1994 JAGUAR XJ6 brake light

Brakes (e#
12.1.7. Parking Brake
J70 293
W
1. Parking brake lever 2. Front cable 3. Relay lever 4. Driveshaft securing bracket 5. Intermediate cable 6. Cable equalizer
7. In-line cable connector 8. Rear cable RH 9. Rear cable LH
10. Parking brake switch and harness 11. Parking brake warning lamp
Fig.
1 Parking Brake Layout
All vehicles are fitted with identical parking brake systems.
When the parking brake lever
is operated, the cable system applies equal force to both RH and LH brakeshoe expander
assemblies. The brake shoes expand and press against the hub assembly, locking the rear wheels.
The handbrake lever, ratchet assembly and warning
light switch (item 1) are mounted on the transmission tunnel by means of threeflanged screws a blanking plate and gasket. The front cable (item 2) is connected to the relay lever (item 3) which is mounted on the driveshaft securing bracket (item 4). The relay lever operates the intermediate cable (item 5) which incorporates an adjusting screw to allow cable tension to be adjusted. The intermediate cable operates the
equalizer which ensures that equal force is applied to RH and LH parking brakesvia rearcable RH (item 8) and rear cable
LH (item 9). The rear cables are adjustable to allow cable tension to be adjusted.
The park brake switch (item 10) latches when the lever
is operated and lights the parking brake warning light (item 11 mounted in the instrument panel.
X300 VSM Issue 1 August 1994

Brakes
Parking Brake Adjusfmenf
Cable slack must be removed by adjustment of the intermediate cable length. The handbrake should be fully on be-
tween three and five clicks.
Parking Brake Shoe Assembly
The parking brakes are of the duo-sewo type. The expander
assembly (6 Fig. 1) is mounted on the backplate mounting
lug. The brake shoes locate on the expander assembly and
the adjuster
(1 Fig. I).These are held in position by the upper
and lower return springs (4 and 5 Fig. 1) and the hold down
springs (2 Fig. 1). The adjuster allows manual adjustment of
the brake shoes.
To remove the brake shoe assemblies the handbrake must
be released and the adjuster slackened.
The use of
a spring removal tool is recommended when re- moving the brake shoes. Strong pliers may be used, but
there is a risk of both personal injury and loss of compo- nents, should the pliers slip.
lnspedion and Cleaning
Clean and examine all components for wear or damage, re- newing parts as necessary. Fig.
1
When
reassembling the expander assembly, liberally grease the components using a proprietary mechanical brake
grease. Lightly grease the threads of the adjuster.
CAUTION: Do not get grease onto the lining material. Light surfacecontamination can be removed with emery cloth,
but heavy penetration of grease or fluid will render the material unsuitable for further use and the linings
must be renewed.
Re-assembly
When reassembling the brake shoes, lightly grease the shoe tips and back plate contact area. The brake shoes and
the expander assembly should befitted to the backplate with the lower return spring in position. When the brake shoes
are located, the adjuster, upper return spring and hold down springs should then be fitted. The brake shoes should
be adjusted
so that the brake rotorhub can just be fitted. Final adjustment should allow the brake rotor/hub to rotate
without excessive drag. Light running contact is permissible.
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X300 VSM Issue 1 August 1994 10

31
30
29
28 27
26
4 26 24 21 23 22 7 20 19 18 18 17 8
a
10
11
12
13
14
1s
1M-137
1. Tachometer 2. Speedometer
3. Battery Condition 4. FuelGauge 5. Oil Pressure 6. Coolant Temperature 7. Odometer /Trip Computer Display 8. Primary Warning Indicators (RED) 9. Exhaust Temperature 10. Low Oil Pressure 11. Seat Belt Not Fastened 12. Boot Open 13. DoorOpen 14. Coolant Level 15. Air Bag Fault 16. Status / Warning Lamps
17. Hand Brake On (RED) 18. Brake System Fault (RED)
19. Main Beam On (BLUE) 20. Direction Indicator Right (GREEN) 21. Status / Warning Lamps 22. Direction Indicator Left (GREEN) 23. Traction Control Off (GREEN) 24. Transmission Sport Mode (GREEN) 25. Charging Fault (RED) 26. Check Engine (AMBER)
27. Low Fuel Level (AMBER) 28. Anti - Lock Fault (AMBER) 29. Traction Control Fail (AMBER) 30. Bulb Fail (AMBER) 31. Washer Fluid Level (AMBER) 32. Transmission Fault (AMBER)
Fig.
1 Instrument Panel, Front Mew
w: The 'Premium Unleaded Fuel Only' caution is added to the Federal Market vehicles, also 'PARK BRAKE and
'BRAKE' replace international symbols used in all other markets.
m: Six cylinder vehicle version shown; the tachometer red-line on 12 cylinder vehicles starts at 6000 RPM.
The front of the
PECUSprogrammable instrument panel features 6 analog gauges, 22 warning lamps /tell tales and
a Liquid Crystal Display (LCD), the rear of the panel accommodates two PCB mounted connectors, one 24-way
connector, one 48-way connector, one instrument panel identification label and 14 light bulbs arranged in groups of
seven on either side. Three power inputs and two ground inputs are provided for 'POWER UP' and 'POWER DOWN'
sequence, the three power inputs comprising battery, ignition and auxiliary. The instruments are protected by a
housing
/ lens assembly.
15.2.7 Gauges
The two major gauges are tachometer and speedometer, and the four minor gauges indicate battery condition, fuel
level, oil pressure and coolant temperature.
Each gauge is contained
in a sealed non-serviceable can and must be renewed as a complete unit in case of any
damage.
CAUTION: Extreme care should be exercised when renewing instrument pand components to avoid damago to the delicate indicator needles.
X300 VSM 9 Issue 1 August 1994

