2010 JAGUAR XFR valve cover

Published: 11-May-2011
Evaporative Emissions - V8 5.0L Petrol/V8 S/C 5.0L Petrol - Evaporative
Emission Canister Purge Valve V8 S/C 5.0L Petrol
Removal and Installation

Removal


NOTE: Removal steps in this procedure may contain installation details.

1. Refer to: Petrol and Petrol-Ethanol Fuel Systems Health and Safety Precautions (100-00 General Information, Description and Operation).
2. Refer to: Engine Cover - 5.0L, Vehicles With: Supercharger (501-05,
Removal and Installation).

3. Refer to: Secondary Bulkhead Panel LH - TDV6 3.0L Diesel /V8 5.0L Petrol/V8 S/C 5.0L Petrol (501-02 Front End Body Panels, Removal and Installation).


4. CAUTION: Be prepared to collect escaping coolant.


NOTE: Some variation in the illustrations may occur,
but the essential information is always correct.












5. NOTE: Some variation in the illustrations may occur,
but the essential information is always correct.

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.

Published: 28-Apr-2014
Exhaust System - V8 5.0L Petrol/V8 S/C 5.0L Petrol - Exhaust System - System Operation and Component Description
Description and Operation



CATALYTIC CONVERTERS System Operation

In the catalytic converters, the exhaust gases are passed through honeycombed ceramic elements coated with a special
surface treatment called 'washcoat'. The washcoat increases the surface area of the ceramic elements by a factor of
approximately 7000. On top of the washcoat is a coating containing palladium and rhodium, which are the active constituents
for converting harmful emissions into inert by-products. The palladium and rhodium add oxygen to the carbon monoxide and
the hydrocarbons in the exhaust gases, to convert them into carbon dioxide and water respectively.

SEMI-ACTIVE MUFFLER VALVE (5.0L SUPERCHARGER VEHICLES ONLY)

The semi-active muffler valve is operated by the pressure in the exhaust system. At low engine speeds the valve head is
closed or partially closed to provide a more refined noise quality. At higher engine speeds the increased pressure within the
exhaust system opens the valve head to provide a more sporting noise. This is achieved by the valve, which once open, allows
the exhaust gasses to by-pass the baffle tubes and plates in the rear silencer.

Component Description
FRONT SECTION - 4.2L NATURALLY ASPIRATED (NAS ONLY) - From 2010MY

The front section comprises two separate pipes, each incorporating a catalytic converter. Each catalytic converter has a welded
inlet pipe with a flange. The inlet pipe is flared into a cone which mates with the exhaust manifold. The flange has two holes
which locate on studs in the exhaust manifold and is secured with flanged nuts. Each catalytic converter is fitted with a pre
and post catalyst HO2S (heated oxygen sensor).

Each catalytic converter has a curved outlet pipe which mates with the respective inlet pipe for the applicable resonator on the
center section. The joint on each pipe is secured with a clamp.

FRONT SECTION - 5.0L NATURALLY ASPIRATED AND SUPERCHARGER - From 2010MY

The front section is common to both the naturally aspirated and supercharger vehicles. The front section comprises two
separate pipes each incorporating a catalytic converter. Each catalytic converter has a welded pipe with a flange, which is
flared into a cone which mates with the exhaust manifold. Each flange has two holes which locate on studs in the exhaust
manifold and are secured with nuts. Each catalytic converter is fitted with a mid catalyst HO2S. The mid catalyst HO2S is located in the catalytic converter.


NOTE: The pre catalyst HO2S is located in the exhaust manifold.
On vehicles from 2013MY, a post catalyst HO2S is located in the curved pipe from each catalytic converter.
A curved pipe from each catalytic converter locates into the resonator inlet pipes of the center section. The LH (left-hand) pipe
is fitted with a mass damper which absorbs resonance from the system.

REAR SECTION - 4.2L NATURALLY ASPIRATED (NAS ONLY) - From 2010MY

The 2 inlet pipes each connect into a separate resonator silencer. Each resonator silencer is cylindrical in shape and houses 2
perforated tubes separated by 2 baffle plates. Exhaust gasses exit each resonator silencer via an outlet pipe. The 2 outlet
pipes are joined together behind the resonators with a cross over pipe. Each pipe also has a welded hanger bracket which
allow the rear section to be supported on mounting rubbers. A further bracket is welded to each pipe which braces the 2 pipes
together.

