change wheel JAGUAR XJ6 1994 2.G Workshop Manual

GLOSSARY OF TERMS
Introduction
This glossary of terms is intended to cover both general and emissions-related (to SAE J 1930) terminology. It is in- tended to enable the user to ascertain the meaning of standardized terms and acronyms used throughout the Manual.
The required term may be looked-up in the left-hand column, and subsequent columns give the standard abbreviation
or acronym, definitions and previously used terms, as applicable.
As this Manual is a world
-wide publication, and must comply with certain Society of Automotive Engineers Standards, it has been necessary to adopt the terminology etc. demanded by that Standard.
Term(s) Abbreviation Definition Previously used
(if applicable) term(s) (or Eng- lish Eauivalent)
A
throttle pedal
accelerator Dedal AP
AI= measurement across the spanner flats of a
across flats
nut or bolt head
adaptor
AC.
aircon
adapter
after bottom dead center
after
too dead center event
occurring after BDC
event occurring after TDC
ABDC
ATDC ACL
AIC
ACS
Air
Cleaner
Air Conditioning
Air Conditioning Signal air conditioning
compressor clutch
operation is signalled to the PCM which
induces idle speed corrections to
compensate for engine load changes
module controlling air conditioning, heating
and ventilation
wing or similar, designed to obtain some
effect from the flow of air over
it
electrical current whose flow alternates in
direction, in a sinusoidal waveform
NCCM Air Conditioning Control Module
airfoil aerofoil
alternating current ac
aluminium
aluminum
Ambient temperature Temperature
of the air surrounding an object
SI unit of current AmDere A Amp Amp. hour -~ 1 Ampere flowing for one hour
system, usually ele&o&ally controlled (but ~- __. .. . Ampere hour
Anti
-Lock Braking System Ah
ABS can be mechanically) which prevents wheel
lock
-up under braking by sensing lack of
rotation of a wheel(s) and diverting fluid
pressure away from
it (them). Originally Anti-Blockier System (Bosch).
ABS control module
ABS
/ traction control control
module ABS
CM
ABS I TC CM
aerial
antenna (plural, antennae or
antennas)
analog
Analoa Volt-Ohm meter analogue
AVOM unit of pressure
(1.01325 bar)
atmospheres
automatic transmission atm
auto,
auto gearbox
drive shaft
axle shaft shaft
transmitting power to the rear wheel
hubs
.-
Issue 1 August 1994 X300 VSM 7

Introduction
Term(s) Abbreviation Definition
(if applicable) Previously
used term(s) (or Eng-
lish Equivalent)
downshift
draft _.
drivability
driveshaft
driveshaft tunnel
dry sleeve
Dual Overhead Cam
Data
Data Link Connector
Data Output Line
defogger, backlight defogger
degree (angle or temperature)
Department of Transportation
(US)
Department of Transport (UK)
Deutsche lnstitut fur
Normuna
diameter
Diagnostic Module
Diagnostic Test Mode
Diagnostic Trouble Code
differential housing
differentia
I pressure
Differential Pressure Feedback
EGR
dimmer switch DOHC
DLC
DOL
deg, O
DOT
DTP DIN dia
DM
DTM
DTC
DPFE longitudinal
shaft transmitting power from
transmission output to rear axle differential
tunnel
in floor above the driveshaft (propeller
shaft)
cylinder sleeve which is not in contact with
coolant
engine configuration with two camshafts
positioned above the valves
(US) Fact or group of facts.
connector providing access
andlor control of
the vehicle information, operating
conditions, and diagnostic information
circuit that sends certain information from
the PCM to the instrument cluster
German Standards regulation body
Supplemental Restraint System
(non-controlling) module for diagnostics
overview
a level of capability in an OBD system. May
include different functional states
to observe
signals, a base level to read
DTCs, a monitor
level which includes information on signal
levels,
bi-directional control with onloff board aids, and the ability to interface with
remote diagnosis
an
alphahumeric identifier for a fault
condition identified by the On
-Board
Diagnostic
(OBD) system
rotating housing
(in a bevel differential)
attached to the crownwheel, carrying the
final drive pinions
pressure difference between two regions e.g.
between intake manifold and atmospheric
pressures
an EGR system that monitors differential
EGR pressure across a remote orifice
to control EGR flow change
down
draught
driveability
propeller shaft
transmission
tunnel
dry liner
(English) Group
of facts (i.e. plural
of
datum)
HRW, rear screen
heater, demister
Self Test Mode
Self Test Code.
Fuel Fail code
differential cage
dip switch,
dipper switch
Issue 1 August 1994 11 X300 VSM

