2010 JAGUAR XFR transmission fluid

1 Locating spigot (2 off) 2 Upper hose connection 3 Supercharger cooling system connection 4 Auxiliary radiator inlet hose connection 5 Support (2 off) 6 Drain plug 7 Lower hose connection 8 Auxiliary radiator outlet hose connection 9 Transmission fluid cooler inlet hose connection The radiator is a cross flow type with an aluminum core and plastic end tanks. The radiator is part of the cooling module and is
attached to the vehicle by locating spigots and supports integrated into the end tanks. The supports are installed in rubber
bushes located in mounting brackets on the front subframe. The locating spigots are installed in rubber bushes located in
mounting brackets on the front crossmember.

The two end tanks incorporate connections for the upper and lower hoses, the coolant supply hose of the transmission fluid
cooler and, on SC vehicles, the supply and return hoses of the auxiliary radiator. A drain plug is installed in the bottom of the LH (left-hand) end tank. Radiator (Supercharger Vehicles) RADIATOR

Published: 11-May-2011
Automatic Transmission/Transaxle - TDV6 3.0L Diesel /V8 5.0L Petrol/V8 S/C 5.0L Petrol -

CAUTION: CAUTION: Use only Shell M1375.4 Automatic transmission fluid. Use of any other fluids may result in a
transmission malfunction or failure.

Description Intervals Normal maintenance Filled for life. Severe duty maintenance Change the fluid at 48,000 km (30,000 miles) intervals.
NOTE: Lubricants, Fluids, Sealers and Adhesives

Description Specification Transmission fluid Shell M1375.4 Sealant WSS-M4G323-A6 Metal surface cleaner WSW-M5B392-A High temperature grease Molecote FB180
NOTE: General Specifications



Vehicle

Engine

Approximate
Liters Refill capacity approximate dry capacity, includes cooler and tubes. Check the level at
normal operating temperature. DO NOT OVERFILL. If it is necessary to add or change
fluid, use only fluid which has been certified by the supplier as meeting the Jaguar Cars
Ltd specification shown. U.S. Quarts XJ
All
vehicles 10.0 10.57
NOTE: Torque Specifications

Description Nm lb-ft lb-in Transmission retaining bolts 48 35 - Transmission mount retaining bolts 51 38 - Transmission fluid fill plug A A A Transmission control module (TCM) and main control valve body retaining bolts 8 - 53 Output shaft flange retaining nut 60 44 - Torque converter retaining bolts 62 46 - Transmission fluid cooler tube retaining bolt 22 16 - Transmission fluid drain plug 8 - 53 Transmission fluid pan, gasket and filter retaining bolts 8 - 53 A = refer to the procedure for correct torque sequence

Published: 11-May-2011
Automatic Transmission/Transaxle - TDV6 3.0L Diesel /V8 5.0L Petrol/V8 S/C 5.0L Petrol - Transmission Description - Overview
Description and Operation

OVERVIEW

The ZF 6HP28 transmission is an electronically controlled, hydraulically operated, six speed automatic unit. The hydraulic and
electronic control elements of the transmission, including the TCM (transmission control module), are incorporated in a single
unit located inside the transmission and is known as 'Mechatronic'.

5.1 L SC (supercharger) and 3.0L diesel models use an uprated derivative of the ZF 6HP28 transmission used in the 5.0L
naturally aspirated models.
The ZF 6HP28 transmission has the following features:
Designed to be maintenance free
Transmission fluid is 'fill for life'
The torque converter features a controlled slip feature with electronically regulated control of lock-up, creating a smooth
transition to the fully locked condition
Shift programs controlled by the TCM Electronic park lock, controlled by the TCM, with a mechanical emergency release ASIS (adaptive shift strategy), to provide continuous adaptation of shift changes to suit the driving style of the driver,
which can vary from sporting to economical.
Connected to the ECM (engine control module) via the high speed CAN (controller area network) bus for communications
Default mode if major faults occur
Diagnostics available from the TCM via the high speed CAN bus.
The transmission selections are made using the rotary JaguarDrive selector in the floor console and two paddle switches on the
steering wheel. For additional information, refer to 307-05B Automatic Transmission/Transaxle External Controls - 5.0L/3.0L
Diesel).

Ration 4.171 2.340 1.521 1.143 0.867 0.691 3.403 Shift Elements



Item Description 1 Turbine shaft 2 Stator shaft 3 Single web planetary gear train 4 Ring gear 1 5 Clutch A 6 Clutch B 7 Clutch E 8 Brake clutch C 9 Fixed connection to transmission housing 10 Shaft key 11 Brake clutch D 12 Double web planetary gear train 13 Planetary gears - long 14 Ring gear 2 15 Sunwheel 2 16 Sunwheel 3 17 Double web planetary gear carrier 18 Planetary gears - short 19 Single web planetary gear carrier 20 Sunwheel 1 The shift elements are three rotating multiplate clutches (A, B and E) and two fixed multiplate brakes (C and D). All shifts
from 1st to 6th gears are power-on overlapping shifts. Overlapping shifts can be described as one of the clutches continuing to
transmit drive at a lower main pressure until the next required clutch is able to accept the input torque.

