2010 JAGUAR XFR light

Front Suspension - Front Suspension
Diagnosis and Testing

Principle of Operation Published: 17-May-2012

For a detailed description of the suspension system, refer to the relevant Description and Operation section of the workshop
manual.REFER to: (204-01 Front Suspension)

Front Suspension (Description and Operation), Front Suspension (Description and Operation), Front Suspension (Description and Operation).
Inspection and Verification

1. Verify the customer concern

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



3. If an obvious cause for an observed or reported condition is found, correct the cause (if possible) before proceeding to
the next step
4. If the fault is not visually evident, verify the symptom and refer to the following Symptom Chart

Symptom Chart
Symptom Possible Cause Action Evidence of fluid on suspension damper
Fluid on damper from an external source
Fluid leaking from damper
Damper not faulty, do not renew
GO to Pinpoint Test A.
PINPOINT TEST A : DAMPER FLUID LEAK DIAGNOSIS TEST CONDITIONS DETAILS/RESULTS/ACTIONS A1: ASSESS LEAK NOTES:


Residual oil left over from the damper assembly process may create oil staining on the damper tube. This will not affect
the function of the damper.
Slight seepage is considered normal. 1 Assess the extent of the oil leakage Is the leakage serious enough to indicate that the damper seal has failed? Yes
GO to Pinpoint Test B. No
Damper not faulty, do not renew.
PINPOINT TEST B : CONFIRM LEAK TEST CONDITIONS DETAILS/RESULTS/ACTIONS B1: ROAD TEST 1 Clean all traces of oil from the damper 2 Drive the vehicle over a speed bump or similar ten times Is any fluid visible on the outside of the damper? Yes
GO to Pinpoint Test C. No
Damper not faulty, do not renew.
PINPOINT TEST C : DAMPER STICKOUT TEST TEST CONDITIONS DETAILS/RESULTS/ACTIONS C1: DAMPER STICKOUT TEST Mechanical

Damaged suspension dampers Visual Inspection

Rear Suspension - Rear Suspension
Diagnosis and Testing

Principle of Operation Published: 22-May-2012

For a detailed description of the suspension system, refer to the relevant Description and Operation section of the workshop
manual.REFER to: (204-02 Rear Suspension)

Rear Suspension (Description and Operation), Rear Suspension (Description and Operation), Rear Suspension (Description and Operation).
Inspection and Verification

1. Verify the customer concern

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



3. If an obvious cause for an observed or reported condition is found, correct the cause (if possible) before proceeding to
the next step
4. If the fault is not visually evident, verify the symptom and refer to the following Symptom Chart

Symptom Chart
Symptom Possible Cause Action Evidence of fluid on suspension damper
Fluid on damper from an external source
Fluid leaking from damper
Damper not faulty, do not renew
GO to Pinpoint Test A.
PINPOINT TEST A : DAMPER FLUID LEAK DIAGNOSIS TEST CONDITIONS DETAILS/RESULTS/ACTIONS A1: ASSESS LEAK NOTES:


Residual oil left over from the damper assembly process may create oil staining on the damper tube. This will not affect
the function of the damper.
Slight seepage is considered normal. 1 Assess the extent of the oil leakage Is the leakage serious enough to indicate that the damper seal has failed? Yes
GO to Pinpoint Test B. No
Damper not faulty, do not renew.
PINPOINT TEST B : CONFIRM LEAK TEST CONDITIONS DETAILS/RESULTS/ACTIONS B1: ROAD TEST 1 Clean all traces of oil from the damper 2 Drive the vehicle over a speed bump or similar ten times Is any fluid visible on the outside of the damper? Yes
GO to Pinpoint Test C. No
Damper not faulty, do not renew.
PINPOINT TEST C : DAMPER STICKOUT TEST TEST CONDITIONS DETAILS/RESULTS/ACTIONS C1: DAMPER STICKOUT TEST Mechanical

Damaged suspension dampers Visual Inspection

Wheels and Tires - Wheels and Tires - Overview
Description and Operation

OVERVIEW Published: 25-May-2012

A number of alloy wheel designs are available ranging from 17 to 20 inch in diameter. A Tire Pressure Monitoring System
(TPMS) is used to monitor the air pressure in each tire and inform the driver if the pressure falls below predetermined
thresholds.

All wheels are of cast construction in aluminum alloy with the choice of wheel design dependant on the vehicle trim level and
engine derivative.

On normally aspirated petrol models and all diesel models a 4J X 18 inch temporary spare wheel is supplied as standard,
supercharged petrol models are supplied with a 4Jx19 inch temporary spare wheel. In some major European markets an Instant
Mobility System is offered as an alternative to the spare wheel. The Instant Mobility System is capable of providing a
temporary repair and tire inflation to a puncture of up to 6mm in diameter in the tread area of the tire. A puncture in the tire
wall cannot be repaired using the system.
The vehicle jack and accessories are stored in the spare wheel-well in the luggage compartment.

