1994 JAGUAR XJ6 wheel

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

Manual Transmission & Clutch (AJ16) IBh
7.1.14 ClUTCHASSEMBLY, RENEW
SRO 33.10.01
. Remove the rear inlet manifold securing nuts and
. Fit lifting eye 18G 1465 to rear inlet manifold studs and
rn Fit Service Tool MS 538 (Fig. 1) and take the weight of the
. Disconnect the exhaust system from the front pipe.
. Ease the exhaust system down for access and remove
. Remove the drive (propeller) shaft assembly and fit a
. Remove the exhaust front pipe assembly.
. Remove the clutch slave cylinder, see Sub-Section 7.1.16,
and secure the slave cylinder to one side.
. Disconnect the transmission switch connectors.
. Removethe rear mounting assembly, see Section3.1, SRO 12.45.04.
. Undothe hooknutofServiceTool MS53Btolowertherear of the transmission / engine assembly.
Disconnect the gearshift/selector shaft universal joint se-
curing nut / bolt, remove the wavy washer from the selec- tor and remove the bolts securing the remote control.
Remove the mounting rubbers and washers.
Remove the transmission switch for access to the upper
. Remove the transmission to engine adaptor plate secur-
theinjector harness mounting bracket.
tighten securing nuts.
engine with the hook.
heatshield.
blanking plug to the rear of the transmission.
right hand transmission
/ bell housing securing bolt.
ing bolts
(1 Fig. 2).
Leave two opposing bolts in place for safety.
m . Fit a suitable hoist, securely to the transmission.
= Take the weight of the transmission and remove the re-
. Remove the transmission from the rear of the engine.
. Lower the transmission and remove from the rear of the
. Hold the flywheel in one position and remove the bolts se-
maining two securing bolts.
engine.
curing the clutch cover to the flywheel.
CAUTION: Make a note of the position of any balance
weights relative to the clutch cover.
. Remove the balance weights.
Remove the clutch cover / drive plate assembly.
. Remove the eight securing bolts (1 Fig. 3) and remove the
flywheel (2 Fig. 3).
WARNING: THE TWIN-MASS FLYWHEEL IS EXTREMELY HEAVY. ASSISTANCE MAY BE REQUIRED DUR- ING REMOVAL.
Clean the face of the flywheel and dowels.
Fig. 1
Fig. 2
Fig. 3
X300 VSM Issue 1 August 1994 14

Manual Transmission & Clutch (AJ16)
. Check the flywheel face for scoring; should this be excess-
Fit a new spigot bearing to the flywheel (2 Fig. 1).
. Refit the flywheel to the crankshaft and tighten the secur-
. Fit the clutch assembly to the flywheel ensuring that the
. Align the clutch with an input shaft.
. Fit the balance weights to the clutch cover and tighten the
. Remove the input shaft.
ive,
skim within tolerance.
ing bolts (1
Fig. 1).
larger, rounded boss faces the flywheel.
securing bolts. Remove the circlip
(1 Fig. 2) securing the clutch release
arm to the pivot and remove the assembly (2 Fig. 2).
. Slacken and remove the release arm pivot pin.
. Remove the bearing (3 Fig. 2) from the release arm assem- bly (2 Fig. 21, grease the bearing seat, fit the new bearing
to the release arm assembly.
Re-assemble the release arm ensuring that the pivots are
greased.
. Select third forward gear.
. Move the transmission under the ramp and raise it into
position against the adaptor plate and secure with the
bolts.
. Remove the securing chain from the unit lift and fit front
clamp.
. Refit the transmission switch and fit the multi-plug into
the securing clip.
. Refit the clutch slave cylinder, see 33.35 01.
. Fit the mounting rubbers and spacers, reconnect the re-
. Refit the selector to the gearshift lever.
. Refit the exhaust front pipes to the manifold.
. Remove the blanking plug from the rear of the trans-
. Refit the drive (propeller) shaft.
. Refit the heat shield and reconnect the exhaust system.
. Lower the ramp.
. Remove the Service Tool MS 53B.
. Remove the engine lifting eye 18G 1465.
= Refit the injector harness mounting bracket and tighten
the rear inlet manifold securing nuts.
mote control.
mission.
Fig. 2
Issue 1 August 1994 X300 VSM 15
-~

