1998 JAGUAR X308 sport mode

Safety Standard
Canister PurgeCANPControls pu
rging of the EVAP canister
Carbon dioxideCO2Colorless gas with

a density of a
pproximately 1.5 ti mes that of air
Carbon mon
oxide
COPoi
sonous gas produced as the re
sult of incomplete combustion
Case G
round
CSE GNDControl modu
le casing ground
Catal

ytic converter
In
-line exhaust system device used to reduce the level of engine exhaust
emissions
Ce
lsius
CSI ter
m for the Centigrade scale, with
freezing point at zero and boiling point
at 100°
Central
Processor Unit
CPUTh
e section of a computer that contai
ns the arithmetic, logic and control
circuits. It performs arithm etic operations, controls instruction processing, and
provides timing signals and other housekeeping operations
Cl
osed Loop
CL
Cl

osed Loop System
CLSControl
system with one
or more feedback loops
Col
umn/Mirror Control
Module
C/MC
M
Control ModuleCMA

self-contained group of electrical/electronic components, designed as a
single replaceable un it, and controlling one or more processes
Controll
er Area Network
CANA
communication system which allows control modules to be linked together
in a network.
Crankshaft Posi
tion
Sensor
CKPSGenerates crankshaft positi on informa
tion in conjunct
ion with the CKPTR (also
generates speed information in certain applications)
Crankshaft Posi
tion
Timing Ring
CKPT
R
Toothe
d ring which
triggers the CKPS
Crankcase Ventila
tion
System
CVSys
tem which scavenges camshaft cover and crankcase emissions and feeds
them into the inlet manifold
Cubic ce nt
imeter
cm
3
Curb weightWe

ight of vehicle with fuel, lubrican
ts and coolant, but excluding driver,
passengers or payload
D
Dat
a Link Connector
DLCConne
ctor providing access and/or control of the vehicle information,
operating conditions, and diagnostic information
De
gree
deg, °Angle or tempe
rature
D

epartment of
Transportation (US)
DO
T
D

epartment of Transport
(UK)
DTp
De
utsche In
stitut für
Normung
DINGerman stand
ards regulation body
Di

agnostic Module
DMSuppl
emental Restraint System (non-c
ontrolling) module for diagnostics
overview
Di
agnostic Test Mode
DTMA le
vel of capability in an OBD system.
May include different functional states
to observe signals, a base level to re ad DTCs, a monitor level which includes
information on signal levels, bi-directional control with on /off board aids, and
the ability to interface with remote diagnosis
Diagnostic Trouble CodeDTCAn al
pha/numeric identifier for a fault
condition identified by the On-Board
Diagnostic (OBD) system
D
ial test indicator
DTIA mechan
ical measuring
instrument, with a rotary indicating pointer
connected to a linear operating probe
D
ifferential pressure
Pressure di
fference betwee
n two regions e.g. between intake manifold and
atmospheric pressures
D
ifferential Pressure
Feedback EGR
DP
FE
An
EGR system that monito
rs differential EGR pressure across a remote orifice
to control EGR flow
D
irect current
dcCurrent which f
lows in on
e direction only, though it may have appreciable
pulsations in its magnitude
Du
al linear switch
DLSJ
-gate switch connected to the TCM on SC vehicles
E
EGR

Temperature EGRT
Sensor
EGRTSens
ing EGR function based on temperature change
EGR Vacu

um Regulator
EVRControls EGR
flow by changi
ng vacuum to the EGR valve
EGR Valve
Position
EVPAn EGR
system that direct
ly monitors EGR valve position to control EGR flow
Electrically E
rasable
Programmable Read-Only
Memory
EEP
ROM

Rear
Suspension - Rear Suspension
Description an
d Operation

Description
The i
ndependent rear suspension incorporates co-axial sp
ring and shock absorber units, a subframe, wishbone tie,
pendulum assembly, mounting brac ket, differential strut, cast wishbones and hub carriers. The suspension assembly is
positively located by the subframe, mounting bracket and differential strut.
Each wi
shbone pivots on a fulcru
m bolt which locates in the wishbone tie and pendulum assembly.
The wish
bone tie and pendulum assemblies are respectively in
stalled at the front and rear of the final drive housing.
The differential
strut is secured to the wishbone tie assembly.
Two ti

