard CV joint
bearing housings
Loose CV joint boot clamps
Another component contacting the rear drive half shaft
Worn, damaged or incorrectly installed wheel bearing, suspension or brake component
Vibration at highway speeds may be caused by the following:
Out-of-balance front or rear wheels
Out-of-round tires
Driveline imbalance
Driveline run-out (alignment)


NOTE: Rear drive half shafts are not balanced and are not likely to contribute to rotational vibration disturbance.
Shudder or vibration during acceleration (including from rest) may be caused by the following:
Driveline alignment
Excessively worn or damaged outboard or inboard CV joint bearing housing
Excessively high CV joint operating angles caused by incorrect ride height. Check ride height, verify correct spring rate
and check items under Inoperative Conditions
Excessively worn driveshaft components

Leakage Conditions

1. Inspect the CV joint boots for evidence of cracks, tears or splits.

2. Inspect the underbody for any indication of grease splatter in the vicinity of the rear drive half shaft, outboard and
inboard CV joint boot locations, which is an indication of CV joint boot or CV joint boot clamp damage.
3. Inspect the inboard CV joint bearing housing seal for leakage.

Inoperative Conditions

If a CV joint or rear drive half shaft pull-out occurs, check the following:

suspension components for correct location, damage or wear
bushings for wear
subframe for damage
bent or worn components
- Stabilizer bar link
- Left-hand rear suspension lower arm and bushing
- Right-hand rear suspension lower arm and bushing
- Rear wheel hub and rear drive half shaft

Road Test

A gear-driven unit will produce a certain amount of noise. Some noise is acceptable and may be audible at certain speeds or
under various driving conditions as on a newly paved blacktop road. The slight noise is in no way detrimental and must be
considered normal.

The road test and customer interview (if available) provide information needed to identify the condition and give direction to
the correct starting point for diagnosis.
1. Make notes throughout the diagnosis routine. Make sure to write down even the smallest piece of information, because

it may turn out to be the most important.

2. Do not touch anything until a road test and a thorough visual inspection of the vehicle have been carried out. Leave the
tire pressures and vehicle load just where they were when the condition was first observed. Adjusting tire pressures,
vehicle load or making other adjustments may reduce the conditions intensity to a point where it cannot be identified
clearly. It may also inject something new into the system, preventing correct diagnosis.

3. Make a visual inspection as part of the preliminary diagnosis routine, writing down anything that does not look right.
Note tire pressures, but do not adjust them yet. Note leaking fluids, loose nuts and bolts, or bright spots where
components may be rubbing against each other. Check the luggage compartment for unusual loads.
4. Road test the vehicle and define the condition by reproducing it several times during the road test.

5. Carry out the Road Test Quick Checks as soon as the condition is reproduced. This will identify the correct diagnostic
procedure. Carry out the Road Test Quick Checks more than once to verify they are providing a valid result. Remember,
the Road Test Quick Checks may not tell where the concern is, but they will tell where it is not.

Road Test Quick Checks

1. 24-80 km/h (15-50 miles/h): With light acceleration, a moaning noise is heard and possibly a vibration is felt in the
front floor pan. It is usually worse at a particular engine speed and at a particular throttle setting during acceleration at
that speed. It may also produce a moaning sound, depending on what component is causing it. Refer to Tip-In Moan in
the Symptom Chart.

2. Acceleration/deceleration: With slow acceleration and deceleration, a shake is sometimes noticed in the steering
wheel/column, seats, front floor pan, front door trim panel or front end sheet metal. It is a low frequency vibration
(around 9-15 cycles per second). It may or may not be increased by applying brakes lightly. Refer to Idle Boom/Shake
/Vibration in the Symptom Chart.

3. High speed: A vibration is felt in the front floor pan or seats with no visible shake, but with an accompanying sound or
rumble, buzz, hum, drone or booming noise. Coast with the clutch pedal depressed or shift control selector lever in
neutral and engine idling. If vibration is still evident, it may be related to wheels, tires, front brake discs, wheel hubs
or front wheel bearings. Refer to High Speed Shake in the Symptom Chart.

