check engine JAGUAR XJ6 1994 2.G User Guide

striker and the-fuel cap stowage magnet.
The fuel bowl, retained around the filler neck by a clip, containing a drain tube filter located over the mating drain tube,
is rubber moulded onto a steel armature and fitted to the BIW decking panel by five M5 nuts.
The fuel lid latching assembly fitted to the metal armature of the fuel bowl by an M5 nut, includes the locking pin and
the operating actuator.
The actuator operates from the central locking system driven by the security and locking control module
(SLCM).
The fuel tank, mounted across thevehicle behind the passenger compartment rear bulkhead, is held in position by two
retaining straps, tightened by two M5 fixing arrangements.
The fuel tank of AJ16 engined vehicles contains one fuel pump, supplying fuel to the normally aspirated engine and
two fuel pumps, supplyingfuel to the supercharged engine. They are regenerative turbine pumps supplied by
Nippon- Denso. Nominal operating pressure is 3 bar (3.7 bar for supercharged engine) above the manifold depression and
pump delivery is 90 litredhour minimum at 13.2 volts, 3 bar outlet pressure. The pump(s) draw a nominal current of 7 amperes at 13 volts, 3 bar outlet pressure, ambient temperatures. Built in to the pump assembly is a over-pressure
relief valve which blows at 4.5 - 8.5 bar.
Fuel is drawn by the pumps from the fuel tank and is then supplied to the fuel rail via a
70 micron filter and the fuel
feed line connected in series by fuel filter.
The amount of fuel being injected into the engine
is controlled by the fuel injectors combined with the engine control module (ECM). - Any excessive fuel flowing through the system, is returned to the fuel tankvia the fuel regulator valve mounted on the
fuel rail, the fuel return line and the check valve also located inside the tank.
The two filters prevent contaminants from entering the fuel rail and possible damage to the fuel injectors, the engine,
the pump and the underfloor filter.
The fuel pumps are switched on and off by relays controlled by the engine control module
(ECM).
The second fuel pump for the supercharged engine operates only in the higher speed range, switching on at 4000rpm and off at 3200rpm.
The fuel lines are made up of an assembly, combining steel under floor pipes and flexible conductive anti-permeation
tubing. In orderto perform speedy remove and refit operations, the underfloor steel lines are linked through the engine
bay bulkhead to the flexible tubing, leading to the fuel rail and the fuel regulator by using positive sealing, quick-fit
type connectors. The same type connectors, are used to connect the fuel feed and return line to the fuel tank.
Connectors used inside the engine bay are of different sizes tocorrespond with the difference in pipe diameter, whereas
the connectors for the feed and return lines at the fuel tank are the same size.
Except for the return line connector at the fuel tank, two release tools, one for each size of connector are required to
release all remaining connectors.
-~
Fuel, Emission Control & Engine Management (AJ16)
5.1.2 GENERAL DESCRIPTION
m: WORKING ON THE FUEL SYSTEM MAY RESULT IN FUEL AND FUEL VAPOUR BEING PRESENT IN THE
ATMOSPHERE. FUEL VAPOUR IS EXTREMELY FLAMMABLE, HENCE GREAT CARE MUST BE TAKEN WHllST WORKING ON THE FUEL SYSTEM. ADHERE STRICTLY TO THE FOLLOWING PRECAUTIONS:
DO NOT
SMOEIN THE WORK AREA.
DISPLAY 'NO SMOKING
' SIGNS AROUND THE AREA.
ENSURE THAT A
CO2 FIRE EXTINGUISHER IS CLOSE AT HAND.
ENSURE THAT DRY SAND
IS AVAILABLE TO SOAK UP ANY FUEL SPILLAGE.
EMPTY FUEL USING SUITABLE FIRE
PROOF EQUIPMENT INTO AN AUTHORIZED EXPLOSIOWROOF
CONTAINER.
DO NOT EMPTY FUEL
INTO A PIT.
ENSURE THAT WORKING AREA
IS WELL VENTILATED.
