2010 JAGUAR XFR Relay

DTC Description Possible Causes Action B1261-13
Fuel Flap/Door Release
Switch - Circuit open
Fuel filler flap digital
input signal circuit -
open circuit
Refer to the electrical circuit diagrams and check
fuel filler flap digital input signal circuit for open
circuit B1A79-11
Rear Fog Lamp - Circuit
short to ground
Rear fog lamp control
circuit - short to ground
Carry out any pinpoint test associated with this DTC
using the manufacturer approved diagnostic system.
Refer to the electrical circuit diagrams and check
rear fog lamp control circuit for short to ground B1A79-12
Rear Fog Lamp - Circuit
short to battery
Rear fog lamp control
circuit - short to power
Refer to the electrical circuit diagrams and check
rear fog lamp control circuit for short to power B1A79-13
Rear Fog Lamp - Circuit
open
Rear fog lamp control
circuit - open circuit
Refer to the electrical circuit diagrams and check
rear fog lamp control circuit for open circuit B1C55-12
Horn Relay - Circuit
short to battery
Horn control circuit -
short to power
Refer to the electrical circuit diagrams and check
horn control circuit for short to power B1C55-14
Horn Relay - Circuit
short to ground or open
Horn control circuit -
short to ground, open
circuit
Refer to the electrical circuit diagrams and check
horn control circuit for short to ground, open circuit B1C83-12
Rear Defog Relay -
Circuit short to battery
High Side output not
driven - diagnosis
feedback indicates
output is short to power
Refer to the electrical circuit diagrams and check
heated rear window power supply circuit for short to
power B1C83-14
Rear Defog Relay -
Circuit short to ground
or open
High Side output not
driven - diagnosis
feedback indicates
output is short to
ground, open circuit
Refer to the electrical circuit diagrams and check
heated rear window power supply circuit for short to
ground, open circuit B1C83-93
Rear Defog Relay - No
operation
High Side output not
driven - diagnosis
feedback indicates
output is at open load
or short to power
Carry out any pinpoint test associated with this DTC
using the manufacturer approved diagnostic system.
Refer to the electrical circuit diagrams and check
heated rear window power supply circuit for open
load and short to power B1C91-12
Fuel Flap/Door Lock
Relay Coil Circuit -
Circuit short to battery
Fuel filler flap locking
motor control circuit -
short to power
Refer to the electrical circuit diagrams and check
fuel filler flap locking motor control circuit for short
to power B1C91-14
Fuel Flap/Door Lock
Relay Coil Circuit -
Circuit short to ground
or open
Fuel filler flap locking
motor control circuit -
short to ground, open
circuit
Refer to the electrical circuit diagrams and check
fuel filler flap locking motor control circuit for short
to ground, open circuit B1D35-12
Hazard Switch - Circuit
short to battery
Hazard warning lamp
switch digital input
circuit - short to power
Refer to the electrical circuit diagrams and check
hazard warning lamp switch digital input circuit for
short to power B1D35-23
Hazard Switch - Signal
stuck low
Hazard warning lamp
switch digital input
circuit - signal stuck low
Carry out any pinpoint test associated with this DTC
using the manufacturer approved diagnostic system.
Refer to the electrical circuit diagrams and check
hazard warning lamp switch digital input circuit for
short to ground U0019-88
Low Speed CAN
Communication Bus -
Bus off
Bus off
Carry out any pinpoint test associated with this DTC
using the manufacturer approved diagnostic system U0140-00
Lost Communication
With Body Control
Module - No sub type
information
No sub type information
Carry out any pinpoint test associated with this DTC
using the manufacturer approved diagnostic system

Published: 11-May-2011
Vehicle Dynamic Suspension - Vehicle Dynamic Suspension V8 5.0L Petrol/V8 S/C 5.0L Petrol - System Operation and Component Description
Description and Operation

Control Diagram

NOTE: A = Hardwired; D = High speed CAN (controller area network) bus



Item Description 1 Battery 2 BJB (battery junction box) (Megafuse (250 A) 3 AJB (auxiliary junction box) 4 CJB (central junction box) 5 ATC (automatic temperature control) module 6 Fuse 36 (10 A) - from delayed power-off relay

each damper to the appropriate level to maintain a flat and level body.
Roll Rate Control – Uses CAN inputs. Predicts vehicle roll rate due to driver steering inputs 100 times a second and increases damping to reduce roll rate.
Pitch Rate Control – Uses CAN inputs. Predicts vehicle pitch rate due to driver throttle and braking inputs 100 times a second and increases damping to reduce pitch rate.
Bump Rebound Control – Uses suspension height sensor and CAN inputs. Monitors the position of the wheel 500 times a second and increases the damping rate as the damper approaches the end of its travel.
Wheel Hop Control – Uses suspension height sensor and CAN inputs. Monitors the position of the wheel 500 times a second and detects when the wheel is at its natural frequency and increases the dampingto reduce vertical wheel
motion.

