2010 JAGUAR XFR ABS

1 Return fluid control groove 2 Radial groove 3 Feed fluid control groove 4 Radial groove 5 Axial groove 6 Feed fluid control edge 7 Feed fluid radial groove 8 Return fluid control edge 9 Return fluid chamber 10 Cut-off valve 11 Radial groove 12 Servotronic transducer valve 13 Feed fluid radial groove 14 Radial groove 15 Orifice 16 Balls 17 Compression spring 18 Torsion bar 19 Power steering fluid reservoir 20 Valve rotor 21 Reaction piston 22 Reaction chamber 23 Centering piece 24 Pressure relief/flow limiting valve 25 Power steering pump 26 Inner tie-rod 27 Pinion 28 Valve sleeve 29 Steering gear rack 30 Steering gear housing 31 Power assist cylinder - right 32 Piston 33 Power assist cylinder - left When the steering wheel is turned to the right, the steering rack and piston moves to the left in the piston bore. The valve
rotor is rotated to the right (clockwise) and pressurized fluid is directed over the further opened feed fluid control edges and to
the associated axial grooves, the radial groove and via an external pipe to the left power assist cylinder chamber. The pressure
applied to the piston from the left power assist cylinder chamber provides the hydraulic assistance.

An adaptable pressure build-up is achieved by the partially or fully closed feed fluid control edges restricting or preventing a
connection between the fluid pressure inlet and the other axial grooves connected to the radial groove.

Simultaneously, the fluid pressure outlet to the pressurized axial grooves are restricted or partially restricted by the closing
return fluid control edges. The fluid displaced by the piston from the right power assist cylinder chamber, flows through an
external pipe to the radial grooves. From there the fluid passes to the associated axial grooves and on to the return fluid
control grooves, via the further opened return fluid control edges.

The return flow of fluid to the reservoir passes via interconnecting bores which lead to the return fluid chamber. When the
steering wheel is turned to the left the operating sequence is as above but the pressure is applied to the opposite side of the
piston.

Servotronic Operation

The Servotronic software contains a number of steering maps which are selected via the car configuration file depending on the
vehicle mode and tire fitment.

If a failure of the Servotronic valve or software occurs, the system will suspend Servotronic assistance and only normal power
steering wheel be available. Fault codes relating to the fault are stored, but no warning lamps are illuminated and the driver
may be aware of the steering being 'heavier' than usual.

When the vehicle is manoeuvred into and out of a parking space (or other similar manoeuvre), the Servotronic software uses
road speed data from the ABS module to determine the vehicle speed, which in this case will be slow or stationary. The
Servotronic software analyses the signals and outputs an appropriate control current to the Servotronic transducer valve. The
Servotronic valve closes and prevents fluid flowing from the feed fluid radial groove to the reaction chamber. An orifice also

18 Pinion 19 Steering gear rack bar 20 Valve sleeve The valve unit is an integral part of the steering gear. The principle function of the valve unit is to provide power assistance
(i.e. when parking) to optimize the effort required to turn the steering wheel.

The pinion housing of the valve is an integral part of the main steering gear casting. The pinion housing has four machined
ports which provide connections for pressure feed from the power steering pump, return fluid to the reservoir and pressure
feeds to each side of the cylinder piston.

The valve unit comprises an outer sleeve, an input shaft, a torsion bar and a pinion shaft. The valve unit is co-axial with the
pinion shaft which is connected to the steering column via the input shaft. The valve unit components are located in the
steering gear pinion housing which is sealed with a cap.

The outer sleeve is located in the main bore of the pinion housing. Three annular grooves are machined on its outer diameter.
PTFE (polytetrafluoroethylene) rings are located between the grooves and seal against the bore of the pinion housing. Holes
are drilled radially in each annular groove through the wall of the sleeve. The bore of the outer sleeve is machined to accept
the input shaft. Six equally spaced slots are machined in the bore of the sleeve. The ends of the slots are closed and do not
continue to the end of the outer sleeve. The radial holes in the outer sleeve are drilled into each slot.

