1994 JAGUAR XJ6 light

Clear
(amps) 1
Circuit
I
25 5 Power amplifier - radio / cassette and compact disc player (where
fitted)
Tail lamp
- left-hand side
Number plate lamp
- left-hand side I Back-up lights
Stop lamp
- left-hand side
Turn indicator
- rear left-hand side
F3 Light Blue
F4 Red 10 Security system
F5 Red 10 Body processor unit (BPU)
F6 Tan 5 Data link connector
F7 Light Green 30 Fuel pump
F8 Light Blue 15 Luggage compartment remote release
F9 Light Blue 15 i Rear fog guard lamps
Radio
telephone (where fitted)
1
Aerial, Radio /cassette and compact disc player memory feed.
Stop lamp
- right-hand side
1 Turn indicator - rear right-hand side I.
I FIO Tan 5 i Radio / cassette and compact disc player control relay
F11 Clear 25 1 Caravan /Trailer module I
t F12 Tan 5 ~ Accessories
and telephone control relay I I
I I I F13 Red 10 ~ Accessories 1 1 I I F14 - - I Not used 1 I I F15 Clear 25 1 Heated
rear window I I I F16 Tan 5 1 Airbag warning
Luggage Compartment Fuse Box
Issue 1 August 1994 AI-95MY 18 X300 VSM
L F18 Tan 5 Tail lamp - right-hand side
License plate lamp - right-hand side

General Fitting Instructions
A3.2 GENERAL FITTING INSTRUCTIONS
A3.2.1
Always fit covers to protect the wings before commencing work in the engine compartment. Cover the seats and
carpets, wear clean overalls and wash hands or wear gloves before working inside the car. Avoid spilling hydraulic
fluid, anti
-freeze or battery acid on the paintwork. In the event of spillage, wash off with water immediately. Use poly- thene sheets in the boot to protect carpets. Always use the recommended service tool, or a satisfactory equivalent,
where specified. Protect temporarily exposed screw threads by replacing nuts or fitting caps.
Precautions Against Damage To The Vehicle
A3.2.2 Preparation
Before disassembly, clean the surrounding area as thoroughly as possible. When components have been removed,
blank off any exposed openings using greaseproof paper and masking tape. Immediately seal fuel, oil and hydraulic
lines when separated, using plastic caps or plugs, to prevent loss of fluid and the entry of dirt. Close the open ends
of oilways, exposed by component removal, with tapered hardwood plugs or readily visible plastic plugs. Immediately
a component is removed, place
it in a suitable container; use a separate container for each component and its asso- ciated parts. Before dismantling a component, clean it thoroughly with a recommended cleaning agent: check that the
agent will not damage any of the materials within the component. Clean the bench and obtain marking materials, la-
bels, containers and locking wire before dismantling a component.
A3.2.3 Dismantling
Observe scrupulous cleanliness when dismantling components, particularly when parts of the brake, fuel or hydraulic
system are being worked on. A particle of dirt or a fragment of cloth could cause a dangerous malfunction if trapped in these systems. Clean all tapped holes, crevices, oilways and fluid passages with compressed air.
WRNIFLG: DO NOT PERMIT COMPRESSED AIR TO ENTER AN OPEN WOUND. ALWAYS USE EVE PROTECTION
WHEN USING COMPRESSED AIR.
Ensure that any 'O'-rings used for sealing are correctly refitted or renewed if disturbed. Mark mating parts to ensure
that they are replaced as dismantled. Whenever possible use marking materials which avoid the possibilities of caus- ing distortion or the initiation of cracks, which could occur if a center punch or scriber were used. Wire together mating
parts where necessary to prevent accidental interchange (e.g roller bearing components). Tie labels on to all parts to
be renewed and to parts requiring further inspection before being passed for reassembly.
Place labelled parts and other parts for rebuild
in separate containers.
Do not discard a part which is due for renewal until it has been compared with the new part, to ensure that the correct
part has been obtained.
A3.2.4 Inspection
Before inspecting a component for wear or performing a dimensional check, ensure that it is absolutely clean; a slight
smear of grease can conceal an incipient failure. When a component is to be checked dimensionally against figures
quoted for
it, use the correct equipment (surface plates, micrometers, dial gauges etc.) in serviceable condition. The
use of makeshift equipment can be dangerous. Reject a component if its dimensions are outside the limits quoted,
or if damage is apparent. A part may be refitted if its critical dimension is exactly to the limit size and it is otherwise
satisfactory. Use Plastigauge 12 Type PG-1 for checking bearing surface clearance e.g. big end bearing shell to crank
journal. Instructions for the use of Plastigauge and a scale giving bearing clearances in steps of
0,0025 mm (0.0001
in) are supplied with the package.
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X300 VSM Issue 1 August 1994 2

