2010 JAGUAR XFR oil type

Viton

In common with many other manufacturers' vehicles, some components installed to the Jaguar range have 'O' rings, seals or
gaskets which contain a material known as 'Viton'.

Viton is a fluoroelastomer, that is a synthetic rubber type which contains Fluorine. It is commonly used for 'O' rings, gaskets
and seals of all types. Although Viton is the most well known fluoroelastomer, there are others, including Fluorel and
Tecmoflon.

When used under design conditions fluoroelastomers are perfectly safe. If, however, they are exposed to temperatures in
excess of 400º C, the material will not burn, but will decompose, and one of the products formed is hydrofluoric acid.
This acid is extremely corrosive and may be absorbed directly, through contact, into the body.

'O' rings, seals or gaskets which have been exposed to very high temperatures will appear charred or as a black sticky
substance.
DO NOT, under any circumstances touch them or the attached components.

Enquiries should be made to determine whether Viton or any other fluoroelastomer has been used in the affected 'O' ring, seal
or gasket. If they are of natural rubber or nitrile there is no hazard. If in doubt, be cautious and assume that the material may
be Viton or any fluoroelastomer.

If Viton or any other fluoroelastomers have been used, the affected area should be decontaminated before the commencement
of work.

Disposable heavy duty plastic gloves should be worn at all times, and the affected area washed down using wire wool and a
limewater (calcium hydroxide) solution to neutralize the acid before disposing of the decomposed Viton residue and final
cleaning of the area. After use, the plastic gloves should be discarded carefully and safely.

Welding

See also Fire, Electric Shock, Gas Cylinders.

Welding processes include Resistance Welding (Spot Welding), Arc Welding and Gas Welding (and cutting).
Resistance Welding (Spot Welding)
This process may cause particles of molten metal to be emitted at a high velocity, and the eyes and skin must be protected.
Arc Welding
This process emits a high level of ultraviolet radiation which may cause arc-eye and skin burns to the operator and to other
persons nearby. Gas-shielded welding processes are particularly hazardous in this respect. Personal protection must be worn,
and screens used to shield other people.
CONTACT LENS WEARERS ARE ADVISED TO REVERT TO ORDINARY SPECTACLES WHEN ARC WELDING as the arc spectrum is
believed to emit microwaves which dry out the fluid between the lens and the eye. This may result in blindness when the lens
is removed from the eye.
Metal spatter will also occur, and appropriate eye and skin protection is necessary.

The heat of the welding arc will produce fumes and gases from the metals being welded, the rods and from any applied
coatings or contamination on the surfaces being worked on. These gases and fumes may be toxic and inhalation of these
should be avoided. The use of extraction ventilation to remove the fumes from the working area may be necessary particularly
in cases where the general ventilation is poor, or where considerable welding work is anticipated. In extreme cases or confined
spaces where adequate ventilation cannot be provided, air-fed respirators may be necessary.
Gas Welding (and Cutting)

Oxy-acetylene torches may be used for welding and cutting, and special care must be taken to prevent leakage of these gases,
with consequent risk of fire and explosion.
The process will produce metal spatter and eye and skin protection is necessary.

The flame is bright, and eye protection should be used, but the ultraviolet emission is much less than that from arc welding,
and lighter filters may be used.

The process itself produces few toxic fumes, but such fumes and gases may be produced from coatings on the work,
particularly during cutting away of damaged body parts, and inhalation of the fumes should be avoided.

In brazing, toxic fumes may be produced from the metals in the brazing rod, and a severe hazard may arise if brazing rods
containing cadmium are used. In this event particular care must be taken to avoid inhalation of fumes and expert advice may
be required.

SPECIAL PRECAUTIONS MUST BE TAKEN BEFORE ANY WELDING OR CUTTING TAKES PLACE ON VESSELS WHICH HAVE
CONTAINED COMBUSTIBLE MATERIALS, E.G. BOILING OR STEAMING OUT OF FUEL TANKS.

Warning Symbols on Vehicles

Decals showing warning symbols will be found on various vehicle components.

General Information - Road/Roller Testing
Description and Operation Published: 11-May-2011

Road or roller testing may be carried out for various reasons and a procedure detailing pre-test checks, through engine starting
and stopping, pre-driving checks, on-test checks to final checks on completion of the test is given in this section.

Unless complete vehicle performance is being checked, the full road test procedure need not be carried out. Instead, those
items particularly relevant to the system/s being checked can be extracted.

Pre - Test Checks


WARNING: If the brake system hydraulic fluid level is low, pedal travel is excessive or a hydraulic leak is found, do not
attempt to road test the vehicle until the reason for the low fluid level, excessive pedal travel or hydraulic leak is found and
rectified.