Introduction c
GLOSSARY OF TERMS
Term(s) Abbreviation Definition Previously used (if applicable) term(s) (or Eng- lish Equivalent)
0
EGRT Sensor
EGR Vacuum Regulator
1 Read-only memory
I Electronic Engine Control
kronic Secondary Air Injection
Engine Control Module
Engine Coolant Level
ECT Sensor
Engine Speed
Engine Speed Sensor
1 Evaporative Emission Control
Va Ive
Exhaust Gas Recirculation
Solenoid Vacuum Valve
Exhaust Gas Recirculation
Temperature Sensor
Exhaust Gas Recirculation Valve
Extreme Pressure EGR
EGRT EVR
EVP
EDM
EEPROM EPROM EEC
EAlR
ECM ECL
ECT
ECTS
RPM
EPA
EVAP
EVAPP EGRS
EGRT Sensor
EGRV EP System
which reduces
NOx emissions by
adding exhaust gases to the incoming
fuel/air charae
Sensing EGR function based on temperature
change.
controls EGR flow by changing vacuum to
the EGR valve
an EGR system that directly monitors EGR
valve position to control EGR flow
Manual which deals with the diagnosis of
electrical faults (see also Vehicle Service
Manual and Unit Service Manual)
a system that provides electronic control of
enaine electronics
a pump
-driven system for providing
secondarv air usina an electric air Dump
thermistor which provides engine coolant
temperature signal to the PCME to trigger
enrichment circuits which increase injector
'on' time for cold start and warm-up
sensor fitted on flywheel of
VI2 engine;
provides engine speed information
system designed to prevent fuel vapor from
escaping into the atmosphere. Typically
includes a charcoal filled canister to absorb
fuel
vaoor
additives to drive axle lubricants. Designed
to protect the spiral bevel gears from wear
induced by their
slidingholling action EGR
EEPROM,
EPPROM
EPROM ECU
engine coolant level indicator
Coolant temp.
sensor, ECT
revlmin. RPM
purge valve
EGR solenoid
valve
EGR temperature
sensor
X300 VSM issue 1 August 1994 13

(if applicable) term(s) (or Eng- lish Equivalent)
I R
Radio Data System
Random Access Memory
I rear wheel drive
relay
relay module
reservoir
return
revolutions per minute
right
-hand
right
-hand drive vehicle
I rocker panel
I roof lining
RDS
RAM
ROM RWD
RM
RES
RTN
RPM
RH
RHD
local traffic information service which
automatically breaks
in to whichever station
is being received. Also programmable to
lock onto the strongest available frequency
for a given nationally available radio station,
regardless ofthe geographical location of the
receiver
fast access memory store which is accessible
for entry or extraction of data
fast access memory
in which data is fixed and
mav not be entered or extracted
an (usually) electro
-mechanical device in which connections in one circuit are opened
or closed by changes
in another circuit
a module containing two or more relays
container, usually for oils, coolants or
hydraulic fluids
a dedicated sensor ground circuit
shaft
-speed of a device, usually an engine or
motor
I
X300 VSM Issue 1 August 1994 22