Tire Changing

WARNINGS:


Tires must be inflated to the recommended pressures when the tires are cold (ambient temperature) only. Refer to label
on the 'B' pillar for recommended tire pressures. If the tires have been subjected to use or exposed to direct sunlight, move
the vehicle into a shaded position and allow the tires to cool before checking or adjusting the pressures.


Valve stem seal, washer nut, valve core and cap should be replaced at every tire change. Valve stem seal, washer and
nut must be replaced if the valve retention nut is loosened. Sensor units and nuts must be fitted using correct torque figures
and associated profile. Damage to the vehicle and consequently injury to the vehicle's occupants may result if these
instructions are not adhered to.


NOTE: The TPMS valve should be serviced using the suitable service kit, each time the tyre is dismounted, to ensure an
air tight seal. Attention should be made to the detail of fitting this kit.

Vehicles fitted with TPMS can be visually identified by an external metal locknut and valve of the tire pressure sensor on the
road wheels. Vehicles without TPMS will have rubber tire valve.
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The warning indications to the driver are common on all vehicles fitted with TPMS. The driver is alerted to system warnings by
a low tire pressure warning indicator in the instrument cluster and an applicable text message in the message centre.

The TPMS module passes system status information to the instrument cluster on the medium speed CAN bus. The instrument
cluster converts this data into illumination of the warning indicator and the display of an appropriate message.
When the ignition is switched on, the warning indicator is illuminated for 3 seconds for a bulb check.


NOTE: If the vehicle is not fitted with the TPMS, the warning indicator will not illuminate.

The instrument cluster checks, within the 3 second bulb check period, for a CAN bus message from the TPMS. During this time
the TPMS performs internal tests and CAN bus initialization. The warning indicator will be extinguished if the TPMS module
does not issue a fault message or tire pressure warning message.

If a TPMS fault warning message is detected by the instrument cluster at ignition on, the warning indicator will flash for 72
seconds after the 3 second bulb check period and then remain permanently illuminated.

If a tire pressure warning message is detected by the instrument cluster at ignition on, the warning indicator will extinguish
briefly after the 3 second bulb check period, before re-illuminating to indicate a tire pressure warning.
The following table shows the warning indicator functionality for given events:

Event Instrument Cluster Indications Low pressure warning limit reached in one wheel
Warning indicator illuminated. 'CHECK TYRE PRESSURE' message displayed
and applicable tire highlighted on display. Low pressure warning limit reached in one or
more wheels in low speed mode (only if programmed or learning) Warning indicator illuminated. 'CHECK ALL TYRE PRESSURES' message
displayed. TPMS fault
Warning indicator flashes for 72 seconds and is then permanently
illuminated. The flash sequence repeats after ignition on cycle. 'TYRE
PRESSURE SYSTEM FAULT' message displayed. No transmission from a specific tire pressure
sensor or Specific tire pressure sensor fault Warning indicator flashes for 72 seconds and is then permanently
illuminated. The flash sequence repeats after ignition on cycle. 'TYRE NOT
MONITORED' message displayed. No transmission from more than one tire pressure
sensor or more than one tire pressure sensor
fault Warning indicator flashes for 72 seconds and is then permanently
illuminated. The flash sequence repeats after ignition on cycle. 'TYRE
PRESSURE SYSTEM FAULT' message displayed. CAN (controller area network) signals missing
Warning indicator flashes for 72 seconds and is then permanently
illuminated. The flash sequence repeats after ignition on cycle. 'TYRE
PRESSURE SYSTEM FAULT' message displayed. Vehicle enters high speed mode (only available in
certain markets) Warning indicator illuminated. 'TYRE PRESSURE LOW FOR SPEED' message displayed.

JaguarDrive Control Sub-System Faults
If a fault occurs in a sub-system, the driver is alerted by the illumination of a warning indicator and/or an appropriate message
for that sub-system in the instrument cluster message center. No JaguarDrive Control message will be shown when a failed
sub-system displays its own message.

When a sub-system fault is present and the driver attempts to select a different JaguarDrive Control mode or at the next
ignition on cycle, a message 'WINTER MODE FAULT' or 'DYNAMIC MODE FAULT' will appear in the message center. This
generally implies that the JaguarDrive Control system has a fault, but only because a sub-system fault is preventing its
operation. This message will be displayed once per ignition cycle, but is repeated if a further selection is made by the driver
using the JaguarDrive Control buttons or at the next ignition on cycle.


NOTE: The message 'WINTER MODE FAULT' or 'DYNAMIC MODE FAULT' can also in very rare circumstances be generated
by a fault in the JaguarDrive Control module.

It is not possible for the JaguarDrive Control module to cause any fault behavior (warning indicator illumination or message
generation) in any of the sub-systems. Illumination of a sub-system warning indicator and/or a sub-system related message
will never be associated with a JaguarDrive Control module or JaguarDrive Control system fault.

