1994 JAGUAR XJ6 engine oil

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

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

@ Steering
10.1.3 Steering Hydraulic System Major Components
Engine driven rotary vane pump (belt driven 12 cylinder; direct drive from timing gear 6 cylinder) with falling
flow characteristic (as
pump speed increases fluid flow decreases) and integral pressure relief valve.
Remote fluid reservoir with integral 'return' side filter.
Steering rack (incorporating speed sensitive transducer).
Steering control module
(SCM).
Fluid cooler integral with engine coolant radiator and associated pipe-work.
10.1.4 Hydraulic System Features
The 'Servotronic' system reduces steering input loads during parking and low speed manoeuvres and progressively
increases input loads as vehicle speed rises. This feature enhances steering feel.
10.1.5
Rotary motion of the steering wheel is converted, via the steering gear pinion to lateral motion of the rack. Hydraulic
assistance is provided by pressurized fluid being directed against the rack bar piston in the rack cylinder. The pressure
applied to each side of the rack piston is controlled by the pinion valve which varies the restriction through which the
flow for each side of the rack piston must pass.
Hydraulic System Operating Principle (see illustrations on next three pages)
Section on X X
J57-277
A. Steering rack F. Torsion bar 0 Radial groove B. Driving pinion G. Oil pump 1 Speedometer
C. Power cylinder H Pressure & flow 2 SCM D. Rotary disc valve limiting valve 3 Transducer
E. Control sleeve N Radial groove
Fig.
1 Major components & hydraulic flow - Neutral position ~
Issue 1 August 1994 X300 VSM 2

Climate Control Systems
Description U-
HFC 134A - ICI Klea or
equivalent
Polyalkyleneglycol (PAG) Compressor lubricant
Refrigerant
111.
Notes
Recyclable. NOT
compatible
with CFC 12
Absorbs water readily. NOT
compatible with mineral based
oils
SERVICE MATERIALS
Standard for Recovery I Recycle 1 Recharge Equipment.
Recovery rate
Cleaning capability
Oil separator
.Moisture indicator
Vacuum pump
Filter Replaceable with moisture indicator
Charge Hoses
Feature Requirement
0,014 - 0,062 m3 / min. (1,36 kg in 20 minutes)
15 parts per million (ppm) moisture; 4000 ppm oil; 330 ppm non condensable gases
in air
With hermetic compressor and automatic oil return
Sight glass type, sensitive to 15 ppm minimum
2 stage 0,07 - 0,127 m3 I min.
Selectable charge weight and automatic delivery
Dedicated HFC 134A port connections.
Iv. SERVICE DATA
Application
Charae weight
Lubricant capacity
Compressor pressure relief valve
Drive belt 12 cylinder
Drive belt tension
All figures apply to a cold belt
Special note
Drive belt tension measuring point
Drive belt 6 cyclinder
Drive belt tension
All figures apply to a cold belt
Drive belt tension measuring point
Specification
160 - 200 ml
Opening point 34 Bar. Closing point 27,6 Bar.
Maximum leakage rate of 113 liters 1 minute @ 41 Bar
7 rib Poly
-vee; 1450 mm long
Burroughs method
- New belt 790 N; If tension falls
below 270 N reset at 630 N
Clavis method
- New belt 114 to 120 Hz; If tension falls
below 70 Hz reset at 87 to 93 Hz
For new belt; rotate engine 3 revolutions minimum and
retension
Mid-way between crankshaft and compressor pulley ~
4
rib Poly-vee X 1010 mm long
Burroughs method
- New belt 556 to 578 N; If tension
falls below 245 N reset at 378 to 400
N
Clavis method - New belt 167 to 173 Hz; If tension falls
below 85 Hz reset at 127 to 133 Hz
Mid
-way between crankshaft and compressor pulley on
the upper run
1 Charge pressure I Heating element to increase pressure
Issue 1 August 1994 X300 VSM iii