ENSURE THAT ANY WORK ON THE FUEL SYSTEM
IS ONLY CARRIED OUT BY EXPERIENCED AND WELL
QUALIFIED MAINTENANCE PERSONNEL.
The fuel filler assembly, supplied complete with serviceable lid, hinge and hinge spring, is fixed to the Body-in-White
(BIW) decking panel by two M5 nuts. Additional parts of the assembly comprise a adjustable rubber buffer, a snap-in
X300 VSM 3 Issue 1 August 1994

striker and the fuel cap stowage magnet.
The fuel bowl, retained around the filler neck by a clip, containing a drain tube filter located
overthe mating drain tube,
is rubber moulded onto a steel armature and fitted to the BIW decking panel. by five M5 nuts.
The fuel lid latching assembly fitted to the metal armature of the fuel bowl by an M5 nut, includes the locking pin and
the operating actuator.
The actuator operates from the central locking system driven by the Security and Locking Control Module (SLCM).
The fuel tank, mounted across the vehicle behind the passenger compartment rear bulkhead, is held in position by two
retaining straps, tightened by two M5 fixing arrangements.
VI2 engined vehicles are equipped with two fuel pumps located inside the tank. They are regenerative turbine pumps
supplied by Nippon Denso. Nominal operating pressure is 3 bar above the manifold depression and pump delivery
is 90 litres/hour minimum at 13.2 volts, 3 bar outlet pressure. The pump draws a nominal current of 7 amperes at 13 volts, 3 bar outlet pressure, ambient temperatures. Built in to the pump assembly is a over-pressure relief valve which
blows at 4.5 - 8.5 bar.
Fuel is drawn by the pumps from the fuel tank and is then supplied to the fuel rail via a
70 micron filter and the fuel
feed line connected in series by fuel filter.
The amount of fuel being injected into the engine is controlled by the fuel injectors combined with the engine control
module (ECM).
Any excessive fuel flowing through the system, is returned to thefuel tankvia the fuel regulator valve mounted on the
fuel rail, the fuel return line and the check valve also located inside the tank.
The two filters prevent contaminants from entering the fuel rail and possible damage to the fuel injectors, the engine,
the pump and underfloor filter.
The second fuel pump is controlled by the engine control module
(ECM) and works of a mapped fuel map. The pumps
'switch on' time depends on the fuel requirement which is depending on the engine load.
The fuel lines are made up of an assembly, combining steel underfloor pipes and flexible conductive anti
-permeation
tubing. In order to perform speedy remove and refit operations, the underfloor steel lines are linked through the engine
bay bulkhead to theflexibletubing, leading to the fuel rail and the fuel regulator by using positive sealing, quick
fit type
connectors. The same type connectors, are used to connect the fuel feed and return line to the fuel tank.
Connectors used inside the engine bay, are of different sizes to correspond with the difference in pipe diameter, where
- as the connectors for the feed and return lines at the fuel tank are the same size.
Except for the return line connector at the fuel tank, two release tools, one for each size of connector, are required to
release all remaining connectors.
Fuel, Emission Control & Engine Management (V12)
5.2.2 GENERAL DESCRIPTION
WARNING: WORKING ON THE FUEL SYSTEM RESULTS IN FUEL AND FUEL VAPOUR BEING PRESENT IN THE AT- MOSPHERE. FUEL VAPOUR IS EXTREMELY FLAMMABLE, HENCE GREAT CARE MUST BE TAKEN WHILST
WORKING ON THE FUEL SYSTEM. ADHERE STRICTLY TO THE FOLLOWING PRECAUTIONS:
PO NOT SMOKF, IN THE WORK AREA.
DISPLAY 'NO SMOKING
' SIGNS AROUND THE AREA.
ENSURE THAT A
CO2 FIRE EXTINGUISHER IS CLOSE AT HAND.
ENSURE THAT DRY SAND
IS AVAILABLE TO SOAK UP ANY FUEL SPILLAGE.
