1994 JAGUAR XJ6 fuel pressure

Fuel, Emission Control & Engine Management (AJ16)
5.1.6 THROTTLE ASSEMBLY (SUPERCHARGED), RENEW
SRO 18.30.17 THROTTLE POTENTIOMETER
SRO 19.70.07 THROTTLE HOUSING GASKET
SRO 19.70.04 THROTTLE HOUSING
J 12-62 2
Fig. 1
Remove
. Disconnect battery.
. Remove the intercooler intake elbow.
. Raise vehicle on a four-post ramp.
. Remove the rear air duct to throttle body connecting hose.
Undo and remove bolts securing EGR supply pipe to manifold.
Remove EGR supply pipe gasket.
Reposition EGR sensor harness multi-plug from mounting bracket.
. Release throttle outer cable abutment from abutment bracket.
. Disconnect throttle inner cable from throttle linkage.
. Disconnect and remove return spring.
. Disconnect speed control actuator vacuum hose.
. Release cooling system pressure by slowly undoing the tank cap.
Tighten cap after pressure release.
. Remove abutment bracket assembly.
Disconnect idle speed actuator harness multi
-plug.
. Disconnect throttle potentiometer harness multi-plug.
. Fit pipe clamps to throttle housing cooling hoses and disconnect hoses from throttle housing.
Remove
the oil filter cartridge and gasket.
Remove speed control speed control bracket to throttle lever clevis pin and pin
circlip.
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Issue 1 August 1994 10 X300 VSM

SECTION CONTENTS
Subsection Title SRO Page
i .... .... . .... .. . PreliminaryPages ................. ......... .. . . .. . . . . .............. ....... ....... .. . . i
5.2.1 . . . . . . . . . . . . . Fuel System Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2.2.. . . . . . . . . . . . General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.2.3
. . . . . . . . . . . . . Fuel Rail / Pressure Regulator / Injectors, Renew . . . . . . . . . . . . . . . . . . . . 18.10.01
18.10.02
18.10.04
18.10.05
19.45.11
19.60.13
............. 5
5.2.4..
. . . . . . . . . . . Purge Control Valve, Renew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.15.42
17.15.43
17.15.44
..... .. . . . . . . 8
5.2.5.
. . . . . . . . . . . . Idle Speed Control Valve/Gaskets, Renew . . . . . . . . . . . . . . . . . . . . . . . . . 18.30.72
18.30.73
18.30.74
18.30.75
18.30.76 ............. 9
5.2.6. . . . . . . . . . . . . Fuel Cut-off Inertia Switch, Renew.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.30.35 . . . . . . . . . . . . . 9
X300 VSM i Issue 1 August 1994

+ 17.15.13
17.50.30
Component / parts
Fuel filler assembly
Fuel tank
Fuel pumps
Fuel
pump filter
Fuel feed line
Fuel filter
Fuel feed line
Fuel rail
Fuel injectors
Fuel regulator valve
Fuel return line
Emission vent line
Tank pressure control
(Rochester) valve
Emission vent line
Primary carbon canister
Emission vent line
Purge valve
Emission vent line
Location Number
Rear deck area
1
Behind rear bulkhead 2
Inside fuel tank 3
Inside fuel tank 4
Fuel
pump to fuel filter 5
Above rear axle assembly 6
Fuel filter to fuel rail 7
Inlet manifold
8
Inlet manifold /fuel rail 9
Mounted on the fuel rail 10
Fuel regulator to fuel tank 11
Fuel tank to tank pressure 12
control (Rochester) valve
Connected between
emission vent lines as
shown on schematic 13
Rochester valve to primary 14
carbon canister
Left side
of vehicle, in 15
front of the rear axle
Primary carbon canister to 16
purge valve
Below the left head lamp 17
module
Primary carbon canister
to at-
mosphere
18
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Issue 1 August 1994 2 X300 VSM

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

Fuel, Emission Control 8t Engine Management (V12)
The connectors are released by pushing the tool in to the female half ofthe connector and at the same time disengaging
the latches.
Viton hosing surrounds the tubing, thus preventing any po
- tential damage from fire and other matters.
The conductive anti
-permeation tubing does not return to
its original shape after being deformed. Therefore do not
clamp (eg. for sealing purposes prior to disconnection of
tubes) as this damages the fuel pipes.
The evaporative
loss control system, prevents unprocessed
vapour emitted from the fuel tank from entering the atmos- phere.
The tank pressure control (Rochester) valve is installed be
- tween the fuel tank and the carbon canister. lt is normally
closed, but open during engine operation, venting the va- pours from the fuel tank to the carbon canister.
The purge valve is controlled by the engine control module
(ECM) and is linked to the carbon canister.
Fig.
1 Quick-fit Connector and Release Tool
X300 VSM Issue 1 August 1994 4

