1998 JAGUAR X308 brake fluid

Stator, intermediate and output shafts. Three epicyclic geartrains. Six multi-disc clutch/brake packs. Two freewheels (One-way clutches). Hydraulic pump. Parking lock assembly. Electro-hydraulic control unit. Internal harness and 13 pin connector with bayonet lock.
Hydraulic pump
This engine driven pump is located at the front of the transmission casing and provides pressure for the hydraulic
functions.
Supplies fluid under pressure to the torq ue converter, geartrain, electro-hydraulic control unit and the lubrication
circuit.
Draws fluid from the fluid pa n below the transmission casing, through a filter.
Parking lock
This component prevents movement of th e vehicle by engaging a fixed pawl with the parking lock gear located on the
output shaft. The pawl is engaged by movi ng the gear selector lever to the park (P) position.
Electro-hydraulic control unit
This unit, mounted in the transmission lower case, converts signals, mechanical from the J-gate and electrical from the
TCM, into hydraulic functions.
The following components ar e assembled to the unit:
Selector valve. Shift plate. Control valve - modulating pressure. Control valve - shift pressure. Solenoid valve 1 <-> 2 and 4 <-> 5 shift. Solenoid valve 3 <-> 4 shift. Solenoid valve 2 <-> 3 shift. Solenoid valve - converter lock-up. Speed sensors (2). Temperature sensor.
Speed sensors
There are two speed sensors within the transmission assembly which provide input to the TCM. These inputs, when used in
conjunction with CAN data relative to engine speed (from ECM) and road speed (from ABS), are used to electronically
control the transmission.
Temperature sensor
The output from this sensor allows the TCM to compensate for the affect of fluid temperature on shift time and quality
Control Systems
Hydraulic Control
The selector valve is operated directly by the J-gate and directs fluid flow for P R N D.
Of the four solenoid valves, 3 control shifts and 1 controls converter lock-up. One control valve controls modulating pressure
and the other shift pressure.
Regulating valves are used to maintain/control pressure for lu brication, normal operating functions, and the supply to the
control valves and shift valves.

Range Selection
The 'J' gate selector lever is connected to the transmission via a cable which operates the transmission selector shaft
between positions P R N D only. The shift lever disconnects from the cable when the lever is moved across the gate from D
to 4 .
Movement of the lever between P R N D manu ally controls the flow of transmission fluid, the TCM having control of the
forward gear selected in D .
Movement of the lever to 4 , 3 and 2 positions does not manu ally modify the fluid flow, the TCM detects these positions
using the DLS and controls the ratios electronically by energizing solenoids.
Shift Point Control
The gearshift points are controlled by the TCM, as a function of the output speed, engine load, engine speed, selector
position and shift program selected. The operator has control over the shift points via the shift lever, throttle pedal
movement, kickdown function and mode switch.
Mode Switch
This switch allows operator selection of two base shift modes; Normal and Sport; th e switch being illuminated when Sport is
selected. This function alters the values in the TCM shift point calculations.
Shift Programs
Upon encountering the following conditions, the TCM will auto matically modify the Normal or Sports shift map to enhance
the operation of the vehicle:
1. 1. Traction: When traction intervention is active.
2. 2. Hot mode: Extreme engine/transmission temperatures.
3. 3. Gradient: Under specific speeds and loads.
4. 4. Manual: Driver initiated override of the normal shif t map when the LH side of the 'J gate' is used.
Traction
When traction or stability control (engine or brake system de rived) is operational the TCM will implement the traction map
to maximize control of wheel slip.
Gradient
The gradient function is intended to enhance vehicle drivea bility when climbing a gradient or towing. The TCM will
implement the function when increased driving resistance is de tected, and provides enhanced driveability, additional cooling

Automatic Transmission/Transaxle External Controls - 4.0L SC V8 - AJ26 -
External Controls
Diagnosis and Testing
Problem Solving - Transmission Shift
Quick Reference Fault Chart
Special Tool(s)

