1994 JAGUAR XJ6 transmission oil

Manual Transmission & Clutch (AJl6)
0
7.1.13 CLUTCH FAULT DIAGNOSIS
symptom
lifficult gear ?ngagement
3attling clutch
squeaking clutch
dibrating clutch or
:lutch judder (often pre- :eded by clutch grab)
stiff clutch operation
Possible Cause
Hydraulic system
defects
Operating mechan
- ism faults
Clutch unit faults
Primary pinion bear
-
ing fault
Clutch unit faults
Defects other than in
clutch unit
Operating linkage
fault
Check
Check fluid level in reservoir
Check for air in the system
Check for defective pedal
Check for damaged pressure plate
Check splines on clutch driven
plate and primary pinion shaft for
wear
Check clutch driven plate for loose
or broken springs and for warping
Check for wear in the clutch with
- drawal mechanism
Check for worn primary pinion
bearing
Check for seizing on primary shaft
or in flywheel
Check the clutch driven plate for
distortion and damage and for
loose or broken torque damper
springs
Check for oil and other foreign
matter on the clutch friction linings
Check for incorrectly fitted clutch
pressure
plate
Check that contact witness on fric-
tion linings is evenlv distributed -
Check for loose flvwheel fixings
and flywheel
run-out
Check for loose engine mountings
Check for worn drive (propeller)
shaft universal joints
Check for bent primary pinion
shaft
-
Check for damaged moving parts
in operating linkage
- -
Check for seized linkage, recheck
operation after remedv
Remedy
Replenish as necessary and
bleed system if necessary
Bleed the system
Renew return spring if
necessary
Renew pressure plate
Renew as necessary clutch
plate or primary pinion
Renew driven plate
Renew as necessary
Renew as necessary
Lubricate or renew as
necessary
Renew driven plate
Renew driven plate and clean
related parts
Dismantle from clutch and
refit where applicable
Renew driven plate as
necessary
Tighten to correct torque
loading
Lubricate linkage as
necess-
X300 VSM 11 Issue 1 August 1994

Manual Transmission & Clutch (AJ16)
'ossible Cause
:Iutch Fault
'rimary pinion bear-
ng
ncorrect fitting nethod
Clutch Fault Diagnosis
Check
Check for worn clutch driven plate
hub splines
Check for wear in bearing
Damage may be caused by
acci- dental loading during fitting
Symptom
:I utch knocks
herloading vehicle
hiving with
left foot
,esting on clutch )edal
:ractured clutch )late
Check mating components for
damage
Refer to owners handbook for per
-
missible load details
Check as described under 'slipping
clutch'
Excessive
lining wear
lperating mechan-
sm faulty
:Iutch unit faults
3rabbing clutch
harsh engagement
'rom standing start,
Iften followed by clutch
udder) Check
operating mechanism for
wear and binding which usually
indicates
a binding withdrawal
race thrust bearing
Check pedal for sticking parts in
-
cluding return spring
Check for oil on friction driven
plate
Checkclutch plate and flywheel for
wear. Check flywheel
runout. Check also for glazing on driven
plate linings
Check for driven plate hub splines
sticking on pinion shaft.
Check pinion shaft for wear.
Check for broken or weak pressure
springs.
Check torque damper springs in
clutch driven
plate
hgine mounting Check
for damaged or deteriorated
engine mountings.
Check fixings for tightness
Remedy
Renew driven plate
Renew as necessary
Always support trans
- mission weight during fitting
Renew driven plate
Fit replacement clutch as-
sembly
Fit replacement clutch as- sembly
Free
off bearing. Renew as
necessary
Free
off pedal and check for
damaged and distorted
parts.
Renew
if necessary
Clean
off cover.
Renew faces.
Rectify oil
leak
Reclaim or renew as appli-
cable
Free driven plate, and check
for wear and distortion
Renew
if necessary
Renew
if necessary
Issue 1 August 1994 12 X300 VSM

