2010 JAGUAR XFR oil temperature

DTC Description Possible Causes Action prior approval programme is in operation, prior to
the installation of a new module/component P0606-00
Control Module
Processor - No sub type
information
Watchdog reset - internal
control module failure
This is a control module internal check DTC. If no
other DTCs are logged and no customer complaint
exists, clear/ignore this DTC. If the problem
persists, renew the control module. Refer to the
warranty policy and procedures manual, or
determine if any prior approval programme is in
operation, prior to the installation of a new
module/component P0607-00
Control Module
Performance - No sub
type information
Rear differential control
module internal error -
charge pump voltage
below threshold
Clear the DTC and retest. If the problem persists,
renew the control module. Refer to the warranty
policy and procedures manual, or determine if any
prior approval programme is in operation, prior to
the installation of a new module/component P0652-00
Sensor Reference
Voltage B Circuit Low -
No sub type
information
Position sensor supply
below 5.7V
Sensor failure (within
actuator)
Refer to the electrical circuit diagrams and check
the differential actuator sensor position circuit,
repair as necessary. Clear the DTC and retest
If no circuit problems exist, renew the differential
actuator. Refer to the warranty policy and
procedures manual, or determine if any prior
approval programme is in operation, prior to the
installation of a new module/component P0653-00
Sensor Reference
Voltage B Circuit High -
No sub type
information
Motor position sensor
supply above 8.3 V
Internal control module
failure
Refer to the electrical circuit diagrams and check
the differential actuator hall sensor reference
voltage at the control module or the actuator
If voltage is too high, then renew control module.
Refer to the warranty policy and procedures
manual, or determine if any prior approval
programme is in operation, prior to the installation
of a new module/component P0666-00 PCM / ECM / TCM
Internal Temperature
Sensor A Circuit - No
sub type information
Internal electronic control
unit temperature sensor
value above 105°C
This is a control module internal check DTC. If no
other DTCs are logged and no customer complaint
exists, clear this DTC and retest. Check the
security of control module fixings. Check the
module ground connection. Consider environmental
conditions before suspecting the control module. If
the problem persists, renew the control module.
Refer to the warranty policy and procedures
manual, or determine if any prior approval
programme is in operation, prior to the installation
of a new module/component P0702-64 Transmission Control
System Electrical -
Signal plausibility
failure
Implausibility of
differential motor
temperature sensor and
oil temperature sensor
readout detected
Motor or oil temperature
sensor circuit - short
circuit to ground or power
Check the rear differential oil quantity and
specification. Refer to the relevant section of the
workshop manual. Check both temperature sensor
circuits and connectors for damage/water ingress,
repair as necessary. Where available, after vehicle
has been switched off for at least an hour, use the
manufacturer approved diagnostic system to read
motor temperature and oil temperature sensor
values. Temperature difference should be less than
25°C. Clear the DTC and retest
Refer to the electrical circuit diagrams and check
motor temperature sensor and oil sump
temperature sensors and circuit for short circuit to
ground, short circuit to power P0712-00 Transmission Fluid Temperature Sensor A
Circuit Low - No sub
type information
Differential actuator
internal temperature
sensor circuit - open
circuit or short circuit to
ground
Refer to the electrical circuit diagrams and check
rear differential actuator motor temperature sensor
circuit for short circuit to ground, open circuit, high
resistance. Clear the DTC and retest. If no circuit
problems exist, renew the differential actuator.
Refer to the warranty policy and procedures
manual, or determine if any prior approval
programme is in operation, prior to the installation
of a new module/component