10.2 SERVICE
PROCEDURES - SAFETY RELATED
10.2.1
Airbag
The electrically activated driver's side airbag is attached to the steering wheel hub and is fed by two wires from the
column stalk assembly. Electrical input to the column stalk assembly for the airbag is provided by a dedicated harness
which is encased in a yellow sleeve. A mechanism in the stalk assembly called the 'cable reel cassette' provides conti
-
nuity from the static column to the steering wheel. The 'cable reel cassette' is driven by a tang which locates in the
steering wheel. Because the connection is by wires, and the cassette assembly is only capable of approximately five
(5) full turns,
it is critically important that initial positioning is correct, see Section 15. It is equally important that fitting of the steering wheel, connection of the column, lower shaft and steering rackshould
ONLY be made with the steering rack in the center of its travel.
WARNING: DO NOT REMOVE THE STEERING COLUMN FROM THE VEHICLE WITH THE STEERING WHEEL AT- TACHED UNLESS THE STEERING IS CENTERED AND THE COLUMN LOCK IS ENGAGED. IF THE LOCK
BARREL
IS TO BE RENEWED, 'LOCK-WIRE THE ASSEMBLY TO PREVENT ROTATION. FAILURE TO OB- SERVE THIS AND CONSEQUENT DAMAGE TO THE 'CABLE REEL CASSETTE MAY RESULT IN AN INOP- ERATIVE AIRBAG SYSTEM. SEE LABEL ON STEERING WHEEL HUB.
10.3 SERVICE PROCEDURES
10.3.1 Working Practices
It is not recommended that either the steering rack or engine driven pump assemblies are repaired in any way other
than in accordance with the repair procedures described in this manual. The fluid reservoir and filter is a disposable
assembly and no attempt should be made to clean it internally. Genuine replacement units must be fitted following
routine service or diagnostic confirmation of the failure of any component.
The importance of cleanliness cannot be over
-stressed, not only with new parts but also those which may havefailed.
In-service contamination of the hydraulic system is a major cause of failures and may be avoided with good working
practices and care. All new units and pipes must be supplied with suitable blanks in every orifice. Should a unit not
have blanks fitted, do not use
it - return it to the supplier with an appropriate reason for your action.
To help the manufacturer diagnose problems and avoid post-removal contamination; provide full details of the fault
and plug all connections as soon as they are released. All suspect units must be returned to Jaguar Cars complete
with relevant documentation.
CAUTION: It is imperative that the power steering system does not become contaminated in any way. Always de- cant fluid from afresh sealed container and clean the area around the reservoir neck both before and after topping-up. Never return drained fluid to the system.
10.3.2
Position the vehicle on a level surface with the engine sta- tionary and fluid cold. Add fluid, if required, so that the level
falls BETWEEN the marks
Fig.1.
10.3.3 System Bleed (following maintenance)
To avoid fluid aeration and possible pump damage, the in- itial fill process must be carried out with the ignition OFF.
Set the fluid level approximately 20 mm above the upper
dipstick level, and cycle the steering no less than three (3) times from lock to lock (this may be best achieved with the
front wheels off the ground). As air is expelled thefluid level
will fall, the level should be corrected. Start the engine and
further cycle thesteering until the fluid level becomes stable.
Stop the engine and finally set the level in accordance
with the fluid level check procedure.
10.3.4 Fluid Reservoir
The reservoir has an integral, non-serviceable, return-side
filter. Should any component be renewed or the system
'broken into' for any reason,
it is essential that the reservoir and the fluid are changed. Under normal operating condi- tions it is not necessary to change the fluid.
10.3.5 Hydraulic Connections
Fluid
Level Check and
Top-up
Jf7-281
Fig. 1
All hydraulic connections and surrounding areas should be scrupulously cleaned before and after work. Please note
that the steering rack valve block connections for FEED and RETURN are common in size. Ensure that the pipes are
correctly fitted, the uppermost one being the high pressure FEEDfrom the steering pump and the lower (RETURN) hav- ing a double depth hexagon tube nut.
X300 VSM 5 issue 1 August 1994

