1998 JAGUAR X308 check engine

Climate Control System - General Informatio
n - Climate Control System
D
iagn
osis and Testing
I
n
troduction
It is very i
m
portant to positive
ly identify the area of concern before starting a rectification procedure. A little time spent with
your customer to identify the conditions under which a pr oblem occurs will be beneficial. See below for example:
Sym
ptom Chart
Re
lev
ant criteria are: Weather conditions,
ambient temperature, intermittent or cont inuous fault, airflow fault, temperature
control fault, distribution fault and air inlet problem.
Functio n
al Check
This
s
imple 'first line check' will allo
w you to ascertain whether the system is operating within its design parameters, withou t
recourse to PDU.
1. 1. With the engine at normal running temperature.
2. 2. Presss AUTO to display selected temperature and illuminate AUTO and A/C state lamps.
3. 3. Rotate FAN to increase or decrease lowe r speed, verify bar graph representation.
4. 4. Select A/C to toggle on or off. (T he compressor may be inhibited by the ECM should either the engine
temperature NOT be normal or the ambient be < 2° C).
5. 5. Select RECIRC , state lamp should be lit and the recirculation flaps open.
6. 6. Select distribution butt ons in turn, verify correct air distribution and relevant state lamp.
7. 7. Select DEFROST , check max fans and air to the windshield.
8. 8. Cycle TEMPERATURE to ' HI ' and ' LO ' to verify demanded variations and display operation. Note that extremes
will provide max heat or cold independent of in-car temperature.
9. 9. Select EXT to toggle between am bient and control temperatures.
10. 10. Select F (where fitted) and R - noting exterior mirror; verify timer and operation (glass may be warm to the
touch)
11. 11. Initiate system 'Self Test' to display stored faul ts should any of the above not perform as stated.
Sy
stem Symptoms
There
are five
basic symptoms associated
with air conditioning fault diagnosis.
The following conditions are not in order of priority.
Sy m
ptom
Possib
l
e Sources
Acti
o
n
N
o defrostN o
airflow to windshield
*
Check blower s and flaps
*
N o functi
on in defrost mode
*
Check A/CCM
*
Mo de s
election not available
*
Chec k
control panel communication
*
Ai rfl
ow OK but no heat
*
Check water pu
mp and valve
*

Symp
tom #5
Sy
m
ptom #5


Low r
e
frigerant charge
*
Check f or 'hissi
ng' at expansion
valve; may be witnessed by low
HIGH side pressure. Recover / recharge
*
Moi
s
ture or air in the system
*
Chec k syst
em pressures
*
Heat er ci
rcuit air-lock
*
R e
fer section 303-03 for fill / bleed procedure
*
Suct ion
pipe touching bank 1 (A)
cylinder head (rubber isolator
missing)
*
Check the pi
pe cluster for correct fitti
ng
*
• NOTE: Electrical faults may be more rapidly traced using PDU
Sym
ptom
Possib
l
e Sources
Acti
o
n
Insuffi
ci
ent
heating
Coo l
ant flow valve stuck 'closed'
Coolant flow valve stuck 'open' allowing recirculation of
coolant at engine idle
*
*
Re
new v
alve
*
Motorized in-car aspirator sei zed
*R e
new aspirator
*
Coo l
air bypass damper stuck open

*
Re new,
check fault code #43

*
B l
ocked air inlet / pollen filter
*
Chec k / cl
ean / renew
*
B l
ower speed low
*
Check performance range
*
Low cool ant
level
*
Adjust as req u
ired (verify and correct
reason for loss)
*
Engine
t
hermostat faulty
*
Check engine r u
nning temperature
*
Heater water pump seized
*Chec k op
eration
*
Heater ma trix
blocked
*
Re new m
atrix
*
Heater circui t
air-lock
*
R e
fer section 303-03 for fill / bleed
procedure
*

Sym
p
tom #4
Sym
ptom #4
Sy
m
ptom
Possib
l
e Sources
Acti
o
n
No
i
sy
system
Loose or damaged compressor drive
belt
*Adjust or r
e
new
*
Loose compressor mountings
*Check f o
r damage, tighten to specification if OK
*
Compressor oil level l
ow
*
Look for evidence of l
eakag
e and rectify as required
*
Compressor internal dama ge
*Check f o
r debris, renew compressor and receiver drier
*
B l
ower motor noise
*
Re new m
otor (assuming no fan interference)
*
Excessive refrige rant charge
*Check f o
r vibration or 'thumping'
in high pressure line; may be
witnessed by high pressure on both HIGH and LOW sides.
Recover / recharge
*

