2010 JAGUAR XFR Workshop Manual

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Page 1425 of 3039

JAGUAR XFR 2010 1.G Workshop Manual 6 Clutch B 7 Clutch E 8 Brake C 9 Brake D 10 Double planetary gearset 11 Park lock gear 12 Output shaft 13 Park lock pawl 14 Drain plug 15 Magnet 16 Pressure regulator 17 Mechatronic valve block 18 Fl

Page 1426 of 3039

JAGUAR XFR 2010 1.G Workshop Manual 9 Journal - Drive plate/crankshaft location 10 Torque converter cover 11 Lock-up clutch piston 12 Lock-up clutch plate The torque converter is the coupling element between the engine and the transmiss

9 Journal - Drive plate/crankshaft location 10 Torque converter cover 11 Lock-up clutch piston 12 Lock-up clutch plate The torque converter is the coupling element between the engine and the transmission and is located in the bell housing, on
the engine side of the transmission. The driven power from the engine crankshaft is transmitted hydraulically and mechanically
through the torque converter to the transmission. The torque converter is connected to the engine by a drive plate attached to
the rear of the crankshaft.

The torque converter comprises an impeller, a stator and a turbine. The torque converter is a sealed unit with all components
located between the converter housing cover and the impeller. The two components are welded together to form a sealed, fluid
filled housing. With the impeller welded to the converter housing cover, the impeller is therefore driven at engine crankshaft
speed.

The converter housing cover has four threaded bosses, which provide for attachment of the engine drive plate. The threaded
bosses also provide for location of special tools which are required to remove the torque converter from the bell housing.

Impeller

Fluid Flow

Item Description 1 Turbine 2 Stator 3 Impeller When the engine is running the rotating impeller acts as a centrifugal pump, picking up fluid at its center and discharging it at
high velocity through the blades on its outer rim. The design and shape of the blades and the curve of the impeller body cause
the fluid to rotate in a clockwise direction as it leaves the impeller. This rotation improves the efficiency of the fluid as it
contacts the outer row of blades on the turbine.

The centrifugal force of the fluid leaving the blades of the impeller is passed to the curved inner surface of the turbine via the
tip of the blades. The velocity and clockwise rotation of the fluid causes the turbine to rotate.

Turbine

The turbine is similar in design to the impeller with a continuous row of blades. Fluid from the impeller enters the turbine
through the tip of the blades and is directed around the curved body of the turbine to the root of the blades. The curved
surface redirects the fluid back in the opposite direction to which it entered the turbine, effectively increasing the turning force
applied to the turbine from the impeller. This principle is known as torque multiplication.

When engine speed increases, turbine speed also increases. The fluid leaving the inner row of the turbine blades is rotated in
a counter-clockwise direction due to the curve of the turbine and the shape of the blades. The fluid is now flowing in the
opposite direction to the engine rotation and therefore the impeller. If the fluid was allowed to hit the impeller in this
condition, it would have the effect of applying a brake to the impeller, eliminating the torque multiplication effect. To prevent
this, the stator is located between the impeller and the turbine.

Page 1427 of 3039

JAGUAR XFR 2010 1.G Workshop Manual 1 Blades 2 Stator held – fluid flow redirected 3 Stator rotates freely 4 Roller 5 Converter at coupling speed 6 Fluid flow from turbine 7 Converter multiplying 8 Fluid flow from impeller 9 Drive fro

Page 1428 of 3039

JAGUAR XFR 2010 1.G Workshop Manual 1 Sprags 2 Inner race 3 Outer race 4 Sprag and cage assembly 5 Sprag outer race 6 Sprag inner race 7 Retaining ring The free wheel clutch can perform three functions; hold the stator stationary, drive

1 Sprags 2 Inner race 3 Outer race 4 Sprag and cage assembly 5 Sprag outer race 6 Sprag inner race 7 Retaining ring The free wheel clutch can perform three functions; hold the stator stationary, drive the stator and free wheel allowing the
stator to rotate without a drive output. The free wheel clutch used in the ZF 6HP28 transmission is of the sprag type and
comprises an inner and outer race and a sprag and cage assembly. The inner and outer races are pressed into their related
components with which they rotate. The sprag and cage assembly is located between the inner and outer races.

The sprags are located in a cage which is a spring which holds the sprags in the 'wedge' direction and maintains them in
contact with the inner and outer races.