Digital multimeter

Generic scan tool
SymptomPossible SourcesAction
Shift stuck in P Selector cable seized
*GO to 44.15.08
*
Interlock solenoid not operating
*GO to PDU
*
Interlock latch seized
Transmission faulty
*
*Mechanical check
*
Operator sequence error
*Correct the sequence
*
Vehicle rolls on P Incorrect cable adjustment
*GO 44.15.07
*
Faulty parking pawl (transmission internal)
*Mechanical check
*
R does not engageIncorrect cable adjustment
*GO to 44.15.07
*
Transmission fluid level incorrect
*GO to 44.24.02
*
N not achievedIncorrect cable adjustment
Transmission faulty
*
*GO to 44.15.07
*
D does not engageIncorrect cable adjustment *GO to 44.15.07
*
Transmission fluid level incorrect
*GO to 44.24.02
*
Transmission faulty
*Mechanical check
*
Lower ratios will not holdExcessive engine temperature
DLS fault
*
*GO to PDU
*
Shift lever position not visually correctIncorrect DLS adjustment
*GO to 44.15.07
*
Shift lever has no effect upon the
transmission and resistance cannot be
feltCable disconnected or broken
Transmission selector problem
Shift lever drive pin adrift
*
*
*Mechanical check
*
Shift lever position not align correctly
following manual selection of lower
ratiosSliding block drive pin displaced - following road debris contact
*Mechanical check. Renew the selector if
damaged, or re-align the drive pin and
sliding block
*
Shift lever detent indistinct in 3
causing poor locationDLS detent fault
*GO to Renew the DLS
*
Shift may be moved from P without
brake pedal operationInterlock latch fault
*Mechanical check
*
Solenoid permanently activated
*GO to PDU
*
Engine may be started in positions
other than P or N Incorrect cable adjustment
DLS fault
*
*GO to 44.15.07
*
Shift lever vibrationLoose selector assembly
Cable isolation fault
*
*Mechanical check
*
Noise / rattle from 'J' gateDebris in the mechanism
*Clean
*
Worn 'J' gate track gasket
allowing lever and moulding to
contact
*GO to 44.15.05
*

Air Conditioning - Air Conditioning (A/C) Compressor
Removal and Installation
Removal
1. Disconnect battery ground cable (IMPORTANT, see SRO
86.15.19 for further information).
2. Recover refrigerant from air co nditioning system; refer to
82.30.30.
3. Remove supercharger drive belt (where fitted); refer to
18.50.08.
4. Remove front end accessory dr ive belt; refer to 12.10.40 or
(SC) 12.10.40.

5. NOTE: A commercially availa ble brake pipe clamp is
recommended. Do not over tighten.
Clamp power steering reservoir to pump feed hose.
6. Raise vehicle for access

7. NOTE: Position drain tin to collect the fluid when union nut is
released.
Disconnect steering rack hose from pump. 1. Release union nut.
2. Discard O-ring.
3. Install suitable blanking plugs.

8. Disconnect clutch harness connector from compressor.
1. Disconnect connector.
9. Disconnect lines from compressor.
Discard O-rings.
Install suitable blanking plugs.

The In
strument Cluster is the primary electronic control module for the speedomete
r, tachometer, coolant temperature, fuel
level, driver information (Message Centre) and warning lamps.
The Instrument Cluster also:
- provides input / output informatio n signals for use by other modules.
- acts as a protocol converter (software language translator - the languages used on each network are very similar, but
neither can be directly interp reted by the opposite system) for communication between all modules on both the CAN and
SCP multiplexed networks. The Instrument Cluster is the only module on the vehicle which communicates between the two
networks.
Instrument Cluster Gauges

*Not used on all markets. Refer to the Drivers Handbook.
Although the gauges look like conventional analogue gauges, each pointer is driven by a stepper motor to provide more
12Ai
rbag Circuit Integrity
13Adaptive Damping
14Body Processor

