1998 JAGUAR X308 emission

E
lectronic Engine Controls - Engine
Control Module (ECM) Adaptation
Gen
eral Procedures
When to car

ry out adaptations
DTCs P1000/P1111 Conditions for adaptation
Fuelling Adaptations Drive Cycle
•
NOTE: Make sure the engine is at normal operating
temperature. (75°C, 167°F) 1.
Whenever the battery is disconnected, the Engine Control
Module (ECM) adaptations are reset to a "green" ECM
condition. In this condition, certain functions of the ECM are
inhibited, and the ECM must "r elearn" these functions. To
enable the ECM to do this, the vehicle will have to perform
some maneuvres which it may, or may not, do during a normal
road test. The routine in this pr ocedure should be carried out at
Pre-Delivery Inspection, and after any emissions related
rectification work involving the disconnection of the battery.
2. When the DTCs relating to a rectified concern are cleared,
P1000 (system checks not complete since last memory clear)
will be flagged. This DTC does no t indicate a failure, just that
diagnostic drive cycles need to be performed. The vehicle's on-
board diagnostic system will confirm that all the diagnostic
drive cycles are complete by flagging P1111, (system checks
complete since last memory clear)
1. Make sure these conditions are checked and corrected, if
necessary, before carrying ou t the adaptation procedure.
MechanicalElectrical
Engi
ne oil level correct
Coo

lant level correct
F

uel level greater than
30%, less than 80%
F
uel filler cap correctly
fitted/secure, seal in good condition
Al
l rectification work
relating to DTCs completed
F
uel, ignition and cooling
systems in good order
Al
l Diagnostic Trouble
Codes (DTCs) cleared
Al
l rectification work
relating to DTCs completed
F
uses
Harnes

ses
E

lectrical connectors

1.
Either
the Jaguar approved diagnostic system (where
available), or a scan tool should be connected to measure the
Mass Air Flow rate. Most generi c scan tools should be capable
of reading this parameter.
Depending on road conditions and dealer location, it may be
difficult to achieve the road sp eeds necessary to reach the air
flow indicated. It is possible to reach these air flow figures by
inducing a load on the vehicle, (making use of hills, using a
lower gear ratio, etc) or, if no alternative is possible, by
restraining the vehicle and re aching the air flow figure
Si
te
Mass Air Flow
(gra
ms/second)
D
riving Conditions
1Up t

o 7 g/s
Idle
in
P for 2 minutes
21
0 to 14 g/s
O
pen throttle in
P for 2 minutes
31
8 to 22 g/s
O
pen throttle in
P or D with
guidance * for 2 minutes
42
5 to 30 g/s
D
rive with guidance * for 2
minutes

Diagnostic Monitor Comp
letion
stat
ionery in
D.
WARNING: This should not be attempted without the vehicle
being in a safe area and suitably chocked. Failure to follow this
instruction may result in personal injury.
Without using the Jaguar approved diagnostic system or a scan
tool with system readiness capability, it will not be possible to
confirm when the adaptations are complete, unless P1111,
(system checks complete since last memory clear) is flagged. If
such equipment is not available, ALL the diagnostic monitors
will have to run to enable DTC P1111 to be flagged. In some US
states, this code is a requirem ent for annual emissions tests.
1. The dri v
e cycles detailed here w
ill enable the monitors to run,
but only after fuelling adaptations are complete.
Entry C
onditions
Di
agno
stic
Engine

S p
eed
Ve
h
icle
Speed
Mass Air Flow
(gra ms/sec
ond)
Ti
m
e to
Completion
Catalyst Monitor1 100
to

1600 rpm
50 to
72

kph (31 to 45
mph)
5 to
30 g/s
23
se
conds
HO2S6
00 t
o
2500 rpm
29 to

113 kph
(18 to 70
mph)
4 to
16 g/s
F
u
el cut for
more than 10 seconds, but less than 30 seconds *
Catalyst Monitor SensorN/ AN/A10
to 90 g/s
14
0
seconds
F
u
el System
N/
AN/AMore than 6 g/s33 se
conds
AACVN/
A61 to

121 kph
(38 to 75
mph)
4 to
16 g/s
F
u
el cut for 2
seconds *
P /
N switch
1
800
to

2200 rpm
80 to

101 kph
(50 to 63
mph)
N/ A31 se
conds
Evaporative

em is
sions
N/
A48 to
89

kph (30 to 55
mph)
and idle
R e
fer to drive
cycles for leak
tests in this section
Re
fer to drive
cycles for leak
tests in this section
2. During the drive cycle, drive gent ly, avoiding hard acceleration,
braking or cornering and rough roads.
1. Drive at 84 to 97 kph (52 to 60 mph) for 40 seconds.
2. Accelerate to 113 kph (70 mph).
3. Close the throttle, (ideally at the start of a descent)
continue with closed throttle for 10 seconds. (* Fuel
cut)
4. Drive at 56 to 64 kph (35 to 40 mph), holding the throttle as steady as possib le, on a flat level road for
30 seconds minimum.

