1994 JAGUAR XJ6 electrical

10.1 STEERING SYSTEM DESCRIPTION
10.1.1 Steering Column Major Components
Integrated column assembly incorporating power, or manual, reach /tilt mechanism and lock.
Ignition switch.
Ignition interlock solenoid.
Key transponder coil.
Body attachment points.
Depending upon model, the steering column may be adjusted for
tilt and reach, either by electrical or manual means.
Power variants may be either automatically or manually adjusted and all types have the entry / exit feature.
10.1.2 Steering Column Operating Principle
Power Adjust: Two independent motor / gearbox assemblies provide infinite adjustment for reach and height within
approximate ranges of 35mm and
13O respectively. Adjustments may be automatically made in conjunction with the
seat memory facility or manually when the adjustment switch is used. It should be noted that selection of 'Off will
disable the automatic entry / exit mode.
Manual Adjust: The cable operated reach adjustment is infinite within a range of 35mm, with the desired position being
fixed
by a rack and wedge. Tilt variations are stepped at approximately 3O intervals with 6 positions being available,
the uppermost being unlatched.
From the uppermost position the column may be pulled down to engage the first detent without using the
tilt lever.
WARNING: MANUAL ADJUST ONLY: TO AVOID PERSONAL INJURY, COLUMN UPWARD TRAVEL SHOULD BE MAN- UALLY RESTRAINED TO CHECK UPWARD SPRING ASSISTANCE. THIS IS ESPECIALLY IMPORTANT IF
THE STEERING WHEEL HAS BEEN REMOVED FOR MAINTENANCE REASONS.
WARNING: ALL TYPES; DO NOT REMOVE THE STEERING COLUMN FROM THE VEHICLE WITH THE STEERING
WHEEL ATTACHED UNLESS THE STEERING
IS CENTERED AND THE COLUMN LOCK IS ENGAGED. IFTHE
SERVE THIS MAY RESULT IN AN INOPERATIVE AIRBAG SYSTEM. SEE LABEL ON STEERING WHEEL
HUB. LOCK IS TO BE RENEWED, 'LOCK-WIRE THE ASSEMBLY TO PREVENT ROTATION. FAILURE TO OB-
0
X300 VSM 1 Issue 1 August 1994
J57-27L
3 Ignition switch 1 1 Tilt motor 2 Tilt motor flexible coupling 4 Reach motor
Fig.
1 Major components Power operated steering column

10.2 SERVICE
PROCEDURES - SAFETY RELATED
10.2.1
Airbag
The electrically activated driver's side airbag is attached to the steering wheel hub and is fed by two wires from the
column stalk assembly. Electrical input to the column stalk assembly for the airbag is provided by a dedicated harness
which is encased in a yellow sleeve. A mechanism in the stalk assembly called the 'cable reel cassette' provides conti
-
nuity from the static column to the steering wheel. The 'cable reel cassette' is driven by a tang which locates in the
steering wheel. Because the connection is by wires, and the cassette assembly is only capable of approximately five
(5) full turns,
it is critically important that initial positioning is correct, see Section 15. It is equally important that fitting of the steering wheel, connection of the column, lower shaft and steering rackshould
ONLY be made with the steering rack in the center of its travel.
WARNING: DO NOT REMOVE THE STEERING COLUMN FROM THE VEHICLE WITH THE STEERING WHEEL AT- TACHED UNLESS THE STEERING IS CENTERED AND THE COLUMN LOCK IS ENGAGED. IF THE LOCK
BARREL
IS TO BE RENEWED, 'LOCK-WIRE THE ASSEMBLY TO PREVENT ROTATION. FAILURE TO OB- SERVE THIS AND CONSEQUENT DAMAGE TO THE 'CABLE REEL CASSETTE MAY RESULT IN AN INOP- ERATIVE AIRBAG SYSTEM. SEE LABEL ON STEERING WHEEL HUB.
10.3 SERVICE PROCEDURES
10.3.1 Working Practices
It is not recommended that either the steering rack or engine driven pump assemblies are repaired in any way other
than in accordance with the repair procedures described in this manual. The fluid reservoir and filter is a disposable
assembly and no attempt should be made to clean it internally. Genuine replacement units must be fitted following
routine service or diagnostic confirmation of the failure of any component.
The importance of cleanliness cannot be over
-stressed, not only with new parts but also those which may havefailed.
In-service contamination of the hydraulic system is a major cause of failures and may be avoided with good working
practices and care. All new units and pipes must be supplied with suitable blanks in every orifice. Should a unit not
have blanks fitted, do not use
it - return it to the supplier with an appropriate reason for your action.
To help the manufacturer diagnose problems and avoid post-removal contamination; provide full details of the fault
and plug all connections as soon as they are released. All suspect units must be returned to Jaguar Cars complete
with relevant documentation.
CAUTION: It is imperative that the power steering system does not become contaminated in any way. Always de- cant fluid from afresh sealed container and clean the area around the reservoir neck both before and after topping-up. Never return drained fluid to the system.
10.3.2
Position the vehicle on a level surface with the engine sta- tionary and fluid cold. Add fluid, if required, so that the level
falls BETWEEN the marks
Fig.1.
10.3.3 System Bleed (following maintenance)
To avoid fluid aeration and possible pump damage, the in- itial fill process must be carried out with the ignition OFF.
Set the fluid level approximately 20 mm above the upper
dipstick level, and cycle the steering no less than three (3) times from lock to lock (this may be best achieved with the
front wheels off the ground). As air is expelled thefluid level
will fall, the level should be corrected. Start the engine and
further cycle thesteering until the fluid level becomes stable.
Stop the engine and finally set the level in accordance
with the fluid level check procedure.
10.3.4 Fluid Reservoir
The reservoir has an integral, non-serviceable, return-side
filter. Should any component be renewed or the system
'broken into' for any reason,
it is essential that the reservoir and the fluid are changed. Under normal operating condi- tions it is not necessary to change the fluid.
10.3.5 Hydraulic Connections
Fluid
Level Check and
Top-up
Jf7-281
Fig. 1
All hydraulic connections and surrounding areas should be scrupulously cleaned before and after work. Please note
that the steering rack valve block connections for FEED and RETURN are common in size. Ensure that the pipes are
correctly fitted, the uppermost one being the high pressure FEEDfrom the steering pump and the lower (RETURN) hav- ing a double depth hexagon tube nut.
X300 VSM 5 issue 1 August 1994

