2010 JAGUAR XFR Rear Drive

Press and hold the DSC switch for less than 10 seconds.
The message center will temporarily display either Trac DSC or DSC ON.
The warning indicator in the instrument panel will illuminate while Trac DSC is selected.
The warning indicator will flash when DSC or Trac DSC is active.


NOTE: If cruise control is engaged, it will automatically disengage if DSC activates.

Refer to: Speed Control (310-03 Speed Control - 2.7L V6 - TdV6, Description and Operation).

Corner Brake Control

CBC (corner brake control) influences the brake pressures, below and within DSC and ABS thresholds, to counteract the yawing moment produced when braking in a corner. CBC produces a correction torque by limiting the brake pressure on one side of the
vehicle.

Electronic Brake Force Distribution

EBD (electronic brake force distribution) limits the brake pressure applied to the rear wheels. When the brakes are applied, the
weight of the vehicle transfers forwards, reducing the ability of the rear wheels to transfer braking effort to the road surface.
This may cause the rear wheels to slip and make the vehicle unstable.

EBD uses the ABS braking hardware to automatically optimize the pressure to the rear brakes, below the point where ABS is normally invoked.


NOTE: Only the rear brakes are controlled by the EBD function.
Electronic Traction Control

ETC (electronic traction control) attempts to optimize forward traction by reducing engine torque, or by applying the brake of a
spinning wheel until traction is regained.

ETC is activated if an individual wheel speed is above that of the vehicle reference speed (positive slip) and the brake pedal is
not pressed. The brake is applied to the spinning wheel, allowing the excess torque to be transmitted to the non-spinning
wheel through the drive line. If necessary, the ABS module also sends a high speed CAN bus message to the ECM to request a reduction in engine torque.

When the DSC function is selected off using the DSC switch, the braking and engine torque reduction features are both
disabled, except when the JaguarDrive control is in winter mode. When the JaguarDrive control is in winter mode, selecting the
DSC function off retains the braking and engine torque reduction features, but reduces intervention levels compared to DSC
and Trac DSC modes.

Emergency Brake Assist

EBA (emergency brake assist) assists the driver in emergency braking situations by automatically increasing the applied
braking effort. The ABS module invokes EBA when: The brake pedal is rapidly pressed.
The brake pedal is pressed hard enough to bring the front brakes into ABS operation.
When the brake pedal is rapidly pressed, the ABS module increases the hydraulic pressure to all of the brakes until the threshold for ABS operation is reached. This action applies the maximum braking effort for the available traction. The ABS module monitors for the sudden application of the brakes, using inputs from the brake pedal switch and from the pressure
sensor within the HCU (hydraulic control unit). With the brake pedal pressed, if the rate of increase of hydraulic pressure
exceeds the predetermined limit, the ABS module invokes emergency braking.
When the brake pedal is pressed hard enough to bring the front brakes into ABS operation, the ABS module increases the hydraulic pressure to the rear brakes up to the ABS threshold.
EBA operation continues until the driver releases the brake pedal, sufficiently for the hydraulic pressure in the HCU to drop below a threshold value stored in the ABS module.
Engine Drag-Torque Control
EDC (engine drag-torque control) prevents wheel slip caused by any of the following: A
sudden decrease in engine torque when the accelerator is suddenly released.
A downshift using the Jaguar sequential shift function on automatic transmission vehicles.

When the ABS module detects the onset of wheel slip without the brakes being applied, the ABS module signals the ECM via the high speed CAN bus to request a momentary increase in engine torque.
Understeer Control

Understeer Logic Control is a proactive system which monitors the vehicle for understeer by comparing signals from the yaw
rate and lateral acceleration sensor with signals from the steering angle sensor and wheel speed sensors. www.JagDocs.com

DSC becomes active whenever the engine is running. A momentary press of the switch allows the driver to toggle between the
standard DSC settings and the optimized 'Trac DSC' settings. The message 'Trac DSC' or 'DSC on' will temporarily be displayed
in the instrument cluster message center. The amber DSC warning indicator in the instrument cluster remains illuminated while
'Trac DSC' is selected.
The DSC can be switched off by pressing and holding the switch for more than 10 seconds.