The input shaft has two machined flats at its outer end which allow for the attachment of the steering column intermediate
shaft yoke. The flats ensure that the intermediate shaft is fitted in the correct position. The inner end of the input shaft forms
a dog-tooth which mates with a slot in the pinion shaft. The fit of the dog-tooth in the slot allows a small amount of relative
rotation between the input shaft and the pinion shaft before the dog-tooth contacts the wall of the slot. This ensures that, if
the power assistance fails, the steering can be operated manually without over stressing the torsion bar. The central portion of
the input shaft has equally spaced longitudinal slots machined in its circumference. The slots are arranged alternately around
the input shaft.

The torsion bar is fitted inside the input shaft and is an interference fit in the pinion shaft. The torsion bar is connected to the
input shaft by a drive pin. The torsion bar is machined to a smaller diameter in its central section. The smaller diameter allows
the torsion bar to twist in response to torque applied from the steering wheel in relation to the grip of the tyres on the road
surface.

The pinion shaft has machined teeth on its central diameter which mate with teeth on the steering gear rack. A slot, machined
in the upper end of the pinion shaft mates with the dog-tooth on the input shaft. The pinion shaft locates in the pinion
housing and rotates on ball and roller bearings.

Servotronic Valve

The Servotronic transducer valve is located in a port in the side of the steering gear valve housing. The valve is sealed in the
housing with an O-ring seal and is secured with two long screws into threaded holes in the housing. The Servotronic valve is a
transducer controlled valve which responds to control signals supplied from Servotronic software in the instrument cluster.

The Servotronic valve determines the hydraulic reaction at the steering gear rotary valve and controls the input torque required
to turn the steering wheel. The Servotronic system allows the steering to be turned with the optimum effort when the vehicle
is stationary or manoeuvred at slow speed. The hydraulic reaction changes proportional to the vehicle speed, with the required
steering effort increasing as the vehicle moves faster. At high speeds, the Servotronic system provides the driver with a good
feedback through the steering providing precise steering and improved stability.

The instrument cluster receives road speed signals from the ABS module and calculates the correct controlling signal for the Servotronic valve. The Servotronic software within the instrument cluster has a diagnostic capability which allows a Jaguar
approved diagnostic system to check the tune of the steering and retrieve fault codes relating to the Servotronic valve. Two
fault codes are stored relating to the valve for positive connection short to ground or battery and negative connection short to
ground or battery.

The Servotronic software within the instrument cluster also contains a number of steering maps which are selected via the car
configuration file depending on the vehicle model and tire fitment.

If a failure of the Servotronic valve or software occurs, the system will suspend Servotronic assistance and only a default level
of assistance will be available. Fault codes relating to the fault are stored in the instrument cluster. No warning lamps are
illuminated and the driver may be aware of the steering being 'heavier' than usual.
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6. CAUTION: Make sure on installation the component is
correctly located.






















7. WARNING: Fluid loss is unavoidable, use absorbent
cloth or a container to collect the fluid.


CAUTION: Always plug any open connections to
prevent contamination.
NOTES:


Note the fitted position.


Discard the sealing washers.

Torque: 28 Nm
8. Raise the vehicle.


9. WARNING: Fluid loss is unavoidable, use absorbent
cloth or a container to collect the fluid.


CAUTION: Always plug any open connections to
prevent contamination.
NOTES:


RHD shown, LHD is similar.


Discard the retaining bolt.


Discard the o-ring seals.
Torque: 20 Nm www.JagDocs.com

16 Ball (12 off) 17 Distance keeper 18 Crash tube The column comprises a cast magnesium mounting bracket which provides the attachment to the cross-beam. Attached to the
mounting bracket is a rake lever which is attached to the mounting bracket at the lower end with two pivot bearings. The
bearings allow the rake lever to rotate upwards or downward to adjust the column rake.

The rake lever also provides for the attachment of the rake housing which can slide within the lever to provide the reach
adjustment. Within the rake housing is the axial housing which is supported on each side with 6 ball bearings which allow the
rake housing to move forward or backwards. The bearings on each side are arranged in groups of 3 bearings and are separated
by a distance keeper which allows the housing to supported on bearings along its length. Within the axial housing is a tube
which is supported at the upper end of the column on the upper bearing. The tube has a central splined hole which provides for
the fitment of the splined shaft. The splined shaft can slide within the tube on the splines when the column reach is adjusted
or the column collapses in a crash condition. The splined shaft also passes rotary motion from the steering wheel through the
length of the column to the outer clamping yoke which is supported on the lower bearing.

