2009 JAGUAR XF AJ133 5.0L Engine Manual

Technical Training
NP10-V8JLR: AJ133 5.0-Liter DFI V8 Engine 04/14/2009
3-7
Engine Management System

Overview

WARNINGS:
• Direct injection injectors require high booster voltages (65V); special care must be
taken to guarantee proper electrical isola-
tion of the cable harness and all connectors.
The ECM outputs for the injectors are pro-
tected in case of open and short circuit.
• Due to the high currents in the injectors, strong magnetic fields are created. An influ-
ence within a distance of up to 0.2m from
the wiring harness or control unit is to be
expected. Each vehicle type must therefore
be checked to ensure that this distance is
maintained. In particular, the interference-
free function of pacemakers cannot be
guaranteed.
CAUTIONS:
• DO NOT connect test probes connected to battery positive supply to any ground pins,
as this will DESTROY the ECM.
• Use care when probing connectors for wir- ing checks. The gold plating used on low
current signal connector terminals is easy
to damage by inserting a probe.
• Do not use probes that pierce wiring insula- tion since they damage/sever wiring, leav-
ing it vulnerable to corrosion.

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Technical Training
Engine Control Module

Engine Management System

ENGINE CONTROL MODULE
The ECM is supplied with battery voltage from a 5A fuse and an ignition supply from the ECM relays through\
a 15A
fuse, both located in the CJB. A regulator located within the ECM supplies a 5V current to internal compone\
nts such
as the microprocessor unit. Other components or functions requiring full\
battery voltage are controlled by external
relays or internal switching modules.
The microprocessor within the ECM receives signals from different components and control modules and uses a pro-
gram within the ECM software to interpret the signal information and issue signals which relate t\
o how the engine
components and functions should be controlled. The ECM communicates with other control modules via bidirectional
Controller Area Network (CAN) communication interfaces.
The ECM uses the following inputs and outputs:
Inputs
• Camshaft position (CMP) sensor
• Crankshaft position (CKP) sensor
• Fuel rail high-pressure sensor
• Mass air flow (MAF) sensors (2)
• Knock sensors (4)
• Engine coolant temperature (ECT) sensor
• Manifold absolute pressure (MAP) sensor
• Electronic throttle position sensor
• Accelerator pedal position (APP) sensor
• Cooling fan speed
• Upstream Universal Heated Exhaust Gas Oxygen (UHEGO) sensors (2)
• Brake switch
• Speed control cancel/suspend switch
• Intake air temperature (IAT) sensor (integrated into the MAF) (2)
• Ambient air temperature (AAT) sensor
• Engine oil level and temperature sensor
• Temperature and manifold absolute pressure (TMAP) sensor (SC only)
Outputs

• Throttle Actuator
• Coil-on-plug (COP) ignition coils (8)
• Upstream Universal Heated Exhaust Gas Oxygen (UHEGO) sensors (2)
• Downstream Heated Oxygen Sensors (HO2S) (2)
• Direct injection fuel injectors (8)
• Variable camshaft timing (VCT) solenoids (4)
• Camshaft profile switching (CPS) solenoids (2)
• Intake manifold tuning solenoid
• Carbon canister purge valve
• Fuel pump relay
• Starter relay
• A/C condenser fan relay
• ECM main relay viscous fan control
• Generator control
• Air flap solenoid (SC only)
• Pump control diagnostics
• Diagnostic Monitoring of Tank Leakage (DMTL)

Technical Training
NP10-V8JLR: AJ133 5.0-Liter DFI V8 Engine 04/14/2009
3-9
Engine Management System

Engine Control Module

The aluminum ECM case has two large black electrical
connectors with red lock-levers. The label indicates an
engineering number with the format **** – 12B864 – **.
The dimensions of the ECM are 155 x 170 x 40mm
(6 x 6.7 x 1.6 in.). Diagnostics
Diagnostic Trouble Codes (DTCs) are listed in the Diag-
nosis and Testing section of the GTR WSM. Codes are
listed in numerical order and each entry has:
• A notes column to detail any care points relating to the failure
• An indication column. 2-trip MIL means that the failure must be detected on two subsequent drive
cycles for the MIL to illuminate. Any other lamp
indicator will be recorded in this column. There may
also be a message displayed on the instrument cluster
while the failure is being detected that is not detailed
in this document.
• A description of any default action the module undertakes in response to the detection of the failure
• A list of possible causes of the failure
• Which pin (if any) on the control module is associ- ated with the failure
• The DTC description
• Test conditions. Operating the vehicle as described in this column should result in the running of the moni-
tor relating to the DTC.