e rods are installed between the front of the
subframe and the top of the final drive housing.
The ou
ter extremity of each wishbone
is secured to its respective hub carrier assembly by a fulcrum bolt.
Each fulcrum bolt head incorporates an ec centric circular flange which locates in a groove in the front face of the wishbone
arm. Rotation of the fulcrum bolt results in horizontal movement of the bolt shank in an elongated hole in the rear of the
wishbone arm. This acti on achieves corresponding movement of the hub carrier, facilita ting adjustment of road wheel toe-
in.
It
em
Par
t Number
De
scription
1—Hub Carrier
2—Wi

shbone
3—Sprin

g
4—Shock Absorber
5—Suspensi

on Turret

6—Suspensi
on Subframe
7—Moun

ting Bracket
8—D

ifferential Strut
9—Stabilizer Ba

r (Supercharged and
Sport Suspension Models only)
10—Bum
p Stop

Each r
oad spring and is located between the wishbone in
tegral spring seat and the body suspension turret.
Each shoc
k absorber unit is installed
co-axially within the road spring.
The lo
wer end of each shock absorber is secured to the
wishbone by a bolt which also functions as a pivot.
Adaptive damping is av
ailable as an option.
A
rear stabi
lizer bar is installed on
Supercharged and Sport Suspension models . Mounted at the rear of the wishbone
tie assembly, the stabilizer bar is connected to the wishbone by short links.
Op era
tion
As each road wheel r
i
ses, move
ment is transmitted through th e hub carrier assembly to the wishbone and axle shaft. The
corresponding rise of the wishbone compre sses the road spring and partially telescopes the shock absorber. During this
action, the spring absorbs result ing shocks and the shock absorber minimizes spring oscillation.
During cornering, vehicle weight is transferred to the outer road wheel with a resulting tendency for the inner wheel to lift.
On Supercharged and Sport Suspension vehicl es, a rear stabilizer bar assists in minimizing this tendency by transferring a
proportion of potential lift of the inner wheel to the outer wheel. This results in enhanced body stability with improved
cornering capabilities.

Controller Area Network (CAN)
The TCM is an integral part of the CAN system which facilitates the interchange of real-time data between control modules
and sensors. Please see section 303- 14 for a full description of CAN.
OBDII Interface
Data concerning OBDII related transmission failures is stored in the ECM for access via the J1962 socket.
System Functions
Range Selection
The selector lever is connected to the transmission via a bowden cable, which operates the transmission selector shaft
between all positions except Drive to 4 .
The TCM detects the gear selected by means of a rotary position switch fitted to the transmission selector shaft. A separate
Drive to 4 switch is located within the 'J' gate' assembly.
Movement of the selector lever between Park, Reverse, Neutral and Drive manually directs th e flow of transmission oil; the
TCM having control of the forward gears selected while the lever is in the Drive position.
Shift Point Selection
The gearshift points are selected, by the TCM, as a function of the output speed, engine load, selector position and shift
program selected. The operator has control over the shift points via the selector lever, throttle pedal movement, kickdown
function and mode switch.
'J' Gate Layout

Mode Switch
This switch allows the driver to select one of two base shift maps; Normal and Sport modes, the switch being illuminated
when Sport is selected.
Special Shift Programs
These specific condition shift maps are available to enhance the operation of the vehicle under specific driving conditions.
and are listed below in order of priority / title and operating condition.
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. Cruise: During cruise control
5. 5. Manual: Shift map when the LH side of the 'J gate' is used
Three specific condition shift maps have a higher priority than the two base shift maps and will intervene when appropriate
conditions prevail for traction, gradient or cruise.
When traction control (engine or brake system derived) is operational the TCM will implement the traction map to maximise
control of wheel slip.
The gradient maps are intended to enhance vehicle drivability when towing or climbing a gradient. The TCM will implement
the maps when increased driving resistan ce is detected and enhanced drivability, cooling and increa sed performance is
appropriate.
The cruise map is intended to minimize unwanted gearshifts and 'hunting' and is activated when cruising near to the set
speed, or resuming.
Connector Pins Identification
Connector Pin Identity Chart for EM007

Pin NumberCircuit Function
001Pressure regulator 2
002Mode switch status
003Not used
004Pressure regulator #4
005Pressure regulator #1
006Power ground
007Not used
008Rotary switch L2
009Rotary switch L4
010 to 011Not used
012Mode switch Pin B (Sport)
013D to 4 switch
014Input speed sensor (-)
015Output speed sensor (screen)
016Output speed sensor (+)
017Not used
018Kickdown switch (where used)
019 to 020Not used
021Analogue ground
022Fluid temperature sensor
023Input speed sensor (screen)
024 to 025Not used
026B+
027Not used
028Digital ground
029Pressure regulator #3