In each case the message 'DSC OFF' will be displayed in the instrument cluster message center to confirm DSC has been
switched off. The amber DSC warning indicator in the instrument cluster will remain illuminated. The system can be switched
back on again by simply pressing and releasing the switch. The message 'DSC ON' will then temporarily appear in the
instrument cluster message center to confirm the system is on.


NOTE: Switch requests may be delayed if the switch is pressed while a DSC operation is taking place. The switch request
will be displayed in the instrument cluster but the ABS module will not initiate any stability changes until it is safe to do so.
If a fault is detected with the DSC switch, the ABS module defaults to the 'DSC ON' setting and any switch requests are ignored.


WARNING: It is recommended that when using snow chains, Trac DSC is switched off and JaguarDrive control winter mode
is selected.

Wheel Speed Sensors



Item Description 1 Front wheel speed sensor 2 Rear wheel speed sensor An active wheel speed sensor is installed in each wheel hub to provide the ABS module with a rotational speed signal from each road wheel. The head of each front wheel speed sensor is positioned close to a magnetic encoder ring incorporated into
the inboard seal of the wheel bearing. The head of each rear wheel speed sensor is positioned close to a magnetic encoder
ring incorporated into the rear wheel bearing assembly. Each encoder ring contains 46 north and south poles. A fly lead
connects each sensor to the vehicle harness.

The wheel speed sensors each have a signal and a return connection with the ABS module. When the ignition is ON the ABS module supplies a signal feed to the wheel speed sensors and monitors the return signals. Any rotation of the road wheels
induces current fluctuations in the return signals, which are converted into individual wheel speeds and overall vehicle speed
by the ABS module. The ABS module broadcasts the individual wheel speeds and the vehicle speed on the high speed CAN bus for use by other

Published: 11-May-2011
Anti-Lock Control - Stability Assist - Hydraulic Control Unit (HCU)
Removal and Installation



Removal
All vehicles

1. Disconnect the battery ground cable.
For additional information, refer to: Battery Disconnect and Connect (414-01 Battery, Mounting and Cables, General Procedures).

Left-hand drive vehicles

2. Remove the secondary bulkhead RH panel.
For additional information, refer to: Secondary Bulkhead Panel RH - 3.0L NA V6 - AJ27 (501-02 Front End Body Panels, Removal and Installation).
Right-hand drive vehicles

3. Remove the secondary bulkhead LH panel.
For additional information, refer to: Secondary Bulkhead Panel LH - 3.0L NA V6 - AJ27 (501-02 Front End Body Panels, Removal and Installation).
All vehicles

4. WARNING: Do not work on or under a vehicle supported only by a
jack. Always support the vehicle on safety stands.

Raise and support the vehicle.

5. Connect brake bleed pipes and bottles to the left-hand front and the
left-hand rear brake caliper bleed nipples and loosen the brake caliper
bleed nipples.


6. NOTE: To prevent the loss of brake fluid, using the special tool
apply the brake pedal and set to 40mm ( 1.6 in ) below the rest
position.
Using the special tool, press and hold the brake pedal.

7. Remove the bleed pipes and bottles.
Tighten the left-hand front brake caliper bleed nipple. 1. For vehicles with supercharger: Tighten to 14Nm.
2. For vehicles without supercharger: Tighten to 8 Nm.

Tighten the left-hand rear brake caliper bleed nipple.
1. All vehicles: Tighten to 14 Nm.

Disconnect and remove the brake bleed pipes and bottles.
Install the bleed nipple dust caps. Brake pedal hold down tool
JDS9013 Special Tool(s)

Symptom Possible Causes Action Suspension System - General
Information)
Camber and Caster Adjustment (General Procedures),
Front Toe Adjustment (General Procedures),
Rear Toe Adjustment (General Procedures).
Vehicle is unevenly loaded or overloaded
Notify the customer of incorrect
vehicle loading




Steering gear is not correctly adjusted
CAUTION: DO NOT attempt to
adjust the steering gear yoke. Failure to
follow this instruction will invalidate the
steering gear warranty

Check and install a new steering
gear as required, refer to the
new module/component
installation note at the top of
the Symptom Charts


Loose, damaged or worn front suspension
components
Check/tighten and install new
front suspension components as
required.
REFER to: Specifications (204-00 Suspension System - General
Information, Specifications).