DTC Description Possible Causes Action P0829-77
6-5 Shift - Commanded
Position Not Reachable
Gear Ratio Monitoring.
Mechanical Failures
Check and correct oil level. Clear DTC. If code
re-detects suspect Transmission (mechanical)
internal fault. Install a new Transmission as
required, refer to the warranty policy and
procedures manual if a module/component is
suspect. P084F-01
Park / Neutral Switch
Input Circuit - General
Electrical Failure
Wrong voltage level
detected on Park/No Park
signal
Check for correct output at Transmission Control
Module park signal pin (check in all positions) 12
volts in Park, 0 volts in all other positions. If fault
identified, suspect the Transmission Control
Module. Install a new Transmission Control Module
as required, refer to the warranty policy and
procedures manual if a module/component is
suspect. If no fault identified, check Park signal
circuit to Transmission Shift Module for short, open
circuit P0850-01
Park / Neutral Switch
Input Circuit - General
Electrical Failure
General electrical failure
Suspect the Transmission Control Module. Install a
new Transmission Control Module as required,
refer to the warranty policy and procedures manual
if a module/component is suspect. P0850-02
Park / Neutral Switch
Input Circuit - General
signal failure
General signal failure
Check Parklock mechanism, If Parklock operation
correct suspect the Transmission Control Module.
Install a new Transmission Control Module as
required, refer to the warranty policy and
procedures manual if a module/component is
suspect. P0850-29
Park / Neutral Switch
Input Circuit - Signal
invalid
Signal Invalid
Check Parklock mechanism, If Parklock operation
correct suspect the Transmission Control Module.
Install a new Transmission Control Module as
required, refer to the warranty policy and
procedures manual if a module/component is
suspect. P0850-1C
Park / Neutral Switch
Input Circuit - Circuit
voltage out of range
Circuit voltage out of
range
Suspect the Transmission Control Module. Install a
new Transmission Control Module as required,
refer to the warranty policy and procedures manual
if a module/component is suspect. P0919-93
Gear Shift Position
Control Error - No
operation
No shifting despite driver
request
Suspect the Transmission Control Module. Install a
new Transmission Control Module as required,
refer to the warranty policy and procedures manual
if a module/component is suspect. P0919-94
Gear Shift Position
Control Error -
Unexpected operation
Shifting without driver
request
Suspect the Transmission Control Module. Install a
new Transmission Control Module as required,
refer to the warranty policy and procedures manual
if a module/component is suspect. P0938-29
Hydraulic Oil Temperature
Sensor
Range/Performance -
Signal invalid
Transmission fluid
temperature compared
with module temperature
fault
Clear DTC. Carry out cold start road test, continue
driving vehicle until normal operating temperature
is achieved. Read DTCs, if DTC returns, suspect
the Transmission Control Module. Install a new
Transmission Control Module as required, refer to
the warranty policy and procedures manual if a
module/component is suspect. P0963-12
Pressure Control Solenoid
A Control Circuit High -
Circuit Short to Battery
Pressure control solenoid
1 Circuit Short to Power
Suspect the Transmission Control Module. Install a
new Transmission Control Module as required,
refer to the warranty policy and procedures manual
if a module/component is suspect. P0964-13
Pressure Control Solenoid
B Control Circuit / Open -
Circuit Open
Pressure Control Solenoid
B Control Circuit Open
Suspect the Transmission Control Module. Install a
new Transmission Control Module as required,
refer to the warranty policy and procedures manual

6 Oil temperature sensor 7 High speed CAN from suspension control module 8 CJB (central junction box)
System Operation
















ELECTRONIC
DIFFERENTIAL
-
5.0L
SUPERCHARGER
VEHICLES
FROM
2010MY

The
multi-plate
clutch
prevents
excessive
differential
slip and
therefore
maximizes
the
traction
performance
of
the
vehicle.
This
is
fundamentally
different
from
'braked'
traction
control
systems,
which
can
only
counteract
differential
slip when it
occurs.

A
certain
amount
of
differential
slip is
required
to
allow
the
vehicle
to
turn
corners
and
to
remain
stable
under
control
of
the
ABS
(anti-lock
brake
system).
The
system
is
completely
automatic and
does
not
require
any
special
driver
input.

