2010 JAGUAR XFR Transmission

Centre bearing retaining bolts 48 36 - Transmission flexible joint retaining bolts 127 94 - Rear drive axle CV joint retaining bolts 73 54 - Driveshaft heat shield retaining bolts 7 - 62

1 Transmission flexible joint 2 Collapsible front driveshaft tube 3 Splined slip joint 4 Center bearing 5 Universal joint 6 Rear driveshaft tube 7 Differential flexible joint

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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1 Transmission flexible joint 2 Collapsible front driveshaft tube 3 Splined slip joint 4 Center bearing 5 Universal joint 6 Rear driveshaft tube 7 Differential flexible joint

3. NOTES:


This step only applies if a new driveshaft is being
installed.


Using the 3mm hole on the differential case flange
and paint alignment mark on the driveshaft (as indicated).
Make sure that the alignment marks are correctly aligned.
Torque: 75 Nm













4. NOTE: Make sure that you re-align the driveshaft to
the transmission flange using the alignment mark.























5. CAUTION: Under no circumstances must the flexible
coupling (or it's fixings) be loosened or removed from the
driveshaft.

Torque: 127 Nm

bus allows the DLM to communicate with other systems on the vehicle.

A certain amount of differential slip is required to allow the vehicle to turn corners and to remain stable under control of the
ABS. The ADM monitors the driver's demands through primary vehicle controls and automatically sets the slip torque in the differential. The system is completely automatic and does not require any special driver input.
The differential strategy in the ADM includes:

A pre-loading function, increasing locking torque with increased driving torque.
A slip controller to decrease locking torque for optimum comfort, e.g. parking.
The ADM memorizes the position of the motor when the ignition is switched off.

CAN bus messages used by the ADM include wheel speed, steering angle, automatic transmission speed, temperature information, car configuration, axle ratios and mode inputs.

The ADM also sends messages via the CAN bus to tell other control modules on the network the status of the electronic differential. The clutch torque and default mode status are some of the main signals sent out by the ADM.

If the DLM or ADM are replaced, a Jaguar approved diagnostic system must be connected to the vehicle and the differential
self-calibration procedure must be performed. This procedure must also be performed if the motor or electronic differential is
replaced.

If a fault occurs with the electronic differential, the ADM, the DLM, or one of the required input signals, the ADM records an
error code and displays a warning in the message center.
The following messages can be displayed:

Message Description Chime E-DIFF NOT
AVAILABLE Differential temperature has reached the overheat threshold. System deactivated until temperature
returns within limits. Single E-DIFF FAULT Fault has occurred with electronic differential. System deactivated until fault rectified. Single

Does the brake pedal return to its original position? Yes
No action required, vehicle is OK.
No
GO to K2. K2: CHECK FOR BRAKE PEDAL BINDING 1 Disconnect the brake booster from the brake pedal. Check the brake pedal to ensure free operation. Is the brake pedal operating freely? Yes
Install a new brake booster as required. REFER to:
Brake Booster (206-07 Power Brake Actuation, Removal and Installation), Brake Booster - RHD (206-07, Removal and Installation).
Re-test the system for normal operation.
No
Repair or install new brake pedal. Re-test the system for normal operation. Component Tests

Brake Booster

1. Check all hoses and connections. All unused vacuum connectors should be capped. Hoses and their connections should
be correctly secured and in good condition with no holes and no collapsed areas. Inspect the valve on the brake booster
for damage.
2. Check the hydraulic brake system for leaks or low fluid.

3. With the automatic transmission in PARK, stop the engine and apply the parking brake. Pump the brake pedal several
times to exhaust all vacuum in the system. With the engine switched off and all vacuum in the system exhausted,
apply the brake pedal and hold it down. Start the engine. If the vacuum system is operating, the brake pedal will tend
to move downward under constant foot pressure. If no motion is felt, the vacuum booster system is not functioning.

4. Remove the vacuum hose from the brake booster. Manifold vacuum should be available at the brake booster end of the
hose with the engine at idle speed and the automatic transmission in PARK. Make sure that all unused vacuum outlets
are correctly capped, hose connectors are correctly secured and vacuum hoses are in good condition. When it is
established that manifold vacuum is available to the brake booster, connect the vacuum hose to the brake booster and
repeat Step 3. If no downward movement of the brake pedal is felt, install a new brake booster.

5. Operate the engine for a minimum of 10 seconds at a fast idle. Stop the engine and allow the vehicle to stand for 10
minutes. Then, apply the brake pedal with approximately 89 N (20lb) of force. The pedal feel (brake application) should
be the same as that noted with the engine running. If the brake pedal feels hard (no power assist), install a new valve
and then repeat the test. If the brake pedal still feels hard, install a new brake booster. If the brake pedal movement
feels spongy, bleed the brake system.
REFER to: Brake System Bleeding (206-00 Brake System - General Information, General Procedures). Brake Master Cylinder

Usually, the first and strongest indicator of anything wrong in the brake system is a feeling through the brake pedal. In
diagnosing the condition of the brake master cylinder, check pedal feel as evidence of a brake concern. Check for brake warning
lamp illumination and the brake fluid level in the brake master cylinder reservoir.
Normal Conditions
The following conditions are considered normal and are not indications that the brake master cylinder is in need of repair.

Modern brake systems are designed to produce a pedal effort that is not as hard as in the past. Complaints of light
pedal efforts should be compared to the pedal efforts of another vehicle of the same model and year.
The fluid level will fall with brake pad wear.

Abnormal Conditions

Changes in the brake pedal feel or brake pedal travel are indicators that something could be wrong in the brake system. The
diagnostic procedure and techniques use brake pedal feel, warning indicator illumination and low brake fluid level as indicators
to diagnosing brake system concerns. The following conditions are considered abnormal and indicate that the brake master
cylinder is in need of repair:

NOTE: Prior to carrying out any diagnosis, make sure the brake system warning indicator is functional.
Brake pedal goes down fast. This could be caused by an external or internal leak.
Brake pedal goes down slowly. This could be caused by an internal or external leak.
Brake pedal is low or feels spongy. This condition may be caused by no fluid in the brake master cylinder, reservoir cap
vent holes clogged or air in the hydraulic system.
Brake pedal effort is excessive. This may be caused by a bind or obstruction in the pedal/linkage, a faulty non-return
valve, booster or insufficient booster vacuum.
Rear brakes lock up during light pedal force. This may be caused by damaged brake pads, a partially applied parking
brake, a damaged ABS sensor or bearing failure.
Brake pedal effort erratic. This condition could be caused by the brake booster or incorrectly installed brake pads.
Brake warning indicator is on. This may be caused by low fluid level or float assembly damaged. www.JagDocs.com