2005 JAGUAR S TYPE engine

JAGUARS-TYPEFuel System
39
D.303.1242
compartment and a transfer module in the LH
compartment with external cross-over pipes for
fuel transfer between the compartments. Both
module assemblies have integral top plates for
external pipework and electrical connectors.
These are secured in the tank using screw on
plastic closure rings. The closure rings are
accessible from inside the vehicle via two access
holes in the floor panel below the rear seat. Due
to the confined working space and the possibilityof fuel spillage within the vehicle, it is advisable to
remove the tank completely before attempting to
remove the internal assemblies.
FUEL TANK
Grade Vent Valve
Fuel Pump
Connectors
Pressure
Relief Valve
Float Level
Vent Valve
Heat Shield
To Carbon
Canister
Vapour to EVAP Valve
Fuel to Engine
Fuel Transfer Pipes
Tank Retaining
Strap
LH Compartment
RH Compartment

JAGUARS-TYPEFuel System
40
J.310.046
Fuel Filter
Fuel Rail
Fuel Injectors
Fuel Injectors
Fuel Level
Senders
Jet PumpJet PumpFuel Pump
Fuel Reservoir
Parallel Pressure
Relief Valve
Pump and Sender
Electrical Connector
RH Compartment
LH Compartment
Fuel Flow
The variable speed fuel pump is contained in a
fuel reservoir in the RH module assembly. Fuel is
pumped from the reservoir through an external
cross-over pipe to the LH compartment where it
flows via a T junction to the parallel pressure
relief valve and then out to the engine fuel rail.
The reservoir is maintained by fuel supplied by jet
pumps in the LH and RH compartments.
Pressurised fuel from the variable speed pump is
forced through the small jet nozzles (diameter
0.5mm) creating a suction which draws fuel up
from the tank. From the LH tank, this fuel is
pumped through an external cross-over pipe and
then into the reservoir. In the RH tank, the jet
pump is located in the base of the reservoir.
The parallel pressure relief valve assembly
contains two spring loaded valves which operate
in opposite directions, a fuel rail feed valve whichopens at approximately 2 psi during normal
operation and a second valve which opens at
approximately 45-70 psi to relieve excessive rail
pressure.
The main functions of the valves are:
¥ To help engine starting by retaining fuel in the
supply lines and rail.
¥ To limit rail pressure due to temporary vapour
increase during hot soak conditions
(temperature and thus pressure drop after
approximately 20 minutes).
¥ To limit rail pressure caused by sudden load
changes such as a full to closed throttle
transition.
¥ To prevent siphoning from the tank in the
event of the fuel line being severed with the
pump inactive.
Each side of the tank has an independently
FUEL FLOW
Sender Electrical Connector

JAGUARS-TYPEFuel System
41
JOL.062
INERTIA SWITCH operating fuel level sender assembly mounted on
the respective module assembly.
Control and Operation
The speed of the fuel pump is varied under closed
loop control so as to deliver the required fuel rail
injection pressure in accordance with factors such
as driver demand, manifold pressure and
temperature changes. The control loop sensors,
providing feedback information to the powertrain
control module (PCM), are the engine fuel
temperature (EFT) sensor and the injection
pressure (IP) sensor which are both mounted
directly on the engine fuel rail (see
S-TYPE Powertrain Technical Guide). The IP sensor
also has a vacuum feed from the intake manifold
so as to measure the pressure differential.
The required fuel flow is determined by the PCM
and sent to the rear electronic control module
(RECM) which is the power driver for the fuel
pump. The PCM demand to the RECM is a pulse
width modulated (PWM) signal over a single line
at a frequency of approximately 256 Hz and a
duty cycle of 0-50%. The RECM effecively
amplifies this signal by increasing the frequency
by 64 and doubling the duty cycle, thus providing
the necessary high current drive for the fuel
pump. The fuel pump relay, located in the rear
power distribution box, is energised by the PCM
relay and provides a dedicated fused supply to the
RECM for the pump drive.
When the ignition switch is turned from OFF to
RUN or START, the PCM primes the system by
running the pump for 1 second at full speed. The
pump is switched off 1 second after the engine is
stopped. During hot starts, fuel pressure is
increased to prevent vapour lock.
Fuel pump drive status is monitored by the RECM
and communicated to the PCM via the SCP
network.
Outputs from the fuel senders are connected by
independent wires to the RECM which sends the
data to the instrument pack and the PCM.
Inertia Switch
The inertia switch is located behind the trim on
the left side of the vehicle, forward of the front
door post and below the fascia. A finger access
hole in the trim allows the switch to be reset.