The 2 rear silencers each have a welded inlet pipe which mate with the outlet pipes from the resonator silencers and are each
secured with a clamp. The inlet pipes each have a welded hanger bracket which support each rear silencer at the rear of the
vehicle on mounting rubbers. The fabricated rear silencers have 2 perforated tubes which are supported on 2 perforated baffle
plates. The exhaust gasses are expelled from the rear silencer via a single outlet pipe. The outlet pipe from each silencer has
a welded hanger bar which support the rear silencer on mounting rubbers. The outlet pipe is fitted with a welded outlet which
is covered with a polished stainless steel finisher which is part welded to the silencer.

REAR SECTION - 5.0L NATURALLY ASPIRATED - From 2010MY

The 2 pipes from the front section each connect into 2 short pipes on the center resonator box and are secured with clamps.
Two pipes from the resonator box split the system into 2 sections which each connect into another resonator. Each resonator
silencer houses perforated tubes separated by baffle plates. Exhaust gasses exit each resonator silencer via an outlet pipe.
The 2 outlet pipes are joined together behind the resonators with a cross over pipe. Each pipe also has a welded hanger
bracket which allow the rear section to be supported on mounting rubbers. A further bracket is welded to each pipe which
braces the 2 pipes together.
The 2 rear silencers each have a welded inlet pipe which mate with the outlet pipes from the cylindrical resonator silencers and
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are each secured with a clamp. The inlet pipes each have a welded hanger bracket which support each rear silencer at the rear
of the vehicle on mounting rubbers. The fabricated rear silencers have 2 perforated tubes which are supported on 2 perforated
baffle plates. The exhaust gasses are expelled from the rear silencer via a single outlet pipe. The outlet pipe from each
silencer has a welded hanger bar which support the rear silencer on mounting rubbers. The outlet pipe is fitted with a welded
outlet which is covered with a polished stainless steel finisher which is part welded to the silencer.

REAR SECTION - 5.0L SUPERCHARGER - From 2010MY

The 2 pipes from the front section each connect into 2 short pipes on the center resonator box and are secured with clamps.
Two pipes from the center resonator box each connect into a second resonator silencer. The resonator silencer comprises
perforated tubes separated by 2 baffle plates. Exhaust gasses exit the resonator silencer via 2 outlet pipes. Each pipe has a
welded hanger bracket which allows the rear section to be supported on mounting rubbers. A further bracket is welded to each
pipe which braces the 2 pipes together.

The 2 rear silencers each have a welded inlet pipe which mate with the outlet pipes from the cylindrical resonator silencers and
are each secured with a clamp. The inlet pipes each have a welded hanger bracket which support each rear silencer at the rear
of the vehicle on mounting rubbers. The fabricated rear silencers have a perforated inlet tube which is supported on 2 baffle
plates. Each rear silencer has a welded hanger bar which supports the rear silencer on mounting rubbers. The outlet pipe is
fitted with a welded twin outlet which is covered with 2 polished stainless steel finishers which are part welded to the silencer.

Semi-Active Muffler Valve


NOTE: LH silencer shown, RH (right-hand) silencer similar


Item Description 1 Outer case 2 Overpipe 3 Valve cage 4 Semi-active muffler valve assembly A semi-active muffler valve is located in the rear of each rear silencer. The valve comprises a valve head, a valve shaft, a shaft
guide, a housing shell, a membrane and a spring. The valve head is connected to the membrane by the valve shaft which is
located within the shaft guide. The valve shaft is attached to the membrane with a pin. The membrane is located inside the
housing shell and is held in position by the spring.

The valve head is located in and seals against the over pipe. When the exhaust gas pressure increases and overcomes the
spring pressure, the valve head is lifted and the gasses by-pass the valve and are expelled though slots in the valve cage into
the rear chamber and into the outlet pipe.

When the semi-active muffler valve is closed the exhaust gasses are expelled from the inlet tube through the perforations. The
exhaust gasses then pass through perforations in the outlet pipe and are expelled from the silencer via the single outlet pipe
and 2 polished stainless steel finishers.

When the semi-active muffler valve is open, the exhaust gasses are released into the rear chamber. The exhaust gasses then
pass directly into the open end of the outlet pipe and are expelled from the silencer via the outlet pipe and the 2 polished
stainless steel finishers. With the valve open, the gasses reduce through the baffle plates and tube perforations giving the
exhaust note a more 'sporty' sound.

8 LH (left-hand) fuel level sensor 9 RH (right-hand) fuel level sensor and fuel pump module 10 RCM (restraints control module)

OPERATION System Operation

The fuel pump is a variable-speed rotary-vane type, which operates in a fuel pump module located in the RH side of the fuel tank. A venturi transfer pump is located in the RH side of the tank. The fuel pump module is secured in the fuel tank with a bayonet style locking ring that is welded into the tank structure. The fuel pump module has an integral top plate for the
external pipe work and electrical connectors.