EMPTY FUEL USING SUITABLE FIRE PROOF EQUIPMENT INTO AN AUTHORIZED EXPLOSION PROOF
CONTAINER.
DO NOT EMPTY FUEL INTO A PIT.
ENSURE THAT WORKING AREA IS WELL VENTILATED.
ENSURE THAT ANY WORK ON THE FUEL SYSTEM
IS ONLY CARRIED OUT BY EXPERIENCED AND WELL
QUALIFIED MAINTENANCE PERSONNEL.
The fuel filler assembly, supplied complete with serviceable lid, hinge and hinge spring, is fixed to the Body-in-White (BIW) decking panel by two M5 nuts. Additional parts of the assembly comprise a adjustable rubber buffer, a snap-in
X300 VSM 3 Issue 1 August 1994

Also look for loose and rusted flange connections, loose or damaged exhaust shields
or clamp and loose or broken exhaust outlet pipe brackets.
6.1.2.1 Symptom Chart
I Condition I Possible Cause
Noises and exhaust fumes Exhaust leak.
Misaligned exhaust.
Loose clamps or fasteners.
Restricted exhaust system.
Electronic engine controls.
Fuel System.
Restricted exhaust system.
Engine lacking
power Ignition system.
Exhaust System (AJ16)
6.1.2 DIAGNOSIS AND TESTING
m: THE NORMAL OPERATING TEMPERATURE OF THE EXHAUST SYSTEM IS VERY HIGH. NEVER ATTEMPT
TO SERVICE ANY PART OF THE SYSTEM UNTIL IT HAS COOLED. EXHAUST GASES CONTAIN CARBON
MONOXIDE WHICH CAN BE HARMFUL TO HEALTH AND ARE POTENTIALLY LETHAL. LEAKS MUST BE
REPAIRED IMMEDIATELY.
NEVER OPERATE THE ENGINE
IN ENCLOSED AREAS.
External leaks in the exhaust system are often accompanied by noises and exhaust fumes, therefore a visual inspection
usually detects the location of the leak. When checking for exhaust leakage or noise, inspect the entire system for
burned
-out holes, loose or corroded clamps, muffler or exhaust inlet pipe.
Examine the under body for greyish
-white or black exhaust soot which indicates the exhaust leakage at that point.
The effect of a small leak can be magnified by holding a rag over the tailpipe outlet while listening to the leak.
If this is carried out, ensure that gases are not inhaled
-see WARNING.
When testing for a rattle or vibration condition it is helpful to use a rubber mallet. Tap on the exhaust components to
simulate the bouncing action of the exhaust while watching for exhaust-to-body /chassis contact.
6.1.2.2 Test A, Exhaust Leakage or Noise
Test Step
Step
1A Clamps and Brackets
Check for broken or loose clamps and/or exhaust
outlet pipe frame brackets.
Are clamps and exhaust outlet pipe frame brackets
OK?
Step 2A System Components
Check catalytic converters, muffler.
Are system components OK?
Step 3A Exhaust Manifold
Inspect exhaust manifold for loose fasteners and
cracks.
Is exhaust manifold OK?
Action
Refer to Test Step 1A.
Go to Test Step IB, Restricted exhaust system test. .-
Go to Test Step 1B
Result Action
yes
1
Go to Step 2A
no Service and renew as necessary.
Restart engine.
If noise still exists
go to Step 2
yes Go to step 3A
no Renew exhaust outlet pipe frame brackets, exhaust
inlet pipe and/ or muffler as necessary.
If noise still persists, go to Step 3
yes
no Go to Test Step 1B Restricted exhaust system test.
Tighten fasteners or renew exhaust manifold.