NOTE:

The operating conditions described have been
specified to ensure successful monitor operation is possi-
ble in most cases; however, the monitor may operate out-
side of these conditions.

NOTE:

Not all DTCs may be logged by all vehicle types.
NP10V8093

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04/14/2009 NP10-V8JLR: AJ133 5.0-Liter DFI V8 Engine
Technical Training
Relays

Engine Management System

RELAYS
Main Relay
The main Engine Management System (EMS) relay is
not a main power input; it is used to initiate the power-up
and power-down routines within the ECM.
This input comes from the engine junction box (EJB).
When the ignition is turned on 12V is applied to the igni-
tion sense input. The ECM then starts its power-up rou-
tines and turns on the ECM main relay, the main power
to the ECM and its associated system components.
When the ignition is turned OFF, the ECM will maintain
its powered-up state for several seconds (or up to 20
minutes in extreme cases when cooling fans are
required) while it initiates its power-down routine and,
on completion, will turn off the ECM main relay.
The main relay is located in the EJB. The operation of
the main relay is controlled by the ECM, which provides
a ground path for the main relay coil, energizing the
relay and closing the relay contacts.
The main relay supplies battery voltage to the following
engine sensors and actuators:
• Throttle position (TP) sensor (through ECM)
• Fuel injectors
• Ignition coils
• Coil capacitor
• CPS solenoids
• All heated oxygen sensors
• Evaporative emission (EVAP) canister purge valve
• Diagnostic Monitoring of Tank Leakage (DMTL)
Failure Modes
• Relay drive open circuit
• Short circuit to battery voltage or ground
• Component failure
Failure Symptoms
• Engine will not start
Starter Relay
The starter motor relay is located in the EJB. Operation
of the starter motor relay is controlled by the ECM,
which provides a ground path for the relay coil, energiz-
ing the relay and closing the relay contacts. When the
relay contacts are closed, battery voltage is supplied,
through the starter motor relay, to the starter module
solenoid coil.
The starter solenoid is energized and connects the starter
motor with a direct battery feed to operate the starter
motor.
Once the engine has started, the ECM removes the
starter motor relay ground, opening the relay contacts
and terminating the battery feed to the starter solenoid,
which in turn stops the operation of the starter motor.
NOTE:
Diagnose using Jaguar Land Rover approved
diagnostic equipment.

Technical Training
NP10-V8JLR: AJ133 5.0-Liter DFI V8 Engine 04/14/2009
3-11
Engine Management System

Crankshaft Position Sensor

CRANKSHAFT POSITION SENSOR
The crankshaft position (CKP) sensor is located on the
forward side of the transmission torque converter hous-
ing, in line with the engine flexplate.
The sensor is secured with a single bolt into the flywheel
housing. A reluctor ring is fitted to the outer diameter of
the crankshaft flexplate; the sensor reacts to the gaps in
the reluctor ring to determine engine speed and position
information.
The CKP sensor is an inductive-type sensor which pro-
duces a sinusoidal output voltage signal. This voltage is
induced by the proximity of the moving reluctor ring
gaps, which excite the magnetic flux around the tip of
the sensor when each gap passes.
The output voltage increases in magnitude and fre-
quency with the engine speed and, consequently, with
the speed at which the reluctor ring gaps pass the sensor.
NOTE:
The output is also dependent on the air gap
between the sensor and the teeth (the larger the gap, the
weaker the signal, the lower the output voltage).
DIRECTION OF ROTATION
FLEXPLATE
RELUCTOR
VOLTAGE OUTPUT S IGNAL
NP10V8094

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Technical Training
Crankshaft Position Sensor