IT Electrical
15.2.8 Odometer
With the ignition 'OFF' the odometer is permanently dis-
played but not illuminated. With the ignition 'ON' the odo- meter is displayed and also illuminated.
Trip information or driver information messages may be dis
-
played instead of the 'ODO'. By pressing the 'ODO' button
once or twice the trip and driver information messages can
be deleted and the
'ODO rdisplayed.
W. The odometer value is not stored within the LCD
module.
15.2.9 Trip Computev
This provides information on the vehicle's speed, fuel usage
and distance traveled
all of which are calculated by a micro
processor.
The controls, part of the fascia switch assembly, are located
on the right
-hand side pod positioned to the right-hand side
of the steering column.
I
/
J86-192L
Fig. 1
15.2.10 Driver Information Messages
Two fault messages, FLUID - AIRBAG are displayed via the LCD in conjunction with relevant warning lamps.
If an
airbag fault exists or the brake fluid is low, a message will automatically be displayed on the LCD and the relevant
warning lights illuminated. Should both faults exist at the same time, each message is displayed alternatively for ap
- proximately 2 seconds.
Messages may becancelled
by pressing the 'ODO button which allowsthe LCD to return to its last displayed message.
The warning lamps will not be extinguished. If the fault is not repaired the message(s) and the warning lamp(s) will
be redisplayed when the ignition is switched on.
15.2.11 /llumination
Warning indicator lamp illumination is controlled by a microprocessor located inside the instrument panel.
The seven right
-hand warning indicators are primary warning lamps illuminating 'RED and the seven left-hand warn-
ing indicators are secondary warning lamps illuminating 'AMBER'
The eight lower lamps are
a mixture of status and warning lamps.
With the ignition
'OFF' the LCD is not illuminated.
With ignition
'ON' and side lights 'OFF' the LCD is illuminated at maximum brightness.
With the ignition on and side lights
'OFF' the LCD is dimmed as are the gauges.
The long
life type bulbs are enclosed by orange and brown coloured bulb holders which must never be interchanged.
Replacement bulbs must always be of the same colour.
CAUTIQN: Always dwonnect the battery ground lead before commencing with any instrument rsimwal procedure.
15.2.12 General Repair Notes
0 After lens removal do not rest instrument panel face down as this causes damage to the delicate gauge needles.
Avoid scratching the gauge faces and ensure cleanliness when handling the panel.
0 To minimize the risk of damage and contamination to the instrument panel, all repairs must be carried out in a non - static and dust -free environment. Avoid touching connector pins and pcb components to minimize
risk of static damage.
0 The instrument panel has two different types of bulb holders each of which must be located correctly when
changing the bulbs.
Issue 1 August 1994 10 X300 VSM