Referring to the illustration, the sprags are designed so that the dimension 'B' is larger than the distance between the inner
and outer race bearing surfaces. When the outer race rotates in a clockwise direction, the sprags twist and the edges across
the dimension 'B' wedge between the races, providing a positive drive through each sprag to the inner race. The dimension 'A'
is smaller than the distance between the inner and outer race bearing surfaces. When the outer race rotates in an
anti-clockwise direction, the dimension 'A' is too small to allow the sprags to wedge between the races, allowing the outer
race to rotate freely.

On the illustration shown, when the outer race is rotated in a clockwise direction, the sprags twist and are 'wedged' between
the inner and outer races. The sprags then transfer the rotation of the outer race to the inner race, which rotates at the same
speed.

Lock-Up Clutch Mechanism

The TCC (torque converter clutch) is hydraulically controlled by an EPRS, which is controlled by the TCM. This allows the torque converter to have three states of operation as follows:
• Fully engaged
• Controlled slip variable engagement
• Fully disengaged.

The TCC is controlled by two hydraulic spool valves located in the valve block. These valves are actuated by pilot pressure supplied via a solenoid valve which is also located in the valve block. The solenoid valve is operated by PWM (pulse width One Way Free Wheel Clutch – Typical

Page 1429 of 3039

JAGUAR XFR 2010 1.G Workshop Manual

Item Description A Unlocked condition B Locked condition 1 Clutch plate 2 Clutch piston 3 Torque converter body 4 Turbine 5 Impeller 6 Stator 7 Piston chamber 8 Turbine chamber The lock-up clutc

Item Description A Unlocked condition B Locked condition 1 Clutch plate 2 Clutch piston 3 Torque converter body 4 Turbine 5 Impeller 6 Stator 7 Piston chamber 8 Turbine chamber The lock-up clutch is a hydro-mechanical device which eliminates torque converter slip, improving fuel consumption. The
engagement and disengagement is controlled by the TCM to allow a certain amount of controlled 'slip'. This allows a small difference in the rotational speeds of the impeller and the turbine which results in improved shift quality. The lock-up clutch
comprises a piston and a clutch friction plate.

In the unlocked condition, the oil pressure supplied to the piston chamber and the turbine chamber is equal. Pressurized fluid
flows through a drilling in the turbine shaft and through the piston chamber to the turbine chamber. In this condition the clutch
plate is held away from the torque converter body and torque converter slip is permitted.

In the locked condition, the TCC spool valves are actuated by the EPRS. The fluid flow in the unlocked condition is reversed and the piston chamber is vented. Pressurized fluid is directed into the turbine chamber and is applied to the clutch piston.
The piston moves with the pressure and pushes the clutch plate against the torque converter body. As the pressure increases,
the friction between the clutch plate and the body increases, finally resulting in full lock-up of the clutch plate with the body.
In this condition there is direct mechanical drive from the engine crankshaft to the transmission planetary gear train.

FLUID PUMP

The fluid pump is an integral part of the transmission. The fluid pump is used to supply hydraulic pressure for the operation of
the control valves and clutches, to pass the fluid through the transmission cooler and to lubricate the gears and shafts.
The ZF 6HP28 fluid pump is a crescent type pump and is located between the intermediate plate and the torque converter. The
pump has a delivery rate of 16 cm3
per revolution.

Page 1430 of 3039

JAGUAR XFR 2010 1.G Workshop Manual 1 Securing ring 2 Shaft oil seal 3 O-ring seal 4 Pump housing 5 Ring gear 6 Crescent spacer 7 Roller bearing 8 Impeller 9 Centering pin 10 Spring washer 11 Outlet port (high pressure) 12 Inlet port (l

Page 1431 of 3039

JAGUAR XFR 2010 1.G Workshop Manual transmission functions. The Mechatronic valve block comprises the following components:
TCM

Pressure regulator solenoids
Shift control solenoid
Damper
Hydraulic spool valves
Selector valve
T

transmission functions. The Mechatronic valve block comprises the following components:
TCM

Pressure regulator solenoids
Shift control solenoid
Damper
Hydraulic spool valves
Selector valve
Temperature sensor
Turbine speed sensor
Output shaft speed sensor.
Sensors

Speed Sensors

The turbine speed sensor and the output shaft speed sensor are Hall effect type sensors located in the Mechatronic valve block
and are not serviceable items. The TCM monitors the signals from each sensor to determine the input (turbine) speed and the output shaft speed.

The turbine speed is monitored by the TCM to calculate the slip of the torque converter clutch and internal clutch slip. This signal allows the TCM to accurately control the slip timing during shifts and adjust clutch application or release pressure for overlap shift control.