Under normal road conditions when the vehicle is stationary with the engine running, the dampers are set to the firm condition
to reduce power consumption.

The adaptive damping module receives its power supply via a relay and fuse in the CJB. The relay remains energized for a period of time after the ignition is off. This allows the adaptive damping module to record and store any DTC (diagnostic
trouble code) relating to adaptive dynamics system faults.



DAMPERS Component Description



Item Description A Front spring and damper assembly B Rear spring and damper assembly The 'Adaptive Dynamics' dampers are monotube, nitrogen gas and oil filled units, manufactured by Bilstein. The dampers are
continuously variable, which allows the damping force to be electrically adjusted when the vehicle is being driven. The variable
dampers provide the optimum compromise between vehicle control and ride comfort.

The dampers have an electrical connector on the end of the piston rod, in the center of the top mount (the dampers look
identical to those on the Computer Active Technology Suspension (CATS) system of 4.2L supercharged vehicles, but have a
different part number).

In each damper, the continuous damping adjustment is achieved by a solenoid operated variable orifice, which opens up an
alternative path for oil flow within the damper. When de-energized the bypass is closed and all the oil flows through the main
(firm) piston. When energized, the solenoid moves an armature and control blade, which work against a spring. The control
blade incorporates an orifice which slides inside a sintered housing to open up the bypass as required. In compression, oil
flows from the lower portion of the damper through a hollow piston rod, a separate soft (comfort) valve, the slider housing and
orifice and into the upper portion of the damper, thereby bypassing the main (firm) valve. In rebound the oil flows in the www.JagDocs.com

Rear Drive Axle/Differential - Rear Drive Axle and Differential
Diagnosis and Testing

Principle of Operation Published: 12-May-2014

For a detailed description of the Rear Drive Axle and Differential, refer to the relevant Description and Operation section in the
workshop manual. REFER to: Rear Drive Axle and Differential (205-02 Rear Drive Axle/Differential, Description and Operation).
Inspection and Verification


CAUTION: Diagnosis by substitution from a donor vehicle is NOT acceptable. Substitution of control modules does not
guarantee confirmation of a fault, and may also cause additional faults in the vehicle being tested and/or the donor vehicle.
1. Verify the customer concern.

2. Visually inspect for obvious signs of damage and system integrity.

Mechanical Electrical
Fixings that secure Rear Differential Control Module (Heat path
for Module Heatsink)
Fuses/Relays
Damaged, Loose or Corroded Connector(s)
Damage to Wiring Loom/Incorrect Location,
Stretched or Taught
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 cause is not visually evident, check the system for any logged Diagnostic Trouble Codes (DTCs) and refer to the
DTC index.

DTC Index

For a list of diagnostic trouble codes that could be logged on this vehicle, please refer to Section 100-00. REFER to: Diagnostic Trouble Code (DTC) Index - DTC: Rear Differential Control Module (RDCM) (100-00 General Information, Description and Operation).

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

14 Radiator 15 Auxiliary radiator 16 Connection with supercharger cooling system
System Operation
When the engine is running, the coolant is circulated around the engine cooling system by the coolant pump. From the coolant
pump, coolant flows through the cylinder heads and the engine oil cooler into the cylinder block and the heater manifold.

In the cylinder block, the coolant flows forwards to the outlet tube. When the coolant is cold, the thermostat is closed and the
coolant flows direct from the outlet tube back to the coolant pump. Once the coolant reaches operating temperature the
thermostat begins to open, to control system temperature, and coolant flows from the outlet tube to the coolant pump via the
radiator and, on SC (supercharger) vehicles, the auxiliary radiator. When the thermostat is open, the coolant flow through the
radiator(s) also generates a coolant flow through the transmission fluid cooler.

From the heater manifold the coolant flows through the electronic throttle and the heater core, in parallel circuits that are
unaffected by the position of the thermostat. From the electronic throttle, the coolant merges with bleed coolant from the
coolant pump and the outlet tube and flows to the expansion tank. From the heater core, the coolant flows back to the inlet of
the coolant pump.

Expansion and contraction of the coolant is accommodated by an air space in the expansion tank and the compliance of the
flexible hoses.

If the coolant level in the expansion tank decreases below a predetermined value, the level sensor connects a ground to the
instrument cluster, which activates the appropriate warning. For additional information, refer to 413-01 Instrument Cluster.

The cooling fan is operated by a fan control module integrated into the cooling fan motor. The fan control module regulates the
voltage, and thus speed, of the cooling fan motor in response to a PWM (pulse width modulation) signal from the ECM (engine
control module).