General Fitting Instructions
A3.2 GENERAL FITTING INSTRUCTIONS
A3.2.1
Always fit covers to protect the wings before commencing work in the engine compartment. Cover the seats and
carpets, wear clean overalls and wash hands or wear gloves before working inside the car. Avoid spilling hydraulic
fluid, anti
-freeze or battery acid on the paintwork. In the event of spillage, wash off with water immediately. Use poly- thene sheets in the boot to protect carpets. Always use the recommended service tool, or a satisfactory equivalent,
where specified. Protect temporarily exposed screw threads by replacing nuts or fitting caps.
Precautions Against Damage To The Vehicle
A3.2.2 Preparation
Before disassembly, clean the surrounding area as thoroughly as possible. When components have been removed,
blank off any exposed openings using greaseproof paper and masking tape. Immediately seal fuel, oil and hydraulic
lines when separated, using plastic caps or plugs, to prevent loss of fluid and the entry of dirt. Close the open ends
of oilways, exposed by component removal, with tapered hardwood plugs or readily visible plastic plugs. Immediately
a component is removed, place
it in a suitable container; use a separate container for each component and its asso- ciated parts. Before dismantling a component, clean it thoroughly with a recommended cleaning agent: check that the
agent will not damage any of the materials within the component. Clean the bench and obtain marking materials, la-
bels, containers and locking wire before dismantling a component.
A3.2.3 Dismantling
Observe scrupulous cleanliness when dismantling components, particularly when parts of the brake, fuel or hydraulic
system are being worked on. A particle of dirt or a fragment of cloth could cause a dangerous malfunction if trapped in these systems. Clean all tapped holes, crevices, oilways and fluid passages with compressed air.
WRNIFLG: DO NOT PERMIT COMPRESSED AIR TO ENTER AN OPEN WOUND. ALWAYS USE EVE PROTECTION
WHEN USING COMPRESSED AIR.
Ensure that any 'O'-rings used for sealing are correctly refitted or renewed if disturbed. Mark mating parts to ensure
that they are replaced as dismantled. Whenever possible use marking materials which avoid the possibilities of caus- ing distortion or the initiation of cracks, which could occur if a center punch or scriber were used. Wire together mating
parts where necessary to prevent accidental interchange (e.g roller bearing components). Tie labels on to all parts to
be renewed and to parts requiring further inspection before being passed for reassembly.
Place labelled parts and other parts for rebuild
in separate containers.
Do not discard a part which is due for renewal until it has been compared with the new part, to ensure that the correct
part has been obtained.
A3.2.4 Inspection
Before inspecting a component for wear or performing a dimensional check, ensure that it is absolutely clean; a slight
smear of grease can conceal an incipient failure. When a component is to be checked dimensionally against figures
quoted for
it, use the correct equipment (surface plates, micrometers, dial gauges etc.) in serviceable condition. The
use of makeshift equipment can be dangerous. Reject a component if its dimensions are outside the limits quoted,
or if damage is apparent. A part may be refitted if its critical dimension is exactly to the limit size and it is otherwise
satisfactory. Use Plastigauge 12 Type PG-1 for checking bearing surface clearance e.g. big end bearing shell to crank
journal. Instructions for the use of Plastigauge and a scale giving bearing clearances in steps of
0,0025 mm (0.0001
in) are supplied with the package.
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X300 VSM Issue 1 August 1994 2

General Fitting Instructions
Issue 1 August 1994 5 X300 VSM I
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A3.2.11 Hydraulic Fittings - Metrification
Metric fastenings are being used increasingly in motor vehicle manufacture, but the use of some UNF threaded parts
must be expected. Technicians must take note of warnings that dangers exist while UNF and metricthreaded hydraulic
parts continue to be used together.
UNF pipe nuts should not be fitted into metric parts, nor
vice
-versa. Experience indicates that it is not safe to rely
upon the difference in thread size. Providing permanent
identification of metric parts is not easy, but recognition has
been assisted by the following means:
All metric pipe nuts, hose ends, unions and bleed screws are
coloured black. The hexagon area of pipe nuts is indented
with the letter 'M'. Metric and UNF pipe nuts are slightly dif
-
ferent in shape.
hlnfe: In the illustrations on this page, 'A' indicates the
metrictype and 'B'the UNF type. The metric female
nut is always used with
a trumpet flared pipe and the
metric male nut is always used with a convex flared
pipe (Fig.
1).
Metric ports in brake cylinders and calipers have no counter-
bores; however, a few cylinders with UNF threads also have
no counterbore. Therefore, all ports with counterbores are
UNF, but ports not counterbored are most likely to be metric
(Fig.
2).
The colour of the protective plugs fitted to cylinder ports
indicate the size and the type of the threads, but the primary
function
ofthe plugs is to protect thecylinder from contami- nation and is not intended as a positive means of identifica- tion. As an indication, the plug colours and thread sizes are:
Colour Size Colour Size
Red 318 in. x 24 UNF Black 10 x 1,0 mm
Green 7/16 in. x 20 UNF Grey 12 x 1,0 mm
Yellow 112 in. x 20 UNF Brown 14 x 1,5 mm
Pink 5/8 in. x 18 UNF
Fig. 1
A 6 I 507 007
Fig. 2