@ Steering
Cause
Fluid level low?
Drive belt slack
(V12)
Pump drive loose (6cyl)
center pressures low
Air in system due to loose connection
Pump shaft seal faulty (fluid loss)
Delivery pressure or flow too low
Return flow restricted by blocked reser
-
voir filter
Both check valves blocked
Rack damper too
tight
Lower column incorrectly set
Excessive upper column friction
Faulty rotary valve or seal
Drive belt slack
(VI217
Engine idle speed too low
Pump drive loose
(6cyl)
Air in system due to loose connection
Pump shaft seal faulty (fluid
loss)
Delivery pressure or flow too low
Fluid level low?
tire pressures
high
Air in system due to loose connection
Stiff or seized steering joint
Rack damper too tight
Castor or tracking error
Lower column over extended
Fluid level low?
Air
in system due to loose connection
Pump shaft seal faulty (fluid
loss)
Rack damper loose
Pinion bearing faulty
Rack or column fixings loose
Rack mounting bracket loose
Rack mounting bush loose
Free play in column assembly
10.4 DIAGNOSTIC PROCEDURE
10.4.1 Introduction
The following diagnostic procedures are provided to rapidly pin-point mechanical faults which are not interrogated
by electrical means. Diagnostic procedures which require dedicated electrically operated equipment are dealt with in the 'Electrical Diagnostic Manual' (EDM) but may be mentioned here for reference.
10.4.2 Preliminary Action
Before any problem solving is undertaken it is essential that the fluid level and where applicable, belt tension, is
checked and if required corrected.
CAUTION: It is imperative that the power steering system does not become contaminated in any way. Always de cant fluid from a fresh sealed container and clean the area around the reservoir neck both before and after
topping-up. Never return drained fluid to the system.
10.4.2 Diagnostic Chart 1
Remedy
Rectify fluid loss and or top up
Re
-tension belt
Renew pump
Set to specification
Secure connection and bleed air out
Renew pump
Renew pump
Renew reservoir
Renew rack
Renew rack
Set to specification
Renew upper column
Renew rack
Retension belt
Reset idle speed
Renew
pump
Secure connection and bleed air out
Renew
pump
Renew pump
Rectify
fluid loss and or top up
Set to specification
Secure connection and bleed air out
Test and renew faulty joint
Renew rack
Check geometry and rectify
if required
Set to specification
Rectify fluid
loss and or top up
Secure connection and bleed air out
Renew pump
Renew rack
Renew rack
Tighten to specification
Renew rack
Renew rack
Check and rectify as required
Trouble
Heavy on both sides
Heavy on one side
Heavy when steering
rapidly
Vague feel about center
Knocking
1 vibration felt
at steering wheel
0
0
0
0
Issue 1 August 1994 6 X300 VSM