General Fitting Instructions
Issue 1 August 1994 5 X300 VSM I
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A3.2.11 Hydraulic Fittings - Metrification
Metric fastenings are being used increasingly in motor vehicle manufacture, but the use of some UNF threaded parts
must be expected. Technicians must take note of warnings that dangers exist while UNF and metricthreaded hydraulic
parts continue to be used together.
UNF pipe nuts should not be fitted into metric parts, nor
vice
-versa. Experience indicates that it is not safe to rely
upon the difference in thread size. Providing permanent
identification of metric parts is not easy, but recognition has
been assisted by the following means:
All metric pipe nuts, hose ends, unions and bleed screws are
coloured black. The hexagon area of pipe nuts is indented
with the letter 'M'. Metric and UNF pipe nuts are slightly dif
-
ferent in shape.
hlnfe: In the illustrations on this page, 'A' indicates the
metrictype and 'B'the UNF type. The metric female
nut is always used with
a trumpet flared pipe and the
metric male nut is always used with a convex flared
pipe (Fig.
1).
Metric ports in brake cylinders and calipers have no counter-
bores; however, a few cylinders with UNF threads also have
no counterbore. Therefore, all ports with counterbores are
UNF, but ports not counterbored are most likely to be metric
(Fig.
2).
The colour of the protective plugs fitted to cylinder ports
indicate the size and the type of the threads, but the primary
function
ofthe plugs is to protect thecylinder from contami- nation and is not intended as a positive means of identifica- tion. As an indication, the plug colours and thread sizes are:
Colour Size Colour Size
Red 318 in. x 24 UNF Black 10 x 1,0 mm
Green 7/16 in. x 20 UNF Grey 12 x 1,0 mm
Yellow 112 in. x 20 UNF Brown 14 x 1,5 mm
Pink 5/8 in. x 18 UNF
Fig. 1
A 6 I 507 007
Fig. 2

General Fitting Instructions
In Fig. 1 and Fig. 2, this page,’K indicates the metric
type and ’B’ the UNF type.
Hose ends differ slightly between metric and UNF (Fig.
1). Gaskets are not used with metric hoses; the metric hose fit- ting seals against the bottom of the port and consequently
there is a gap between the hexagonal face of the hose fitting
and the cylinder (Fig.
2A). The UNF hose fitting is sealed on
the brakecylinder or caliperface by a copper gasket (Fig.
2B).
Pipe sizes (outside diameter) for UNF are 3/16 in., 1/4 in. and
5/16 in. Metric pipe sizes are 4,75 mm, 6 mm and 8 mm. The 4,75 mm pipe is exactly the same diameter as 3/16 in. pipe.
The 6 mm pipe is 0.014 in. smaller than 1/4 in. pipe. The 8
mm pipe is 0.002 in. larger than 5/16 in. pipe.
Convex flares for metric brake pipes have a different form
thanthoseon UNF brake pipes. When making pipesfor met
- ric equipment, metric pipe flaring tools must be used.
The greatest danger lies with the confusion of
10 mm and 3/8 in. UNF pipe nuts used for 3/16 in. (or 4,75 mm) pipe. The 318 in. UNF pipe nut or hose can be screwed into a 10 mm port, but is very slack and easily stripped. The thread en- gagement is very weak and cannot provide an adequate
seal. The opposite condition, a 10 mm nut in a 318 in. port,
will cause difficulty during fitting. The
10 mm nut will screw
in for one or two turns and then seize. It has a crossed thread
‘feel’ and
it is impossible to force the nut far enough to seal
the pipe. With female pipe nutsthe position is reversed. The
other combinations are so different that there is no danger
of confusion.
A3.2.12 Keys And Keyways
Remove burrs from the edges of keyways with a fine file and
clean thoroughly before attempting to refit the key. Clean
and inspect the key closely. Keys are suitable for refitting
only
if no indentations exist (which would indicate the onset
of wear).
A3.2.13 Split Pins
Fit new split pins throughout when replacing any unit. Al- ways fit split pins where split pins were originally used. Do not substitute spring washers for split pins. All split pins
should be fitted as shown (Fig. 3) unless otherwise stated.
A3.2.14 Tab Washers
Fit new tab washers in all places where they where used
originally. Never refit a used tab washer. Ensure that the
new tab washer is of the same design as that which was re
- moved.
A3.2.15 Special Fixing
Bolts with a blue coating applied to the thread are used in various areas ofthevehicle. Should any of these bolts be re- moved, they MUST be replaced with NEW bolts of the same
type. Nyloc nuts are used in various areas of the vehicle. If removed these MUST be replaced with NEW nuts of the
same type.
-A
507 008
Fia. 1
Fia. 2
Fig. 3 I
X300 VSM Issue 1 August 1994 6

