2010 JAGUAR XFR hand brake

16 Ball (12 off) 17 Distance keeper 18 Crash tube The column comprises a cast magnesium mounting bracket which provides the attachment to the cross-beam. Attached to the
mounting bracket is a rake lever which is attached to the mounting bracket at the lower end with two pivot bearings. The
bearings allow the rake lever to rotate upwards or downward to adjust the column rake.

The rake lever also provides for the attachment of the rake housing which can slide within the lever to provide the reach
adjustment. Within the rake housing is the axial housing which is supported on each side with 6 ball bearings which allow the
rake housing to move forward or backwards. The bearings on each side are arranged in groups of 3 bearings and are separated
by a distance keeper which allows the housing to supported on bearings along its length. Within the axial housing is a tube
which is supported at the upper end of the column on the upper bearing. The tube has a central splined hole which provides for
the fitment of the splined shaft. The splined shaft can slide within the tube on the splines when the column reach is adjusted
or the column collapses in a crash condition. The splined shaft also passes rotary motion from the steering wheel through the
length of the column to the outer clamping yoke which is supported on the lower bearing.

The electric steering column lock is attached to the top of the rake lever. A lock bolt within the steering column lock engages in
one of 8 slots in the locking sleeve located at the lower end of the column preventing rotation of the steering wheel. The
locking sleeve is retained by a tolerance ring which in turn is located on the outer diameter of the tube yoke. The tolerance
ring allows a specified amount of torque to be applied to the splined shaft before it slips, preventing damage to the column
lock due to excessive force being applied to the steering wheel when the lock is engaged. The tolerance ring is designed to
slip on the splined shaft when the applied torque exceeds the fitted slip load of 200 Nm minimum. Repeated rotation of the
lock collar will reduce its slipping torque to 100 Nm minimum. The lock is controlled by the CJB.
A steering angle sensor is located at the upper end of the steering column and is attached to the crash adaptor. The sensor
measures steering rotation via a toothed wheel located on the splined tube at the upper end of the column. The sensor
receives a power supply from the CJB and supplies 2 signals (A and B) relating to the steering rotation to the ABS (anti-lock brake system) module. The module transmits this data on the high speed CAN bus for use by other vehicle systems. Refer to: Anti-Lock Control - Stability Assist (206-09 Anti-Lock Control - Stability Assist, Description and Operation).
The steering column is adjustable electrically, for reach and rake. The adjustment mechanism comprises an electric adjustment
motor, a lead screw, a rake solenoid, a reach solenoid, a reach clutch and a rake clutch. The column adjustment is controlled
manually using a joystick switch located on the LH (left-hand) side of the column lower cowl. The joystick can be moved
forward and backward to adjust the column reach in and out and moved up and down to adjust the rake. The switch selection
energizes the adjustment motor in the applicable direction and also engages the applicable solenoid and clutch.

When the joystick switch is rotated to the 'auto' position, the steering column will adjust to the uppermost rake position when
the ignition is switched off. It will re-adjust to the position corresponding to the memory position for the remote handset when
the ignition is switched on.

The memory function of the electric column is linked to and controlled by the driver's seat module. The module provides for the
storage of three separate memory positions which are stored against 3 individual remote handsets.
Refer to: Seats (501-10 Seating, Description and Operation).
The steering wheel locates on a splined shaft in the upper column assembly and is secured with a bolt. The steering wheel
houses the driver's airbag and switches for the audio system, gear change and speed control. A clockspring is used to connect
the steering wheel electrical components to the vehicle harness.

Two plastic shrouds are fitted to the upper column assembly. The lower shroud is fitted with an energy absorbing foam pad to
minimize leg injury in the event of an accident.
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9. WEAK VALVE SPRINGS: When the needle oscillation becomes more violent as engine RPM is increased, weak valve
springs are indicated. The reading at idle could be relatively steady.
10. LATE VALVE TIMING: A steady but low reading could be caused by late valve timing.