4. Engine rpm sensitive: A vibration is felt whenever the engine reaches a particular rpm. It will disappear in neutral
coasts. The vibration can be duplicated by operating the engine at the problem rpm while the vehicle is stationary. It
can be caused by any component, from the accessory drive belt to the torque converter which turns at engine speed
when the vehicle is stopped. Refer to High Speed Shake in the Symptom Chart.

5. Noise/vibration while turning: Clicking, popping, or grinding noises may be due to a worn, damaged, or incorrectly
installed front wheel bearing, rear drive half shaft or CV joint.

6. Noise/vibration that is road speed relative: This noise/vibration can be diagnosed independent of engine speed or gear
selected (engine speed varies but torque and road speed remain constant). The cause may be a rear drive
axle/differential whine.
Road Conditions

An experienced technician will always establish a route that will be used for all NVH diagnosis road tests. The road selected
should be reasonably smooth, level and free of undulations (unless a particular condition needs to be identified). A smooth
asphalt road that allows driving over a range of speeds is best. Gravel or bumpy roads are unsuitable because of the additional
road noise produced. Once the route is established and consistently used, the road noise variable is eliminated from the test
results.


NOTE: Some concerns may be apparent only on smooth asphalt roads.

If a customer complains of a noise or vibration on a particular road and only on a particular road, the source of the concern
may be the road surface. If possible, try to test the vehicle on the same type of road.

Vehicle Preparation

Carry out a thorough visual inspection of the vehicle before carrying out the road test. Note anything which is unusual. Do not
repair or adjust any condition until the road test is carried out, unless the vehicle is inoperative or the condition could pose a
hazard to the technician.
After verifying the condition has been corrected, make sure all components removed have been installed.

Lift Test

After a road test, it is sometimes useful to do a similar test on a lift.

When carrying out the high-speed shake diagnosis or engine accessory vibration diagnosis on a lift, observe the following
precautions:


WARNING: If only one drive wheel is allowed to rotate, speed must be limited to 55 km/h (35 miles/h) indicated on the
speedometer since actual wheel speed will be twice that indicated on the speedometer. Speed exceeding 55 km/h (35 miles/h)
or allowing the drive wheel to hang unsupported could result in tire disintegration, differential failure, constant velocity joint

Tire beads correctly seated Are the tires OK? Yes
GO to D2. No
Inspect the wheels. For additional information, refer to Section 204-00. D2: INSPECT WHEEL BEARINGS 1 Inspect the wheel bearings. For additional information, refer to Section 204-00. Are the wheel bearings OK? Yes
GO to D3. No
Repair as necessary. Repeat the Road Test as outlined. D3: INSPECT THE CONSTANT VELOCITY (CV) JOINT BOOTS 1 Inspect the CV joint boots. Spin the rear tire by hand

Inspect for evidence of cracks, tears, splits or splattered grease Are the CV joint boots OK? Yes
GO to D4. No
Repair as necessary. Repeat the Road Test as outlined. D4: INSPECT WHEEL AND TIRE RUNOUT 1 Inspect the wheel and tire runout. Carry out the Wheel and Tire Check procedure.
REFER to: Lifting (100-02 Jacking and Lifting, Description and Operation). Is the wheel and tire runout OK? Yes
Balance the wheels and tires. Refer to the wheel balance equipment manufacturers instructions.
No
Repair as necessary.
REFER to: Lifting (100-02 Jacking and Lifting, Description and Operation). Repeat the Road Test as outlined.
PINPOINT TEST E : NON-AXLE NOISE TEST
CONDITIONS DETAILS/RESULTS/ACTIONS E1: INSPECT VEHICLE TRIM 1 Check the grille and trim mouldings to see if they are the source of the noise. Are the vehicle trim components causing the noise? Yes
Install new trim or repair as necessary. For additional information, refer to Section 501-08.
No
GO to E2. E2: CHECK THE A/C SYSTEM FOR NOISE 1 Check the A/C system components for noise by turning the A/C system on and off. Is the A/C system causing the noise? Yes
Diagnose the A/C system.
REFER to: Lifting (100-02 Jacking and Lifting, Description and Operation). No
GO to E3. E3: CHECK NON-FACTORY ACCESSORIES 1 Inspect any accessories for being the source of the noise. Example: grounding body-to-frame, antennas, visors, bug deflectors and fog lights? Are the accessories the cause of the noise? Yes
Adjust, repair or install new accessories or fasteners as required.
No
Verify the customer concern.

