1994 JAGUAR XJ6 coolant level

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

€3 Cooling System (V12)
4.2.4 DRAIN AND FILL PROCEDURES
4.2.4.1 Radiator, Drain
. Place a drain tray in position under the radiator drain plug
. Remove the headertank pressure cap. Release thecaptive
Tighten the radiator drain plug.
(Fig.
1).
radiator drain
plug and drain the coolant.
CAUTION: This procedure does not drain the heater cir- cuit.
m: DO NOT REMOVE THE HEADER TANK PRES- SURE 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 ME HANDS AGAINST
CONTACT WITH HOT COOLANT.
Fig. 1
4.2.4.2 Radiator, Fill
. Add coolant until the level in the header tank is steady at MAX. (Do not fit the header tank cap).
. Switch on the ignition. (The climate control system must be OFF).
. Start the engine and add coolant to the header tank if required to ensure that it does not empty.
. Run the engine until thetemperature gauge reads normal. (The enginespeed may be raised to reduce warm uptime).
. Switch off the ignition and wait for one minute.
Check that the coolant level in the header tank is between MAX and
10 mm above MAX. Add coolant as necessary.
. Fit the header tank cap.
4.2.4.3 Complete System, Fill
. Add coolant until the level in the header tank is steady at MAX. (Do not fit the header tank cap).
= Switch on the ignition. (The climate control system must be OFF).
. Start the engine and add coolant to the header tank if required to ensure that it does not empty.
. Run the engine until the temperature gauge reads normal, (The engine speed may be raised to reduce the warm up
. Turn the climate control system ON. Set the temperature to HI. Manually select a fan speed of approximately 50%.
. Run the engine for four minutes. Ensure that the climate control system outlet air temperature is hot to very hot and
that there is no noise from the heater coolant circulating pump. (The engine speed may be raised to assist with heat- ing).
time).
8 Switch
off the ignition and wait for one minute.
. Check that the coolant level in the header tank is between MAX and 10 mm above MAX. Add coolant as necessary.
. Fit the header tank cap.
4.2.4.4 System, Air Bleeding
After filling the system with coolant, any air present must be purged before effective cooling is possible. Provided the
correct fill procedure has been followed, purging of the system takes place automatically as follows:
The air entrained by the coolant, rises to the top of the radiator and to the highest point on each side of the engine (the
thermostat housings). While the thermostats are closed, the radiator is under reduced pressure due to the pump suc
- tion and air is bled through the jiggle-pins in each thermostat. Purged air is returnedvia the bleed system to the header
tank. When normal operating temperature is reached, the thermostats open and the system operates normally. ~~
Issue 1 August 1994 4 X300 VSM

4.2.5.2 Diagnostic Procedures
1
I Symptom ..
Overheating
herheating at
dle
roo cold ~~~
Possible Cause
Thermostat(s) stuck
closed
Incorrect thermostat rating
Faulty temperature gauge
Faulty temperature transmitter
Radiator core blocked
Radiator grille obstructed
Concentration of anti
-freeze
too high
Drive belt slack
Drive belt broken
Water pump seized
lnsuff icient coolant
Internally collapsed hoses
Incorrect ignition timing
Fuel
/ air mixture too weak
Incorrect valve timing
Cylinder head
gasket(s) leak-
ing
Brakes binding
Electric cooling
fan(s) not op- erating
Thermostat(s) stuck open
Incorrect thermostat rating
Thermostatb) not fitted
Electric cooling
fan(s) operat-
ing continuously
Faulty temperature gauge
Faulty temperature transmitter
Check
Cooling System (V12)
4.2.5 FAULT DIAGNOSIS
4.2.5.1 Introduction
The following diagnostic procedures are provided to assist properly qualified persons to identify and rectify the faults in the system which are most likely to be encountered. Reference is made to the Electrical Diagnostic Manual (EDM), which should be consulted for all electrical faults. When investigating faults relating to temperature, the prevailing
ambient temperature conditions should be taken into account. The climate control system is dealt with in Section 14.
Test thermostat(s)
Check thermostat operating
temperature
Refer to EDM
Refer to EDM
Check for
hotspots in radiator
Check grille for obstruction
Check strength of coolant
Check belt tension
Visual check Slacken drive belt and turn
water pump pulley by hand.
Check belt for damage
Check coolant level
Pressure test system and
check for deformation of hoses
Refer to EDM
Refer to EDM
Check valve timing
Pressure
-test system. (Check
for contamination of coolant in
header tank)
Check brake calipers for stick
- ing pistons and seized brake
pad pins
..
Refer to EDM
Test
thermostat(4
Check thermostat operating
temperature
Remove thermostat housing
and inspect
Refer to EDM
Refer to EDM
Refer to EDM
Remedy
Renew thermostat(s)
Renew thermostat(s1
Renew gauge
Renew transmitter
Flush or renew radiator
Remove obstruction from
grille
Drain and
fill with coolant of
correct concentration
Adjust belt to correct tension
or renew belt
if worn
Renew belt
Renew water pump. Renew
drive belt
if required
Top
-up coolant
Renew hoses as required
Rectify as required
Rectify as required
Correct valve timing
Renew head
gasket(s)
Rectify as required
Rectify as required
Renew
thermostat(s1
Renew thermostatb)
Fit thermostat(s)
Rectify as required
Renew gauge
Renew transmitter
Issue 1 August 1994 X300 VSM 5