11.
IGNITION TIMING RETARDED: Retarded ignition timing will produce a steady but somewhat low reading.
12.
INSUFFICIENT SPARK PLUG GAP: When spark plugs are gapped too close, a regular, small pulsation of the needle can
occur.
13. INTAKE LEAK: A low, steady reading can be caused by an intake manifold or throttle body gasket leak.

14.
BLOWN HEAD GASKET: A regular drop of fair magnitude can be caused by a blown head gasket or warped cylinder head
to cylinder block surface.
15.
RESTRICTED EXHAUST SYSTEM: When the engine is first started and is idled, the reading may be normal, but as the
engine RPM is increased, the back pressure caused by a clogged muffler, kinked tail pipe or other concerns will cause
the needle to slowly drop to 0 kPa (0 in-Hg). The needle then may slowly rise. Excessive exhaust clogging will cause
the needle to drop to a low point even if the engine is only idling.

When vacuum leaks are indicated, search out and correct the cause. Excess air leaking into the system will upset the fuel
mixture and cause concerns such as rough idle, missing on acceleration or burned valves. If the leak exists in an accessory
such as the power brake booster, the unit will not function correctly. Always repair vacuum leaks.

Engine Oil Pressure Check


NOTE: Prior to checking the engine oil pressure, a road test of 6 miles (10 kilometres), must be carried out. Do not
attempt to attain engine normal operating temperature by allowing the engine to idle.

1. Disconnect the battery ground cable. Refer to section 414-00 - Charging System - General Information of the workshop
manual
2. WARNINGS:
The spilling of hot engine oil is unavoidable during this procedure, care must be taken to prevent scalding.
Wear protective gloves.

Remove the engine oil filter element
REFER to: Oil Filter Element (303-01C Engine - V8 5.0L Petrol, Removal and Installation).
NOTE: Ensure the oil filter element is not contaminated during this procedure
3. Install the oil filter element into special tool (Oil filter adapter number 303-1451)

4. Install the special tool (Oil filter adapter number 303-1451) to the engine. Torque: 25 Nm

5. Install the special tool (Oil pressure testing gauge, 303-871) and tighten the union
6. Connect the battery ground cable

7. Refer to owner hand book, check and top-up the engine oil if required

8. Start and run the engine
9. Note the oil pressure readings with the engine running at idle and 3500 RPM

10.
Turn off the engine

11.
Disconnect the battery ground cable
12. Remove the special tools
1. Clean the components

13.
Install the engine oil filter element
REFER to: Oil Filter Element (303-01C Engine - V8 5.0L Petrol, Removal and Installation).
NOTE: Ensure the oil filter element is not contaminated during this procedure

14.
Connect the battery ground cable
15. Refer to owner hand book, check and top-up the engine oil if required
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Published: 11-May-2011
Fuel Charging and Controls - V8 S/C 5.0L Petrol - Fuel Injection Component Cleaning
General Procedures

General Equipment




WARNINGS: Cleaning

Do not carry out any repairs to the fuel system with the engine running. Failure to follow this instruction may result in
personal injury.


Do not smoke or carry lighted tobacco or open flame of any type when working on or near any fuel related components.
Highly flammable vapors are always present and may ignite. Failure to follow these instructions may result in personal injury.


If fuel contacts the eyes, flush the eyes with cold water or eyewash solution and seek immediate medical attention.


Place the vehicle in a well ventilated, quarantined area and arrange ' No Smoking/Petrol Fumes' signs about the vehicle.


Wash hands thoroughly after fuel handling, as prolonged contact may cause irritation. Should irritation develop, seek
medical attention.


Do not carry or operate cellular phones when working on or near any fuel related components. Highly flammable vapors
are always present and may ignite. Failure to follow these instructions may result in personal injury.
CAUTIONS:


Before using the cleaning fluid, protect all electrical components and connectors with lint-free non-flocking material.
Make sure that all parts removed from the vehicle are placed on the lint-free non-flocking material.
Make sure that any protective clothing worn is clean and made from lint-free non-flocking material.


Make sure that clean non-plated tools are used. Clean tools using a new brush that will not lose its bristles, prior to
starting work on the vehicle.