The
multi-plate
clutch
actively
controls
the
torque
flow
through
the
differential
and
optimizes
the
torque
distribution in
the
driveline.
The
clutch
biases
the
torque
from
the
differential
to
the
wheel
with the
higher
grip
and prevents
the
wheel
with the
lower
grip
from
spinning.

www.JagDocs.com

ELECTRONIC DIFFERENTIAL - 5.0L SUPERCHARGER - VEHICLES FROM 2010MY










































Item Description 1 Cover 2 LH rear drive halfshaft oil seal 3 Filler/Level plug 4 Temperature sensor 5 Motor 6 Input flange 7 Front mounting points with insulator assemblies 8 Carrier 9 Rear mounting points 10 Breather 11 RH rear drive halfshaft oil seal 12 Magnetic drain plug The electronic differential has the same functionality as the open differential, but it also incorporates a locking and torque
biasing function to give improved traction performance and vehicle dynamic stability. Operation of the electronic differential is
controlled by the Differential Locking Module (DLM).

Thrust race 7 Shim 8 Thrust plate 9 Dished washer 10 Bolt (10 off) 11 Clutch basket 12 Multi-plate clutch and pressure disc 13 Differential case 14 Screw (2 off) 15 Bearing assembly 16 Oil seal 17 Oil slinger inner 18 Oil slinger outer 19 Input flange 20 Pinion nut 21 Collapsible spacer 22 Shim 23 Bearing assembly 24 Pinion shaft 25 Mounting insulator inner (2 off) 26 Mounting insulator rubber (2 off) 27 Mounting insulator outer (2 off) 28 Carrier 29 Oil seal 30 Drain plug 31 Vent 32 Breather cap 33 Shim 34 Bearing assembly 35 Drive gear 36 Shim 37 RH sun gear 38 Circlip 39 Thrust washer (4 off) 40 Planet gear (4 off) 41 Pin (2 off) 42 Shaft 43 LH sun gear 44 Shim 45 Bearing assembly 46 Shim 47 Dowel (2 off) 48 Bolt (4 off) 49 Reduction gear casing 50 Reduction gear 51 Shaft 52 Temperature sensor 53 O-ring seal 54 Motor 55 Screw (4 off) 56 Cover 57 Output actuator locking pin 58 Bolt (9 off)

60 Oil seal The multi-plate clutch is contained in a clutch basket attached to the differential carrier with the crown wheel securing bolts.
Alternate plates of the clutch pack are keyed to the clutch basket and the LH sun gear. A pressure disc is installed on the outer end of the clutch pack and keyed to the clutch basket. A thrust race on the end of the clutch basket incorporates lugs which
extend through the clutch basket onto the pressure disc.

The actuator assembly is mounted on bearings on the outboard end of the clutch basket, against the thrust race. The actuator
assembly consists of input and output actuators separated by five ball bearings. A locking pin in the cover engages with a slot
in the output actuator to prevent it turning, but allow it to move axially. The input actuator engages with the reduction gearbox
and is free to rotate relative to the cover. Ball bearings locate in curved grooves in the mating faces of the input and
output actuators. The bottom surface of each groove incorporates a ramp. Rotation of the input actuator forces the ball
bearings up the ramps in the grooves and induces an axial movement in the output actuator. The thrust race and pressure disc
transfer the axial movement from the output actuator to the clutch pack.



Item Description 1 Actuator 2 Multi-plate clutch 3 Differential The motor is a 12 V dc motor that adjusts the frictional loading of the multi-plate clutch, via the reduction gearbox and the
actuator assembly, under the control of the DLM. Adjusting the frictional loading of the multi-plate clutch adjusts the locking
torque between the crown wheel drive gear and the sun wheel.

Four bolts attach the motor to the reduction gearbox, which is located in position on the cover with two dowels, and secured
with four bolts. An O-ring seals the joint between the motor and the reduction gearbox.

The motor is driven by a 12 V dc feed direct from the DLM. The motor also incorporates the following connections with the
DLM:

A motor temperature sensor, to prevent excessive use from damaging the motor.
Two Hall effect motor position sensors, to enable closed loop control of the motor.