Upper Control Arm
The forged-aluminum upper control arm is a wishbone design and connects to the vehicle body through two plain bushes, and
links to the swan neck wheel knuckle by an integral ball joint. The upper control arm is inclined to provide anti-dive
characteristics under heavy braking, while also controlling geometry for vehicle straight-line stability.

Lower Control Arm

The forged aluminum lower control arms are of the wishbone design; the arms separate to allow for optimum bush tuning:

The rear lateral control arm is fitted with a bush at its inner end which locates between brackets on the subframe. The
arm is secured with an eccentric bolt which provides the adjustment of the suspension camber geometry. The outer end
of the control arm has a tapered hole which locates on a ball joint fitted to the wheel knuckle. An integral clevis bracket
on the forward face of the lateral control arm allows for the attachment of the forward control arm. A bush is fitted
below the clevis bracket to provide for the attachment of the stabilizer bar link. A cross-axis joint is fitted to a
cross-hole in the control arm to provide the location for the clevis attachment of the spring and damper assembly.
The forward control arm is fitted with a fluid-block rubber bush at its inner end which locates between brackets on the
subframe. The arm is secured with an eccentric bolt which provides adjustment of the castor and camber geometry. The
outer end of the control arm is fitted with a cross-axis joint and locates in the integral clevis bracket on the lateral
control arm.

Wheel Knuckle

The cast aluminum wheel knuckle is a swan neck design and attaches to the upper control arm and lower lateral control arm.
The lower lateral control arm locates on a non serviceable ball-joint integral with the wheel knuckle. The lower boss on the
rear of the knuckle provides for the attachment of the steering gear tie-rod ball joint.
The wheel knuckle also provides the mounting locations for the:
wheel hub and bearing assembly
the wheel speed sensor (integral to the wheel hub and bearing assembly)
brake caliper and disc shield.

Stabilizer Bar

The stabilizer bar is attached to the front of the subframe with bushes and mounting brackets. The pressed steel mounting
brackets locate over the bushes and are attached to the cross member with bolts screwed into threaded locations in the
subframe. The stabilizer bar has crimped, 'anti-shuffle' collars pressed in position on the inside edges of the bushes. The
collars prevent sideways movement of the stabilizer bar.

The stabilizer bar is manufactured from 32mm diameter tubular steel on supercharged models and 31mm diameter tubular
steel on diesel and normally aspirated models and has been designed to provide particular characteristics in maintaining roll
rates, specifically in primary ride comfort.

Each end of the stabilizer bar curves rearwards to attach to a ball joint on a stabilizer link. Each stabilizer link is secured to a
bush in the lower lateral arm with a bolt and locknut. The links allow the stabilizer bar to move with the wheel travel providing
maximum effectiveness.

The only difference between the front stabilizer bars, in addition to the diameter, is in the shape to accommodate engine
variant:

a slightly curved bar, between bush centers, for V6 diesel (31 mm dia) and V8 gasoline supercharged (32 mm dia),
a straight bar, between bush centers, for V6 and V8 normally aspirated gasoline engines (31 mm dia).
Spring and Damper Assembly

The spring and damper assemblies are located between the lower lateral arm and the front suspension housing in the inner
wing. Dependant on vehicle model there are three types of coil spring and damper available:
a standard oil passive damper (All models except supercharged),
an adaptive damper, also known as Computer Active Technology Suspension (CATS) on 4.2L supercharged vehicles up to
2010MY, For additional information refer to Vehicle Dynamic Suspension 4.2L.
a continuously variable adaptive damper, also known as Adaptive Dynamics System on 5.0L supercharged vehicles from
2010MY. For additional information refer to Vehicle Dynamic Suspension 5.0L.