Use a steel topped workbench and cover it with clean, lint-free non-flocking material.


Make sure the workshop area in which the vehicle is being worked on is as clean and as dust free as possible. Foreign
matter from work on clutches, brakes or from machining or welding operations can contaminate the fuel system and may result
in later malfunction.

1. Using a new brush that will not lose its bristles, brush the components
being removed and the surrounding area.

2. Using a pneumatic vacuum gun, remove all traces of foreign material.

General Equipment: Pneumatic vacuum gun Pneumatic vacuum gun

Starting System - V8 5.0L Petrol/V8 S/C 5.0L Petrol - Starting
System Vehicles With: Smart Key
Diagnosis and Testing

Principles of Operation Published: 06-Apr-2013

For a detailed description of the starting system, refer to the relevant Description and Operation section in the workshop
manual.

Inspection and Verification

1. Verify the customer concern.

2. Visually inspect for obvious signs of mechanical or electrical damage.

Visual Inspection
Mechanical Electrical
Steering column
Brake pedal
Smart key
Steering Wheel
Fuses
Harnesses and connectors
Warning lamp operation
Smart key operation
Engine start operation
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 for Diagnostic Trouble Codes (DTC's) and refer to the DTC Index.

5. Check DDW for open campaigns. Refer to the corresponding bulletins and SSM's which may be valid for the specific
customer complaint and carry out the recommendations as needed.
CAUTIONS:


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


When probing connectors to take measurements in the course of the pinpoint tests, use the adaptor kit, part number
3548-1358-00
NOTES:


If the control module or a component is suspect and the vehicle remains under manufacturer warranty, refer to the
warranty policy and procedures manual (section B1.2), or determine if any prior approval programme is in operation, prior to
the installation of a new module/component.


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)


When performing voltage or resistance tests, always use a digital multimeter accurate to three decimal places and with a
current calibration certificate. When testing resistance, always take the resistance of the digital multimeter leads into account


Check and rectify basic faults before beginning diagnostic routines involving pinpoint tests


Inspect connectors for signs of water ingress, and pins for damage and/or corrosion


If diagnostic trouble codes are recorded and, after performing the pinpoint tests, a fault is not present, an intermittent
concern may be the cause. Always check for loose connections and corroded terminals

Symptom Chart
Symptom - Message Displayed Symptom - Possible Cause Action Smart key not found - Refer to handbook Ignition mode fails to switch on GO to Pinpoint Test A.

Symptom - Message Displayed Symptom - Possible Cause Action NOTE: Back up start - 10MY onwards
Smart key not found - Refer to handbook Ignition mode fails to switch on GO to Pinpoint Test B. Press start and brake Engine fails to crank GO to Pinpoint Test C. Steering column locked Ignition switches off after 3 seconds GO to Pinpoint Test D. NOTE: For diesel engines Engine still not cranking Ambient temperatures below zero GO to Pinpoint Test E.
Pin Point Test

PINPOINT TEST A : SMART KEY NOT FOUND - REFER TO HANDBOOK TEST
CONDITIONS DETAILS/RESULTS/ACTIONS A1: IGNITION MODE FAILS TO SWITCH ON NOTES:


In normal operation, pressing the start button for one second will cause the vehicle to enter the ignition mode. If the
procedures below are followed the engine should crank
For automatic transmission vehicles, ensure the brake pedal is depressed and the park or neutral selected 1 Ensure the smart Key is within the cabin area. Check the smart key is not close to any electrical devices e.g. Smart phones, laptops, laptop cases, games consoles and game console bags, briefcases, metal
objects etc. All can affect the system performance and may block its communication with the vehicle. If
the smart key battery low warning message has been displayed it is likely that the smart key battery has
insufficient charge. Refer to section 'Back Up Start' for 10MY onwards Has the vehicle started? Yes
No further action required
No
Check and install a new battery as required. Clear the DTC and retest. If the problem persists, contact
dealer technical support
PINPOINT TEST B : BACK UP START - 10MY ONWARDS - SMART KEY NOT FOUND - REFER TO HANDBOOK TEST
CONDITIONS DETAILS/RESULTS/ACTIONS B1: IGNITION MODE FAILS TO SWITCH ON NOTES:


In normal operation, pressing the start button for one second will cause the vehicle to enter the ignition mode. If the
procedures below are followed the engine should crank
For automatic transmission vehicles, ensure the brake pedal is depressed and the park or neutral selected 1 On pressing the start button, smart key not found. When this warning is displayed the smart key should be brought into close proximity with the immobilize antenna unit. Hold the key in the location and press
the start button again. If this process fails the first time, try repositioning the key around the immobilize
antenna unit location, repeat the sequence again Has the vehicle started? Yes
No further action required
No
Contact dealer technical support
PINPOINT TEST C : PRESS START AND BRAKE - (MESSAGE DISPLAYED) TEST
CONDITIONS DETAILS/RESULTS/ACTIONS C1: ENGINE FAILS TO CRANK NOTES:


Conditions for starting in addition to pressing the start button are

SUPERCHARGER System Operation

At closed or partially open throttle positions, the bypass valve is fully open, allowing a flow of air from the SC (supercharger)
outlet back to the inlet side. This results in little or no pressure increase across the SC. Progressive opening of the throttle reduces the depression downstream of the electric throttle. This is sensed by the pneumatic actuator, which moves to close
the bypass valve. As the bypass valve closes there is a corresponding increase in the outlet pressure from the SC, which increases engine power output.

NOISE FEEDBACK SYSTEM

Sound waves from the RH (right-hand) intake manifold are filtered by the calibrated orifice in the inlet pipe connection on the
symposer. The sound waves make the paddle oscillate and generate pulsations in the outlet chambers. When the pneumatic
valve is open, the pulsations are transmitted through the outlet pipe and feedback tube to the resonator in the passenger
compartment.

The tuning valve of the noise feedback system receives a power feed from the power distribution box and is connected to
ground through the ECM (engine control module). At lower engine loads and speeds the ECM keeps the ground open circuit and the tuning valve is de-energized closed. Atmospheric pressure is sensed at the pneumatic valve through the vent cap on the
tuning valve, which keeps the pneumatic valve closed and prevents sound from the symposer entering the feedback system.

At higher engine loads and speeds the ECM connects the tuning valve to ground. The tuning valve energizes, blanks off the atmospheric vent and opens the vacuum line between the brake vacuum system and the pneumatic valve. The depression in
the brake vacuum system is sensed at the pneumatic valve, which opens and allows sound from the symposer into the
feedback system.
The status of the pneumatic valve at various engine loads and speeds is given below:

Pneumatic Valve Status

NOTE: Values are for valve opening with increasing engine load and speed. Deduct 0.05 g/rev and 50 rev/min for valve
closing with decreasing engine load and speed.


Engine Load: g/rev Engine Speed: rev/min 0 500 1000 2500 3000 4000 5800 6500 1.30 Closed Closed Closed Closed Closed Closed Closed Closed 1.35 Closed Closed Closed Closed Closed Closed Closed Closed 1.40 Closed Closed Closed Closed Closed Closed Closed Open 1.60 Closed Closed Closed Closed Closed Closed Closed Open 1.80 Closed Closed Closed Closed Closed Closed Closed Open 2.50 Closed Closed Closed Closed Closed Open Open Open 3.00 Closed Closed Closed Closed Closed Open Open Open 3.50 Closed Closed Closed Open Open Open Open Open

13 Bypass valve 14 SC 15 Gasket 16 RH intake manifold 17 M08 x 30 mm crew (3 off) 18 M08 x 50 mm screw 19 N.H. pad 20 M6 x 15 mm screw (4 off) 21 M08 x 45 mm screw (4 off) 22 RH charge air cooler 23 M08 x 150 mm screw Supercharger

The SC is a Roots blower with high angle helix rotors driven at 2.1 x engine speed by the secondary belt of the accessory drive.
The two rotors of the SC are contained in a housing. The ends of the rotors are supported in bearings in the front cover and the bearing plate. A rear cover seals the bearing plate and incorporates a filler/level plug for lubricant. A pulley transfers power
from the accessory drive to the shaft of one of the rotors.