12.1 ANTI-LOCK BRAKING SYSTEM (ASS), GENERAL DESCRIPTION
The anti-lock braking system (ABS) components are combined with a hydraulic booster and tandem master cylinder (TMC) to provide a two-circuit braking system. The anti-lock braking system comprises the following components:
0 Four inductive wheel speed sensors, hub end mounted
0 ABS warning light
0 Hydraulic module.
The hydraulic module consists of an electric motor driven pump,
two low pressure accumulators, valve block and an
ABS electronic control module.
m: Electronic control modules for vehicles without traction control are designated ABS CM. Control modules for
vehicles with traction control are designated ABS /TC CM.
The valve block houses solenoid operated valves which are activated by voltage signals from the control module. The
signals are generated using wheel speed information received from the wheel speed sensors.
For vehicles without traction control the valves operate on three circuits, two front and one rear, as necessary to pre
- vent wheel locking during braking. Brake pressure is modulated individually at thefront wheels and collectively at the
rear. Rear wheel control operates on a 'select low' principle i.e. locking in either wheel is sensed, and controlled brake
pressure is applied to both wheels.
For vehicles with traction control the valves operate on four circuits. During ABS control the rear wheel are controlled
on a 'select low' principle (as above), but during traction control operation the rear wheels are controlled individually.
0
1yQfB: Functional and diagnostic information for the ABS CM and the ABS/TC CM is contained in the Electrical Diag-
nostic Manual (EDM), Section 12.
ABS Warning lamp / Traction Control Warning lamp /Fluid level Indicator
The ABS and traction control warning lamps, mounted in the instrument panel, indicate a fault in the ABS or traction
control. These systems are inhibited or disabled when the lamps are lit, although conventional braking is unaffected.
When the ignition is switched on, an ABS self test is initiated. During this test, the ABS and traction control warning
lamps are
lit for approximately 1.7 seconds and then extinguish. A fault is indicated if the warning lamps remain lit or
come on whilst the vehicle is being driven.
W: The ABS self test is masked by the 5 second lamp test initiated when the ignition is switched on.
The fluid level indicator lamp, mounted in the instrument panel, is
lit when the brake fluid falls below the minimum
mark on the brake fluid reservoir.
ABS / Traction Control - Inhibit / Disable
Faults conditions are detected by the ABS/TC CM which disables the ABS and traction control until the fault is rectified.
The ABS and traction control warning lights on the instrument pack remains lit whilst a fault exists. The system will
be disabled when the following conditions occur:
0
0 Valve failure
0 Sensor failure
0 Main driver failure (internal ABS /TC CM fault)
0 Redundancy error (internal ABS JTC CM fault)
0 Overvoltage J undervoltage
0 Pump motor failure.
0 Throttle valve actuator motor failure (traction control vehicles only).
0 Throttle valve actuator potentiometer failure (traction control warning light only).
X300 VSM 1 Issue 1 August 1994

The input frequency from each wheel speed sensor signal is translated by the ABS I TC CM, into a comparable wheel
speed. The ABS / TC CM continually monitors the system. False wheel speed information, such as sudden speed
changes in excess of 20 km / h or excessive speeds, are detected as a 'sensor malfunction'. The ABS / TC CM reacts
to fault conditions in the following ways:
Inhibit- ABS/traction control is inhibited until the sensed speed returns to within an acceptable limit, whereupon ABS
/traction control is restored. Conventional braking is unaffected. Depending on vehicle speed the ABS/traction control
warning lights may come on.
DisaMe - ABS /traction control is Disabled (switched off) and the ABS /traction control warning lights come on. The
system will not be restored until the engine is switched off and restarted orthe fault has been rectified. Afterthe system
has been disabled, the warning lamps remain on until the vehicle has reached a speed of 20 km/ h during thefirst igni- tion cycle after fault rectification.
Full diagnostic information for the ABS /TC
CM is given in the Electrical Diagnostic Manual (EDM), Section 12.
Issue 1 August 1994 2 X300 VSM