- A3.2.19 Unified Thread Identification - Bolts
A circular recess is stamped in the upper surface of the bolt
head (1 Fig. 1).
A3.2.20 Unified Thread Identification - Nuts
A continuous line of circles is stamped on one of the flats of
the hexagon, parallel to the axis of the nut (2 Fig. 1).
A3.2.2 1 Unified Thread Identification - Studs, Brake
Rods, etc.
The component is reduced to the core diameter for a short
length at its extremity (3 Fig. 1).
A3.2.16 Nuts
When tightening a slotted or castellated nut, never slacken it in order to insert the split pin or locking wire, but tighten
it to align the next slot. The exception is in those recommended cases where slackening the nut forms part of an adjust- ment e.g. bearing endfloat or preload adjustment. If difficulty is experienced, alternative washers or nuts should be
selected, or a washer of a different thickness used. Where self-locking nuts have been removed, replace them with
new ones.
A3.2.17 Locking Wire
Fit new locking wire of the correct type to the assemblies incorporating it. Arrange the wire so that its tension tends
to tighten the bolt heads, or nuts, to which it is fitted.
A3.2.18 Screw Threads
Metricthreads to IS0 standards and UNF threads are used. See below forthread identification. Fixings with damaged
threads must always be discarded. Cleaning the threads with a die or tap impairs the strength and closeness of fit and
is not recommended. Always ensure that replacement bolts are of equal strength to those removed. Do not allow oil,
grease or jointing compound to enter blind threaded holes because the hydraulic action which would be generated
when screwing in the bolt or stud could split the housing. Oil the thread lightly before tightening to ensure
a free run- ning thread, except in the case of self locking nuts. Always tighten a nut or bolt to the recommended torque figure.
Damaged or corroded threads will affect the torque reading. To check or retighten a bolt or screw to a specified torque
figure, first slacken by a quarter of a turn, then retighten to the correct figure.
I
7
-3
‘2 507 011
Fig. 1
X300 VSM 7 Issue 1 August 1994

General Fitting Instructions
I
Fault
Roller wear.
Cause
Marks on track and rollers caused by fine abrasives.
Remedy
Clean all components and housings. Check the seals and
bearings, and renew if leaking, rough or noisy.
Fault
Cracked race.
Cause
Race cracked due to incorrect fitting to shaft, tipping or poor
seating.
Remedy
Renew the bearing and check the condition of the seals.
Fault
Discolouration.
Cause
Discolouration ranging from black to light brown caused by
moisture or incorrect use of lubricants.
Remedy
Reuse bearings if stains can be removed by light polishing
or if no evidence of overheating is apparent. Checkthe seals
and other component part condition. Renew as necessary.
51 060
[pzq-j - ..., .... *au
....... ........ e L. U
1
Fault
Discolouration.
Cause
Heat discolouration ranging from blue to faint yellow,
resulting from overload or incorrect lubricant. As excessive
heat can cause softening of tracks and rollers, check by
drawing a fine
file over a softened area. If faulty, the file will
grab and cut metal. If still hard, the file will skid over the
surface without removing any material.
Remedy
Renewthe bearings and seals if any heat damage is evident.
51 062
Issue 1 August 1994 X300 VSM 10