It is suggested that pre-test checks, and functional tests of those systems/circuits which affect the safe and legal operations
of the vehicle, such as brakes, lights and steering, should always be carried out before the road or roller test.

Engine oil level
Engine coolant level
Tires, for correct pressure, compatible types and tread patterns, and wear within limits
There is sufficient fuel in the tank to complete the test
All around the engine, transmission and under the vehicle for oil, coolant, hydraulic and fuel leaks. Make a note of any
apparent leaks and wipe off the surrounding areas to make it easier to identify the extent of the leak on completion of
the test
Starting the Engine


CAUTION: On initial drive away from cold and within the first 1.5 km (1 mile), do not depress accelerator pedal beyond
half travel until the vehicle has attained a minimum speed of 25 km/h (15 miles/h). Never operate at high engine speed or
with the accelerator pedal at full travel whilst the engine is cold.
With the ignition switched off, check:
The parking brake is applied
The transmission selector lever is in Park
All instrument gauges (except fuel gauge) read zero

With the ignition switched on, check:

Ignition controlled warning lamps come on
Engine coolant temperature gauge registers a reading compatible with the engine coolant temperature
Fuel gauge registers a reading appropriate to the fuel level in the tank
The operation of the parking brake and brake fluid level warning lamps

On Road or Roller Test Check:


CAUTION: If road testing, check the brake operation while still travelling at low speed before continuing with the test. If
the brakes pull to one side, or appear to be otherwise faulty, do not continue with the road test until the fault has been found
and rectified.
Initial gear engagement is smooth
Parking brake control operates smoothly and the parking brake releases quickly and completely
Transmission takes up the drive smoothly, without judder
The engine power output is satisfactory, full power is achieved, acceleration is smooth and pedal operation not stiff or
heavy, and engine speed returns to idle correctly
There is no excessive or abnormally colored smoke from the engine under normal driving, heavy load or overrun
conditions
Steering operation, including power steering, is smooth, accurate, not excessively heavy or with excessive free play or
vibration. Does not pull to one side and self centres smoothly after cornering
Speedometer, oil pressure warning lamp, coolant temperature gauge and tachometer register the correct readings or
operate correctly
Switches and controls operate smoothly and positively, warning lamps operate correctly and the direction indicator
control self cancels when the steering is returned to the straight ahead position
Heating and ventilation systems work correctly and effectively
Brake operation and efficiency

Brake Testing


WARNING: When brake testing, avoid breathing the smoke or fumes from hot brakes, this may contain asbestos dust
which is hazardous to health, see Health and Safety Precautions.

DTC Description Possible Causes Action prior approval programme is in operation, prior to
the installation of a new module/component P0606-00
Control Module
Processor - No sub type
information
Watchdog reset - internal
control module failure
This is a control module internal check DTC. If no
other DTCs are logged and no customer complaint
exists, clear/ignore this DTC. If the problem
persists, renew the control module. Refer to the
warranty policy and procedures manual, or
determine if any prior approval programme is in
operation, prior to the installation of a new
module/component P0607-00
Control Module
Performance - No sub
type information
Rear differential control
module internal error -
charge pump voltage
below threshold
Clear the DTC and retest. If the problem persists,
renew the control module. Refer to the warranty
policy and procedures manual, or determine if any
prior approval programme is in operation, prior to
the installation of a new module/component P0652-00
Sensor Reference
Voltage B Circuit Low -
No sub type
information
Position sensor supply
below 5.7V
Sensor failure (within
actuator)
Refer to the electrical circuit diagrams and check
the differential actuator sensor position circuit,
repair as necessary. Clear the DTC and retest
If no circuit problems exist, renew the differential
actuator. Refer to the warranty policy and
procedures manual, or determine if any prior
approval programme is in operation, prior to the
installation of a new module/component P0653-00
Sensor Reference
Voltage B Circuit High -
No sub type
information
Motor position sensor
supply above 8.3 V
Internal control module
failure
Refer to the electrical circuit diagrams and check
the differential actuator hall sensor reference
voltage at the control module or the actuator
If voltage is too high, then renew control module.
Refer to the warranty policy and procedures
manual, or determine if any prior approval
programme is in operation, prior to the installation
of a new module/component P0666-00 PCM / ECM / TCM
Internal Temperature
Sensor A Circuit - No
sub type information
Internal electronic control
unit temperature sensor
value above 105°C
This is a control module internal check DTC. If no
other DTCs are logged and no customer complaint
exists, clear this DTC and retest. Check the
security of control module fixings. Check the
module ground connection. Consider environmental
conditions before suspecting the control module. If
the problem persists, renew the control module.
Refer to the warranty policy and procedures
manual, or determine if any prior approval
programme is in operation, prior to the installation
of a new module/component P0702-64 Transmission Control
System Electrical -
Signal plausibility
failure
Implausibility of
differential motor
temperature sensor and
oil temperature sensor
readout detected
Motor or oil temperature
sensor circuit - short
circuit to ground or power
Check the rear differential oil quantity and
specification. Refer to the relevant section of the
workshop manual. Check both temperature sensor
circuits and connectors for damage/water ingress,
repair as necessary. Where available, after vehicle
has been switched off for at least an hour, use the
manufacturer approved diagnostic system to read
motor temperature and oil temperature sensor
values. Temperature difference should be less than
25°C. Clear the DTC and retest
Refer to the electrical circuit diagrams and check
motor temperature sensor and oil sump
temperature sensors and circuit for short circuit to
ground, short circuit to power P0712-00 Transmission Fluid Temperature Sensor A
Circuit Low - No sub
type information
Differential actuator
internal temperature
sensor circuit - open
circuit or short circuit to
ground
Refer to the electrical circuit diagrams and check
rear differential actuator motor temperature sensor
circuit for short circuit to ground, open circuit, high
resistance. Clear the DTC and retest. If no circuit
problems exist, renew the differential actuator.
Refer to the warranty policy and procedures
manual, or determine if any prior approval
programme is in operation, prior to the installation
of a new module/component