X300 VSM 5 Issue 1 August 1994

Manual Transmission & Clutch (AJl6)
0
7.1.13 CLUTCH FAULT DIAGNOSIS
symptom
lifficult gear ?ngagement
3attling clutch
squeaking clutch
dibrating clutch or
:lutch judder (often pre- :eded by clutch grab)
stiff clutch operation
Possible Cause
Hydraulic system
defects
Operating mechan
- ism faults
Clutch unit faults
Primary pinion bear
-
ing fault
Clutch unit faults
Defects other than in
clutch unit
Operating linkage
fault
Check
Check fluid level in reservoir
Check for air in the system
Check for defective pedal
Check for damaged pressure plate
Check splines on clutch driven
plate and primary pinion shaft for
wear
Check clutch driven plate for loose
or broken springs and for warping
Check for wear in the clutch with
- drawal mechanism
Check for worn primary pinion
bearing
Check for seizing on primary shaft
or in flywheel
Check the clutch driven plate for
distortion and damage and for
loose or broken torque damper
springs
Check for oil and other foreign
matter on the clutch friction linings
Check for incorrectly fitted clutch
pressure
plate
Check that contact witness on fric-
tion linings is evenlv distributed -
Check for loose flvwheel fixings
and flywheel
run-out
Check for loose engine mountings
Check for worn drive (propeller)
shaft universal joints
Check for bent primary pinion
shaft
-
Check for damaged moving parts
in operating linkage
- -
Check for seized linkage, recheck
operation after remedv
Remedy
Replenish as necessary and
bleed system if necessary
Bleed the system
Renew return spring if
necessary
Renew pressure plate
Renew as necessary clutch
plate or primary pinion
Renew driven plate
Renew as necessary
Renew as necessary
Lubricate or renew as
necessary
Renew driven plate
Renew driven plate and clean
related parts
Dismantle from clutch and
refit where applicable
Renew driven plate as
necessary
Tighten to correct torque
loading
Lubricate linkage as
necess-
X300 VSM 11 Issue 1 August 1994

Manual Transmission & Clutch (AJ16)
'ossible Cause
:Iutch Fault
'rimary pinion bear-
ng
ncorrect fitting nethod
Clutch Fault Diagnosis
Check
Check for worn clutch driven plate
hub splines
Check for wear in bearing
Damage may be caused by
acci- dental loading during fitting
Symptom
:I utch knocks
herloading vehicle
hiving with
left foot
,esting on clutch )edal
:ractured clutch )late
Check mating components for
damage
Refer to owners handbook for per
-
missible load details
Check as described under 'slipping
clutch'
Excessive
lining wear
lperating mechan-
sm faulty
:Iutch unit faults
3rabbing clutch
harsh engagement
'rom standing start,
Iften followed by clutch
udder) Check
operating mechanism for
wear and binding which usually
indicates
a binding withdrawal
race thrust bearing
Check pedal for sticking parts in
-
cluding return spring
Check for oil on friction driven
plate
Checkclutch plate and flywheel for
wear. Check flywheel
runout. Check also for glazing on driven
plate linings
Check for driven plate hub splines
sticking on pinion shaft.
Check pinion shaft for wear.
Check for broken or weak pressure
springs.
Check torque damper springs in
clutch driven
plate
hgine mounting Check
for damaged or deteriorated
engine mountings.
Check fixings for tightness
Remedy
Renew driven plate
Renew as necessary
Always support trans
- mission weight during fitting
Renew driven plate
Fit replacement clutch as-
sembly
Fit replacement clutch as- sembly
Free
off bearing. Renew as
necessary
Free
off pedal and check for
damaged and distorted
parts.
Renew
if necessary
Clean
off cover.
Renew faces.
Rectify oil
leak
Reclaim or renew as appli-
cable
Free driven plate, and check
for wear and distortion
Renew
if necessary
Renew
if necessary
Issue 1 August 1994 12 X300 VSM

Clutch Fault Diagnosis
Symptom
Slipping clutch
[indicated by vehicle
speed not responding to
engine speed increase)
]ragging or spinning :lutch
Manual Transmission & Clutch (AJ16)
Possible Cause
Poor driving tech- nique
Operating mechan
-
ism faulty
Clutch unit faults
Operating mechan
-
ism faulty
Zlutch unit faults
2lutch unit faults
Check
Ensure that none of the remedy
conditions prevail
Checkfor binding withdrawal lever
Check for binding of clutch pedal
movement components
Check for oil on friction faces
Check for binding withdrawal lever
Check for binding of clutch pedal
movement components
Check for oil on friction faces
Check for broken or weak pressure
springs
.-
Check clutch plates and flywheel
for wear and distortion
Check clutch driven plate for frac
- tures and distortion.