Climate Co
ntrol System - General In
formation - Air Conditioning (A/C)
System Check - Re tail Procedure
Gen
eral Procedures
E

vacuating the Manifold Gauge Set
Connecting the Manifold Gauge Set
C
AUTION: Only use hoses with connectors wh
ich are dedicated to HFC 134A charge ports.
Stabilizing the System

1.
At
tach the center (service) hose to a vacuum pump and start
the pump. Open fully both high and low valves and allow the
vacuum to remove air and mois ture from the manifold set for
at least five minutes.
CAUTION: It is imperative th at the vacuum pump is not
subjected to a positi ve pressure of any degree. Therefore the
pump must be fitted wi th an isolation valve at the center (service
hose) connection and this valve mu st be closed before the pump
is switched off. This operation replaces the 'purge' procedure used
on previous systems. Observe the manufacturer's
recommendation with regard to vacuum pump oil changes.
Turn the vacuum pump off and isol ate it from the center service
hose but do not open the hose to atmosphere.
1. Att
achment of the hose quick release connectors to the high
and low side system ports is stra ightforward, provided that the
high and low valves are closed and the system is NOT
operational.
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.
Assessment of system operating efficiency and fault
classification may be achieved by using the facilities on your
Recovery / Recharging / Recycling station, follow the
manufacturer's instructions implicitly and observe all safety
considerations.
1. Accurate test gauge data wi
ll on
ly be attained if the system
temperatures and pressures are stabilized.
E
nsure that equipment and hoses cannot come into
contact with engine moving parts or sources of heat.
It is recommended th at a free standing air
mover is placed
in front of the vehicle to provide air flow through the
condenser / cooling system.
St
art the engine, allow it to attain normal working
temperature and set at fast idle (typically 1200 to 1500
rpm).


Select full

air condit
ioning performance.
With
all temperatures and pres
sures stable, or displaying
symptoms of faults; begin relevant test procedures.

Climate Control System - General Infor
mation - Air Conditioning (A/C)
System Recovery, Evacuation and Charging
Gen e
ral Procedures
Recover / Reclaim
Ev
acuation
Charging

1.
CAUTIO
N: Read the procedures and instructions supplied
by the manufacturer of the air co nditioning service center before
commencing any process requiring the handling of refrigerant. In
addition to the manufacturer's in formation, observe all safety
precautions and advice deta iled in this section.
Disconnect battery ground lead; refer to 86.15.19.
2. Remove passenger side fi
rewall cover.
3. Remove driver side firewall cover.
4. Remove engine compar tment rear cover.

5. Re
move vehicle charge port
protective caps and connect
equipment pressure hoses to vehicle.
1. BLUE hose = low pressure.
2. RED hose = high pressure.
6. Complete procedure in ac cordance with equipment
manufacturer's instructions.
1. Complete procedure in ac cordance with equipment
manufacturer's instructions.
This proc
ess will typically ta
ke 30 minutes, but will depend
upon the equipment and the ex tent of repairs carried out
to the system.
1. Set the appropriate charge weight, see Specifications in this
section.
2. Complete procedure in ac cordance with equipment
manufacturer's instructions.
3. Disconnect hoses from vehicle and replace charge port
protective caps.
4. Reconnect battery ground lead; refer to 86.15.15.
5. Check system for correct operation.