General Fitting Instructions
In Fig. 1 and Fig. 2, this page,’K indicates the metric
type and ’B’ the UNF type.
Hose ends differ slightly between metric and UNF (Fig.
1). Gaskets are not used with metric hoses; the metric hose fit- ting seals against the bottom of the port and consequently
there is a gap between the hexagonal face of the hose fitting
and the cylinder (Fig.
2A). The UNF hose fitting is sealed on
the brakecylinder or caliperface by a copper gasket (Fig.
2B).
Pipe sizes (outside diameter) for UNF are 3/16 in., 1/4 in. and
5/16 in. Metric pipe sizes are 4,75 mm, 6 mm and 8 mm. The 4,75 mm pipe is exactly the same diameter as 3/16 in. pipe.
The 6 mm pipe is 0.014 in. smaller than 1/4 in. pipe. The 8
mm pipe is 0.002 in. larger than 5/16 in. pipe.
Convex flares for metric brake pipes have a different form
thanthoseon UNF brake pipes. When making pipesfor met
- ric equipment, metric pipe flaring tools must be used.
The greatest danger lies with the confusion of
10 mm and 3/8 in. UNF pipe nuts used for 3/16 in. (or 4,75 mm) pipe. The 318 in. UNF pipe nut or hose can be screwed into a 10 mm port, but is very slack and easily stripped. The thread en- gagement is very weak and cannot provide an adequate
seal. The opposite condition, a 10 mm nut in a 318 in. port,
will cause difficulty during fitting. The
10 mm nut will screw
in for one or two turns and then seize. It has a crossed thread
‘feel’ and
it is impossible to force the nut far enough to seal
the pipe. With female pipe nutsthe position is reversed. The
other combinations are so different that there is no danger
of confusion.
A3.2.12 Keys And Keyways
Remove burrs from the edges of keyways with a fine file and
clean thoroughly before attempting to refit the key. Clean
and inspect the key closely. Keys are suitable for refitting
only
if no indentations exist (which would indicate the onset
of wear).
A3.2.13 Split Pins
Fit new split pins throughout when replacing any unit. Al- ways fit split pins where split pins were originally used. Do not substitute spring washers for split pins. All split pins
should be fitted as shown (Fig. 3) unless otherwise stated.
A3.2.14 Tab Washers
Fit new tab washers in all places where they where used
originally. Never refit a used tab washer. Ensure that the
new tab washer is of the same design as that which was re
- moved.
A3.2.15 Special Fixing
Bolts with a blue coating applied to the thread are used in various areas ofthevehicle. Should any of these bolts be re- moved, they MUST be replaced with NEW bolts of the same
type. Nyloc nuts are used in various areas of the vehicle. If removed these MUST be replaced with NEW nuts of the
same type.
-A
507 008
Fia. 1
Fia. 2
Fig. 3 I
X300 VSM Issue 1 August 1994 6

- A3.2.19 Unified Thread Identification - Bolts
A circular recess is stamped in the upper surface of the bolt
head (1 Fig. 1).
A3.2.20 Unified Thread Identification - Nuts
A continuous line of circles is stamped on one of the flats of
the hexagon, parallel to the axis of the nut (2 Fig. 1).
A3.2.2 1 Unified Thread Identification - Studs, Brake
Rods, etc.
The component is reduced to the core diameter for a short
length at its extremity (3 Fig. 1).
A3.2.16 Nuts
When tightening a slotted or castellated nut, never slacken it in order to insert the split pin or locking wire, but tighten
it to align the next slot. The exception is in those recommended cases where slackening the nut forms part of an adjust- ment e.g. bearing endfloat or preload adjustment. If difficulty is experienced, alternative washers or nuts should be
selected, or a washer of a different thickness used. Where self-locking nuts have been removed, replace them with
new ones.
A3.2.17 Locking Wire
Fit new locking wire of the correct type to the assemblies incorporating it. Arrange the wire so that its tension tends
to tighten the bolt heads, or nuts, to which it is fitted.
A3.2.18 Screw Threads
Metricthreads to IS0 standards and UNF threads are used. See below forthread identification. Fixings with damaged
threads must always be discarded. Cleaning the threads with a die or tap impairs the strength and closeness of fit and
is not recommended. Always ensure that replacement bolts are of equal strength to those removed. Do not allow oil,
grease or jointing compound to enter blind threaded holes because the hydraulic action which would be generated
when screwing in the bolt or stud could split the housing. Oil the thread lightly before tightening to ensure
a free run- ning thread, except in the case of self locking nuts. Always tighten a nut or bolt to the recommended torque figure.
Damaged or corroded threads will affect the torque reading. To check or retighten a bolt or screw to a specified torque
figure, first slacken by a quarter of a turn, then retighten to the correct figure.
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-3
‘2 507 011
Fig. 1
X300 VSM 7 Issue 1 August 1994