Body Systems & Body Repair
A4.2.3 ZINC COATED PANELS
A4.2.3.1
Description
Approximately 65% of the 'body in white' (BIW) mass is made up of zinc coated panels.
All exterior skin panels, with the exception of the roof, are double side zinc plated and this coating (nominally
7,5 mi- crons) provides corrosion protection in two ways.
1. Should the outer layer of paint become chipped but the zinc coating remain intact, the zinc will oxidize on contact
with air. This coat of oxidation is impermeable and will prevent corrosion damage to the base metal.
2. If both the outer layer of paint and the zinc coating become damaged, the zinc will react with the air and 'sacrifice'
itself to corrosion, rather than the base metal. In this process the zinc is known as a 'sacrificial anode'.
Iynpp: To maintain the protective qualities of the zinc treatment, repairs to any damaged coated area MUST be made as soon as possible after the damage has occurred.
A4.2.3.2 Wdding Preparation
Where 'resistance spot welding' is employed, the zinc coating should be lightly abraded away on the mating surfaces
and those in contact with the electrode tips. Do not remove more of the zinc coating than is absolutely necessary.
Before welding,
a weld-through primer or inter-weld sealer should be applied, as detailed in the Body Sealing and
Preservation man ua I.
Contamination of the weld will occur ifthe plating is not removed, thus making the joint less strong; another side effect
of this will be a greater need for electrode tip dressing and increased tool down time.
In exceptional cases where the plating must remain intact, increase the tip pressure and welding current by 10 to
20%.
Where MIG welding is used as an alternative to resistance spot welding for plug, butt welds, or limited access, the prob- lems caused by the presence of zinc coating are much the same as those previously mentioned. There may also be
the added problems of increased weld spatter and nozzle contamination.
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A4.2.3.3 Body Fillers
Conventional polyester fillers do not adhere satisfactorily to zinc plated panels. Therefore, it is important to use only
those products specifically designed for this application and follow the manufacturers recommendations.
A4.2.3.4 Refinishing
Use only those products approved by Jaguar Cars Ltd and take special care with zinc coated panels.
Replacement panels are supplied ready primed
so there should be no need for bare metal to be exposed, other than
those areas prepared for welding etc (see 'Welding Preparation' sub section 4.2.3.2).
Where any part of a panel is dressed backto a bare surface, it should be treated with a zinc rich primer compatible with
the chosen paint application system, please refer to section A4.4.1.1.
X300 VSM Issue 1 August 1994 14

Body Systems & Body Repair
A4.2.5 SURFACES (OLD), PREPARE
SRO
77.10.03
Observe all appropriate safety procedures.
WARNINO: DO NOT BURN UNDERSEAL OFF. USE A 'HOT KNIFE' OR SUITABLE SOLVENT
Remove the weld nuggets with a sander and 36 grit disc.
Clean all flanges to a bright smooth finish. (A Fig. 1).
Straighten existing panel joint edges as required.
A4.2.5.1 SURFACES (NEW), PREPARE
SRO 77.10.04
Observe all appropriate safety procedures.
Mark off the area of new panel and cut to size leaving approximately two inches overlap on the existing panel.
Offer up new panel or section, and align with associated parts, i.e. new rear fender aligned with door / luggage com- partment lid / backlight aperture.
Clamp the panel into position.
Where necessary, cut the new and original panels to form a butt joint.
Remove all clamps and the new panel.
rn If required, apply inner panel protection and or sound insulation.
Prepare the new panel joint edges for welding by cleaning to bright metal (A Fig. 1); this includes all interior and
Apply weld-through primer or interweld sealer (6 Fig. 1) to all surfaces to be resistance spot welded.
Where appropriate, apply metal-to-metal adhesive or sealer (C Fig 1) in accordance with the manufacturer's instruc
exterior edges.
tions.
6
C
,,,A'
Fig. 1
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X300 VSM Issue 1 August 1994 16