@ Steering
10.4.4 Diagnostic chart 3
Trouble
Hydraulic noise when
turning lock to lock
Continuous pressure
relief valve operation
Continuous noise
Cause
Fluid level low?
Air ingress at connections
Air ingress through feed hose lining
or
skin
Air ingress at pump front seal
Water contamination caused by fractured
cooler pipe within engine coolant radi
-
ator
Pump starvation or cavitation caused by
twisted or trapped feed hose
Pump starvation caused by blocked filter
Worn
pump
High pressure hose (pump to rack) dam-
aged or restricted
Fluid level low?
Drive belt loose
(12 cyl only)
Drive pulley loose
Steering pump mounting
(4 loose
Drive 'dog' loose, slipping or incorrectly
fitted
(6 cyl only)-
Hose or pipe fretting on body or chassis
structure
Hose twisted or restricted
Remedy
Rectify fluid loss and or top up
Check and tighten all connections to spec
-
ification
Renew faulty
'0' rings or Dowty washers
Renew porous
1 damaged hoses
Renew
pump
Renew radiator. Flush and drain steering
system twice
minimum, check for noise
and system performance (Pump is most
susceptible to damage due to
loss of lu-
brication and may have to be renewed)
Reroute or relieve pressure
Renew reservoir
Renew pump
Renew hose
Rectify
fluid loss and or top up
Inspect for damage and renew as required
Tighten pulley to specification
Tighten to specification
Investigate
& rectify as required
Rectify routing
Rectify routing
Issue 1 August 1994 8 X300 VSM

Climate Control Systems
lnsufficent Cooling
0 Sluggish blower motor(s).
0 Restricted blower inlet or outlet passage
0 Blocked or partially restricted condenser matrix or fins.
0 Blocked or partially restricted evaporator matrix.
0 Blocked or partially restricted filter in the receiver drier.
0 Blocked or partially restricted expansion valve.
0 Partially collapsed flexible pipe.
0 Expansion valve temperature sensor faulty (this sensor is integral with valve and is not serviceable).
0 Excessive moisture in the system.
0 Air in the system.
0 Low refrigerant charge - possible code 23.
0 Compressor clutch slipping.
0 Blower flaps or distribution vents closed or partially seized - possible codes 41 or 46.
0 Coolant flow valve not closed.
0 Evaporator sensor incorrectly positioned
m: Should a leakor low refrigerant be established as the cause of /NSUff/C/€NTCOOL/NG,followthe procedures
Recovery / Recycle / Recharge, this section, and observe all refrigerant and oil handling instructions.
lntermiffent Cooling
0 Is the electrical circuit to the compressor clutch consistent?
0 Is the electrical circuit to the blower motor(s) consistent?
0 Compressor clutch slipping?
0 Motorized in-car aspirator or evaporator temperature sensor faulty, causing temperature variations - possible
codes 11 or 13.
0 Blocked or partially restricted evaporator or condenser.
Noisy System
0 Loose or damaged compressor drive belt.
0 Loose or damaged compressor mountings.
0 Compressor oil level low, look for evidence of leakage.
0 Compressor damage caused by low oil level or internal debris.
0 Blower motor(s) noisy.
0 Excessive refrigerant charge, witnessed by vibration and 'thumping' in the high pressure line (may be indicated
by high HIGH & high LOW side pressures).
0 Low refrigerant charge causing 'hissing' at the expansion valve (may be indicated by low HIGH side pressure).
0 Excessive moisture in the system causing expansion valve noise.
0 Air-lock in water pump*.
lnsufficent Heating
0 Coolant flow valve stuck in the closed position.
0 Motorized in-car aspirator seized.
0 Cool air by-pass damper stuck or seized - possible code 43.
0 Blocked or restricted blower inlet or outlet.
0 Low coolant level.
0 Blower fan speed low.
0 Coolant thermostat faulty or seized open.
0 Water pump inoperative or blocked
0 Air-lock in matrix*.
m: * Please see Sections 4.1 and 4.2 for specific coolant fill / bleed procedures.
Electrical faults may be more rapidly traced using
(JDE), please refer to the (EDM).
Issue 1 August 1994 16 X300 VSM