JAGUARS-TYPEFuel System
42
Evaporative Emissions System
The function and operation of the on-board
refueling vapor recovery (ORVR) evaporative
emissions system are similar to the system fitted
to the XJ and XK Series vehicles in NAS markets
but use different components. For the S-TYPE the
system is fitted as standard for all markets.
Fuel Tank Components
To meet ORVR evaporative emission
requirements, the tank and associated
components are designed to minimise vapour
losses. During re-fuelling, the narrowed fuel filler
tube below the nozzle region provides a liquidseal against the escape of vapour and a check
valve in the tank inlet pipe opens to incoming fuel
only to prevent splashback. As the tank fills,
vapour escapes through the open float level vent
valve, at the top of the tank, and passes through
the adsorption canisters to atmosphere. When the
rising fuel level closes the float valve, the resulting
back pressure causes refuelling cut-off. While the
float valve is closed, any further rise in vapour
pressure is relieved by the grade vent valve which
connects to the canisters via the outlet of the float
valve. At less than full tank level, the float valve is
always open, providing an unrestricted vapour
outlet to the canisters.
If the tank is over filled (eg a fault in the delivery
system) an integral pressure relief valve in the float
valve assembly opens to provide a direct vent to
atmosphere.
The float level vent valve/pressure relief valve
assembly and the grade valve are welded to the
tank top and are non-serviceable. Note that both
valve assemblies incorporate roll-over protection.
The fuel filler cap uses a 1/8 turn action and is
tethered to the body. The filler cap assembly
incorporates both pressure relief and vacuum
relief valves (the latter is a new feature to Jaguar).
D.310.049
FUEL TANK CONNECTIONS
Fuel Tank
Pressure Valve
(NAS markets only)
Jet Pump Assembly
Connectors
Fuel Pump
Connectors
To Carbon
Canister
Vapour to EVAP Valve
Fuel to Engine
Fuel Transfer
Pipes

JAGUARS-TYPEFuel System
43
Carbon Canister Assembly
Three series connected carbon canisters are used
for vapour storage and are mounted on a plastic
bracket fixed to the underbody above the rear
axle. For Federal markets only, where there is a
requirement for leak test diagnostics, a canister
vent valve (CC valve) is also mounted on the
canister bracket and a fuel tank pressure (FTP)
sensor is fitted to the vapour pipe.
Evaporative Purge Valve
The EVAP valve is mounted on the rear lefthand
side of the engine bay. The valve is different to
XK/XJ Series types but is controlled in a similar
way by a PWM signal and manifold vacuum.
D.310.048
D.303.1279
EVAP VALVE CARBON CANISTER ASSEMBLY
Carbon Canisters
CCV Connector
Canister Close
Valve (CCV)
Mounting
Bracket
Solenoid Connector
Manifold
Control
Vacuum

JAGUARS-TYPEExhaust System
44
Introduction
D.309.080
The exhaust systems for the V6 and V8 engines
are similar, with minor tuning differences to allow
for the particular flow resistance requirements
and engine characteristics. The complete system is
constructed of 409 stainless steel and consists of
five main components, the two downpipe catalyst
assemblies, the resonator and pipework assembly
and the two mufflers. Brushed stainless steel end
pipes are fitted.
Downpipe Assembly
Different catalysts are fitted to the two engines:
¥ the V8 engine has two 44in
3bricks in each
downpipe assembly, each with 470 cells per
square inch
¥ the V6 engine has two 44in
3bricks in each
downpipe assembly, the front brick having
350 cells and the rear brick 470 cells per
square inch.Resonator Assembly
The resonator assembly is common to both
engines.
Rear Mufflers
The internal parts of the rear mufflers are different
between the two engines and are designed to
produce different quality sounds.
Support and Couplings
The downpipe catalyst assemblies mate to the
exhaust manifold via a two bolt self sealing flange.
The resonator assembly connects to the
downpipes and rear mufflers by Torca clamps.
The system is supported by two isolator rubbers
between the resonator boxes and the rear
subframe and two isolators at the tailpipe end of
the mufflers.
EXHAUST SYSTEM
D.309.080
Down Pipe Catalysts
Resonators
Mufflers