System Self-test
Control Panel Fault Code Listing • NOTE: Reference fault code #23*: In ambient temperatures below 0° C, this code may be logged because the low
ambient causes a tempor ary low gas pressure.
• NOTE: Where the ambient temperature rises above 40° C, with the engine close to overheating, electrical feed to the
compressor clutch may be cut and code #23 registered.
SymptomPossible SourcesAction
0 Normal operation no
fault codes presentNone
*Wait 30 seconds for system
self-check.
*
11 Motorized in-car
aspirator malfunctionHarness / connector fault
Sensor open / short circuit
*
*Panel fault codes are not
stored for motorized in-car
aspirator motor failure.
*
12 Ambient
temperature sensor
malfunctionHarness / connector fault
Sensor open / short circuit
*
*After rectification, disconnect
the vehicle battery for 10
seconds to reset the system.
*
13 Evaporator
temperature sensor
malfunctionHarness / connector fault
Sensor open / short circuit
*
*Refer to PDU
*
14 Water temperature
input malfunctionInstrument cl uster output
*Refer to PDU
*
15 Heater matrix
temperature sensor
malfunctionHarness / connector fault
Sensor open / short circuit
*
*Refer to PDU
*
21 Solar sensorSensor open /short circuit
*Refer to PDU
*
22 Compressor lock
signal faultLow refrigerant charge, low compressor oil level, loose drive
belt Harness / connector fault
*
*Adjust items as required
*
23 Refrigerant pressure
switch malfunctionHarness / connector fault
Switch open / short circuit
*
*Refer to PDU
*
23 Refrigerant pressure
low refrigerant charge * Leak from damaged pipe or joint
*Rectify as required and
recharge system
*
24 Face vent demand
potentiometer faultPotentiometer open / short circuit
Harness / connector fault
*
*Refer to PDU
*
31 LH fresh / recirc.
potentiometer faultHarness / connector fault
In certain circumstances the servo motor may over-travel
and cause further logged faults. This may be cured, following
fault rectification, by cycling the ignition ON-OFF-ON 3 times
*
*Refer to PDU
*
32 RH fresh / recirc.
potentiometer faultHarness / connector fault
In certain circumstances the servo motor may over-travel
and cause further logged faults. This may be cured, following
fault rectification, by cycling the ignition ON-OFF-ON 3 times
*
*Refer to PDU
*
33 Cool air by-pass
potentiometer faultHarness / connector fault
In certain circumstances the servo motor may over-travel
and cause further logged faults. This may be cured, following
fault rectification, by cycling the ignition ON-OFF-ON 3 times
*
*Refer to PDU
*
34 Defrost vent
potentiometer faultHarness / connector fault
In certain circumstances the servo motor may over-travel
and cause further logged faults. This may be cured, following
fault rectification, by cycling the ignition ON-OFF-ON 3 times
*
*Refer to PDU
*
35 Centre vent
potentiometer faultHarness / connector fault
In certain circumstances the servo motor may over-travel
and cause further logged faults. This may be cured, following
fault rectification, by cycling the ignition ON-OFF-ON 3 times
*
*Refer to PDU
*
36 Foot vent
potentiometer faultHarness / connector fault
In certain circumstances the servo motor may over-travel
and cause further logged faults. This may be cured, following
fault rectification, by cycling the ignition ON-OFF-ON 3 times
*
*Refer to PDU
*
41 LH fresh / recirc.
motor faultHarness / connector fault
Servo motor seized or sticking
Flap seized or sticking
*
*
*Refer to PDU
*
42 RH fresh / recirc.
motor faultHarness / connector fault
Servo motor seized or sticking
Flap seized or sticking
*
*
*Refer to PDU
*