The cooling fan receives a battery feed and an ignition feed from the EJB (engine junction box). The ignition feed is supplied
from the main relay in the EJB, which is controlled by the ECM.
The ECM calculates the required fan speed from the engine temperature, A/C (air conditioning) system pressure and transmission fluid temperature. Under hot operating conditions, the fan may continue to operate for 4 minutes after the engine
has been switched off.



COOLANT PUMP Component Description



Item Description 1 Inlet connection 2 Pump body 3 Outlet flange to RH cylinder head 4 Outlet to engine oil cooler 5 Outlet flange to LH cylinder head

Symptom Possible Causes Action Engine coolant
temperature sensor
Restricted air flow
over the radiator Engine not reaching
normal temperature
Thermostat
Cooling fan
Thermostat
Fan speed module Check the thermostat operation. Check the cooling fan operation, make
sure the cooling fan is not seized. Rectify as necessary Engine NOT running.
Cooling fan is
maximum speed
Circuit reference PWM
- Duty cycle is
implausible
Circuit reference PWM
- Frequency out
of range
Circuit reference PWM
- Circuit is open
circuit
Circuit reference PWM
- Circuit is short
circuit to power
Circuit reference PWM
- Circuit is short
circuit to
ground Refer to the electrical circuit diagrams and check the PWM circuit for short
circuit to ground, short circuit to power, open circuit, high resistance Engine IS running.
Cooling fan is
stationary
Circuit reference - IGN
-
- Circuit is open
circuit
Circuit reference - IGN
-
- Circuit is short
circuit to
ground
- EMS fuse
failure
- EMS relay
failure Refer to the electrical circuit diagrams and check the IGN circuit for short
circuit to ground, open circuit, high resistance. Check and install a new EMS
relay and fuse
PINPOINT TEST A : TEST
CONDITIONS DETAILS/RESULTS/ACTIONS A1: CHECK FOR COOLING FAN RELATED DTCS

NOTE: For a complete list of all diagnostic trouble codes that could be logged on this vehicle, please refer
to section 100-00. Generic scan tools may not read the codes listed, or may read only 5-digit codes. Match the
5 digits from the scan tool to the first 5 digits of the 7-digit code listed to identify the fault (the last 2 digits
give extra information read by the manufacturer-approved diagnostic system). 1 Using the manufacturer approved diagnostic system check the engine control module for DTCs 2 P0480-00 & P0480 with any other different last 2 digits in the DTC 3 P0481-00 & P0481 with any other different last 2 digits in the DTC 4 P0483-00 & P0483 with any other different last 2 digits in the DTC Are any of the cooling fan related DTCs listed, logged in the engine control module?
Yes
Please refer to section 100-00 and refer to the relevant DTC index and carry out repair procedure
Using the manufacturer approved diagnostic system clear all stored diagnostic trouble codes from the
diagnosis menu tab
Proceed to the test step A9 'Cooling fan validation procedure'
No
Proceed to the next step. A2 'Check for other DTCs' A2: CHECK FOR OTHER DTCS 1 Using the manufacturer approved diagnostic system check the engine control module for DTCs Are any other DTCs listed, logged in the engine control module?
Yes
Please refer to section 100-00 and refer to the relevant DTC index and carry out repair procedure
Using the manufacturer approved diagnostic system clear all stored diagnostic trouble codes from the
diagnosis menu tab
No

- Megafuse fixing nuts
Engine junction box
- Megafuse
- Megafuse fixing nuts
- Fuses
- Engine control module relay Were any circuits or wiring short circuit to ground, short circuit to power, open circuit, high resistance or any
connectors damaged from water ingress, pin damage and/or corrosion?
Yes
Rectify as required
No
Proceed to the next step. A9 'Cooling fan validation procedure' A9: COOLING FAN VALIDATION PROCEDURE 1 Ensure the hood is closed 2 Allow vehicle to idle 3 Switch ON air conditioning and set to lowest temperature and highest fan speed 4 Allow vehicle to reach operating temperature (approximately 90 degrees C). Using the manufacturer approved diagnostic system monitor datalogger signals – Engine Coolant Temperature (0XF405) -and -
Electric Fan PWM Control - Commanded (0X03F9) - as the engine coolant temperature reaches
operating temperature the fan speed should also increase between the values of 9 and 90% Did the cooling fan rotate at increasing speed as engine coolant temperature increased?
Yes
Return vehicle to customer
No
Contact dealer technical support DTC Index

For a list of diagnostic trouble codes (DTCs) that could be logged on this vehicle, please refer to Section 100-00.
REFER to: Electronic Engine Controls (303-14D Electronic Engine Controls - V8 S/C 5.0L Petrol, Diagnosis and Testing). www.JagDocs.com