The dampers are a monotube design with a spring seat secured by a circlip onto the damper tube. The damper's lower
spherical joint is an integral part of the lateral lower control-arm, and the damper takes the form of a clevis-end, which
straddles the spherical joint.

The damper piston is connected to a damper rod which is sealed at its exit point from the damper body. The threaded outer
end of the damper rod locates through a hole in the top mount. A self locking nut secures the top mount to the damper rod.
The damper rod on the adaptive damper has an electrical connector on the outer end of the damper rod.

Supercharged 4.2L vehicles up to 2010MY: The adaptive damper functions by restricting the flow of hydraulic fluid through
internal galleries in the damper's piston. The adaptive damper has a solenoid operated valve, which when switched allows a
greater flow of hydraulic fluid through the damper's piston. This provides a softer damping characteristic from the damper. The
adaptive damper defaults to a firmer setting when not activated. The solenoid is computer controlled and can switch between
soft and hard damping settings depending on road wheel inputs and vehicle speed.

Supercharged 5.0L vehicles from 2010MY: The variable damper functions by adjustment of a solenoid operated variable orifice,
which opens up an alternative path for oil flow within the damper. When de-energized the bypass is closed and all the oil flows

Front Suspension - Front Suspension
Diagnosis and Testing

Principle of Operation Published: 17-May-2012

For a detailed description of the suspension system, refer to the relevant Description and Operation section of the workshop
manual.REFER to: (204-01 Front Suspension)

Front Suspension (Description and Operation), Front Suspension (Description and Operation), Front Suspension (Description and Operation).
Inspection and Verification

1. Verify the customer concern

2. Visually inspect for obvious signs of damage and system integrity



3. If an obvious cause for an observed or reported condition is found, correct the cause (if possible) before proceeding to
the next step
4. If the fault is not visually evident, verify the symptom and refer to the following Symptom Chart

Symptom Chart
Symptom Possible Cause Action Evidence of fluid on suspension damper
Fluid on damper from an external source
Fluid leaking from damper
Damper not faulty, do not renew
GO to Pinpoint Test A.
PINPOINT TEST A : DAMPER FLUID LEAK DIAGNOSIS TEST CONDITIONS DETAILS/RESULTS/ACTIONS A1: ASSESS LEAK NOTES:


Residual oil left over from the damper assembly process may create oil staining on the damper tube. This will not affect
the function of the damper.
Slight seepage is considered normal. 1 Assess the extent of the oil leakage Is the leakage serious enough to indicate that the damper seal has failed? Yes
GO to Pinpoint Test B. No
Damper not faulty, do not renew.
PINPOINT TEST B : CONFIRM LEAK TEST CONDITIONS DETAILS/RESULTS/ACTIONS B1: ROAD TEST 1 Clean all traces of oil from the damper 2 Drive the vehicle over a speed bump or similar ten times Is any fluid visible on the outside of the damper? Yes
GO to Pinpoint Test C. No
Damper not faulty, do not renew.
PINPOINT TEST C : DAMPER STICKOUT TEST TEST CONDITIONS DETAILS/RESULTS/ACTIONS C1: DAMPER STICKOUT TEST Mechanical

Damaged suspension dampers Visual Inspection

Rear Suspension - Rear Suspension
Diagnosis and Testing

Principle of Operation Published: 22-May-2012

For a detailed description of the suspension system, refer to the relevant Description and Operation section of the workshop
manual.REFER to: (204-02 Rear Suspension)