12.1.5. ABS Components
Hydraulic Module
The hydraulic module is located under the bonnet adjacent
to the engine compartment firewall. It is secured within a steel mounting bracket at three securing points. All elec- tronic and power connections are made through one cable
loom connect ion.
The hydraulic pump
(1 Fig. 1) is a reciprocating two-circuit pump in which one brake circuit is assigned to each pump
circuit. The pump supplies adequate pressure and volume
supply to the brake circuits under anti
-lock braking condi- tions. The pump is driven by and electric motor (2 Fig. 1). The
pump housing incorporates two low pressure accumulators
and damping chambers for each brake circuit.
A modulator valve block
(3 Fig. 1) incorporates the ABS CM or ABS / TC CM (4 Fig. 1). Vehicles with traction control are
fitted with a throttle position actuator (5 Fig. I), which is an
electrical device controlled by the ABS 1 TC CM.
Valve blocks on vehicles without traction control comprise
six solenoid valves, three normally open (NO) inlet valves
and three normally closed
(NC) outlet valves. These valve
blocks have three outlet ports. Valve blocks on vehicles with
traction control comprise nine solenoid valves, four
NO inlet valves,four NC outlet valves and one special isolating valve.
Fig. 2 shows a hydraulic module for vehicles with traction
control. The valve block (2 Fig. 2) has four outlet ports (Indi- vidual control of the driven wheels).
A BS CM, A BS / TC CM
The ABS CM or ABS TCI CM locates beneath the modulator
valve block and is secured by
two screws. The CM houses
the solenoids which operate the inlet and outletvalves of the
modulator valve block. When fitted, the valve stems locate
in the
CM mounted solenoids. There is no electrical connec- tion between the CM and the modulator valve block. Fig. 3 shows an ABS TC 1 CM having nine solenoids.
The
CM functions include the following:
0 Providing control signals for the operation of ABS
and traction control solenoid valves
0 Calculating wheel speed from voltage signals trans- mitted by the wheel speed sensors
0 Monitoring of all electrical components
0 On Board Diagnostics (OBD): storage of possible fail- ures in a non-volatile memory.
The signals from the four wheel speed sensors are indepen
- dently processed by the ABS CM or ABSITC CM, calculating
numerical values which correspond directly to the wheel
speed. These values are converted into control signals for
pressure modulation during ABS control.
The ABS and traction control
are continuously monitored,
whilst the ignition is on,for possiblefaults and interruptions.
If a fault is detected, the module deactivates the ABS and
indicates this by lighting the ABS warning lamp. In a fault
condition, conventional braking is unaffected. The module
stores fault codes in a non
-volatile memory which can be
read via the OBD link.
U: For electrical diagnostic information on the ABS I traction control systems, refer to EDM, Section 12. Fia.
1
Fia. 2
Fin. 3 I
J70286
Issue 1 August 1994 X300 VSM

Body Components & Trim -
Fixing
Seat belts
Front tear loop belt buckle to bracket fixing
Front belt buckle to bracket fixing
Tightening Torque (Nm)
30 - 40
30
- 40
Front belt reel bracket to body fixing
Front belt anchor fixing 30 - 40
30 - 40
7
-10
23
- 27
30
- 40
30 - 40
30
- 40
30 - 40
30
- 40
Front belt upper guide fixing
[Height adjuster to 'B' post screws
Height adjuster to seat belt anchor retaining
nut
Rear inertia belt anchor fixing
Rear inertia belt bracket to body fixing
Rear inertia belt reel securing bracket to body fixing
Rear inertia
/ static belt buckle bracket to body fixing ~
Rear
static belt / inertia buckle bracket to body fixing
: Sunroof ~
Sunroof frame
to roof
30 - 40
4
-5
111. SERVICE MATERIALS
Sunroof to frame 4-5
'Trunk
Compact disc autochanger bracket to body
I Battery clamp to tray
I Warning triangle lower bracket to trunk lid inner panel
9- 11
7
-10
1.5
X300 VSM V Issue 1 August 1994
I trunk lock barrel to lid
j Trunk latch actuator to bracket
Trunk latch actuator mounting to
lid
j Electrical carrier box to body
Load floor support block to body
Trunk seal retainer to body
trunk latch to lid and striker to body
4-5
7
-10
7
-10
7
-10
5
-7
9- 11
9- 11
Description Uses
'Fibrefresh' Carpet Shampoo
'1001' Foam Shampoo
'Novatreat' Cleaning
of water
-based stains from
carpets
Cleaning of water
-based stains from
carpets
Cleaning of water
-based stains from
carpets
Notes
'Genklene' (Trichloroethane)
'Spot Remover' Cleaning
of grease or oil based
stains from carpets
Cleaning of grease or oil based
stains from
caroets

Body Components & Trim
13.1 GENERAL DESCRIPTION
This section covers the following areas of the vehicle body:
0 Battery cover
0 Carpets - passenger compartment, trunk
0 Console - including radio, glovebox
0 Doors -frames, sealing, locks, trim, glazing
0 Fascia
0 Fuel filler flap assembly
0 Footrest
0 Hood - liners, gas strut, locking,
0 Illuminated sunvisor - inc mirror
0 Interior trim - trim pads, finishers, veneers
0 Mirrors - internal, external
0 Rear parcel tray
0 Roof console
0 Roof lining (headlining)
o Seats -front, rear -
0 Seat belts - front, rear
0 Sliding roof
0 Steering column cowl
0 Underscuttle pad
Refer to Appendix
A4 - Body Systems & Body Repair for information relating to crash-damage repairs and to the fol- lowing external components: exterior trim, bumpers, windscreen and rear screen, closures and sealing.
Refer to Section 15, Electrical for details of the following motors and solenoids: driver's and interior mirrors, window
lift, sunroof, seat / headrest and locking mechanisms (doors, trunk and filler cap).
Refer to Section 15, Electrical and Electrical Diagnostic Manual (EDM) for details of the passenger and driver airbags.
X300 VSM 1 Issue 1 August 1994