Clutch Fault Diagnosis
Symptom
Slipping clutch
[indicated by vehicle
speed not responding to
engine speed increase)
]ragging or spinning :lutch
Manual Transmission & Clutch (AJ16)
Possible Cause
Poor driving tech- nique
Operating mechan
-
ism faulty
Clutch unit faults
Operating mechan
-
ism faulty
Zlutch unit faults
2lutch unit faults
Check
Ensure that none of the remedy
conditions prevail
Checkfor binding withdrawal lever
Check for binding of clutch pedal
movement components
Check for oil on friction faces
Check for binding withdrawal lever
Check for binding of clutch pedal
movement components
Check for oil on friction faces
Check for broken or weak pressure
springs
.-
Check clutch plates and flywheel
for wear and distortion
Check clutch driven plate for frac
- tures and distortion.
Damage may be caused by acci
-
dental loading during assembly of
transmission to engine.
Always support transmission
weight during refitting
Check for primary pinion bearing
seized
Check clutch driven hub for bind
- ing on primary pinion splines.
Check for too thick friction linings.
Ensure linings
are good
Check for foreign matter in clutch
unit
Remedv
Do not increase engine speed
with clutch paGially' en-
gaged. Do not drive with left foot
resting on clutch pedal.
Free lever and check for wear
and distortion
Free
off seized or binding
components
Clean
off metal faces.
Renew driven plate.
Rectify oil leak.
Free lever and check for wear
and distortion
Free
off seized or binding
components
Clean
off metal faces.
Renew driven plate.
Rectify oil leaks.
Renew cover as necessary
Reclaim or renewclutch
plate
as applicable
Renew driven plate and
check mating components
for damage
Rectify or renew as necess
-
ary
Renew as necessary
Clean and renew compo
-
nents as necessary
X300 VSM 13 Issue 1 August 1994

1. SERVICE TOOLS & fQUlPMENT
Illustration
::(())(((((
Jaguar Number
JD 103
JD 161
Description Notes
Throttle valve alignment tool
Rotary switch setting tool
11. TORQUE TIGHTENING SPECIFICATIONS
Fixing Tightening Torque
(Nm)
Dipstick tube union nut 90
Drain plug 15
Fluid filter screws 8
Fluid pan securing bolts 8
Rotary switch to mounting bracket nuts
Transmission oil cooler pipes
20
10- 12
15- 18 Switch guard to sump pan bolts
111. SERVICE MA TERlA L S
Description USeS Notes
To be issued

Automatic Transmission (AJ16)
8.1.1 GENERAL DESCRIPTION
’ This section provides information relating to the automatic transmissionsfitted to the 3,2 liter engine (ZF 4 HP 22 trans- mission) and the 4,O liter normally aspirated engine (ZF 4 HP 24 E transmission). The general arrangement of the two
units is shown in Fig. 1 and Fig. 2. The two automatic transmission units differ in the type of control unit employed:
the purely hydraulic control used in the ZF 4 HP 22 unit shifts gears automatically at predetermined points, while the
electronic-hydrauliccontrol oftheZF 4 HP 24 E unit providesforoptimized shift point sand shift quality based on engine
and transmission data received by the Transmission Control Module (TCM).
P \R J44-607
1. Torque converter 8. Shift lever positions:
2. Throttle cable
‘P - Park
3. 4
-speed gear train ‘R‘ - Reverse
4. Output flange ‘N’ - Neutral
5. Transmission control unit
6. Oil outlet (drain plug) 9. Dipstick/ oil filler tube
7. Shift cable attachment 10. Oil cooler connection
‘D‘
- Drive - Fully automatic
control
Fig. 1 ZF 4 HP 22 Transmission
X300 VSM 1 Issue 1 August 1994