Electrical rl
15.2 INSTRUMENTS
15.2.1 General Description
The instruments measure, monitor and display data relevant to the vehicle’s performance. Data is received from
sensors positioned at various locations around the vehicle via two multi-pin sockets located at the rear of the
instrument panel and is than presented using three different visual display methods described as follows:
15.2.2 Analog Display
This is used to display road speed, engine speed, oil pressure, battery condition, fuel level and coolant temperature.
15.2.3 Indicator Lamps
These indicate the presence of any hazard /fault conditions or operational actions.
15.2.4 LCD (Liquid Crystal Disp/ay)
This single line, six digit seven segment display is normally used to display the odometer reading but can also be used
to display vehicle condition messages associated with particular warning lamps and trip computer information.
15.2.5 Transducers
These devices listed as follows transmit vehicle condition to the instruments:
0 Engine Coolant Temperature Transmitter
0 Low Coolant Level Probe
0 Oil Pressure Transmitter - AJ16N12
0 Fuel Gauge Tank Unit - AJlW12
Fault conditions and their causes displayed by the instruments and warning lamps are covered in more detail
by further information contained within the
Electrical Diagnostic Manual.
15.2.6 Instrument Panel, General
2 I I 3 1
1. 24 Way Connector 3. Identification Label 2. 4% Way Connector 4. Bulb Holder
Fig.
1 Instrument Panel, Rear View
X300 VSM Issue 1 August 1994 8
c

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

Description Capacity Type
Door guard lamp. 12V 5W Capless long life
Flasher side repeater 12V 5W Capless long life
Fog lamp - Front. 12v 55w Halogen H3
Fog lamp
- Rear guard 12v 21w Bayonet long life
Front turn indicator
I 12v21w I Bayonet long life
Pilot lamp
I 12V 5W I Capless long life
Headlamp
I 12v55w I Halogen HI
High mounted stop lamp (where fitted). 12v Capless long life
Roof console central courtesy lamp
12V 5W Capless long life.
Roof console reading lamp
12V 6W Capless
Luggage compartment lamp
12V 5W Capless long life
License plate lamp 12V 5W Festoon
Rear turn indicator
12v 21w Bayonet yellow long
Rear quarter courtesy lamp (lower section)
12V 5W Capless long life
Rear quarter reading lamp (upper section) 12V 6W Capless
Back
-up lamp 12v 21w Bayonet long life
Stop /Tail lamp
Sun visor vanity mirror lamp
12v 1,2w Capless 286
Tail lamp 12V 5W Bayonet long life
5X5W
12V 21V 5W Twin filament bayonet long life
Indicator bulbs
Bulb Designation Holder Colour Rating
Exhaust temperature warning indicator bulb Orange 12,5V 1,2W
Low oil pressure indicator bulb
Orange 12,5V 1,2W
Seat belt warning indicator bulb
Orange 12,5V 1,2W
Boot open warning indicator bulb
Orange 12,5V 1,2W
Door open warning indicator bulb
Orange 12,5V 1,2W
Coolant level warning indicator bulb
Orange 12,5V 1,2W
Air bag fault indicator bulb Orange 12,5V 1,2W
Parking brake 'on' indicator bulb Orange 12,5V 1,2W
Brake system warning indicator bulb Orange 12,5V 1,2W
Main beam 'on' indicator bulb
Orange 12,5V 1,2W
Right turn indicator bulb Orange 12,5V 1,2W
LCD illumination bulb (right)
Orange 12,5V 1,2W
LCD illumination bulb (left) Orange 12,5V 1,2W
Left turn indicator bulb
Orange 12,5V 1,2W
Traction control 'off indicator bulb
Orange 12,5V 1,2W
Transmission sport mode indicator bulb
Orange 12,5V 1,2W
Charging fault warning bulb
Orange 12,5V 1,2W
Check engine warning indicator bulb Orange 12,5V 1,2W
0
0
0
X300 VSM Issue 1 August 1994 AI-95MY 12