The temperature sensor provides a differential oil temperature signal to the DLM, to prevent excessive use from damaging the
multi-plate clutch.

Differential Locking Module (DLM)

The DLM controls operation of the electronic differential. The DLM is attached to a bracket located on the LH side of the luggage compartment, immediately forward of the fender tail lamp, behind the trim.

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

engine oil).

Oil Consumption Test

The amount of oil an engine uses will vary with the way the vehicle is driven in addition to normal engine-to-engine variation.
This is especially true during the first 16,100 km (10,000 miles) when a new engine is being broken in or until certain internal
components become conditioned. Vehicles used in heavy-duty operation may use more oil. The following are examples of
heavy-duty operation:

Trailer towing applications
Severe loading applications
Sustained high speed operation
Engines need oil to lubricate the following internal components:
Cylinder block cylinder walls
Pistons and piston rings
Intake and exhaust valve stems
Intake and exhaust valve guides
All internal engine components

When the pistons move downward, a thin film of oil is left on the cylinder walls. As the vehicle is operated, some oil is also
drawn into the combustion chambers past the intake and exhaust valve stem seals and burned.
The following are examples of conditions that can affect oil consumption rates:
Engine size
Operator driving habits
Ambient temperatures
Quality and viscosity of oil
Engine is being run in an overfilled condition (check the oil level at least five minutes after a hot shutdown with the
vehicle parked on a level surface. The oil level should not be above the top of the cross-hatched area and the letter "F"
in FULL).

Operation under varying conditions can frequently be misleading. A vehicle that has been run for several thousand miles on
short trips or in below-freezing ambient temperatures may have consumed a "normal" amount of oil. However, when checking
the engine oil level, it may measure up to the full mark on the oil level indicator due to dilution (condensation and fuel) in the
engine crankcase. The vehicle then might be driven at high speeds on the highway where the condensation and fuel boil off.
The next time the engine oil is checked it may appear that a liter of oil was used in about 160 km (100 miles). Oil
consumption rate is about one liter per 2,400 km (1,500 miles).

Make sure the selected engine oil meets Jaguar specification and the recommended API performance category "SG" and SAE
viscosity grade as shown in the vehicle Owner's Guide. It is also important that the engine oil is changed at the intervals
specified for the typical operating conditions.
The following diagnostic procedure is used to determine the source of excessive oil consumption.


NOTE: Oil use is normally greater during the first 16,100 km (10,000 miles) of service. As mileage increases, oil use
decreases. High speed driving, towing, high ambient temperature and other factors may result in greater oil use.

1. Define excessive consumption, such as the number of miles driven per liter of oil used. Also determine customers
driving habits, such as sustained high speed operation, towing, extended idle and other considerations.
2. Verify that the engine has no external oil leaks as described under Engine Oil Leaks in this section.
3. Carry out an oil consumption test:
Run the engine to normal operating temperature. Switch engine OFF and allow oil to drain back for at least five
minutes .
With vehicle parked on level surface, check the engine oil level.
If required, add engine oil to set level exactly to the FULL mark.
Record the vehicle mileage.
Instruct the customer to return for a level check after driving the vehicle as usual for 1,610 km (1000 miles).
Check the oil level under the same conditions and at the same location as the initial check.

NOTE: If the oil consumption rate is unacceptable go to Step 4.

4. Check the Positive Crankcase Ventilation (PCV) system. Make sure the system is not plugged.

5. Check for plugged oil drain-back holes in the cylinder head and cylinder block.
6. If the condition still exists after carrying out the above tests go to step 9.

7. Carry out a cylinder compression test. Refer to the Compression Test procedure in this section. This can help determine
the source of oil consumption such as valves, piston rings or other areas.
8. Check valve guides for excessive guide clearance. Install new valve stem seals after verifying valve guide clearance.

9. Worn or damaged internal engine components can cause excessive oil consumption. Small deposits of oil on the tips of
the spark plugs can be a clue to internal oil consumption.