The sub-system control modules can detect a fault with the CAN (controller area network) bus signal from the transmission
selector module. If a fault in the JaguarDrive Control system is detected, the sub-system control modules will operate in the
'special modes off' setting. The sub-system control modules will record a fault code for a failure of the JaguarDrive Control CAN signal. These faults can be retrieved using the Jaguar approved diagnostic tool and will provide useful information to indicate
investigation of the JaguarDrive Selector module or the CAN bus network. JaguarDrive Control System or Control Module Fault

If a fault occurs in the JaguarDrive Control system, all button icon LED (light emitting diode)'s will be turned off (background
illumination will remain on) and pressing of the JaguarDrive Control buttons is ignored. The instrument cluster message center
will display a message 'WINTER MODE FAULT' or 'DYNAMIC MODE FAULT' when the fault occurs, if the fault is present and the
driver attempts to select a special mode (if the control module is able to do this) or at the next ignition on cycle.

The JaguarDrive Control buttons and control module (JaguarDrive Selector module) are an integral unit. If a fault occurs in
either component, the whole unit will require replacement, however, this is extremely unlikely.
CAN Bus Faults

If a CAN bus fault exists and prevents JaguarDrive Control system operation, all of the JaguarDrive Control button icon LED's will be illuminated and rotation pressing of the JaguarDrive Control buttons is ignored.

If the instrument cluster does not receive a JaguarDrive Control system CAN bus message from the JaguarDrive Control module, the message 'SPECIAL MODE UNAVAILABLE' will be displayed when the fault occurs and will be repeated at every
ignition on cycle.
User Error

A special mode change while DSC or ABS is active (this includes ABS cycling) may be misinterpreted as a system fault.

Clunk

Clunk is a metallic noise heard when the automatic transmission is engaged in REVERSE or DRIVE. The noise may also occur
when the throttle is applied or released. Clunk is caused by transmission calibration, backlash in the driveline or loose
suspension components and is felt or heard in the vicinity of the rear drive axle.

Bearing Rumble

Bearing rumble sounds like marbles being tumbled. This condition is usually caused by a worn/damaged wheel bearing. The
lower pitch is because the wheel bearing turns at only about one-third of the driveshaft speed. Wheel bearing noise also may
be high-pitched, similar to gear noise, but will be evident in all four driving modes.

Symptom Chart

Symptom Possible Cause Action Noise is at constant tone over
a narrow vehicle speed range.
Usually heard on light drive
and coast conditions
Rear drive axle
For additional information, GO to Pinpoint
Test A. Noise is the same on drive or
coast
Road
Worn or damaged driveshaft joint
Driveshaft center bearing
Wheel bearing
No action required for road noise
Install new components as required Noise is produced with the
vehicle standing and driving
Engine
Transmission
For additional information, REFER to:
Engine - 3.0L/4.2L (303-00 Engine System - General Information, Diagnosis and Testing),
Engine - 2.7L Diesel (303-00 Engine System - General Information, Diagnosis and Testing),
Diagnostic Strategy (307-01A Automatic Transmission/Transaxle - V6 3.0L Petrol,
Diagnosis and Testing). Loud clunk in the driveline
when shifting from reverse to
forward
Transmission calibration
Transmission Mount
Transmission
Suspension components
Backlash in the driveline
Engine idle speed set too high
Engine mount
Using the Manufacturer approved diagnostic
system, re-configure the Transmission
Control Module (TCM) with the latest
available calibration
Inspect and install new transmission mounts
as required
For additional transmission information,
REFER to: Diagnostic Strategy (307-01A Automatic Transmission/Transaxle - V6 3.0L
Petrol, Diagnosis and Testing).
Inspect and install new suspension
components as required
Inspect and install new driveline components
as required
Check and adjust the idle speed as required
Inspect and install new engine mounts as
required Clicking, popping, or grinding
noises
Inadequate or contaminated
lubrication in the rear drive
halfshaft constant velocity (CV)
joint
Another component contacting the
Inspect, clean and lubricate with new grease
as required
Inspect and repair as required
Inspect and install new components as
required

Driveshaft - Driveshaft - Overview
Description and Operation

Driveshaft Overview Published: 11-May-2011

The two-piece driveshaft, manufactured from lightweight tubular steel, transmits drive from the engine, via the transmission,
to the differential. The driveshaft aligns with the centerline of the vehicle’s body and is supported by a center bearing.

Published: 11-May-2011
Driveshaft - Driveshaft - System Operation and Component Description
Description and Operation


Driveshaft System Operation

The two-piece driveshaft, manufactured from lightweight tubular steel, transmits drive from the engine, via the transmission,
to the differential. The driveshaft aligns with the centerline of the vehicle’s body and is supported by a center bearing.

The driveshaft's front tube is of swaged construction, which is a crash energy management feature, designed to collapse
progressively and predictably in the event of a severe frontal impact. A low-friction splined slip-joint at the center of the
driveshaft provide the driveshaft's plunge capability.

Flexible couplings connecting the driveshaft to both the transmission and the differential counteract the angular movement of
the driveshaft caused by the driveline's acceleration and braking forces.

The center universal joint is positioned at a specified angle using shims between the center bearing and the vehicle's body.
The driveline angles have been carefully configured to balance minimum power losses with excellent vibration and wear
characteristics. The universal joint is lubricated during manufacture and sealed for life.
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