A pneumatic actuator on the front cover is attached to a by-pass valve in the housing. The bypass valve regulates a flow of air
from the outlet of the SC back to the inlet side of the rotors, to control the outlet pressure of the SC. Hoses connect the pneumatic actuator to the throttle T-piece of the air ducts, upstream of the electric throttle, and to the front cover, downstream
of the electric throttle. A lever connects the actuating rod of the pneumatic actuator to the shaft of the bypass
valve. A screw in the front cover limits movement of the lever in the closed direction to allow calibration of the SC output. The front cover also incorporates:

The SC air inlet and mounting face for the electric throttle. A connector stub for the part load breather.
A MAP (manifold absolute pressure) sensor.
A connector stub for a hose from the EVAP (evaporative emission) canister purge valve.
Intake Manifolds

Each intake manifold is attached to the SC with three screws and a bolt. Two dowels ensure correct alignment of each intake manifold. The RHD (right-hand drive) intake manifold incorporates a connection port for the noise feedback system. The LH intake manifold incorporates:
A connector stub for the brake vacuum system.
A MAPT (manifold absolute pressure and temperature) sensor.

Symptom Possible Cause Action No throttle response
Electronic engine controls
Read DTCs and refer to DTC Index in this
section for electronic engine control tests Speed control inhibited or disabled
Default mode enabled
Speed control, brake switch
Electronic engine controls
CAN fault
Check message center for default message,
read DTCs and refer to DTC Index
Refer to the relevant section of the
workshop manual for speed control, and
brake switch tests.
Read DTCs and refer to DTC Index in this
section for electronic engine control tests
Refer to the relevant section of the
workshop manual and the electrical wiring
diagrams to perform CAN network tests. Poor throttle response
Breather system
disconnected/restricted
Electronic engine controls
Transmission malfunction
Traction control event
Air leakage
Ensure engine breather system is free from
restriction and is correctly installed
Read DTCs and refer to DTC Index in this
section for electronic engine control tests
Refer to the workshop manual or
transmission troubleshooting guide for
transmission system tests.
Check for leakage in air intake system Engine defaults, warning light and
messages. Refer to the owner
handbook
Electronic engine controls
Read DTCs and refer to DTC Index in this
section for electronic engine control tests DTC Index


WARNING: Fuel injector voltage will reach 65Volts during operation and have a high current requirement.


CAUTION: When probing connectors to take measurements in the course of the pinpoint tests, use the adaptor kit, part
number 3548-1358-00.
NOTES:


If the module/component is suspect and the vehicle remains under the Manufacturers warranty, refer to the Warranty
Policy and Procedure manual (section B1.2), or determine if any prior approval programme is in operation, prior to the
installation of a new module/component.


Generic scan tools may not read the codes listed, or may read only five digit codes. Match the five digits from the scan
tool to the first five digits of the seven digit code listed to identify the fault (the last two digits give additional information
read by the manufacturer-approved diagnostic system).


When performing electrical voltage or resistance tests, always use a digital multimeter (DMM) accurate to three decimal
places, and with an up-to-date calibration certificate. When testing resistance, always take the resistance of the DMM leads
into account.


Check and rectify basic faults before beginning diagnostic routines involving pinpoint tests.


If DTCs are recorded and, after performing the pinpoint tests, a fault is not present, an intermittent concern may be the
cause. Always check for loose connections and corroded terminals.

DTC Description Possible Causes Action B10A2-31 Crash Input - No signal
Loss of communication between
Restraints Control Module (RCM)
and Engine Control Module
(ECM) Refer to the electrical circuit diagrams and
check Restraints Control Module (RCM) Pulse
Width Modulated (PWM) SRS signal line circuit,
hard wired connection between Engine Control
Module (ECM) and Restraints Control Module
(RCM) for short to ground, short to power, open
circuit. Repair circuit as required, clear DTC and
retest system to confirm repair.