2010 JAGUAR XFR engine oil

Engine - V8 S/C 5.0L Petrol -
Engine Data Published: 17-Jun-2014

Engine Description Engine Capacity Maximum Engine Torque (EEC) (SAE) Maximum Engine
Power (EEC) (SAE) Compression
Ratio
Bore
Stroke • 90° "Vee" • 8 Cylinder • 32 Valves 4.999 ccm
625 Nm at 2.500 - 5.500
RPM 375 kW at 6.000 - 6.500
RPM 9.5 ± 0.50 92.509 ±
0.009 mm 93 ± 0.1
mm Engine Firing Order
Standard Firing order ISO 1:2:7:3:4:5:6:8 DIN 1:5:4:2:6:3:7:8 Engine Valve Clearance (cold)
Intake Valve Exhaust Valve 0.20 ±0.02 0.25 ±0.02 Spark Plugs
Specification Spark Plug Gap ILKR6C-10 1 mm Lubricants, Fluids, Sealers and Adhesives

NOTE: When servicing or draining the engine oil, the 0w20 oil is compatible with 5w20. Any residue mix is acceptable.

Description Specification Engine Oil - Vehicles built up to March 2014 SAE 5W20 WSS-M2C925-A Engine Oil - Vehicles built from March 2014 SAE 0W20 STJLR.51.5122 Sealant WSE-M4G323-A6 Core plug and stub pipe retainer WSK-M2G349-A7 Jaguar Premium Cooling System Fluid WSS-M97B44-D Capacities

NOTE: For supercharged 5.0L engines.

Description Litres Engine oil, initial fill 8.9 Engine oil, service fill with oil filter change 7.25 Engine oil, service fill without oil filter change 6.75 Capacities

NOTE: For naturally aspirated 5.0L engines.

Description Litres Engine oil, initial fill 8.75 Engine oil, service fill with oil filter change 7.25 Engine oil, service fill without oil filter change 6.75 Cylinder Head and Valve Train
Item Specification Cylinder head maximum permitted warp (flatness specification) 0.2 mm (0.008 in) Valve guide inner diameter (mm) 5.51 ± 0.01 Intake valve effective length (mm) (tip to gauge line) 117.21 ± 0.1 Exhaust valve effective length (mm) (tip to gauge line) 94.39 ± 0.1 Valve stem to guide clearance intake diametrical (mm) 0.022 - 0.057 Valve stem to guide clearance exhaust diametrical (mm) 0.03 - 0.065 Valve head diameter intake (mm) 36 ± 0.1 Valve head diameter exhaust (mm) 30 ± 0.1 Intake valve face angle (degrees) 44.875 ± 0.125 Exhaust valve face angle (degrees) 44.875 ± 0.125 Valve stem diameter intake (mm) 5.4705 ± 0.0075 Valve stem diameter exhaust (mm) 5.4625 ± 0.0075 Valve spring free length (mm) - inlet 46.1 Valve spring free length (mm) - exhaust 46.1 Valve spring installed height (mm) - inlet 35.74 Valve spring installed height (mm) - exhaust 35.1 Camshaft lobe lift intake (mm) 10 Camshaft lobe lift exhaust (mm) 9.36 Camshaft journal to cylinder head bearing surface clearance diametrical (mm) 0.025 - 0.065 Camshaft journal diameter - all positions 26.965 ± 0.01 Bearing diameter - all positions 27.01 ± 0.01

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 -

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.

1 Inlet camshafts 2 Exhaust camshaft 3 Inverted tooth timing chain 4 Nylon chain guide 5 Auxiliary chain tensioner 6 Auxiliary drive chain 7 Oil pump drive 8 Auxiliary drive camshaft 9 Timing chain tensioner 10 Tensioner lever 11 VCT unit 12 VCT solenoids The lightweight valve train provides good economy and noise levels and is chain driven from the crankshaft.

Double overhead camshafts on each cylinder head operate the valves. For each cylinder head, an inverted tooth timing chain
transfers drive from the crankshaft to the VCT (variable camshaft timing) unit on the front of each camshaft. Graded tappets
enable setting of inlet and exhaust valve clearances.

Each timing chain has a hydraulic tensioner operated by engine oil pressure. The chain tensioners incorporate a ratchet
mechanism, which maintains tension while the engine is stopped to eliminate start-up noise. The chains are lubricated with
engine oil from jets located at the front of the engine block. Nylon chain guides control chain motion on the drive side. VALVE TRAIN

16 Bias spring 17 Snap ring 18 Reluctor ring 19 Center plate 20 Snap ring 21 Screw (6 off) 22 Spool valve 23 Outer plate Each VCT unit is attached to the camshaft by three bolts. A rotor assembly and a reed plate are installed inside a sprocket housing, which consists of a sprocket, an outer plate and an inner plate held together by six screws.