Climate Control Systems
New
Drain and discard the transit lubricating oil from a new compressor before it is be fitted. An adjustment must
then be made to avoid over-filling the system, by taking into account;
a) the quantity found in the original compressor.
b) the quantity deposited in the recovery equipment oil separator from the charge recovery operation.
Drained from original compressor
50 ml
Recovered from oil separator 40 ml
Quantity to be put in new compressor 50 + 40 = 90 ml
Typical example:
Please note that the discrepancy between the cumulative figure of recovered and drained oil and the nominal capacity
of
180 ml is caused by normally unrecoverable oil being trapped in components such as the condenser, receiver/ drier
or evaporator.
The previous statements apply even
if a problem has occurred due to oil leakage. The amount of oil lost due to leakage
is generally small, so to avoid over-filling please follow the example.
If however the recovery process has not been necessary because refrigerant has also been lost, then ONLY replace the
quantity drained from the original compressor.
14.9.5
Should a major component such as condenser, receiver / drier or evaporator be renewed then an adjustment to the
system oil level must be made. This may be carried out in the same way as the examples for the compressor except
for the fact that trapped oil within any one of these components cannot normally be drained. Therefore, a nominal
amount of oil should be substituted
in addition to that recovered from the recovery station separator.
Adding Lubricating Oil - Component Related
Condenser Add 40 ml
Evaporator Add 40 ml
Receiver / drier NO adjustment
CAUTION: Always decant fresh oil from a sealed container and do not leave oil exposed to the atmosphere. PAG
oil is very hygroscopic (absoh water) and will rapidly attract atmospheric moisture.
PAG oil must NEVER be mixed with mineral based oils.
Do not re-use oil following a recovery cycle, dispose of it safely.
14.9.6 Adding Refrigerant
In order that the air conditioning system may operate efficiently it must contain a full refrigerant charge. The indica- tions of some system defects, and the results of certain tests, will show that a low charge is the most probable cause
of the fault. In such cases the charge should be recovered from the system, the weight noted, and the correct amount
installed.
Should refrigerant be added in liquid form, initial engine start
-up revolutions must NOT exceed 2000 RPM for a period
of (2) two minutes. If the engine speed is excessive, compressor damage may occur due to the lubricating oil and the
liquid refrigerant being initiallyforced around the system as a 'slug', thus taking oil awayfrom the compressor. These
marginal lubrication conditions in the compressor will cease as the refrigerant becomes gaseous.
Never attempt to 'guess' the amount of refrigerant in a system, always recover and recharge with the correct charge
weight; this is the only accurate method.
CAUTION: If oil was drawn out during the recovery process, the corM amount may be added directly from your
recovery / recycle /recharge station (if so equipped) prior to the 'charging process'. It must be stressed that the need to protect compressor oil from moisture is vital, observe the procedures
in HANDLING LUBRICATING OIL and those concerning excessive engine revolutions.
Issue 1 August 1994 14 X300 VSM

