1999 JAGUAR S TYPE engine

V6 Engine AJ-V6/AJ28
24
J.303.1358
TORQUE CHARACTERISTICS
Top inlet manifold tuning valve
Advanced
Closed
325
D.303.1358
Side inlet manifold tuning valve
Open
Closed
Closed
ClosedOpen
Retarded
V. V. T.
175
200
225
250
275
300
125
150
2000700060005000400030001000
Engine Speed (rpm)
Brake Torque (Nm)
chambers via the rear connecting hole,
further increasing the ram effect.via the rear
connecting hole.
System Performance
The valve open/close combinations across the
engine speed range have been selected in
conjunction with the VVT system to provide an
optimised torque curve. Referring to the graph, it
can be seen that there are five states that the IMT
valves and VVT can adopt throughout the engine
speed range.

V6 EngineAJ-V6/AJ28
25
Throttle Control System
D.303.1219
Introduction
A fully electronically controlled throttle is fitted,
requiring no mechanical connection between the
accelerator pedal and throttle body. The driver
operates a normal foot pedal and a transducer on
the pedal shaft converts the mechanical rotation
to electrical signals which are sent to the
powertrain control module (PCM) to indicate
driver demand. Signals requesting the desired
throttle plate angle are sent from the PCM to an
electronic module on the throttle assembly, the
throttle actuator control (TAC) module, which
provides closed loop control of the motorised
throttle plate. The actual angle of the throttle
plate is indicated to the PCM by the throttle
position (TP) sensor.
The throttle assembly is mechanically simpler
than those used on previous Jaguar vehicles,
consisting essentially of a motor driven throttle
plate with no other actuators or vacuum devices
(eg cruise control).
Operation is designed to be transparent to the
driver with a total delay of less than 70ms
between pedal actuation and throttle movement.
THROTTLE BODY
Control Components
Throttle Assembly
The electronic throttle assembly consists of four
component sub-assemblies:
¥ throttle body
¥ drive motor unit
¥ throttle actuator control (TAC) module
¥ throttle position (TP) sensor
The throttle body is an aluminium casting with a
70mm air intake bore, housing a shaft with brass
throttle plate, rotating in ball bearings, and with a
spur gear and return spring fitted to the drive
end. A stop screw against the spur gear is pre-
adjusted and sealed on assembly to set the
throttle mechanical closed position and a second
stop prevents the throttle plate from being driven
beyond the full throttle position. The internal
tooth spur gear is driven directly from the motor
shaft which is offset to the throttle shaft. The
motor drive unit is an integral assembly
containing the motor, an inductive position
encoder and the mating connector to the TAC
module. Should the motor fail, the return spring
will move the throttle plate to the closed position.
The TAC module consists of a printed circuit
board enclosed within an aluminium module with
D.303.1219

V6 Engine AJ-V6/AJ28
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J.303.1316
J.303.1362
THROTTLE BODY ASSEMBLY
TP/APP SENSORS - GENERAL CHARACTERISTICStwo fixed external connectors. The TAC module is
mounted on the underside of the throttle body
and drive motor unit with its upper connector
plugged directly into a fixed recessed connector
on the drive motor. The front connector provides
the main control interface with the PCM. Note
that the motor unit and the TAC module are
electronically calibrated together on initial
manufacture (the TAC module ÔlearnsÕ the motor
characteristics) and must not be individually
replaced. The throttle assembly as a whole is not
a serviceable item except for the TP sensor.
Two stub pipes at the rear of the throttle body are
connected via hoses into the engine cooling
system to provide throttle de-icing.
Throttle Position (TP) Sensor
The TP sensor is bolted to the non drive end of
the throttle body and is rotated directly (1:1) by
the blade ended throttle shaft. It has three non-
contacting, Hall effect, sensing elements which
are supplied from the PCM by two separate 5V
reference and signal return lines. Each sensor
provides an independent analogue output to the
PCM. For additional security, each sensor element
has a unique rotational angle to output voltage
characteristic (see Figure); the three outputs are
compared by the PCM for the expected values for
a particular throttle angle. This arrangement
identifies a sensor or wiring fault including a short
circuit between outputs.
Output Voltage
Sensor Rotor AngleDegrees
V
TAC Module
J.303.1382 J.303.1316
TP Sensor
Drive Motor
Sensor 3 Sensor 2Sensor 1
Throttle Body

