2010 JAGUAR XFR coolant

4. Connect the front shock absorber electrical connector.













All vehicles

5. Secure the fuse box.
6. Secure the coolant expansion tank.
Tighten to 10 Nm.



















7. Raise the vehicle.

Brake booster retaining nuts - all vehicles 25 18 - Exhaust gas recirculation valve coolant pipe - vehicles with 3.0L Diesel 9 - 80 Brake vacuum pump nut - vehicles with 3.0L Diesel 23 17 - Brake vacuum pump threaded stud - vehicles with 3.0L Diesel 13 10 - Brake vacuum pump bolts - vehicles with 3.0L Diesel 23 17 - Brake vacuum pump bolts - vehicles with 5.0L 12 9 -

Engine System - General Information - Engine 5.0L
Diagnosis and Testing

Special Tool(s)


Oil pressure testing adaptor, 303-1451

Oil pressure testing gauge, 303-871 Principle of Operation Published: 11-May-2011

For a detailed description of the 5.0L engine, refer to the relevant Description and Operation sections in the workshop manual.
REFER to:

Engine (303-01C Engine - V8 5.0L Petrol, Description and Operation), Engine (303-01C Engine - V8 5.0L Petrol, Description and Operation), Engine (303-01C Engine - V8 5.0L Petrol, Description and Operation), Engine (303-01D Engine - V8 S/C 5.0L Petrol, Description and Operation), Engine (303-01D Engine - V8 S/C 5.0L Petrol, Description and Operation), Engine (303-01D Engine - V8 S/C 5.0L Petrol, Description and Operation).
Inspection and Verification

1. Verify the customer concern.
2. Visually inspect for obvious signs of damage and system integrity.
Visual Inspection
Mechanical Electrical Coolant leaks
Oil leaks
Leaks in the fuel system
Visibly damaged or worn parts
Loose or missing fixings Fuses
Loose or corroded electrical connectors
Harnesses
Sensors
3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to
the next step.

4. If the concern is not visually evident, verify the symptom and refer to the Symptom Chart, alternatively check for
Diagnostic Trouble Codes (DTCs) and refer to the relevant DTC Index.
Symptom Chart

NOTES:


If an engine is suspect, and the vehicle remains under the Manufacturers warranty refer to the Warranty Policy and
Procedure manual (section B1.2), or determine if any prior approval programme is in operation, prior to the installation of a
new engine.


Due to the possibility of loose carbon, that has become trapped between the valve face and seat, effecting the pressure
readings, when carrying out a compression test and some cylinders are found to have low pressures, install the spark plugs,
road test the vehicle and re-test the suspect cylinders. If the correct pressures are restored, no further action is required. www.JagDocs.com

Component Tests
Engine Oil Leaks


NOTE: Before installing new gaskets or oil seals, make sure that the fault is clearly established.

If the oil leak cannot be identified clearly by a visual inspection, carry out an Ultraviolet test:

Fluorescent Oil Additive Method

1. Clean the engine with a suitable cleaning fluid (brake cleaner).

2. Drain the engine oil and refill with recommended oil, premixed with Diesel Engine Oil Dye or equivalent. Use a minimum
14.8 ml (0.5 ounce) to a maximum 29.6 ml (1 ounce) of fluorescent additive to all engines. If oil is not premixed,
fluorescent additive must first be added to the crankcase.

3. Run engine for 15 minutes. Stop the engine and inspect all seal and gasket areas for leaks using a 12 Volt Master UV
Diagnostic Inspection Kit or equivalent. A clear bright yellow or orange area will identify leak. For extremely small
leaks, several hours may be required for the leak to appear.

4. As necessary, pressurize the main oil gallery system to locate leaks due to incorrectly sealed, loose or cocked plugs. If
the flywheel bolts leak oil, look for sealer on the threads.
5. Repair all leaks as necessary.

Compression Test General Remarks
NOTES:

Removing fuses and disconnecting electrical components may cause the Engine Control Module (ECM) to log Diagnostic
Trouble Codes (DTCs). After the measurements have been carried out, DTCs should be cleared from memory by connecting to
the Manufacturer Approved Diagnostic System.