Climate Control Systems
Action
Simultaneously hold AUTO and RECIRC - Switch
ignition to ON
Press AUTO
Press FACE
Simultaneously press FACE and HRW
Press
RECIRC (Press FAN to skip actuator check)
Press FAN
14.11 SYSTEM SE1 F-TEST
14.11. I Interrogation Procedure via the Control Panel
Result
Display element check
Any stored fault NUMERIC code
(If ZERO appears there are
no stored codes)
Scroll through stored faults (maximum of
5)
Clear stored fault codes (may need to be repeated for each
fault)
Initiate actuator check (Actuator codes
20 through 27*)
Exit error check mode
Fault Code
0
11
12
13
14
15
21
22
0
23
14.1 1.2 Control Panel Fault Code Key
Item Description
Normal Operation No
fault codes present, wait 30 seconds for system self-
check.
Motorized In
-car Aspirator Open /short in sensor circuit. Panel fault codes are not stored
for motorized in
-car aspirator motor failure.
Ambient Temperature Sensor Open
/ short circuits.
Evaporator Temperature Sensor Open
/ short circuits.
Water Temperature Input Instrument pack output.
Heater Matrix Temperature Sensor Open
/ short circuits.
Solar Sensor Open
/ short circuits.
Compressor Lock Signal
- 12 cylin- Open /short circuits. Low gas charge, low compressor oil,
der and supercharged
6 cylinder loose belt.
engines only.
Refrigerant Pressure Switch Open /short circuits. Low gas charge*
31
32
33
34
35
36 0
I 24 1 Face Vent Demand Potentiometer. 1 Open / short circuits
LH Fresh
/ Recirc. Potentiometer
RH Fresh / Recirc. Potentiometer
cool ~i~ by-pass potentiometer
Defrost Vent Potentiometer
Centre Vent Potentiometer
Foot Vent Potentiometer Open
/short circuit
in potentiometer. feed.
w: and log further faults. Cycling the ignition two or three times
after rectification of the fault will cure this.
In certain circumstances, the motor can over-travel
43
44
I Defrost Vent Motor
I Cool Air by-pass Motor
I 41 I LH Fresh / Recirc. Motor I
Check for short / open circuits in motor drive lines. Motor flap
sticking
/ jammed.
1 42 I RH Fresh / Recirc. Motor I
1 45 I Centre Vent Motor I
46 I Foot Vent Motor
w: In ambient temperatures below Oo C, the system may log fault code 23 because the low ambient causes a tem-
porary low gas pressure. Where the ambient temperature rise above 40" C, and if the engine is close to over- heating, feed to the compressor clutch may be cut and code 23 registered.*
X300 VSM 17 Issue 1 August 1994

Climate Control Systems
14.13 SYSTEM CHECKING WITH MANIFOLD GAUGE Sm
14.13.1 Evacuating the Manifold Gauge Set
Attach the centre (service) hose to a vacuum pump and start the pump. Open fully both high anddow valves and allow
the vacuum to remove air and moisture from the manifold set for at least five minutes.
Turn the vacuum pump off and isolate it from the centre service hose but do not open the hose to atmosphere.
CAUTION: It is imperative that the vacuum pump is not subjected to a positive pressure of any degree. Therefore
the pump must be frtted with an isolation valve at the centre (service hose) connection and this valve
must be closed before the pump is switched off. This operation replaces the 'purge' procedure used on
previous systems. Observe the manufacturefs recommendation with regard to vacuum pump oil
changes.
14.13.2 Connecting the Manifold Gauge Set
CAUTION: Only use hoses with connectors which are dedicated to HFC 134A charge ports.
Attachment of the hose quick release connectors to the high and low side system ports is straightfotward, provided
that the high and low valves are closed and the system is NOT operational.
Assessment of system operating efficiency and fault classification may be achieved by using the facilities on your
Re- covery / Recharging / Recycling station, follow the manufacturers instructions implicitly and observe all safety con- siderations.
WARNING: UNDER NO CIRCUMSTANCES SHOULD THE CONNECTIONS BE MADE WITH THE SYSTEM IN
OPERATION OR THE VALVES OPEN. SHOULD THE VALVES BE OPEN AND A VACUUM PUMP OR
REFRIGERANT CONTAINER ATTACHED, AN EXPLOSION COULD OCCUR AS A RESULT OF HIGH
PRESSURE REFRIGERANT BEING FORCED BACK INTO THE VACUUM PUMP
OR CONTAINER.
14.13.3 Stabilizing the System
Accurate test gauge data will only be attained if the system temperatures and pressures are stabilized.
Ensure that equipment and hoses cannot come into contact with engine moving parts or sources of heat.
It is recommended that a free standing air mover is placed in front of the vehicle to provide air flow through the con- denser / cooling system, see illustration below.
Start the engine, allow
it to attain normal working temperature and set at fast idle (typically 1200 to 1500 rpm). Select full air conditioning performance.
With all temperatures and pressures stable, or displaying symptoms of faults; begin relevant test procedures.
Fig.
1
Issue 1 August 1994 20 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