JAGUARS-TYPEChassis
47
Front Suspension
The independent front wheel suspension is a
double wishbone axle arrangement with
aluminium control arms. The two arms are of
different lengths, which minimises the changes in
track and camber. Inclination of the upper control
arm axis provides anti-dive front suspension
action. There are two front cross members,
known as Number 1 and Number 2.
Number 1, the forward cross member, is a steel
fabrication, non-isolated, which locates the lower
control arm front mounting, the anti-roll bar and
the cooling module.
The rear cross member, Number 2, is an
aluminium casting, non-isolated and it locates the
lower control arm rear mounting, the power
steering rack and the engine hydro-mounts.
WARNING: No attempt must be made to
weld or repair the aluminium cross
member. If it is damaged, a new one must
be installed.
Lower Control Arm
The lower control arm is an aluminium forging
and has locations for the damper and the anti-roll
bar drop link. It is mounted with one hydro-bush,
the front lower bush, and one rubber bush, both
serviceable. This is the first time that a hydraulic
bush has been fitted to a Jaguar wishbone. The
hydro-bush is tuned for refinement and helps to
J.204.402
reduce brake vibration.
Service adjustments for caster and camber can be
made to the lower control arm geometry with the
addition of cam bolts (not supplied with the
vehicle).
LOWER CONTROL ARM
J.204.402
Lower
Control Arm
Anti-roll BarAnti-roll Bar
Drop Link

JAGUARS-TYPEChassis
50
D.204.399
FRONT SPRING AND DAMPER
D.204.399
Wheel Alignment
Camber caster and toe are adjustable on the front
suspension only. Toe is the only adjustment on the
rear suspension. Camber and caster are adjusted
by means of eccentric cams on the lower control
arm mounting bolts. The front toe is adjusted by
use of the front tie rod. The rear toe is adjusted by
the use of toe link assemblies connecting the
knuckles to the rear sub-frame.
Anti-roll Bars
There are two types of front anti-roll bars, one for
all V6 and base V8 engined vehicles and one for
V8 sport. There are two types of rear anti-roll
bars, one for all V6 and base V8 engined vehicles
and one for V8 sport.
All anti-roll bars are similar to current saloon
except that the front bushes have moulded insert
for tuning.
Springs and Dampers
There are numerous variants to suit both
ÔstandardÕ and ÔsportÕ derivatives of the V6 and V8
engined vehicles. Both front and rear springs and
dampers are similar to current sports vehicles.
With a strut type assembly, integrated top mount
and two-position lower spring pan. The front and
rear co-axial strut and spring assemblies are
installed between the lower control arms and the
vehicle body.
Sports dampers are CATS only, as XK series.
The CATS suspension is similar to the system
introduced on the XK8. It is a two-stage adaptive
damping ride control. The control module is
located in the rear left-hand corner of the spare
wheel well. Three accelerometers are fitted. The
front vertical and lateral accelerometers are
mounted as an assembly to the vapour
management valve bracket. The lateral
D.204.401
the A-frame bush on current sports and saloon
vehicles. The bushes are not bonded in place but
require a special lubricant when assembling. Care
must be taken to ensure that the replacement
bushes are pushed fully home, the angular
orientation of the bushes is important and it is
essential to mark the position of the subframe
before removing from the vehicle or else driveline
alignment will be lost.
REAR SPRING AND DAMPER
D.204.401