Damage may be caused by acci
-
dental loading during assembly of
transmission to engine.
Always support transmission
weight during refitting
Check for primary pinion bearing
seized
Check clutch driven hub for bind
- ing on primary pinion splines.
Check for too thick friction linings.
Ensure linings
are good
Check for foreign matter in clutch
unit
Remedv
Do not increase engine speed
with clutch paGially' en-
gaged. Do not drive with left foot
resting on clutch pedal.
Free lever and check for wear
and distortion
Free
off seized or binding
components
Clean
off metal faces.
Renew driven plate.
Rectify oil leak.
Free lever and check for wear
and distortion
Free
off seized or binding
components
Clean
off metal faces.
Renew driven plate.
Rectify oil leaks.
Renew cover as necessary
Reclaim or renewclutch
plate
as applicable
Renew driven plate and
check mating components
for damage
Rectify or renew as necess
-
ary
Renew as necessary
Clean and renew compo
-
nents as necessary
X300 VSM 13 Issue 1 August 1994

Manual Transmission & Clutch (AJ16)
. Check the flywheel face for scoring; should this be excess-
Fit a new spigot bearing to the flywheel (2 Fig. 1).
. Refit the flywheel to the crankshaft and tighten the secur-
. Fit the clutch assembly to the flywheel ensuring that the
. Align the clutch with an input shaft.
. Fit the balance weights to the clutch cover and tighten the
. Remove the input shaft.
ive,
skim within tolerance.
ing bolts (1
Fig. 1).
larger, rounded boss faces the flywheel.
securing bolts. Remove the circlip
(1 Fig. 2) securing the clutch release
arm to the pivot and remove the assembly (2 Fig. 2).
. Slacken and remove the release arm pivot pin.
. Remove the bearing (3 Fig. 2) from the release arm assem- bly (2 Fig. 21, grease the bearing seat, fit the new bearing
to the release arm assembly.
Re-assemble the release arm ensuring that the pivots are
greased.
. Select third forward gear.
. Move the transmission under the ramp and raise it into
position against the adaptor plate and secure with the
bolts.
. Remove the securing chain from the unit lift and fit front
clamp.
. Refit the transmission switch and fit the multi-plug into
the securing clip.
. Refit the clutch slave cylinder, see 33.35 01.
. Fit the mounting rubbers and spacers, reconnect the re-
. Refit the selector to the gearshift lever.
. Refit the exhaust front pipes to the manifold.
. Remove the blanking plug from the rear of the trans-
. Refit the drive (propeller) shaft.
. Refit the heat shield and reconnect the exhaust system.
. Lower the ramp.
. Remove the Service Tool MS 53B.
. Remove the engine lifting eye 18G 1465.
= Refit the injector harness mounting bracket and tighten
the rear inlet manifold securing nuts.
mote control.
mission.
Fig. 2
Issue 1 August 1994 X300 VSM 15
-~

bZF Automatic Transmission (AJ16) -
0
8.1.2 TRANSMISSION FLUID, RENEW
SRO 44.24.02
= Raise the hood and fit a fender cover.
. Raise the vehicle on a ramp.
. Place a drain tin in position beneath the transmission drain
Release and remove the transmission drain plug; allow
. Fit the drain plug with a new washer and torque tighten.
Reposition the drain tin beneath the dipstick tube union.
Remove the screw securing the dipstick tube bracket.
. Release the dipstick tube union nut and disconnect the
tube from the fluid pan.
. Drain the transmission fluid.
Clean the tube unions, reconnect the dipstick tube to the
. Lower the vehicle on the ramp.
. Remove the transmission dipstick.
