JAGUAR XFR 2010 1.G Workshop Manual

A ISO standard cylinder numbering ISO cylinder firing order 1,2,7,3,4,5,6,8

Engine Data Location



Item Description 1 Engine data location Engine data is marked on the cylinder block at the rear of the RH cylinder bank.

CRANKSHAFT



The crankshaft is made from spheroidal graphite cast iron, which, compared with grey cast iron, has higher mechanical
strength, ductility and increased shock resistance. The undercut and rolled fillets also improve strength. Eight counter-balance The cylinders are numbered as shown below.
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1 Pin journal classification and plant identification 2 Main journal classification 3 Date and time codes The main bearings are numbered 1 to 5 starting from the front of the engine. There are five grades of main bearing available,
each being color coded. Journal sizes are marked on the rear of the crankshaft. For further information refer to Engine - 5.0L,
Vehicles With: Supercharger - General Procedures.
Crankshaft Installation

1 Coolant drain plug 2 Torque converter access plug 3 Drive plate 4 Rear cover 5 Main bearing cap 6 Identification mark 7 Front cover 8 Front pulley The main bearing caps are made from cast iron and are cross bolted to increase rigidity. An identification mark on the bearing
cap faces the front of the engine.

At the front of the crankshaft, a tuned torsional vibration damper is incorporated into the crankshaft front pulley. At the rear of
the crankshaft a pressed steel drive plate, with a steel starter ring gear, is installed to transfer drive from the engine to the
transmission. The reluctor ring for the CKP (crankshaft position) sensor is integrated into the perimeter of the drive plate.
The crankshaft seals are located in the front and rear covers.

PISTONS AND CONNECTING RODS



The diameter of each piston is graded and precisely matched to each cylinder bore to help reduce noise. In the vertical plane,
the pistons have a slight barrel form, which helps to ensure a reliable oil film is maintained between the piston and the
cylinder bore. A solid film lubricant coating is applied to both reaction faces of the piston to reduce wear and improve fuel
economy.

A three-ring piston-sealing system is used. The steel top ring is treated with a PVD (physical vapor deposition) peripheral
coating. PVD is a coating technique where material can be deposited with improved properties to ensure good cylinder bore
compatibility and wear resistance. A Napier center ring helps cylinder pressure and oil management, while the three-piece oil
control lower ring is produced from nitrided steel.

The pistons are cooled with engine oil from four piston cooling jets installed under the valley of the cylinder block. Each piston
cooling jet sprays oil onto the underside of the two adjacent pistons, one from each cylinder bank.

The connecting rods are forged from high strength steel. The cap is fracture-split from the rod to ensure precision re-assembly
for bearing shell alignment. There are three grades of large end bearing available, each being color coded. For further
information refer to Engine - 5.0L, Vehicles Without: Supercharger - General Procedures.

1 Alignment marks 2 Connecting rod 3 Cap 4 Bearings

A Front of engine 1 Alignment mark 2 LH side (bank B) 3 Alignment mark 4 RH side (bank A) 5 Piston orientation arrow The orientation of the connecting rods and pistons on the crankshaft are given below:

Bank A - The arrow on the piston crown must face the front of the engine and the cap and connecting rod alignment
marks must face the rear of the engine.
Bank B - The arrow on the piston crown must face the front of the engine and the cap and connecting rod alignment
marks must face the front of the engine.

NOTE: RH (right-hand) (A bank) cylinder head shown, LH (left-hand) (B bank) cylinder head similar.
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1 Cylinder head 2 Gasket 3 Heat shield 4 Gasket 5 Exhaust manifold 6 Bolt (8 off) 7 Heat shield 8 Bolt (4 off) 9 Spacer (8 off) The high SiMo (silicon molybdenum) cast iron exhaust manifolds are unique for each cylinder bank. Each exhaust manifold
installation includes two metal gaskets and two heat shields. Spacers on the securing bolts allow the manifolds to expand and
contract with changes of temperature while maintaining the clamping loads. NOTE: LH (B bank) installation shown, RH (A bank) installation similar.

1 Inlet camshafts 2 Exhaust camshaft 3 Inverted tooth timing chain 4 Nylon chain guide 5 Auxiliary chain tensioner 6 Auxiliary drive chain 7 Oil pump drive 8 Auxiliary drive camshaft 9 Timing chain tensioner 10 Tensioner lever 11 VCT unit 12 VCT solenoids The lightweight valve train provides good economy and noise levels and is chain driven from the crankshaft.

Double overhead camshafts on each cylinder head operate the valves. For each cylinder head, an inverted tooth timing chain
transfers drive from the crankshaft to the VCT (variable camshaft timing) unit on the front of each camshaft. Graded tappets
enable setting of inlet and exhaust valve clearances.

Each timing chain has a hydraulic tensioner operated by engine oil pressure. The chain tensioners incorporate a ratchet
mechanism, which maintains tension while the engine is stopped to eliminate start-up noise. The chains are lubricated with
engine oil from jets located at the front of the engine block. Nylon chain guides control chain motion on the drive side. VALVE TRAIN

1 VCT units 2 Intake camshaft VCT solenoid 3 Camshaft position sensors 4 Exhaust camshaft VCT solenoid The VCT system varies the timing of the intake and exhaust camshafts to deliver optimum engine power, efficiency and emissions. The timing of the intake camshafts has a range of 62 degrees of crankshaft angle. The timing of the exhaust
camshafts has a range of 50 degrees of crankshaft angle.
In the base timing position:

The intake camshafts are fully retarded.
The exhaust camshafts are fully advanced.

VCT Operating Ranges
Camshaft Valve Opens Valve Closes Intake 29 degrees BTDC (before top dead center) to 33 degrees ATDC (after top dead center) 207 to 269 degrees ATDC Exhaust 244 to 194 degrees BTDC 6 to 56 degrees ATDC The system consists of a VCT unit and a VCT solenoid for each camshaft. The ECM controls the system using PWM (pulse width modulation) signals to the VCT solenoids.
The torsional energy generated by the valve springs and the inertia of the valve train components are used to operate the
system. Variable Camshaft Timing

1 Bolt (3 off) 2 VCT unit 3 Filter 4 Camshaft 5 Inner plate 6 Housing and sprocket 7 Rotor assembly 8 Reed plate 9 Spring and lock pin 10 Spring (3 off) 11 Tip seal (3 off) 12 Spring (2 off) 13 Tip seal (2 off) 14 Spring The VCT units change the position of the camshafts in relation to the timing chains.