The shift elements, clutches and brakes are actuated hydraulically. Fluid pressure is applied to the required clutch and/or brake,
pressing the plates together and allowing drive to be transmitted through the plates. The purpose of the shift elements
is to perform power-on shifts with no interruption to traction and smooth transition between gear ratios.

The TCM can be reprogrammed using a Jaguar approved diagnostic system using a flash code. The TCM processor has a 440 kb internal flash memory. Of this capacity, approximately 370 kb are used by the basic transmission program. The remainder,
approximately 70 kb is used to store vehicle-specific application data.

Engine Stall

If the vehicle stalls it will coast down in gear, with the transmission providing drive to the engine. A restart can be attempted
at this point and the engine may start and the driver can continue.

If the coast down speed reduces such that the speed of the engine is less than 600 rev/min, the transmission will go to
neutral, D illumination will flash in the instrument cluster. The driver needs to select neutral or park and then press the brake
pedal to restart the engine.

If the start/stop button is pressed when driving, the message ENGINE STOP BUTTON PRESSED is displayed in the message
center but there will be no change to the ignition state. If the driver requires to switch off the engine, the start/stop button
must be pressed for a second time. The engine will be stopped and will be back driven by the transmission as the vehicle
coasts down. When the engine speed is less than 600 rev/min the transmission engages neutral (flashing D illumination in the
instrument cluster). When vehicle speed is less than 2 km/h (1.2 mph) Park is engaged. The JaguarDrive selector automatically
rotates back to its lowered P position and the vehicle ignition is switched off.

The park engagement is prevented in a stall case as the ignition power is on and D was the last selected gear. The park
engagement speed at ignition off is from the least value of the wheel speeds (CAN signal) and transmission output speed (internal signal).


TRANSMISSION Component Description

The transmission comprises the main casing which houses all of the transmission components. The main casing also
incorporates an integral bell housing.

A fluid pan is attached to the lower face of the main casing and is secured with bolts. The fluid pan is sealed to the main
casing with a gasket. Removal of the fluid pan allows access to the Mechatronic valve block. The fluid pan has a magnet
located around the drain plug which collects any metallic particles present in the transmission fluid.

A fluid filter is located inside the fluid pan. If the transmission fluid becomes contaminated or after any service work, the fluid
pan with integral filter must be replaced.

The integral bell housing provides protection for the torque converter assembly and also provides the attachment for the
gearbox to the engine cylinder block. The torque converter is a non-serviceable assembly which also contains the lock-up clutch
mechanism. The torque converter drives a crescent type pump via drive tangs. The fluid pump is located in the main casing,
behind the torque converter.
The main casing contains the following major components:
Input shaft
Output shaft
Mechatronic valve block which contains the solenoids, speed sensors and the TCM Three rotating multiplate drive clutches
Two fixed multiplate brake clutches
A single planetary gear train and a double planetary gear train.

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.

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 from engine 10 Impeller 11 Stator 12 Turbine 13 Output to transmission Fluid emitted from the impeller acts on the turbine. If the turbine is rotating at a slower speed than the fluid from the impeller,
the fluid will be deflected by the turbine blades in the path 'A'. The fluid is directed at and deflected by the stator blades from
path 'B' to path 'C'. This ensures that the fluid is directed back to the pump in the optimum direction. In this condition the
sprag clutch is engaged and the force of the fluid on the stator blades assists the engine in rotating the impeller.

As the rotational speed of the engine and therefore the turbine increases, the direction of the fluid leaving the turbine changes
to path 'D'. The fluid is now directed from the turbine to the opposite side of the stator blades, rotating the stator in the
opposite direction. To prevent the stator from resisting the smooth flow of the fluid from the turbine, the sprag clutch releases,
allowing the stator to rotate freely on its shaft.

When the stator becomes inactive, the torque converter no longer multiplies the engine torque. When the torque converter
reaches this operational condition it ceases to multiply the engine torque and acts solely as a fluid coupling, with the impeller
and the turbine rotating at approximately the same speed.

The stator uses a sprag type, one way, freewheel clutch. When the stator is rotated in a clockwise direction the sprags twist
and are wedged between the inner and outer races. In this condition the sprags transfer the rotation of the outer race to the
inner race which rotates at the same speed. www.JagDocs.com

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.