service JAGUAR XJ6 1994 2.G Owner's Manual

Lower radiator cradle to body
Radiator drain plug
1,5-2,5
Radiator temperature switch 13-17
Receiver drier to cooling fan assembly
Top radiator panel to body 7
-1 0
2,5-3,5
7-10
111. SERVICE
MATERIALS
Description USeS Notes
I to be issued I I I
0
SERVICE TOOLS & EQUIPMENT
No Jaguar service tools are required for working on the cooling system. Some normal workshop items will be required,
including a pressure tester, hydrometer and thermometer.
TORQUE TIGHTEN/ NG SPECI FICA TIONS
Fixing Tightening Torque
(Nm)
Electric fan assembly to body
Header tank bracket to body 7-10
7-10
Header tank to body
2,5-3,5
Hose clip, bleed hoses except those shown below 13-2.5
Hose clip, all main hoses 2,5-3,5
Hose clip, bleed hoses to header tank
Locator, fan cowl to radiator top panel 2.5-3,5
8,5-11,5
0
0
/U SERVICE
DATA
I Application
I Engine thermostat temperature rating
I Coolant header cap pressure rating
Water
pump / air injection pump drive belt tension
Drive belt tension measuring point
Specification I
88OC I
1.2 bar
Burroughs method: new belt 650
N. In service, if
tension falls below 320 N reset at 400 N
Clavis method: new belt 169 to 175 Hz. In service, if
tension falls below 127 Hz reset at 132 to 138 Hz.
Mid
-way between crankshaft and air injection pump
pulleys
X300 VSM Issue 1 August 1994 ii

WARNING: DO NOT REMOVE THE HEADER TANK PRESSURE CAP WHILE THE ENGINE IS HOT. IF THE CAP MUST
BE REMOVED, PROTECT THE HANDS AGAINST ESCAPING STEAM AND SLOWLY TURN THE CAP ANTI- CLOCKWISE UNTIL THE EXCESS PRESSURE CAN ESCAPE. LEAVE THE CAP IN THIS POSITION UNTIL
ALL THE STEAM AND PRESSURE HAS ESCAPED AND THEN REMOVE THE CAP COMPLETELY.
WARNING: WHEN DRAINING THE COOLANT WITH THE ENGINE HOT, PROTECT THE HANDS AGAINST CONTACT
WITH HOT COOLANT.
WARNING
: WHEN WORKING WITHIN THE ENGINE COMPARTMENT, KEEP CLEAR OF THE ENGINE DRIVEN RADI- ATOR COOLING FAN WHEN THE ENGINE IS RUNNING.
4.2.3.2 Working Practices
Whenfilling thesystem with coolant,ensurethatthevehicle isstanding on a level surfaceand thatthecoolant is poured
in slowly so that airlocks are not introduced into the system. Airlocks can seriously affect the operation of the climate
control system and can cause damage to the heater circuit pump.
Hose clips should always be positioned
so that there is proper access for tightening and that the clip does not foul or
interfere with the operation of any components.
4.2.3 SERVICE PROCEDURES
4.2.3.1 Safety Precautions
The anti-freeze specified in Appendix A1 must be used wherever possible. It is designed to afford the maximum cor- rosion protection to all metals found in the engine cooling system, as well as having the frost protection properties
necessary during the winter months. Should it not be available, then anti-freeze conforming to Ford Motor Company
specification
ESBM97B49-A may be used. To provide optimum temperature and corrosion protection, the specified
anti-freeze concentration must always be used. Once coolant has been drained from the system, it must be discarded
and not reused. Anti-freeze is harmful to the environment. Always dispose of used coolant safely and never pour it down a drain connected to the public sewer.
CAUTION: Never fill or topup the system with water only.
CAUTION
: Anti-freeze is harmful to paintwork. Coolant spillages must be wiped up immediately and the affected
area washed to remove all traces of coolant.
CAUTION: To prevent the possibility of damage to the heater circuit
pump, the pump should be electrically isolated if the ignition has to be turned ON while the cooling system is drained.
The drive belt must always be tensioned to the specified value and the tension checked at the correct point on the belt.
This information is given in Sub-section IV in the preliminary pages.
When tightening components, the torque figures given in Sub
-section II in the preliminary pages should always be
used for the fastenings listed.
When fitting a replacement thermostat, ensure that the jiggle-pin is to the top of the thermostat housing.
4.2.3.3 Coolant Change
The coolant must be changed at intervals of four years. The system should be drained from the radiator drain plug,
flushed and filled with fresh coolant. Flushing should be carried out thoroughly to remove all the old coolant from the
engine and heater matrix. (The heatervalve isopen with the ignition OFF). AfterfilIing,checkthecoolant concentration
with a hydrometer. For specified anti-freeze and coolant concentration, see in Appendix Al.
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 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

Exhaust System (AJ16)
9
/ 7 I
3;