Fuel level is biased towards the RH compartment in the fuel tank by drawing fuel through the internal cross over pipe via the jet pump, which serves to deliver a constant supply of fuel to the transfer pump and swirl pot assembly. High pressure fuel
from the fuel pump is directed through the jet pump's orifice, creating a low pressure area to be formed in the cross over pipe.
The fuel is drawn into this low pressure area in the cross over pipe and directed into the swirl pot delivery pipes.
Fuel is pumped from the fuel pump to the fuel rail via the integral filter and pressure relief valve.

The pressure relief valve assists engine starting by retaining a pre-set fuel pressure in the supply pipe and fuel rail. The
pressure relief valve also limits fuel rail pressure due to temporary vapor increase in hot conditions and pressure caused by
sudden load changes, for example, a fully open to closed throttle transition.

To meet ORVR (on-board refueling vapor recovery) requirements, the fuel tank and associated components are designed to
minimize fuel vapor loss during refueling. This is achieved by preventing fuel vapor from the fuel tank venting directly to the
atmosphere. Instead fuel vapor is directed into the EVAP (evaporative emission) charcoal canister where it is stored before
being purged at intervals to the engine’s intake manifold.

North American Specification (NAS) vehicles feature additional connections and pipes at the rear of the filler head and also
incorporates a Diagnostic Monitoring Tank Leakage (DMTL) pump for leak detection requirements.
Fuel System Schematic Diagram



Item Description 1 Fuel injector (8 off) 2 Fuel rail www.JagDocs.com

1 Anti-trickle valve assembly 2 Wide bore filler neck 3 Fuel cap 4 Fuel cap lanyard 5 DMTL breather hose 6 DMTL breather filter 7 Fuel filler pipe 8 Connection of leak pipe to tank vapor line 9 Connection to charcoal canister 10 DMTL vapor leak pipe 11 Fuel filler hose 12 Hose connection with fuel tank inlet check valve The fuel filler head is positioned at the rear of the vehicle, above the right hand rear wheel. The filler head is covered by a
molded plastic cover which is electrically locked when the vehicle is locked. The filler cap is a conventional screw in type which
is secured to the vehicle with a lanyard. Fuel Filler Pipe (NAS)

1 Check the pressure values Are the pressure gauge readings too high? Yes
GO to C7. No
Test inconclusive. GO to Pinpoint Test B. C7: GAUGE TEST 7
NOTE: This test is performed with the engine not running. 1 Stop the engine 2 Refer to the relevant section of the workshop manual and recover the refrigerant Was the weight of the recovered refrigerant more than specified for the air conditioning system? Yes
Refer to the relevant section of the workshop manual and evacuate and recharge the air conditioning
system. GO to Pinpoint Test B. No
Install a new thermal expansion valve. Refer to the relevant section of the workshop manual and
evacuate and recharge the air conditioning system. GO to Pinpoint Test B.
PINPOINT TEST D : NITROGEN LEAK TESTS TEST
CONDITIONS DETAILS/RESULTS/ACTIONS D1: NITROGEN LEAK TEST
CAUTION: When charging the system with nitrogen, the pressure should be regulated to 7.0 bar.
NOTE: This test is performed with the engine not running. 1 Charge the air conditioning system with nitrogen 2 Isolate the nitrogen supply 3 Monitor the pressure gauge and check for leaks Has the source of the leak been identified?
Yes
Rectify the leak as necessary. Install a new receiver drier. Refer to the relevant section of the workshop
manual and evacuate and recharge the air conditioning system. GO to Pinpoint Test B. No
Refer to the relevant section of the workshop manual and evacuate and recharge the air conditioning system. GO to Pinpoint Test B.
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: Diagnostic Trouble Code (DTC) Index - DTC: Climate Control Module (HVAC) (100-00 General Information, Description and Operation).

Published: 11-May-2011
Climate Control System - General Information - Air Conditioning (A/C) System
Recovery, Evacuation and Charging
General Procedures


1. WARNING: Servicing must be carried out by personnel familliar with both
vehicle system and the charging and testing equipment. All operations
must be carried out in a well ventilated area away from open flame and
heat sources.


NOTE: The receiver drier need only be changed under the following
circumstances: There is dirt in the refrigerant circuit ( eg. compressor
seizure ), the system is leaking and refrigerant has been lost to
atmosphere, or the refrigerant circuit has been open more than 24 hours,
due to repair.
Refrigerant recovery.

2. Remove the dust covers from the high and low pressure
connections.



























3. Connect the high and low pressure lines to the appropriate connections.

4. Open the valves on the connections.

5. Turn the valves on the station to the correct positions.

6. Turn the process switch to the correct position.

7. Turn the main switch to 'ON'. www.JagDocs.com