Rear Suspension (Description and Operation), Rear Suspension (Description and Operation), Rear Suspension (Description and Operation).
Inspection and Verification

1. Verify the customer concern

2. Visually inspect for obvious signs of damage and system integrity



3. If an obvious cause for an observed or reported condition is found, correct the cause (if possible) before proceeding to
the next step
4. If the fault is not visually evident, verify the symptom and refer to the following Symptom Chart

Symptom Chart
Symptom Possible Cause Action Evidence of fluid on suspension damper
Fluid on damper from an external source
Fluid leaking from damper
Damper not faulty, do not renew
GO to Pinpoint Test A.
PINPOINT TEST A : DAMPER FLUID LEAK DIAGNOSIS TEST CONDITIONS DETAILS/RESULTS/ACTIONS A1: ASSESS LEAK NOTES:


Residual oil left over from the damper assembly process may create oil staining on the damper tube. This will not affect
the function of the damper.
Slight seepage is considered normal. 1 Assess the extent of the oil leakage Is the leakage serious enough to indicate that the damper seal has failed? Yes
GO to Pinpoint Test B. No
Damper not faulty, do not renew.
PINPOINT TEST B : CONFIRM LEAK TEST CONDITIONS DETAILS/RESULTS/ACTIONS B1: ROAD TEST 1 Clean all traces of oil from the damper 2 Drive the vehicle over a speed bump or similar ten times Is any fluid visible on the outside of the damper? Yes
GO to Pinpoint Test C. No
Damper not faulty, do not renew.
PINPOINT TEST C : DAMPER STICKOUT TEST TEST CONDITIONS DETAILS/RESULTS/ACTIONS C1: DAMPER STICKOUT TEST Mechanical

Damaged suspension dampers Visual Inspection

Wheels and Tires - Wheels and Tires - Overview
Description and Operation

OVERVIEW Published: 25-May-2012

A number of alloy wheel designs are available ranging from 17 to 20 inch in diameter. A Tire Pressure Monitoring System
(TPMS) is used to monitor the air pressure in each tire and inform the driver if the pressure falls below predetermined
thresholds.

All wheels are of cast construction in aluminum alloy with the choice of wheel design dependant on the vehicle trim level and
engine derivative.

On normally aspirated petrol models and all diesel models a 4J X 18 inch temporary spare wheel is supplied as standard,
supercharged petrol models are supplied with a 4Jx19 inch temporary spare wheel. In some major European markets an Instant
Mobility System is offered as an alternative to the spare wheel. The Instant Mobility System is capable of providing a
temporary repair and tire inflation to a puncture of up to 6mm in diameter in the tread area of the tire. A puncture in the tire
wall cannot be repaired using the system.
The vehicle jack and accessories are stored in the spare wheel-well in the luggage compartment.

Tire Changing

WARNINGS:


Tires must be inflated to the recommended pressures when the tires are cold (ambient temperature) only. Refer to label
on the 'B' pillar for recommended tire pressures. If the tires have been subjected to use or exposed to direct sunlight, move
the vehicle into a shaded position and allow the tires to cool before checking or adjusting the pressures.


Valve stem seal, washer nut, valve core and cap should be replaced at every tire change. Valve stem seal, washer and
nut must be replaced if the valve retention nut is loosened. Sensor units and nuts must be fitted using correct torque figures
and associated profile. Damage to the vehicle and consequently injury to the vehicle's occupants may result if these
instructions are not adhered to.


NOTE: The TPMS valve should be serviced using the suitable service kit, each time the tyre is dismounted, to ensure an
air tight seal. Attention should be made to the detail of fitting this kit.

Vehicles fitted with TPMS can be visually identified by an external metal locknut and valve of the tire pressure sensor on the
road wheels. Vehicles without TPMS will have rubber tire valve.
www.JagDocs.com

The warning indications to the driver are common on all vehicles fitted with TPMS. The driver is alerted to system warnings by
a low tire pressure warning indicator in the instrument cluster and an applicable text message in the message centre.