Engine Management System

The reluctor is manufactured to have a ‘tooth’ pattern
based on 60 – 2 pattern, where there are 58 teeth in total
at 6° intervals. The two teeth are removed to provide a
hardware reference mark, with a centerline that is 21°
BTDC on cylinder 1, RH bank. The signal voltage can be as low as 0.1V at low engine
speeds and up to 100V at high engine speeds. The ECM
does not react to the output voltage (unless the voltage is
extremely low or high); instead it measures the time
intervals between each pulse (signal frequency).
Safety Precautions CAUTIONS:
• Before installing the CKP sensor, check that no ferrous material has been attracted to
the device by its internal magnet.
• Ensure that the air gap is correct.
• Due to the location and orientation of the sensor, ensure that it is not damaged during
engine installation or by any debris that
may be picked up from the road. Failure Modes
• Sensor assembly loose
• Incorrect air gap – Nominal air gap 1.5mm (This is normally pre-set unless there is damage to the
mounting)
• Short/open circuit
• Mounting and integrity of the sensor
• Water/coolant ingress within connector
• Inability of the ECM to detect the software reference point
• Ferrous contamination of CKP sensor pin/reluctor
Failure Symptoms
• Engine will start picking up a signal from the CMP sensors (long crank time)
• Default 3000rpm (limp home mode)
REFERENCE EDGE
S
ENS OR OUTPUT
ECM INTERNAL
COMPARATOR OUTPUT 0V
MISSING TEETH
NP10V8095

Technical Training
NP10-V8JLR: AJ133 5.0-Liter DFI V8 Engine 04/14/2009
3-13
Engine Management System

Camshaft Position Sensor

CAMSHAFT POSITION SENSOR
The camshaft position (CMP) sensors are magneto-
resistive element (MRE) sensors, which have digital out-
put with zero speed recognition. They show a high signal
if the camshaft position target is directly in front of the
sensor, and low if the camshaft position target is not in
front of the sensor.
There are four common sensors, one per camshaft.
Failure Modes
• Sensor open circuit
• Short circuit to vehicle battery supply or ground
• Mechanical fitting and integrity of the sensor
• Camshaft wheel tolerances/camshaft end float excessive
• Camshaft and crankshaft misalignment/valve timing error
• Camshaft wheel magnetized/residual magnetism
• Speed signal correlation with crankshaft sensor input
• Incorrect air gap between camshaft and sensor
NOTE:
If both the CKP sensor and the CMP sensor fail,
the engine will stall or not start.
Failure Symptoms
• Ignition timing reverting to the base mapping, with no cylinder correction
• VCT is disabled
NP10V8096
NP10V8097
NP10V8098
43.40°43.40°43.40° 91.60°
91.60°
133.40°133.40°
91.60°
133.40°
91.60°
91.60°91.60°

Specification
Function

Pin 1 Supply
Pin 2 Ground
Pin 3 Signal
Operating voltage 4.5 to 7 V
Maximum supply current 22 mA

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Technical Training
Engine Coolant Temperature Sensor

Engine Management System

ENGINE COOLANT TEMPERATURE SENSOR
The engine coolant temperature (ECT) sensor is a nega-
tive temperature coefficient (NTC) thermistor, used to
monitor engine coolant temperature.
The ECT sensor is vital to the correct running of the
engine, as a richer mixture is required at lower block
temperatures for good quality starts and smooth running,
leaning off as the temperature rises to maintain emis-
sions and performance.
The sensor has a twist-lock design with a latch mecha-
nism, and is located at the rear of the engine in the water
crossover pipe, between the two heads.
Failure Modes
• Uses engine-off time and MAF for calculation
Failure Symptoms
• Poor cold and hot start
• Poor driveability
• Cooling fans on permanently
Sensor Resistance vs. Coolant Temperature
NOTE:
If the ECT sensor fails, the ECM uses a default
value. The electric fan control module is sent a default
coolant temperature value and switches the cooling
fan(s) on permanently.
The voltages shown represent the signal processed by
the ECM. When a defective coolant sensor is detected,
the coolant value defaults to 40°C (104°F) and remains
fixed until the ECM is powered down.
NP10V8099

Specification
Function
Supply voltage 5V ± 0.1V
Operating temperature range -30°C to 125°C
(-22°F – 257°F)
Pin 1 Sensor output signal
Pin 2 Sensor ground

Coolant Temperature
Approx. Resistance
-20°C (-4°F) 15.04 +0.90/-0.83 kOhms 20°C (68°F) 2.45 +0.10/-0.09 kOhms
80°C (176°F) 0.318 ±0.007 k Ohms
110°C (230°F) 0.1471 ±0.0018 k Ohms