I 1 I
8-
/ /
7, 6
'4 '5
J4L- 688
1. Torque converter 6. Rotary switch positions:
2. &speed gear train 'P - Park
3. Output flange 'R' - Reverse
4. Transmission control unit 'N' - Neutral
5. Oil outlet (drain plug) 'D' - Drive
(Fully automatic control)
7. Dipstick/ oil filler tube
8. Oil cooler connection
Fig.
2 ZF 4 HP 24 E Transmission
X300 VSM Issue 1 August 1994 2

Automatic Transmission (AJ16)
Both types of automatic transmission comprise a hydrodynamic torque converter driving an epicyclic gear train which
provides four forward ratios and reverse. Gearshift selection is made by a hydraulic (or electronichydraulic) trans- mission control unit. Six gearshift positions are provided:
Position
'P' (Park) -the driven wheels are mechanically locked at the transmission.
Position
'R' (Reverse) - reverse gear selected.
Position
'N' (Neutral) - engine disconnected from drive-line and wheels.
Position 'D' (Drive)
- all four speed ranges are selected automatically with lock-up available in top gear only.
Position
'3' - automatic selection of the lowest three speed ranges only.
Position '2'
- automatic selection of the lowest two speed ranges only; the transmission is prevented from shift- ing up to the third and top speed ranges.
Immediate selection of a lower ratio is also available, within mapped limits, by 'kick
-down' (pressing the accelerator
pedal down beyond the normal full throttle position) for example when overtaking.
A brake pedal/gearshift interlock is incorporated in the shift lever mechanism. Theshift lever may only be movedfrom
the 'P' (Park) position if the ignition key switch is in position 'll', and the foot brake is applied. The ignition key cannot
be removed from the ignition switch unless the shift lever is in the 'P' (Park) position. Once the ignition key has been
removed, the shift lever is locked in the Park position. The gearshift interlock may be over-ridden manually in the event
of an electrical failure or when it is required to move the vehicle manually for access, ie for removal of the propeller
shaft.
8.1.1.1
Gearshift selection causes the appropriate gear to be selected through a cable operated shift lever on the side of the
Gear Selection (ZF 4HP 22)
transmission unit. When a gea; is selected, the shift points are determined by accelerator pedal position through a
throttle cable connection and by pressures equivalent to road speed derived from a centrifugal governor on the output
shaft.
Gearshift speed and quality are controlled by the hydraulic control unit located in the lower part of the transmission
housing. The control unit contains selector valve, control pistons and pressure valves.
The hydraulic control unit can be overridden by 'kickdown'. This is actuated by the final travel of the accelerator pedal
and causes the next lower gear to be selected.
8.1.1.2
Gearshift selection causes the appropriate gear to be selected through a cable operated shift lever on the side of the
transmission unit; the shift lever also operates a rotary switch attached to the side of the transmission unit. When a
gear is selected, the rotary switch provides an output or combination of outputs to the TCM, which continuously moni
- tors the gear selected in addition to output shaft speed and transmission oil temperature. Information from the Engine
Control Module (ECM) representing engine speed, load and throttle position is also fed to the TCM to enable the most
suitable gear to be selected.
Gear selection and gearshift speeds are controlled by the manually operated selector valve, a solenoid operated pres
- sure regulator and three solenoid valves. On receipt of signalsfrom the TCM, the three solenoid valves MVI, MV2 and
MV3, in various combinations with the safety valve, determine the appropriate gear range. The TCM, on receipt of
information of engine state and road speed, determines the shift speed.
The Performance Mode switch, located on the shift lever surround, provides two alternative shift speed patterns:
1. 'Normal (Economy) Mode' - designed for everyday use.
2. 'Sport Mode'
- gear shift takes place at higher road speeds to enhance performance.
The 'kick
-down' switch, located beneath the accelerator pedal, is actuated by the final travel of the pedal and signals
to the TCM that the next lower gear is to be selected.
Gear Selection (ZF 4 HP 24 E)
X300 VSM 3 Issue 1 August 1994

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