Fig. 1 Components of the Exhaust System (AJ16 Normally aspirated)
J?3-Z2l
Heated oxygensensorsarefittedtothedownpipeassembly (1 Fig.l)which isconnectedtothemanifold (2 Fig.1). There
are two sensors for the ROW and Japan (3 Fig.1) and two additional sensors (4 Fig.1) for NAS markets.
The sensors are located upstream and downstream of catalytic converters.
Apart from two heated oxygen sensors, the exhaust system for vehicles destined for the Japanese market are also
fitted with two exhaust gas temperature sensors
(5 Fig.1).
The exhaust system is held in a predetermined position by a fixing arrangement to the manifold by exhaust centre
mountings (6 Fig.l), by rear axis mountings (7 Fig.l), and tail pipe mountings (8 Fig.1).
Clamps (9 Fig.1) used on each slip joint are welded to the pipes and tightened to a higher torque setting than non- welded clamps.
The exhaust system must be free of leaks, binding, grounding and excessive vibrations. These conditions are usually
caused by loose, broken, or misaligned clamps, shields, brackets, or pipes. Should any of these conditions
exist,check the exhaust system components and alignment. Adjust and renew if necessary. Do not attempt to service brackets,
clamps and insulators.
Issue 1 August 1994 2 X300 VSM

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

Exhaust System (V12)
The exhaust system must be free of leaks, binding, grounding and excessive vibrations. These conditions are usually
caused by loose, broken, or misaligned clamps, shields, brackets, or pipes.
Should any
of the above mentioned conditions exist, check the exhaust system components and alignment.
Adjust and renew if necessary.
Do not attempt to service brackets clamps and insulators.
6.2.2 DIAGNOSIS AND TESTING
The standard exhaust system Diagnosis and Testing procedures are given in Section 6.1 (Exhaust System (AJ16)).
X300 VSM 3 Issue 1 August 1994

1. SERVICE TOOLS & EQUIPMENT
Illustration I JaauarNumber I -
18G 1465
Description Notes
Engine lifting brackets
Engine
fl support beam
11. TORQUE TIGHTEN1 NG SPEC1 FICA TIONS
Fixing Tightening Torque
(Nm)
49 - 54
8- 10
22 - 28
22
- 24
23 - 27
7 - 10
95 - 105
23
- 27
15
-18
23
- 27
Bell housing to adaptor plate
Bleed nipple to slave cylinder
Center bearing to body
Center bearing to mounting plate
Clutch cover to flywheel
Clutch damper to mounting bracket
Flywheel to crankshaft
Front cover to transmission
Front pipe to intermediate pipe
Gearshift lever
housing to transmission
Issue 1 August 1994 ii X300 VSM

Manual Transmission & clutch (AJ16)
I Molykote FB 180 grease
Brake (clutch) fluid
- minimum
DOT 4
Dexron IID Transmission oil
Loctite
573
Tivoli Kay Adhesives No. 5696
Withdrawal arm pivots / Gearshift lever ball
Clutch hydraulic system
Front cover securing bolts
Exhaust sealer also used
in
ZF automatic
transmissions
Application
Material removal to clean up clutch face
IU SERVICE DATA
Specification
Up to lmm maximum
X300 VSM iii Issue 1 August 1994

Manual Transmission & Clutch (AJ16)
7.1.2 MANUAL TRANSMISSION ASSEMBLY, RENEW
SRO 37.20.01
. Disconnect the battery.
. Remove inlet manifold rear securing nuts.
. Remove injector harness mounting bracket.
. Fit lifting bracket 18G 1465 and secure with the nuts.
. Fit Service Tool MS 536 (Fig. 1) across the wing channels
Fit and engage retaining hook.
. Tighten hook nut to take weight of engine.
. Disconnect lambda sensor block connectors.
. Remove the exhaust front pipe to the intermediate pipe
securing nut / bolt.
. Remove the front pipe to manifold securing nuts and
remove the front pipe assembly.
. Carefully ease exhaust system down for access.
Remove the drive (propeller) shaft assembly, see Section
. Fit blanking plug to rear of transmission.
. Remove clutch slave cylinder complete with push rod
Disconnect transmission switch multi-way connector and
. Place jack in position beneath the transmission.
. Take weight on the jack, and remove rear mounting to
. Lower jack and remove rear mounting assembly.
Remove jack and jacking channel.
. Remove mounting spring and spring mounting rubber.
. From above: undo retaining hook nut to lower rear of
transmission (do not allow engine to foul steering rack).
. From below: remove selector shaft yoke securing nut / bolt (3 Fig. 2).
. Disconnect selector shaft yoke from lower gearshift lever
and remove wavy washer.
. Remove gear selector remote control securing bolts (1 Fig. 2).
. Remove mounting rubbers and washers (2 Fig. 2).
. Reposition remote control assembly for access.
. Remove transmission-to-engine adaptor plate securing
and
align to rear lifting bracket.
9, SRO 47.15.01.
from bell housing and secure clear.
secure clear.
body securing bolts.
bolts
(1 Fig. 3).
N.&: Leave two opposing bolts in for safety.
Fig. 1
Fig.
2
Fig. 3 ~ ~ ~~ ~
Issue 1 August 1994 2 X300 VSM