System Self-test
Other conditions which may exist but will NOT log fault codes:
Associated Faults
System Self-test
Panel Communication Check
The panel communication check veri fies the inputs and outputs from the control panel to the A/CCM.
Actuator Check Procedure
The system self test procedure drives all the actuator moto rs, to check their operation. If an actuator is operating
incorrectly or operating outside of its limi ts then a fault code will be present.
Before commencing with the actuator check procedure, ensure the ca r is operating under normal conditions.
1. 1. Switch ignition OFF.
2. 2. Press and hold the RECIRC and AUTO buttons simult aneously, switch ignition ON and run the engine.
3. 3. All the control panel LEDs and all LCD segments will flas h on and off. Any function LED indicator which does not
flash on / off suggests a fault condition within that area of the panel or, with the LED.
Any LCD element which fails to flash on / off indicates a fault within the display element or panel.
4. 4. Press AUTO
43 Cool air by-pass
motor faultHarness / connector fault
Servo motor seized or sticking
Flap seized or sticking
*
*
*Refer to PDU
*
43 Cool Air by-pass
motor faultHarness / connector fault
Servo motor seized or sticking
Flap seized or sticking
*
*
*Refer to PDU
*
44 Defrost vent motor
faultHarness / connector fault
Servo motor seized or sticking
Flap seized or sticking
*
*
*Refer to PDU
*
45 Centre vent motor
faultHarness / connector fault
Servo motor seized or sticking
Flap seized or sticking
*
*
*Refer to PDU
*
46 Foot vent motor
faultHarness / connector fault
Servo motor seized or sticking
Flap seized or sticking
*
*
*Refer to PDU
*
SymptomPossible SourcesAction
No heatAirlock in system.
*Refer section 303-03 for fill / bleed procedure
*
Heater water pump inoperative
Coolant flow valve stuck closed
*
*Check operation and circuit
*
Faulty engine coolant thermostat
*Renew as required
*
One vent failing to open / closeBroken linkage.
*Renew as required
*
Poor airflowBlower motors - incorrect operation
*Check operation and circuit
*
ItemCheck LEDCondition
IgnitionDefrostIGN input at 12V, check LED is illuminated
AuxiliaryFaceAUX input at 12V, check LED is illuminated
ClockFeet / faceClock input normal, check LED is illuminated
Start inputFootStart input normal, check LED is illuminated
Data outScreen / footData out input normal, check LED is illuminated
Dimmer overrideRecirc.Dimmer override input ON, check LED is illuminated

Generator and Regulator - Generator
Diagnosis and Testing
Refer to PDU User Guide
Refer to the PDU User Manual for detailed instructions on testing the charging circuit.
When diagnosing the charging ci rcuit, the PDU indicates only whether the generator is charging or not charging. The reason
for this is that the PDU cannot handle the potential full charging current and that the voltage control circuits are located
within the generator assembly, making th em inaccessible by the PDU directly.
It is possible that the battery has failed. In this case, the voltage output at the generator could be correct, but the voltage
at the battery terminals, and therefore the rest of the vehicl e system, will be adversely affected by the faulty battery.
The same result is given by the PDU if the battery is faulty (generator not faulty), wiring fault (damaged or severe corrosion
at the terminals) or if th e generator is at fault.
Inspection and Verification
The following manual tests help to pinpoint which component is at fault.
Testing the Battery Circuit
Using the Vehicle Battery

Remove the battery cover.
Ensure that all electrical loads are swit ched OFF and that the engine is cool.
Start the engine and allow to IDLE.
Whilst the engine is idling, disconnect the battery negative terminal and, using a digital multimeter (DMM), measure the
voltage between the terminal on the batter y negative cable and the battery positive terminal. If the generator is working,
the measured voltage should be within the range 13V to 15V.
This indicates the system voltage without the battery in circuit. If the generator is inoperative, the engine will stall when t he
ground lead is disconnected.
Repeat the test, using the ground bolt, as indicated (shown dotted on the illustration). There should be hardly any
MechanicalElectrical
Visually check the condition of the drive beltConnections on the rear face of the generator
are fully located?
Check that the belt we ar indicator, located on the automatic belt
tensioner, is within the limit marks

detectable difference in the voltage reading (due to minimal current flow); if there is a detectable difference, clean the cable terminal and the adjacent area of the body.
When the voltage has been measured, STOP THE ENGINE.
Reconnect the battery or fit a new battery if it was established that the battery was at fault (Refer to 414-01).
If the cooling fans operate during the above test, the large demand of current will overload the generator and cause the
engine to stall.
If the battery is in a low state of charge the voltage will rise momentarily when the battery is disconnected. However, the
maximum that the voltage can increase to with this new gene rator is 25V and then only for a maximum time of 200 mS.
Using a Substitute Battery
A substitute battery may be fitted for the tests. This batter y must be a known good example and must have been off-charge for at least twelve hours, with a term inal voltage of approximately 12.8V.
Ensure that all electrical loads are swit ched OFF and that the engine is cool.
Start the engine and allow to IDLE.
Measure the voltage across the battery term inals. It should have dropped a little due to the large start current and then
risen to a value of between 13V and 15V.
If the above test (whichever one used) indicates that the generator is not working then the connections on the rear face of
the generator should be checked. If there is a faulty connection, then the ge nerator will not perform correctly no matter
how fast it is driven.
Checking Generator Connections

ItemDescription
1Multi-Plug Connector
2B+ Main Output Terminal