Module
It

em
De
scription
1Low Fu

el Level
2Exhaus

t System Temperature *
3E

ngine Coolant High Temperature
4Di

rection Indicator Right Hand
5Side

/ Parking Lamps
6Handbrake ON / Low
Bra
ke Fluid Level
7Main

Beam
8Ai

rbag / Airbag System Fault
9Hi

gh Priority Text
Message Displayed
10M
essage Centre (Text Messages)
11Low Pri

ority Text Message Displayed
12Se

at Belt Not Fa
stened (Driver's)
13ABS Integrity
14EMS Fault
15D
irection Indicator Left Hand


accu

rate readings.
Refer to Section 413-08 for details of the Driver Information / Message Center.

Wipers and Washers - Wipers and Washers
Description and Operation
Windshield Wiper
The single wiper system is driven via a sh ort linkage, by an electric motor installed in (external on later models) a moulded
plastic weatherproof housing o ff the plenum wet area. The motor and housing are secured to the BIW bulkhead by three
bolts at the top and three screws (two on later models) with locking clips at the bottom. The complete assembly is handed
for left or right hand drive installation.
The windshield wiper is operated via the RH control column stalk switch. Operating modes are normal, high speed, flick wipe
and six settings of intermittent operation with delays ranging from 2 to 20 seconds.
Windshield Washer

The windshield washer is of wiper arm mounted running jet configuration. The je t assembly comprises two conventional
nozzles plus four nozzles of silicone rubbe r 'duckbill' design. If the system is initially operated at low ambient temperatures ,
the 'duckbill' nozzles permit an y frozen residual washer fluid to be ejected un der pump pressure. The washer jet feed tube
supplied assembled to the wiper ar m, fits at its lower end onto a central connector on the pl enum cover. Washer fluid is
conveyed by a rubber tube, from the washer pump to the jet assembly via a manifold on the underside of the plenum cover.
The windshield washer pump is installed on the rear face of the washer fluid reservoir. The 6.3 liter washer reservoir is
installed on the RH side of th e vehicle in a cavity formed by the front bu mper, the front wheel arch liner and the brake

1. Sever and discard tiestraps securing front wheel
speed sensor harness to upper wishbone.
2. Disconnect harness connector from sensor.
Repeat procedure to disconnect opposite side wheel speed
sensor harness.

16. CAUTION: Do not suspend caliper from brake hose as
this will damage the hose.
Remove brake calipers from carriers.
1. Remove caliper spring clip.
2. Remove guide pin dust caps.
3. Slacken and withdraw guide pins.
4. Remove caliper from carrier and tie to suspension mounting bracket.
Repeat procedure to remove opposite side front brake
caliper.

17. Remove filler cap from power steering fluid reservoir.

18. Disconnect steering rack transducer harness front connector.
Release harness connector from body retaining clip.
Disconnect connector.
19. Sever and discard tiestrap secu ring return pipe, harness (RHD
only) and rubber support to steering rack.

12. Remove undertray from vehicle.
13. Remove both front road wheels. Refer to Section 204-04.
14. Remove both front road springs. Refer to 60. 20.02.

15. Disconnect wheel speed sensor harness connectors.
1. Sever and discard tiestr aps securing front wheel
speed sensor harness to upper wishbone.
2. Disconnect harness connector from sensor.
Repeat procedure to disconnect opposite side wheel speed
sensor harness.

16. CAUTION: Do not suspend caliper from brake hose as
this will damage the hose.
Remove brake calipers from carriers.
1. Remove caliper spring clip.
2. Remove guide pin dust caps.
3. Slacken and withdraw guide pins.
4. Remove caliper from carrier and tie to suspension mounting bracket.
Repeat procedure to remove opposite side front brake
caliper.
17. Remove filler cap from power steering fluid reservoir.