Automatic Transmission/Transaxle - 4.0L NA V8 - AJ27/3.2L NA V8 - AJ26
- Diagnostic Strategy
Diagnosis and Testing
Quick Reference Fault Chart
Quick Reference Fault Chart
Special Tool(s)

Digital multimeter

Generic scantool
SymptomPossible SourcesAction
Normal transmission
operation but fault codes
stored• NOTE: If P0706 is logged ignore P0742
Output speed sensor circuit fault
TCM faulty
ABS system fault (this code may log er roneously following an ABS problem)
Position switch and D to 4 switch circuit fault
P R 4 circuit fault

*
*
*
*
*
GO to
P0721 GO to
P1603 GO to
P0742
*
*
*
Sport mode will not selectMode switch circuit fault
*GO to
P0790
*
Mode switch state lamp not
workingMode switch supply
Mode switch circuit fault
*
*GO to
P0790
*
Poor, or reduced shift
qualityPresence of EMS faults
(may affect the accuracy of the torque signal)
*GO to EMS *
Transmission temperature sensor circuit
*GO to
P0710
*
Out of sequence shiftOutput / input speed sensor circuit fault
Mechanical fault (check all other operations)
*
*GO to
P1731
*
No torque converter lock-
upP R 4 circuit fault
*GO to
P0743
*
Mechanical fault, should P R 4 be OK
*GO to
P0741
*
Harsh shifts, engine stalling (torque converter stuck on)P R 4 circuit fault
Mechanical fault, should P R 4 be OK
*
*GO to
P0742
*
Default to 4th gearSolenoid / pressure regulator supply from TCM
*GO to
P0702
*
• NOTE: If the code logs wh
en 3rd is selected, then the D to 4 switch is the most probable cause If the code logs when D is selected fro m the LH side of the gate,
then check selector cable adjustment
'J gate' or selector ca ble out of adjustment
D to 4th switch
Rotary position switch circuit
*
*
*GO to
P0706
*
Input speed sensor circuit fault
Input speed sensor faulty
*
*GO to
P0715
*
Solenoid #1 circuit fault
*GO to
P0753
*
Solenoid #2 circuit fault
*GO to
*

Automatic Transmission/Transaxle - 4.0L SC V8 - AJ26 -
Lubricants, Fluids, Sealants and Adhesives - Automatic Transmission (Supercharged Vehicles)
Capacities - Automatic Transmission (Supercharged Vehicles)
Torques - Automatic Transmission (Supercharged Vehicles)
Internal Rear Ratios - Automatic Transmission (Supercharged Vehicles)


UnitSpecification
Transmission fluidShell ATF 3403 - M115
UnitLiters
Transmission assembly (with torque converter)9,5
ComponentNm
Bolt - EMS bracket to cylinder head43 - 53
Bolt - Driveshaft coupling to transmission75 - 88
Bolt - Fluid pan (clamp) to transmission case8 - 10
Bolt - Harness heatshield to case and fluid pan clamp9 - 11
Bolt - Muffler bracket to transmission case43 - 57
Bolt - Rear engine (isolation) mounting to mounting bracket22 - 28
Bolt - Rear engine mounting brac ket to adapter (transmission case)39 - 51
Bolt - Rear engine mounting bracket to body22 - 28
Bolt - Torque converter to drive plate43 - 57
Bolt - Transmission unit to engine43 - 57
Bolt - Valve body to transmission case7 - 9
Bolt - 'W' clip (fluid cooler pipe) to cylinder block7 - 9
Banjo bolt - Cooler pipe to transmission unit30 - 40
Nut - Coolant header tank to bracket4 - 5
Nut - Selector cable abutment to transmission case7 - 10
Nut - Selector cable ball end to selector lever7 - 10
Nut - Transmission output shaft flange200
Plug - Fluid pan drain20 - 24
Screw - Coolant header tank to bracket4 - 5
Screw - Filler tube to transmission case14 - 18
GearRatio
1st3,59:1
2nd2,19:1
3rd1,41:1
4th1,00:1
5th0,83:1
Reverse-1,93 (Normal mode)
Reverse-3,165 (Sport mode)

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