. Renew the transmission fluid filter, see Subsection 8.1.6.
Fill the transmission with the correct fluid, see the ZF Auto-
Note: It will not be possible to get all the initial fill quantity
of fluid into the transmission.
. Refit the dipstick.
. Startthe engine, apply all brakes and run the transmission
With the engine still running, remove the dipstick.
Clean the dipstick and refit.
Remove the dipstick and check the transmission fluid
. Add fluid until the correct level is achieved.
. Stop the engine and refit the dipstick.
. Checkfluidleveltothe'HOT'marksaftera20mileroad run
(3,2L AND 4,OL)
Plug.
the fluid to drain.
fluid pan and torque tighten the union nut.
0
matic Transmissions Service Manual, General Data.
through
all gear positions and select 'Park'.
level. Remove the fender cover and lower the hood.
to ensure accurate results.
m
e
0
X300 VSM Issue 1 August 1994 6

Automatic Transmission (V12 & AJ16 Supercharged) Powertrain
0
8.2.13 LUBRICATION SYSTEM, DRAIN AND REFILL
(4,OL SC AND 6,OL)
SRO 44.24.02
. Raise the vehicle on a ramp.
. Position a drain tin below the transmission unit.
. Release and remove the fluid pan drain plug.
. Allow the fluid to drain.
Clean the drain plug, including the magnet and the fluid
pan drain plug face.
. Fit and tighten the fluid pan drain plug.
. Remove the drain tin from below the transmission unit.
. Lower the vehicle on the ramp.
Open the hood and fit
a suitable fender cover.
Remove and wipe the dipstick.
. Fit a funnel to the dipstick tube.
. Initially fill the transmission with 4,5 liters of fluid.
. Remove the funnel.
. Open the front door.
. Check that the parking brake is applied.
. Start the engine.
Apply the footbrake.
Run the shift lever through all positions, finally returning
to the Park position.
. Release the footbrake.
. Insert the dipstick, then remove and inspect the level.
. Fit the funnel to the dipstick tube.
. Fill the transmission to the 'COLD' level mark on the dip-
stick with the correct fluid, see the Powertrain Automatic
Transmissions Service Manual, General Data.
CAUTION: On no account should the vehicle be driven un- less the fluid level is at the 'COLD' level and the
system primed.
0
Remove the funnel.
. Replace the dipstick.
. Switch the ignition OFF.
. Remove the fender cover and close the hood.
= Close the door.
J&&Q: 0 After road testing the vehicle, the fluid level on the
dipstick should be between the 'HOT' Min I Max
marks. Check the level with the transmission at nor-
mal operating temperature (90 to 100°C), with the
engine left running and the transmission in the Park
position.
m
0
Issue 1 August 1994 14 X300 VSM ~
__

@ Steering
Description
Retinax A grease
Power steering hydraulic
fluid
'11. SERVICE MATERIALS
U- Notes
Front hub bearings and seals
Dexron 2E ATF minimum (or equivalent) See
Sub Section IV Service
Data
See Sub Section
IV Service
Data
Application
Front hub end-float
Front hub bearing grease
- Quantity
Toe
-in 12 cylinder
Toe
-in 6 cylinder
Steering system capacity
Steering system operating pressure
Steering system level checking frequency
Drive belt tension (12 cylinder only)
Steering
rack turns lock to lock
Drive belt tension measuring point
Specification
0,025 to 0,08 mm
4 ml in each race
Oo 5' + or - 10' underside of front crossbeam 143mm
from ground level
Oo 5' + or - 10' underside of front crossbeam 153mm
from ground level
Approx
1 liter from dry
100> 110 bar
16,000
km
2,83
Burroughs method - New belt 790 N; If tension falls
below 270 N reset at 630 N
Clavis method - New belt 114 to 120 Hz; If tension falls
below 70 Hz reset at 87 to 93 Hz
For new belt, rotate engine 3 revolutions minimum and
retension
Mid
-way between crankshaft and compressor pulley
Issue 1 August 1994 iv X300 VSM