Only check the compression pressure with the valves set to the prescribed clearance (if this can be adjusted).
The compression pressure should be checked with the engine at normal operating temperature.

Check the Compression Pressure


WARNING: Move gear selector lever to 'P' position. Failure to follow this instruction may result in personal injury.
1. Remove the fuel pump relay.

2. Start the engine - the engine will start, run for a few seconds then stall.

3. Remove the spark plugs.
4. Install the compression tester.

5. Install an auxiliary starter switch in the starting circuit. With the ignition switch OFF, using the auxiliary starter switch,
crank the engine a minimum of five compression strokes and record the highest reading. Note the approximate number
of compression strokes required to obtain the highest reading.
6. Repeat the test on each cylinder, cranking the engine approximately the same number of compression strokes.
7. Install the removed components in reverse order, observing the specified tightening torques.

8. Clear all DTCs from the ECM.
Interpretation of the Results


NOTE: Due to the possibility of loose carbon that has become trapped between the valve face and seat effecting the
pressure readings, when carrying out a compression test and cylinders are found to have low pressures, install the spark plugs,
road test the vehicle and re-test the suspect cylinders. If the correct pressures are restored, no further action is required.

The indicated compression pressures are considered within specification if the lowest reading cylinder is within 75% of the
highest reading.

If the cylinder pressures are found to be low, carry out a leakdown test to determine the location of the fault (if any leakback
can be heard through the engine breather system suspect the piston rings, if any leakback can be heard through the inlet
system suspect the inlet valve or seat, if any leakback can be heard through the exhaust manifold suspect the exhaust valve
or seat. If the measurements for two cylinders next to each other are both too low then it is very likely that the cylinder head
gasket between them is burnt through. This can also be recognized by traces of engine oil in the coolant and/or coolant in the

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 -

CYLINDER BLOCK Component Description



The cylinder block is a 90 degree configuration with cast-in iron cylinder liners and an open deck die-cast coolant jacket. The
low volume coolant jacket gives good warm-up times and low piston noise levels. The longitudinal flow design of the coolant
jacket, with a single cylinder head coolant transfer port in each bank, provides good rigidity and head gasket sealing.

1 Coolant drain plug 2 Torque converter access plug 3 Drive plate 4 Rear cover 5 Main bearing cap 6 Identification mark 7 Front cover 8 Front pulley The main bearing caps are made from cast iron and are cross bolted to increase rigidity. An identification mark on the bearing
cap faces the front of the engine.

At the front of the crankshaft, a tuned torsional vibration damper is incorporated into the crankshaft front pulley. At the rear of
the crankshaft a pressed steel drive plate, with a steel starter ring gear, is installed to transfer drive from the engine to the
transmission. The reluctor ring for the CKP (crankshaft position) sensor is integrated into the perimeter of the drive plate.
The crankshaft seals are located in the front and rear covers.

PISTONS AND CONNECTING RODS



The diameter of each piston is graded and precisely matched to each cylinder bore to help reduce noise. In the vertical plane,
the pistons have a slight barrel form, which helps to ensure a reliable oil film is maintained between the piston and the
cylinder bore. A solid film lubricant coating is applied to both reaction faces of the piston to reduce wear and improve fuel
economy.

A three-ring piston-sealing system is used. The steel top ring is treated with a PVD (physical vapor deposition) peripheral
coating. PVD is a coating technique where material can be deposited with improved properties to ensure good cylinder bore
compatibility and wear resistance. A Napier center ring helps cylinder pressure and oil management, while the three-piece oil
control lower ring is produced from nitrided steel.

The pistons are cooled with engine oil from four piston cooling jets installed under the valley of the cylinder block. Each piston
cooling jet sprays oil onto the underside of the two adjacent pistons, one from each cylinder bank.

The connecting rods are forged from high strength steel. The cap is fracture-split from the rod to ensure precision re-assembly
for bearing shell alignment. There are three grades of large end bearing available, each being color coded. For further
information refer to Engine - 5.0L, Vehicles Without: Supercharger - General Procedures.

7.
















8.
9.
10. CAUTION: Discard the seal.


NOTE: Engine shown removed for clarity.



















































NOTE: Clamp the hose to minimize coolant loss.