The electric steering column lock is attached to the top of the rake lever. A lock bolt within the steering column lock engages in
one of 8 slots in the locking sleeve located at the lower end of the column preventing rotation of the steering wheel. The
locking sleeve is retained by a tolerance ring which in turn is located on the outer diameter of the tube yoke. The tolerance
ring allows a specified amount of torque to be applied to the splined shaft before it slips, preventing damage to the column
lock due to excessive force being applied to the steering wheel when the lock is engaged. The tolerance ring is designed to
slip on the splined shaft when the applied torque exceeds the fitted slip load of 200 Nm minimum. Repeated rotation of the
lock collar will reduce its slipping torque to 100 Nm minimum. The lock is controlled by the CJB.
A steering angle sensor is located at the upper end of the steering column and is attached to the crash adaptor. The sensor
measures steering rotation via a toothed wheel located on the splined tube at the upper end of the column. The sensor
receives a power supply from the CJB and supplies 2 signals (A and B) relating to the steering rotation to the ABS (anti-lock brake system) module. The module transmits this data on the high speed CAN bus for use by other vehicle systems. Refer to: Anti-Lock Control - Stability Assist (206-09 Anti-Lock Control - Stability Assist, Description and Operation).
The steering column is adjustable electrically, for reach and rake. The adjustment mechanism comprises an electric adjustment
motor, a lead screw, a rake solenoid, a reach solenoid, a reach clutch and a rake clutch. The column adjustment is controlled
manually using a joystick switch located on the LH (left-hand) side of the column lower cowl. The joystick can be moved
forward and backward to adjust the column reach in and out and moved up and down to adjust the rake. The switch selection
energizes the adjustment motor in the applicable direction and also engages the applicable solenoid and clutch.

When the joystick switch is rotated to the 'auto' position, the steering column will adjust to the uppermost rake position when
the ignition is switched off. It will re-adjust to the position corresponding to the memory position for the remote handset when
the ignition is switched on.

The memory function of the electric column is linked to and controlled by the driver's seat module. The module provides for the
storage of three separate memory positions which are stored against 3 individual remote handsets.
Refer to: Seats (501-10 Seating, Description and Operation).
The steering wheel locates on a splined shaft in the upper column assembly and is secured with a bolt. The steering wheel
houses the driver's airbag and switches for the audio system, gear change and speed control. A clockspring is used to connect
the steering wheel electrical components to the vehicle harness.

Two plastic shrouds are fitted to the upper column assembly. The lower shroud is fitted with an energy absorbing foam pad to
minimize leg injury in the event of an accident.
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Item Specification Camshaft journal maximum run out limit (mm) Camshaft journals to end journals 0.03 Camshaft journals to adjacent journals 0.015 Camshaft journal maximum out of round (mm) - all journals 0.005 Torque Specification

NOTE: A = Refer to procedure for correct torque sequence.