Drive Cycle for 40 thou leak test
Drive Cycle for 20 thou leak test (2001 my on only)
1. Make sure the "conditions
for ad
aptation" detailed at the start
of this section are met.
1. Avoiding high engine load s, drive the vehicle steadily
between 48 and 89 kph (30 and 55 mph) for 15 to 20
minutes after starting the engine. (Depending on the
amount of fuel vapor gene rated, the test may take
longer than this).
2. Where possible, avoid body roll to minimise fuel movement.
3. If the scan tool being used is able to read TIDs, check
TID 08 in mode 6. If the test has not completed, this
TID will display "0". Any other value indicates that
the test has successfully completed.
4. If the test has not completed, the drive cycle must be repeated.
5. If the scan tool being used is not able to read TIDs, the only way to confirm that the test has run is to
check for P1111 after running the 20 thou test, where
applicable.
1. This test needs to be completed within 50 minutes of starting
the engine from cold. It should be run following the 40 thou
test.
1. Continue driving the vehi cle steadily between 48 and
89 kph, (30 and 55 mph) avoiding high engine loads
for a further 15 minutes.
2. Avoiding excessive fuel movement, bring the vehicle to rest.
3. Allow to idle for two minutes.
4. Provided the vapor conditions are suitable, the test will complete.
5. If the scan tool being used is able to read TIDs, check
TID 06 in mode 6. If the test has not completed, this
TID will display "0". Any other value indicates that
the test has successfully completed.
6. If the test has not completed, the drive cycle must be repeated.
7. Check for DTCs. P1111 will be flagged if all monitors have run.
8. Leak check drive cycles will only normally be necessary if an Evaporative Emissions related DTC is
flagged.
9. Unless P1111 is required for the State inspection, fuelling adaptations will normally be all that is
required for the vehicle to adapt itself and complete

The upstream heated oxygen sensor is located at the catalytic converter inlet and detects the concentration of oxygen in the
raw exhaust gases; an internal heater reduces the warm up time of the sensor output.
An oxygen sensor (without heater) is located at the converter outlet.
The ECM receives input signals from the se nsors and varies the fuel injector duration (mixture) to provide optimum gas
emissions.
Circuit Diagram, O2 Sensors / ECM

Filler Cap and P
ipe
The fuel
filler cap with bayonet-type fixi
ng is located beneath a remote-release sp ring-latched lid on the rear saddle panel
on the left-hand-side of the vehicle.
Fuel Pum
p
The fu
el pump(s) is energized by an ECM co
ntrolled relay. Fuel is drawn by this pu mp and supplied to the fuel injectors via
the fuel line, filter and fuel rails.
Servicing of the fuel pump re quires fuel tank removal.
Ev
aporative Loss Flange Assembly
The evaporative-loss flan
ge asse
mbly is mounted centrally on top of the tank. The flange assembly consists of a removeable
steel cap which mounts the evaporative emissions system vapor outlet valves and, if applicable, a pressure sensor. The
external electrical supply to th e fuel pump(s) is also made via a connector on the flange.
The flange assembly is fixed to the tank by a locking ring which is turned usin g special tool JD-174. A seal is fitted between
the flange assembly and the tank. Three di fferent flange assemblies are applicable according to the evaporative emission
system fitted to the vehicle. The fl ange size and fixing are identical fo r the three systems, as described.
Removal of the evaporative flange assembly is necessary to gain access to th e fuel pump(s) and other internal components.
To remove the evaporative fl ange assembly the fuel tank must first be removed.
The evaporative flange variant assemblies are described, together with service information, in Section 303-13.
Fuel R
eturn
Excess fuel
is directed back to
the fuel tank via a return line.
Fuel Pum
p Relay
The
fuel pump relay,
under control of the ECM, switches power to the fuel pump motor.
I
nertia Fuel Shutoff (IFS) Switch
The IF
S switch is located in the right-hand
side footwell behind the footboard carpet . When activated the switch isolates the
ignition system and fuel pump, releases any locked doors and disables unnecessary electrical systems. The system can be
reset by pressing down the flexible cover on the top of the switch.
• NOTE: The doors will not unlock if the IFS switch is tripped when the ignition switch is in position '0'.

pipes.
1.
Push the fuel feed pipe into the quick-fit tank
connector. Ensu re the pipe is fully home.
2. Push the fuel return pi pe into the quick-fit tank
connector. Ensu re the pipe is fully home.
14. Fit the trunk side liner, lefthand. For additional information,
refer to Section 501
-0 5
Interior Trim and Ornamentation
.
15 . F
it the trunk side liner, righthan
d. For additional information,
refer to Section 501
-0 5
Interior Trim and Ornamentation
.
16 . F
it the trunk seal retainer. For a
dditional information, refer to
Section 501
-05
Interior Trim and Ornamentation
.
17 . F
it the rear lamp assembly
interior trim finisher. For
additional information, refer to Section 417
-01
Exterior
Ligh
ting.
18 . F
it the trunk front liner. For a
dditional information, refer to
Section 501
-05
Interior Trim and Ornamentation
.
19 . F
it the trunk floor carpet.
20. Ensure that the fuel feed pi pes in the engine compartment
are reconnected after tank draining.
21. Re-fit the battery. For additional information, refer to Section
414
-0 1
Battery, Mounting and Cables
.
22 . Carry ou
t a leak test of the evaporative emissions system.