The output shaft speed is monitored by the TCM and compared to engine speed signals received on the CAN bus from the ECM. Using a comparison of the two signals the TCM calculates the transmission slip ratio for plausibility and maintains adaptive pressure control.
Temperature Sensor

The temperature sensor is also located in the Mechatronic valve block. The TCM uses the temperature sensor signals to determine the temperature of the transmission fluid. These signals are used by the TCM to control the transmission operation to promote faster warm-up in cold conditions or to assist with fluid cooling by controlling the transmission operation when high
fluid temperatures are experienced. If the sensor fails, the TCM will use a default value and a fault code will be stored in the TCM.
Damper

There is one damper located in the valve housing. The damper is used to regulate and dampen the regulated pressure supplied
via EPRS. The damper is load dependent through modulation of the damper against return spring pressure.

The damper comprises a piston, a housing bore and a spring. The piston is subject to the pressure applied by the spring. The
bore has a connecting port to the function to which it applies. Fluid pressure applied to the applicable component (i.e. a
clutch) is also subjected to the full area of the piston, which moves against the opposing force applied by the spring. The
movement of the piston creates an action similar to a shock absorber, momentarily delaying the build up of pressure in the
circuit. This results in a more gradual application of clutches improving shift quality.

Spool Valves

The valve block spool valves control various functions of the transmission. The spool valves are of conventional design and are
operated by fluid pressure.

Each spool valve is located in its spool bore and held in a default (unpressurized) position by a spring. The spool bore has a
number of ports which allow fluid to flow to other valves and clutches to enable transmission operation. Each spool has a
piston which is waisted to allow fluid to be diverted into the applicable ports when the valve is operated.

When fluid pressure moves a spool, one or more ports in the spool bore are covered or uncovered. Fluid is prevented from
flowing or is allowed to flow around the applicable waisted area of the spool and into another uncovered port. The fluid is
either passed through galleries to actuate another spool, operate a clutch or is returned to the fluid pan.

Page 1432 of 3039

JAGUAR XFR 2010 1.G Workshop Manual DRIVE CLUTCHES

Item Description 1 Input shaft 2 Main pressure supply port 3 Piston 4 Cylinder – external plate carrier 5 Clutch plate assembly 6 Baffle plate 7 Diaphragm spring 8 Output shaft

DRIVE CLUTCHES

Item Description 1 Input shaft 2 Main pressure supply port 3 Piston 4 Cylinder – external plate carrier 5 Clutch plate assembly 6 Baffle plate 7 Diaphragm spring 8 Output shaft 9 Bearing 10 Dynamic pressure equalization chamber 11 Piston chamber 12 Lubrication channel There are three drive clutches and two brake clutches used in the ZF 6HP28 transmission. Each clutch comprises one or more
friction plates dependent on the output controlled. A typical clutch consists of a number of steel outer plates and inner plates
with friction material bonded to each face.

On 5.0L SC (supercharger) and 3.0L diesel models, the uprated transmission includes additional clutch plates to enable the
transmission to manage the additional power output from these engines.

The clutch plates are held apart mechanically by a diaphragm spring and hydraulically by dynamic pressure. The pressure is
derived from a lubrication channel which supplies fluid to the bearings etc. The fluid is passed via a drilling in the output shaft
into the chamber between the baffle plate and the piston. To prevent inadvertent clutch application due to pressure build up
produced by centrifugal force, the fluid in the dynamic pressure equalization chamber overcomes any pressure in the piston
chamber and holds the piston off the clutch plate assembly.

When clutch application is required, main pressure from the fluid pump is applied to the piston chamber from the supply port.
This main pressure overcomes the low pressure fluid present in the dynamic pressure equalization chamber. The piston moves,
against the pressure applied by the diaphragm spring, and compresses the clutch plate assembly. When the main pressure
falls, the diaphragm spring pushes the piston away from the clutch plate assembly, disengaging the clutch.

PLANETARY GEAR TRAINS

The planetary gear trains used on the ZF 6HP28 transmission comprise a single web planetary gear train and a double web
planetary gear train. These gear trains are known as Lepelletier type gear trains and together produce the six forward gears
and the one reverse gear.

Single Web Planetary Gear Train
The single web planetary gear train comprises:
Sunwheel
Three (naturally aspirated versions) or four (5.0L SC and 3.0L diesel versions) planetary gears Planetary gear carrier (spider)
Ring gear or annulus. Multiplate Drive or Brake Clutch – Typical www.JagDocs.com

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