Description Nm lb-ft lb-in Engine cover mounting bolts 10 7 - Accessory drive belt tensioner retaining bolt 40 30 - Supercharger belt idler/tensioner bracket retaining bolts 25 18 - Secondary drive belt idler retaining bolts 40 30 - Power steering pump pulley retaining bolts 25 18 - Power steering pump retaining bolts 25 18 - Power steering pump bracket to engine retaining bolts 25 18 - Generator retaining bolts 48 35 - Starter motor retaining bolts 48 35 - Air conditioning compressor retaining bolts 25 18 - Engine mounting to engine mounting bracket retaining nuts 48 35 - Engine mounting to subframe retaining nuts 63 46 - Engine mounting bracket to engine retaining bolts 48 35 - Crankshaft damper pulley retaining LH threaded bolt 200 + 270° 148 + 180° - Flexplate retaining bolts 45 + 90° 33 + 90° - Exhaust manifold heat shield retaining bolts A - - Exhaust manifold retaining bolts A - - Engine wiring harness bracket retaining bolts 10 7 - Coolant outlet pipe 10 7 - Intercooler retaining bolts 25 18 - Intake manifold retaining bolts 25 18 - Oil Cooler retaining bolts 13 10 - Knock sensor (KS) retaining bolt 20 14 - Ignition coil retaining bolts 8 - 71 Spark plugs 20 15 - Fuel rail retaining bolts A - - High pressure fuel pipe retaining bolts A - - High pressure fuel pump retaining bolts 12 9 - Oil filter housing assembly retaining bolts 12 9 - Oil filter cap 28 21 - Lifting eye bolts 25 + 90° 18 + 90° - Manifold absolute pressure and temperature (MAPT) sensor sensor retaining bolts 5 - 44 Coolant pump retaining bolts 12 9 - Variable valve timing (VVT) oil control solenoid retaining bolts 10 7 - Camshaft position (CMP) sensor retaining bolts 10 7 - Camshaft cover retaining bolts 13 10 - Front upper timing cover retaining bolts 12 9 - Front lower timing cover retaining bolts A - - Engine rear cover retaining bolts A - - VVT to camshaft retaining bolts 32 24 - Camshaft bearing caps retaining bolts 11 8 - Primary timing chain fixed guide retaining bolts 12 9 - Primary timing chain tensioner retaining bolts 12 9 - Primary timing chain tensioner guide blade retaining bolts 25 18 - Auxiliary chain tensioner guide retaining bolts 21 15 - Auxiliary chain fixed guide retaining bolt 12 9 - Oil pump sprocket retaining bolt 21 15 - Cylinder head retaining bolts A - - Engine oil level (EOL) sensor retaining bolt 12 9 - Oil pan to oil sump body retaining bolts 12 9 - Oil sump body to engine retaining bolts 25 18 - Oil pan drain plug 23 17 - Oil transfer tube to Oil pan body retaining bolts 11 8 - Oil pump to engine block retaining bolts 25 18 - Pick-up pipe to oil pump retaining bolts 12 9 - Windage tray retaining bolts 25 18 - Piston cooling jet retaining bolts 12 9 - Engine block coolant draining plug 50 37 - Connecting Rod bolts Stage 1 10 7 - Stage 2 50 37 -

11.

12.

13.
14.


















Torque: 40 Nm




































WARNING: Fluid loss is unavoidable, use absorbent
cloth or a container to collect the fluid.


CAUTION: Engine coolant will damage the paint
finished surfaces. If spilt, immediately remove the coolant
and clean the area with water.
Torque: 11 Nm

1 PRV (pressure relief valve) 2 To HP fuel lines 3 Check valve 4 Plunger 5 From LP fuel lines 6 Damper chamber 7 Fuel metering valve In addition to the plunger, each HP fuel pump contains:

A damper chamber.
A fuel metering valve.
A check valve.
A PRV.

The damper absorbs pressure pulses from the plunger when the fuel metering valve is open at the start of the delivery stroke.

The fuel metering valve regulates the output pressure from the HP fuel pump. The fuel metering valve is a normally open
solenoid valve controlled by the ECM. During the inlet stroke of the plunger the fuel metering valve is de-energized, which allows LP fuel into the pumping chamber. The ECM energizes the fuel metering valve closed during the delivery stroke of the plunger, which forces the fuel in the pumping chamber through the check valve into the HP lines. By changing the closing point
of the fuel metering valve, the ECM can determine the volume of fuel output during the delivery stroke, and thus the pressure in the HP side of the system.
The check valve prevents the return of HP fuel to the pumping chamber during the inlet stroke of the plunger.

The PRV protects the HP side of the system from excessive pressure if there is a failure of the fuel metering valve. If the pump
delivery pressure increases to 195 - 204 bar (2828 - 2959 lbf/in2
), the PRV opens and returns fuel to the inlet side of the
plunger.

Installation
10.
















11.

























12.


















Torque: 10 Nm
























CAUTIONS:


Take extra care when removing the throttle body,
failure to follow this instruction may result in damage to
the manifold absolute pressure and temperature (MAPT)
sensor.


Do not attempt to clean the throttle body bore, build
up of deposits reduces air leakage past the throttle plate at
the fully closed position.
Remove and discard the gasket.

1. To install, reverse the removal procedure.