The TPMS module passes system status information to the instrument cluster on the medium speed CAN bus. The instrument
cluster converts this data into illumination of the warning indicator and the display of an appropriate message.
When the ignition is switched on, the warning indicator is illuminated for 3 seconds for a bulb check.


NOTE: If the vehicle is not fitted with the TPMS, the warning indicator will not illuminate.

The instrument cluster checks, within the 3 second bulb check period, for a CAN bus message from the TPMS. During this time
the TPMS performs internal tests and CAN bus initialization. The warning indicator will be extinguished if the TPMS module
does not issue a fault message or tire pressure warning message.

If a TPMS fault warning message is detected by the instrument cluster at ignition on, the warning indicator will flash for 72
seconds after the 3 second bulb check period and then remain permanently illuminated.

If a tire pressure warning message is detected by the instrument cluster at ignition on, the warning indicator will extinguish
briefly after the 3 second bulb check period, before re-illuminating to indicate a tire pressure warning.
The following table shows the warning indicator functionality for given events:

Event Instrument Cluster Indications Low pressure warning limit reached in one wheel
Warning indicator illuminated. 'CHECK TYRE PRESSURE' message displayed
and applicable tire highlighted on display. Low pressure warning limit reached in one or
more wheels in low speed mode (only if programmed or learning) Warning indicator illuminated. 'CHECK ALL TYRE PRESSURES' message
displayed. TPMS fault
Warning indicator flashes for 72 seconds and is then permanently
illuminated. The flash sequence repeats after ignition on cycle. 'TYRE
PRESSURE SYSTEM FAULT' message displayed. No transmission from a specific tire pressure
sensor or Specific tire pressure sensor fault Warning indicator flashes for 72 seconds and is then permanently
illuminated. The flash sequence repeats after ignition on cycle. 'TYRE NOT
MONITORED' message displayed. No transmission from more than one tire pressure
sensor or more than one tire pressure sensor
fault Warning indicator flashes for 72 seconds and is then permanently
illuminated. The flash sequence repeats after ignition on cycle. 'TYRE
PRESSURE SYSTEM FAULT' message displayed. CAN (controller area network) signals missing
Warning indicator flashes for 72 seconds and is then permanently
illuminated. The flash sequence repeats after ignition on cycle. 'TYRE
PRESSURE SYSTEM FAULT' message displayed. Vehicle enters high speed mode (only available in
certain markets) Warning indicator illuminated. 'TYRE PRESSURE LOW FOR SPEED' message displayed.

JaguarDrive Control Sub-System Faults
If a fault occurs in a sub-system, the driver is alerted by the illumination of a warning indicator and/or an appropriate message
for that sub-system in the instrument cluster message center. No JaguarDrive Control message will be shown when a failed
sub-system displays its own message.

When a sub-system fault is present and the driver attempts to select a different JaguarDrive Control mode or at the next
ignition on cycle, a message 'WINTER MODE FAULT' or 'DYNAMIC MODE FAULT' will appear in the message center. This
generally implies that the JaguarDrive Control system has a fault, but only because a sub-system fault is preventing its
operation. This message will be displayed once per ignition cycle, but is repeated if a further selection is made by the driver
using the JaguarDrive Control buttons or at the next ignition on cycle.


NOTE: The message 'WINTER MODE FAULT' or 'DYNAMIC MODE FAULT' can also in very rare circumstances be generated
by a fault in the JaguarDrive Control module.

It is not possible for the JaguarDrive Control module to cause any fault behavior (warning indicator illumination or message
generation) in any of the sub-systems. Illumination of a sub-system warning indicator and/or a sub-system related message
will never be associated with a JaguarDrive Control module or JaguarDrive Control system fault.