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

Powertrain Automatic Transmission (V12 & AJ16 Supercharged)
Light throttle D1 -D2 D2 - D3 D3 - D4
Normal mile 1 h 8- 10 18-20 25 - 39
kmlh 13- 15 28 - 33 40 - 46
sport mile 1 h 10 - 12 20 - 23 30 - 34
kmlh 16- 19 32 - 37 48-55
Up to Detent D1- D2 D2 - D3
Normal mile I h 34 - 37 60-66
kmlh 54 - 59 97 - 107
8.2.1.2 Shift Speeds
0
D4 - TCC on
45 - 51
72
-83
47
- 55
76
-88
D3
- D4
86
-94
138
- 151
4,O Liter Supercharged
sport mile I h 43 - 47 74 - 81 103 - 113
kmlh 69 - 76
118- 130
166 - 182
Maximum shift speeds (through detent)
Normal 1 Sport mile I h
kmlh
D1 -D2 D2 - D3 D3 - TCC on
47 - 50 81 -84
116 - 128
75
- 80 130 - 134
187 - 205
TCC
-Torque converter clutch
m: Road speeds shown above are for a vehicle with an axle ratio of 3,58:1, and standard tyres (2251 65ZR15). For
a vehicle with optional sports tyres
(225 / 55ZR16) (lattice wheels), these speeds must be reduced by 2,4%.
Zero throttle 1 TCCoffinD4 1 D4 - D3 D3 - D2
X300 VSM 3 Issue 1 August 1994
D2 - D1
Normal mile 1 h
kmth
sport mile 1 h
kmlh
I 36 - 40 15- 17
10- 12 -
58-64 24 - 27 16- 19 -
36 - 40 18 - 20 12 - 14
9-9
58-64 29 - 32 20 - 22 14 - 15
Up to
detent D4 - D3 03 - D2
Normal mile 1 h 67-74 3-44
kmlh 107-118 63-70
sport mile 1 h 81 -89 57 - 63
kmlh 130- 144 92 - 101
Kick-down available (through detent) TCC4 - D3 D3 - 02
Normal 1 Sport mile I h 103- 113 67 -74
kmlh 165 - 183 107 - 118 D2
- D1
9-9
14
- 15
27
- 29
43 - 47
D2
- D1
36 - 40
58-64

Automatic Transmission (V12 & AJ16 Supercharged)
Light throttle D1 -D2
Normal mile 1 h -
km/h -
sport mile / h 10- 12
kmlh 16- 18
Up to detent
Normal mile I h
kmlh
sport mile
1 h
km/h
Maximum shift speeds (through detent)
Normal I Sport mile / h
kmlh
6,O Liier
D2 - D3
D3 - D4
D4 - TCC on
20 - 23 29 - 33
48 - 55
32
- 37 46 - 52
77 -88
23 - 26 32 - 37 51 -59
36
- 41 51 -59 82 - 94
D1 -D2
D2 - D3 D3 - D4
35
- 40 61 -70 83-91
56
- 64 98- 112 133 - 164
43 - 49 73 - 79 99 -107
68
-78 117 - 127 158 - 172
D1 -D2 D2 - D3
D3 - TCC on
48-53 81 -89
116- 124
77
- 85 130- 149
186 - 198
Zero throttle
Normal mile 1 h
kmlh
sport mile
1 h
km/h
TCC off in 04 D4 - D3 D3 - D2 D2 - D1
- 36 - 40 15 - 17 10 - 12
16
- 19 58 - 64 24 - 27
36
- 40 18 - 20 12-14 6-7
58
- 64 29 - 32 19 - 22 10- 12
-
0
0
Up to detent
Normal mile I h
kmlh
sport mile
/ h
km/h
mile I h
kmlh
'Kick-down' available (through detent)
Normal 1 Sport
TCC -Torque converter clutch
m: Road speeds shown above are for a vehicle with an axle ratio of 3,58:1, and standard tyres (2251 65ZR15). For
a vehicle with optional sports tyres
(225 155ZR16) (lattice wheels), these speeds must be reduced by 2,4%.
D4 - D3 D3 - D2 D2 - D1
67 - 75 37 - 41 7-9
108
- 119 59 - 66 11 - 14
84
-92 60 - 66
27 - 29
134
- 148 96 - 106
43 - 47
TCC4
- D3 03 - D2 D2 - D1
103 - 113 67 -75 36 - 40
164
- 181 108 - 119 58 - 64
0
0
Issue 1 August 1994 4 X300 VSM