10.4.3 Diagnostic chart 2
0 Trouble
'lay at steering wheel
ieavy when stationary
Excessively heavy when
hiving, stationary effort
3K
Too easy when driving,
itationary effort OK
fffort not equal side to
;ide from center
dariation from heavy to
?asy when driving
:yclic load variation at steering wheel - 2 per
.evolution
:losely spaced cyclic
oad variation at steering
Nheel
Cause
Rack damper loose
Pinion bearing loose
Worn intermediate shaft joint
Worn suspension joint
Loose lower column 'pinch' bolt
Transducer not closed
Transducer not closed
- ground short
Transducer not closed
- no feed voltage
Transducer not closed
- defective cable
SCM defective
Delivery pressure or flow too low
Internal rack leakage
tire pressures low
Transducer open too early
Transducer open too early, incorrect SCM
h/Pe
Transducer open too early, incorrect
speedometer signal
Rack 'reaction limitation valve' CLOSED
or setting incorrect
Transducer not open (no oil flow)
Transducer not open, SCM faulty
Transducer not open, incorrect speedom
-
eter signal
Rack 'reaction limiting valve' OPEN or
setting incorrect
Low pressure pipe 'flattened' or re
-
stricted
Blocked reservoir filter
tire pressure high
Rack check valve leak
Rotary valve blockage Incorrect lower column assembly, see
'Cyclic load variations'
Incorrect speedometer signal
Transducer cable
/ connection faulty or
grounded
Lower column universal joint fitting error
Rack damper too tight
Remedy
Renew rack
Renew rack
Renew joint
Renew joint
Tighten to specification
Inspect and check for debris
Renew transducer*
Investigate and repair
Renew cable
Renew module*
Renew pump
Renew rack
Set to specification
Renew transducer*
Renew
SCM*
Renew speedometer transmitter*
Renew rack
Inspect and check for debris
Renew
SCM*
Renew speedometer transmitter*
Renew rack
Renew pipe
Renew filter
Set to specification
Renew rack
Renew rack
Rectify as required
Renew speedometer transmitter*
Investigate and repair
Verify that the lower column assembly is
correct for that drive.
RH and LH assem- blies MUST NOT be interchanged due to
joint phase differences
Renew rack
W: Items marked * should be validated using EDM test procedures.
X300 VSM 7 Issue 1 August 1994

may include:
0
0
Loose or worn wheel bearings.
Loose or worn suspensions or steering components.
0 Worn or damaged drive shaft slip yoke joint.
0 Front disc rotor runout.
o Loose engine or transmission supports.
0 Driveline alignment.
0 Engine driven accessories.
Suspension Systems
11.4 DIAGNOSIS AND TESTING
' 11.4.1 Tire Wear
Tires should be inspected as abnormal or excessive wear may becaused by incorrect wheel alignment, wheelbire im- balance, or incorrect tire pressure.
1 1.4.2 vibration and Roughness
Vibration, roughness, and shimmy conditions may be caused by excessive tire or wheel runout, worn or cupped tires,
or wheel and tire unbalance.
Most of these conditions are due to irregularities in the road surface, hence driving the vehicle on different types of
road surface will often indicate the cause of the condition.
Do not automatically suspect the tires when attempting to diagnose a vibration concern as other sources of vibration
Before investigating any other vibration concerns,
a roaG &est and a customer inter\,.dw (if possible) should be carried
out. This can provide much of the information needed to find the source of vibration.
Drive the vehicle on a road that is preferably smooth and free of undulation and
if vibration is apparent note, the speed at which thevibration occurs, whattype of vibration occurs in each speed range (mechanical or audible), howthevibra- tion is affected by changes in vehicle speed , engine speed and engine torque, and the type of vibration sensitivity
(torque sensitive, vehicle speed sensitive, or speed sensitive).
Some of the condition terms used when describing sources of vibration are explained as follows:
0 Torque Sensitive
This condition can be improved or worsened by accelerating, decelerating, coasting, maintaining
a steady
vehicle speed and application of engine torque.
0 Vehicle Speed Sensitive
This means that the vibration always occurs at the same vehicle speed and is not affected by engine torque,
engine rpm, or transmission gear selection.
B
0 Engine Speed Sensitive
This means that the vibration occurs
at varying vehicle speeds when a different transmission gear is selected.
It can sometimes be isolated by increasing or decreasing engine speed with the transmission in 'NEUTRAL', or
by stall testing with the engine in gear. If the condition is enginesensitive, the condition is not related to tires.
If the road tests indicates that the vibration is related to the tires or wheels,use a 'lire Wear Diagnosis Chart' to
investigate the cause of concern. Should the road test indicate that there is tire whine, but noshake or vibration,
the noise originates from the contact between the tire and the road surface.
X300 VSM 3 Issue 1 August 1994

The input frequency from each wheel speed sensor signal is translated by the ABS I TC CM, into a comparable wheel
speed. The ABS / TC CM continually monitors the system. False wheel speed information, such as sudden speed
changes in excess of 20 km / h or excessive speeds, are detected as a 'sensor malfunction'. The ABS / TC CM reacts
to fault conditions in the following ways:
Inhibit- ABS/traction control is inhibited until the sensed speed returns to within an acceptable limit, whereupon ABS
/traction control is restored. Conventional braking is unaffected. Depending on vehicle speed the ABS/traction control
warning lights may come on.
DisaMe - ABS /traction control is Disabled (switched off) and the ABS /traction control warning lights come on. The
system will not be restored until the engine is switched off and restarted orthe fault has been rectified. Afterthe system
has been disabled, the warning lamps remain on until the vehicle has reached a speed of 20 km/ h during thefirst igni- tion cycle after fault rectification.
Full diagnostic information for the ABS /TC
CM is given in the Electrical Diagnostic Manual (EDM), Section 12.
Issue 1 August 1994 2 X300 VSM