The sub-system control modules can detect a fault with the CAN (controller area network) bus signal from the transmission
selector module. If a fault in the JaguarDrive Control system is detected, the sub-system control modules will operate in the
'special modes off' setting. The sub-system control modules will record a fault code for a failure of the JaguarDrive Control CAN signal. These faults can be retrieved using the Jaguar approved diagnostic tool and will provide useful information to indicate
investigation of the JaguarDrive Selector module or the CAN bus network. JaguarDrive Control System or Control Module Fault

If a fault occurs in the JaguarDrive Control system, all button icon LED (light emitting diode)'s will be turned off (background
illumination will remain on) and pressing of the JaguarDrive Control buttons is ignored. The instrument cluster message center
will display a message 'WINTER MODE FAULT' or 'DYNAMIC MODE FAULT' when the fault occurs, if the fault is present and the
driver attempts to select a special mode (if the control module is able to do this) or at the next ignition on cycle.

The JaguarDrive Control buttons and control module (JaguarDrive Selector module) are an integral unit. If a fault occurs in
either component, the whole unit will require replacement, however, this is extremely unlikely.
CAN Bus Faults

If a CAN bus fault exists and prevents JaguarDrive Control system operation, all of the JaguarDrive Control button icon LED's will be illuminated and rotation pressing of the JaguarDrive Control buttons is ignored.

If the instrument cluster does not receive a JaguarDrive Control system CAN bus message from the JaguarDrive Control module, the message 'SPECIAL MODE UNAVAILABLE' will be displayed when the fault occurs and will be repeated at every
ignition on cycle.
User Error

A special mode change while DSC or ABS is active (this includes ABS cycling) may be misinterpreted as a system fault.

Clunk

Clunk is a metallic noise heard when the automatic transmission is engaged in REVERSE or DRIVE. The noise may also occur
when the throttle is applied or released. Clunk is caused by transmission calibration, backlash in the driveline or loose
suspension components and is felt or heard in the vicinity of the rear drive axle.

Bearing Rumble

Bearing rumble sounds like marbles being tumbled. This condition is usually caused by a worn/damaged wheel bearing. The
lower pitch is because the wheel bearing turns at only about one-third of the driveshaft speed. Wheel bearing noise also may
be high-pitched, similar to gear noise, but will be evident in all four driving modes.

Symptom Chart

Symptom Possible Cause Action Noise is at constant tone over
a narrow vehicle speed range.
Usually heard on light drive
and coast conditions
Rear drive axle
For additional information, GO to Pinpoint
Test A. Noise is the same on drive or
coast
Road
Worn or damaged driveshaft joint
Driveshaft center bearing
Wheel bearing
No action required for road noise
Install new components as required Noise is produced with the
vehicle standing and driving
Engine
Transmission
For additional information, REFER to:
Engine - 3.0L/4.2L (303-00 Engine System - General Information, Diagnosis and Testing),
Engine - 2.7L Diesel (303-00 Engine System - General Information, Diagnosis and Testing),
Diagnostic Strategy (307-01A Automatic Transmission/Transaxle - V6 3.0L Petrol,
Diagnosis and Testing). Loud clunk in the driveline
when shifting from reverse to
forward
Transmission calibration
Transmission Mount
Transmission
Suspension components
Backlash in the driveline
Engine idle speed set too high
Engine mount
Using the Manufacturer approved diagnostic
system, re-configure the Transmission
Control Module (TCM) with the latest
available calibration
Inspect and install new transmission mounts
as required
For additional transmission information,
REFER to: Diagnostic Strategy (307-01A Automatic Transmission/Transaxle - V6 3.0L
Petrol, Diagnosis and Testing).
Inspect and install new suspension
components as required
Inspect and install new driveline components
as required
Check and adjust the idle speed as required
Inspect and install new engine mounts as
required Clicking, popping, or grinding
noises
Inadequate or contaminated
lubrication in the rear drive
halfshaft constant velocity (CV)
joint
Another component contacting the
Inspect, clean and lubricate with new grease
as required
Inspect and repair as required
Inspect and install new components as
required