V6 EngineAJ-V6/AJ28
27
D.418.428
APP Sensor
303-050
APP SENSORAccelerator Pedal Position (APP)
Sensor
The APP sensor is driven directly by the pedal
pivot shaft and is connected via the wiring
harness to the powertrain control module (PCM).
The sensor is a single assembly comprising three
rotary, carbon track potentiometers with
contacting wipers. Each potentiometer has a
discrete 5V reference/return supplied from the
PCM and provides an independent analogue
output voltage to the PCM. As described for the
TP sensor, the characteristics of the three
potentiometers (angle/output voltage) differ so as
to provide unique identification to the PCM. Note
that while the TP and APP sensor characteristics,
as shown, have a general similarity, actual values
of voltage, slope and angular range for each type
of sensor is different.
Further system redundancy is provided by the use
of two pedal return springs.
Control and Operation
Drive Motor Control
The PCM does not drive the throttle motor
directly but sends duplicated control signals to the
TAC module indicating the desired throttle plate
angle. Both signals are pulse width modulated
(PWM) at 256Hz with an increase in duty cycle
indicating a corresponding (linear) increase in
desired throttle angle (ie towards full throttle).
Separate interface circuits within the PCM and
TAC module provide additional signal redundancy.
In response to PCM demand, the TAC module
processes the demand signals and generates the
current drive to the dual winding motor. An
inductive position encoder on the motor shaft
generates feedback signals to the TAC module,
providing closed loop motor control and enabling
the TAC module to maintain the desired angle.
Actual throttle plate angle is measured by the TP
sensor.
The TAC module has two separate feeds from the
vehicle 12V and ground supply, each feed (12V
and ground) being a twisted pair to reduce noise
pick up.
The TAC module also performs self diagnostic
checks:
¥ the two PWM control signals are compared
for validity
¥ the ability of the TAC module to set the
requested throttle angle is monitored¥ operation of the motor drive circuit is
checked
¥ a failed throttle return spring can be detected
¥ failure of one or both motor windings can be
detected
¥ the output of the inductive position encoder
is checked for out of range signals or failure
Diagnostic information from the TAC module is
communicated to the PCM over the twisted pair
SCP link.

V6 Engine AJ-V6/AJ28
28¥ Limp home mode in which a high idle speed
is set, with no accelerator pedal response, to
allow the vehicle to creep: the RED warning
light and FAIL SAFE ENGINE MODE message
are activated: this mode is set by, eg the loss
of two or more sensors.
¥ Engine shutdown due to serious throttle
malfunction.
J.303.1363
THROTTLE CONTROL SYSTEM
System Monitoring
Within the PCM, operation of the overall throttle
control system (main processor logic and
software) is itself monitored by a separate,
independent microprocessor, the electronic
throttle monitor. Communication is maintained
between the two processors but if it is lost or if
faults are detected by the monitor (eg throttle
angle greater than demanded), the monitor
processor may call for a restricted operating mode
such as cruise cancellation or a forced idle
condition or engine shutdown.
Failure Modes
There are four failure modes:
¥ Loss of redundancy eg a failure of one sensor
output: this type of fault causes the AMBER
warning light to illuminate and FAIL SAFE
ENGINE MODE to be displayed on the
message centre (the engine remains fully
functional).
¥ Cruise inhibit.
J.303.1363
PCM
Electronic
Throttle
Monitor
Main
Processor
SystemTAC
Module
Motor
Electronic Throttle
TP Sensor
Command 1
Command 2
SCP
APP
Sensor
Motor Winding 1
Motor Winding 2
To the TP Sensor
APP1
APP2
APP3
5V
5V
5V
5V
5V
12V
12V
TP1
TP2
TP3
Inductive
Position
Encoder