Loose, damaged or worn rear suspension
components
Check/tighten and install new
rear suspension components as
required.
REFER to: Specifications (204-00 Suspension System - General
Information, Specifications).


Incorrect brake operation
For information on diagnosis of
the brake system.
REFER to: Brake System (206-00 Brake System - General
Information, Diagnosis and
Testing).

Incorrect underbody alignment
Set underbody alignment
referring to the Removal and
Installation procedures in section
502-00 of the workshop manual
for instruction








Vehicle wanders from
side to side when driven
straight ahead and the
steering wheel is held in
a firm position


Incorrect tire pressure or tire size
Check and adjust the tire
pressures as required.
REFER to: Specifications (204-04 Wheels and Tires,
Specifications).
Check and install a new tire as
required
Vehicle is unevenly or excessively loaded
Notify the customer of incorrect
vehicle loading



Incorrect toe adjustment
Check and adjust as required.
REFER to: (204-00 Suspension
System - General Information)
Camber and Caster Adjustment (General Procedures),
Front Toe Adjustment (General Procedures),
Rear Toe Adjustment (General Procedures).

battery power supply to be passed via the slip ring assembly in the steering wheel to the heated steering wheel control
module. The steering wheel module supplies power to the steering wheel heater element and also monitors the temperature
via a NTC (negative temperature coefficient) temperature sensor incorporated into the heater element. The control module
varies the power supply to the element to maintain the steering wheel rim at the optimum temperature.

Component Description STEERING COLUMN MULTIFUNCTION SWITCHES
The steering column multifunction switches are situated on the steering column and consists of the wiper switch, the turn
signal indicator/lighting switch and the trip computer switch.

The steering column adjustment switch is located in the steering column lower shroud on the LH side. The switch is a 4 position 'joystick' which controls reach and rake adjustment.

Steering wheel mounted switches on the LH side of the driver's airbag, control the audio and telephone functions. Switches on the RH side of the driver's airbag, control the speed control functions. For additional information, refer to:
Audio System (415-01A Information and Entertainment System, Description and Operation), Speed Control (310-03A, Description and Operation),
Speed Control (310-03B, Description and Operation),
Speed Control (310-03C, Description and Operation).

Two transmission paddle switches are located at the rear of the steering wheel.
Refer to: External Controls (307-05, Description and Operation).
LH Multifunction Switch



Item Description 1 High beam 2 Lighting control rotary switch 3 RH turn signal indicator 4 Headlamp flash 5 LH turn signal indicator 6 Trip computer function button The LH multifunction switch controls the following windshield wiper functions:

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 Crankshaft 2 Auxiliary drive chain 3 Auxiliary camshaft 4 Tappet 5 HP fuel pump 6 Acoustic cover The two HP fuel pumps are identical mechanically-driven pumps installed on the RH side of the sump body, behind the generator. An O-ring seals each of the HP fuel pumps in the sump body. The rear HP fuel pump is identified as No. 1 pump; the
front HP fuel pump is identified as No. 2 pump. An acoustic cover is installed on each of the HP fuel pumps.

The HP fuel pumps are single-plunger pumps. The plunger of each pump extends through the sump body and the carrier of the
auxiliary camshaft. A tappet on the end each plunger is operated by a two-lobe cam on the auxiliary camshaft. A spring
installed on the outside of the plunger ensures the plunger and tappet remain in contact with the cam.

The auxiliary camshaft is driven by the crankshaft, via the auxiliary drive chain, at engine speed. The auxiliary camshaft is
timed to match the pump delivery strokes with crankshaft position. HIGH PRESSURE FUEL PUMPS
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