12.1.1 0 Hydrauric Operation - ABS 1 TC CM
ABS/TC CM hydraulic modules incorporate inlet valves (items 16 and 17) and outlet valves (items 20 and 21) for each
driven wheel. This enables individual pressure modulation to the rear brakes under wheel spin conditions, i.e. traction
control.
Increased wheel spin of
a driven wheel under acceleration causes the NO isolation valve (item 14) to be closed and the
pump (item 10) to be switched on. This in response to signals from the control module.
Closing of the isolation valve blocks delivery of the pump to the secondary circuit (item
2) of the TMC. The pump now
draws fluid from the reservoir via the open hydraulically operated inlet valve (item 13). Increased pressure is now avail-
able at the inlet valves (items 16 and 17) for actuating the rear brakes, thus decreasing the tendency of wheel spin.
The hydraulic inlet valve (item
13) switches when traction control is initiated to change the suction connection
of the pump from the accumulators (item 9) to the fluid reservoir (item 6) via the TMC.
1. TMC 1 (primary circuit)
8
I 1-
I
10. Electric DumD motor 19. Inlet valve NO
170 280
2. TMC 2 (secondary circuit) 11. Two-cirh hydraulic pump 20. Outlet valve NC
3. Tandem master cylinder 12. Damping chamber 21. Outlet valve NC
4. Vacuum booster 13. Hydraulic inlet valve 22. Outlet valve NC
5. Central valve 14. Isolation valve NO 23. Outlet valve NC
6. Fluid reservoir 15. Relief valve 7. Fluid level indicator 16. Inlet valve NO 8. Motor pump unit 17. Inlet valve NO 9. Low pressure accumulator 18. Inlet valve NO
Fig.
1 24.
Rear
brake circuit (left) 25. Rear brake circuit (right) 26. Front brake circuit (left) 27. Front brake circuit (right) ~
Issue 1 August 1994 14 X300 VSM

13.4 TRUNK
13.4.1 Trunk, Description
The trunk houses the spare wheel, the battery, an electrical carrier containing electrical fuses, relays and modules and
a compact disc auto-changer attached to body bracketry. The trunk is fitted with push-fit, velour finish, liners (1 Fig. 1) to the sides and front inner panel; the trunk floor is covered with carpet attached to a removable floor board (2 Fig. 1) and a battery cover (3 Fig. I), one covering the spare wheel and wheel changing equipment, the other covering the
battery and electrical carrier.
The floor board rests on the spare wheel, the front and rear edges
of the floor board locating in blocks on the fuel tank
backboard and on the rear of the body. The blocks accommodate the two possible height settings caused by the differ- ence in thickness between the space saver and full sized spare wheels.
A tread plate (4 Fig. 1) is attached to the trunk sill and a liner is fitted to the rear of the trunk below the sill. Interior trim finisher panels are fitted to the rear lamp units accessed from the trunk opening.
The trunk lid
(5 Fig. 1) is fitted with a removable moulded liner and two trunk illumination lights; the lid is supported by two gas struts, attached through press-on fittings between the inner wheel arch and trunk hinge (6 Fig. 1). A warning
triangle is attached by a bracket to the trunk lid and retained in the open position by a rubber block (Europe inc UK only).
Trunk locking is based on a central latch and striker, operated electrically through the central locking system
by an ad- jacent actuator or by key in a barrel lock located behind the trunk lid badge.
For details on renewal
of trunk front and side liners, trunk carpet, trunk seal retainer and battery cover, see relevant
Service Repair Operations.
2 4 3 J76-1056
1. Trunk Liners 2. Removable floor board 3. Battery cover
4. Treadplate 5. Trunk lid 6. Hinge
Fig.
1 Trunk Components and Trim
Issue 1 August 1994 X300 VSM 38