V6 EngineAJ-V6/AJ28
29
D.303.1215
FUEL RAIL AND LOWER INTAKE MANIFOLD
Fuel Supply
D.303.1215
EFT Sensor
De-pressurisation
Valve
IP Sensor
Fuel System
Returnless Fuel System
The returnless fuel system is a one way system
which delivers fuel to the engine without the
requirement for fuel to be returned to the tank.
When a return line is used, the effects of fuel
pressurisation, de-pressurisation and engine heat
on the returning fuel causes extra vapour to be
generated in the tank. With increasing regulatory
controls on evaporative emissions, this is an
undesirable condition and elimination of a fuel
return line provides significant benefits.
The in-tank fuel pump supplies fuel and regulates
pressure to the injectors under control of the PCM
and the rear electronic module (REM) and a
pressure regulator is not therefore required on the
engine fuel rail. To provide feedback for closed
loop control, an injector pressure (IP) sensor on
the fuel rail detects the pressure differentialbetween the fuel and the intake manifold and the
engine fuel temperature (EFT) sensor monitors
fuel temperature. Analogue signals from both
sensors are sent to the PCM to indicate the
pressure of the fuel and to detect whether it has
reached the vapourisation point. In response to
the sensor inputs and driver or load demands, the
PCM requests the pump system to vary the fuel
flow; in particular, fuel pressure will always be
increased to avoid vapour formation and to
maintain flow through the injectors.
Fuel pump control is further described in the
ÔS-TYPE IntroductionÕ Technical Guide.
Fuel Rail and Lower Intake Manifold
The fuel injectors are seated in two lower intake
manifolds, made of a lightweight plastic
composite material, which are fitted between the
Fuel Rail
Lower Intake
Manifold

Ignition System
V6 Engine AJ-V6/AJ28
30cylinder heads and the upper intake manifold
assembly.
The injectors are of the top fed, split spray type
and are supplied from a common fuel rail
assembly which bolts to the lower manifold. The
integral fuel rail consists of an upper delivery pipe
and a lower pipe with six takeoff feeds for the
injectors. The IP sensor is bolted to a flange at the
junction of the two pipes and has an electrical
connection to the fuel rail harness and a vacuum
feed from the intake manifold. A steel cross-over
pipe provides the coupling to the vehicle
mounted fuel line and also carries the EFT sensor,
on a bracket, and the de-pressurisation valve. The
cross-over pipe is connected to the fuel rail via a
semi-rigid length of pipe.
All fuel injectors and sensors use a common
electrical harness with a single multi-way
connection to the main engine harness.
Six coil-on-plug ignition units fit directly on to the
spark plugs. The ignition units are driven by the
PCM and do not contain integral amplifiers.
D.303.1206D.303.1206
COIL-ON-PLUG UNITS

V6 EngineAJ-V6/AJ28
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J.303.1365
Engine Cooling
Cooling System
Engine cooling is via a conventional re-circulation
system between the engine assembly and front
mounted coolant to air radiator. Coolant flow is
from the front of the engine, dividing to pass
around each bank of cylinders towards the rear
and then flowing forward through the cylinder
heads. The coolant from the engine returns to the
top RH side of the radiator, by-pass circuit and
also provides the hot input feed to the cabin
V6 ENGINE COOLING SYSTEMheater system. The bottom hose feeds coolant
from the radiator via the thermostat to the
coolant pump and also provides the cooling
circuit for the oil. A differential pressure orifice in
the bottom hose causes a flow through the engine
mounted oil cooler.
A coolant reservoir system (or de-gas system) is
used which is similar to previous (pre 1998MY)
vehicles.
The reservoir bottle is mounted at the rear left
1. Radiator
2. Top hose
3. Bottom hose
4. Thermostat
5. Coolant Pump
6. Engine oil cooler7. Reservoir bottle
8. Electronic throttle
9. V6 engine
10. Heater control valve
11. Heater unit
12. Bleed valve
1
10
5
11
9
4
6
2
3
8
12
7
J.303.1365