A reluctor ring, for the CMP (camshaft position) sensor, a center plate and a bias spring are installed at the front of the VCT unit. The ends of the bias spring locate on the center plate assembly and the sprocket housing, to give a turning moment to
the camshaft in the advance direction. A snap ring locates the reluctor ring on to a sleeve installed in the center of the rotor
assembly. The opposite end of the sleeve locates in a bore in the front face of the camshaft, which contains a filter.

A spring and spool valve are installed in the rotor assembly sleeve and retained by a snap ring. The spring keeps the spool
valve in contact with the armature of the related VCT solenoid.
Each VCT unit is supplied with engine oil from an oil gallery in the cylinder head, through the camshaft front bearing cap and a bore in the center of the camshaft.
Variable Camshaft Timing Solenoids
The VCT solenoids control the position of the spool valves in the VCT units.


The VCT solenoids are installed in the front upper timing covers, immediately in front of their related VCT units. Each VCT solenoid is secured with two screws and sealed with an O-ring. A two pin electrical connector provides the interface with the
engine harness.

Each VCT solenoid incorporates a spindle that acts on the spool valve in the related VCT unit to advance and retard the camshaft timing. The VCT solenoids operate independently and are controlled by a PWM signal from the ECM. www.JagDocs.com

1 Advance chamber 2 Retard chamber 3 Sprocket housing 4 Rotor assembly 5 Lock pin 6 Sleeve 7 Engine oil supply from camshaft 8 Inlet check valve 9 Lock pin drain 10 Spool valve 11 Advance check valve 12 Retard check valve At engine start-up, once the engine oil pressure in the camshaft is sufficient to open the inlet check valve, engine oil flows
across the spool valve, through the advance and retard check valves and into the advance and retard chambers. During the
start cycle, the ECM signals the VCT solenoid to move the spool valve into the sleeve and connect the lock pin to inlet oil

1 Oil pump outlet tube 2 Anti-drain valve 3 Oil cooler 4 Oil filter 5 Piston cooling jets 6 Timing chain lubrication jets 7 Oil evacuation tube 8 Oil pump 9 Oil temperature and level sensor 10 Oil pick-up The oil pump is attached to the underside of the windage tray. The input shaft of the oil pump is driven from the front of the
crankshaft, by the auxiliary chain, at 0.87 engine speed.

The oil pump draws oil from the sump pan through a centrally mounted pick-up pipe. The oil is pressurized and pumped
through an output tube to the cylinder block. After passing through an anti-drain valve and a plate type oil cooler, the oil is
filtered by a replaceable cartridge installed on the front of the RH cylinder head. LUBRICATION SYSTEM

cooling jets and the timing chain lubrication jets.

The oil returns to the oil pan under gravity. Large drain holes through the cylinder heads and cylinder block ensure the rapid
return of the oil to the sump pan. System replenishment is through the oil filler cap on the LH cylinder head cover.
An oil evacuation tube is installed to allow oil to be drawn from the sump pan. The upper end of the oil evacuation tube is
located under the oil filler cap.
An oil drain plug is installed in the RH side of the sump pan.
Oil Pump Nominal Operating Pressures
Engine Speed, rev/min Temperature, °C (°F) Pressure, bar (lbf/in2
) Idle 20 (68) 2.0 (29.0) 1500 20 (68) 6.0 (87.0) 3000 40 (104) 6.2 (90.0) 3000 110 (230) 5.0 (72.5) 3000 130 (266) 4.0 (58.0) Oil Level Monitoring

Oil level monitoring is provided by an oil level and temperature sensor that measures the oil level in the sump pan. The oil
level can be displayed in the message center of the instrument cluster.



The oil level and temperature sensor supplies the ECM with a signal containing the level and temperature of the oil in the sump pan. The oil level and temperature sensor is secured to the bottom of the sump pan with three screws and sealed with a
gasket.

The oil level and temperature sensor sends an ultrasonic pulse vertically upward and measures the time taken for the pulse to
be reflected back from the top surface of the oil. This time is compared with the time taken for an ultrasonic pulse to travel a
reference distance within the oil level and temperature sensor to determine the oil level. The oil level reading is combined with
the oil temperature reading and transmitted in a PWM signal to the ECM.
Oil Level and Temperature Sensor Specifications
Feature Details Power source Battery Voltage Level Accuracy ±2 mm (±0.08 in.) at temperatures of -30 °C (-22 °F)) and above; (±4 mm (±0.16 in.) at
temperatures below -30 °C (-22 °F)) Temperature Accuracy ±2 °C (±3.6 °F) Operating Level Range 116 to 147 mm (4.57 to 5.79 in.)