Fuel, Emission Control & Engine Management (V12)
9
Fig. 1
Disconnect vacuum hose (1 Fig.1) from cruise control actuator (2 Fig.1).
. Disconnect vacuum hose (3 Fig.1) from fuel pressure regulator.
Disconnect throttle control rods from throttle pulley assembly ball pins (4 Fig.1).
. Reposition throttle control rods to inner wings.
. Disconnect cruise control rod from throttle pulley assembly ball pin (5 Fig.1).
. Undo and remove bolts securing fuel rail.
. Reposition cruise control rod below throttle pulley assembly.
. Remove cruise control actuator / bracket assembly and fixings (6 Fig.1).
. Disconnect injector harness plugs (7 Fig.1).
Disconnect throttle potentiometer multi-plug (8 Fig. 1)
. Remove throttle pulley bracket assembly and fixings (9 Fig.1)
. Remove injector harness plastic clips (IO Fig.1) from fuel rail.
. Remove fuel rail / injector assembly (1 1 Fig.1).
Issue 1 August 1994 6 X300 VSM

Automatic Transmission (V12 & AJl6 Supercharged) Pomrtrain
8.2.1 GENERAL DESCRIPTION
This section provides information relating to the Powertrain 4L80-E transmissions fitted to the 4,O liter supercharged
engine (4,OL SC) and to the 6,O liter engine (6,OL).
The Powertrain 4L80-E is a four-speed, high torque capacity, electronically controlled automatic transmission, which
comprises a torque converter with lock-up direct drive clutch and three planetary gear sets. Five multiple diskclutches,
one intermediate sprag clutch assembly, two roller clutch assemblies and two band assemblies provide the drive el- ements necessary for correct sequential gear engagement and operation.
The torque converter containing
a pump, a turbine (rotor), a stator assembly, and a clutch pressure disksplined to the
turbine, acts as a fluid coupling for smooth torque transmission from the engine. The converter also supplies addi- tional torque multiplication when necessary, and the torque converter clutch (TCC) pressure disk provides a mechan- ical direct drive or 'lock-up' above a certain speed in top gear for greater fuel economy.
Gearshift operations are controlled from the Transmission Control Module (TCM), which governs the electronically
controlled valve body situated within the transmission.
Three planetary gear sets provide reverse and the four forward ratios, the changing of which is fully automatic in rela
- tion to load, vehicle speed and throttle opening. The Transmission Control Module receives and integrates various ve- hicle sensor input signals, and transmits operating signals to the solenoids located in the control valve assembly.
These solenoids govern the transmission operating pressures, up-shift and down-shift gear selection patterns and
also the torque converter clutch operation by pulse width modulated control.
8.2.1.1 Gear Ranges
Selectable gear positions are: P - Park, R - Reverse, N - Neutral, D - Drive, 3, 2.
P - Park position of the shift lever provides a mechanical locking of the output shaft of the transmission, and as such,
must only be engaged when the the vehicle is stationary. In addition, and for
extra safety, the handbrake should also
be applied. It is necessary to have the ignition ON and the footbrake applied to move the shift lever from the Park
position. For ignition key removal the shift lever must be in the Park position. The engine can be started in the Park
position.
R - Reverse enables the vehicle to be operated in a rearwards direction. The engine cannot be started in the Reverse
position.
N
-Neutral position enables the engine to be started and operated without driving the vehicle. It also allows the vehicle
to be moved manually for access, ie for removal of the propeller shaft.
D
-Drive position allows the automatic selection of all four forward gear ratios during normal driving conditions for
maximum efficiency and fuel economy. On acceleration, down-shifts are obtained by depressing the accelerator pedal
or by manual selection. The engine cannot be started in this position.
3
- Manual third position allows automatic operation of the three lower gear ratios but inhibits selection of the fourth
ratio. This position is used for towing a trailer or negotiating hilly terrain when greater engine braking control is re- quired. The engine cannot be started in this position.
2 - Manual second position allows automatic operation of the two lower gear ratios but inhibits selection of the third
and fourth ratios. This position is used for heavy traffic congestion or negotiating hilly terrain when even greater en
- gine braking control is required than is provided by manual third. This ratio may be selected at any vehicle speed - even if the transmission is in third or fourth ratio, the transmission will immediately down-shift to second gear pro- vided the vehicle speed is below 137 km / h (85 mile / h). The engine cannot be started in this position.
N.g!b: With the Performance Mode switch in the NORMAL position, the vehicle will pull away in second gear. How- ever, if more than 75 per cent of throttle is applied when the vehicle speed is between zero and 13 km/ h (8 mile / h), then first gear will be selected. From 13 to 61 km/ h (8 to 38 mile/ h) first gear is obtainable by 'kick-down'.
In 'sport' mode thevehicle pulls away in first gear and the transmission operatesfully in all four forward gears.
X300 VSM 1 Issue 1 August 1994

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
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