DTC Description Possible Causes Action B1261-13
Fuel Flap/Door Release
Switch - Circuit open
Fuel filler flap digital
input signal circuit -
open circuit
Refer to the electrical circuit diagrams and check
fuel filler flap digital input signal circuit for open
circuit B1A79-11
Rear Fog Lamp - Circuit
short to ground
Rear fog lamp control
circuit - short to ground
Carry out any pinpoint test associated with this DTC
using the manufacturer approved diagnostic system.
Refer to the electrical circuit diagrams and check
rear fog lamp control circuit for short to ground B1A79-12
Rear Fog Lamp - Circuit
short to battery
Rear fog lamp control
circuit - short to power
Refer to the electrical circuit diagrams and check
rear fog lamp control circuit for short to power B1A79-13
Rear Fog Lamp - Circuit
open
Rear fog lamp control
circuit - open circuit
Refer to the electrical circuit diagrams and check
rear fog lamp control circuit for open circuit B1C55-12
Horn Relay - Circuit
short to battery
Horn control circuit -
short to power
Refer to the electrical circuit diagrams and check
horn control circuit for short to power B1C55-14
Horn Relay - Circuit
short to ground or open
Horn control circuit -
short to ground, open
circuit
Refer to the electrical circuit diagrams and check
horn control circuit for short to ground, open circuit B1C83-12
Rear Defog Relay -
Circuit short to battery
High Side output not
driven - diagnosis
feedback indicates
output is short to power
Refer to the electrical circuit diagrams and check
heated rear window power supply circuit for short to
power B1C83-14
Rear Defog Relay -
Circuit short to ground
or open
High Side output not
driven - diagnosis
feedback indicates
output is short to
ground, open circuit
Refer to the electrical circuit diagrams and check
heated rear window power supply circuit for short to
ground, open circuit B1C83-93
Rear Defog Relay - No
operation
High Side output not
driven - diagnosis
feedback indicates
output is at open load
or short to power
Carry out any pinpoint test associated with this DTC
using the manufacturer approved diagnostic system.
Refer to the electrical circuit diagrams and check
heated rear window power supply circuit for open
load and short to power B1C91-12
Fuel Flap/Door Lock
Relay Coil Circuit -
Circuit short to battery
Fuel filler flap locking
motor control circuit -
short to power
Refer to the electrical circuit diagrams and check
fuel filler flap locking motor control circuit for short
to power B1C91-14
Fuel Flap/Door Lock
Relay Coil Circuit -
Circuit short to ground
or open
Fuel filler flap locking
motor control circuit -
short to ground, open
circuit
Refer to the electrical circuit diagrams and check
fuel filler flap locking motor control circuit for short
to ground, open circuit B1D35-12
Hazard Switch - Circuit
short to battery
Hazard warning lamp
switch digital input
circuit - short to power
Refer to the electrical circuit diagrams and check
hazard warning lamp switch digital input circuit for
short to power B1D35-23
Hazard Switch - Signal
stuck low
Hazard warning lamp
switch digital input
circuit - signal stuck low
Carry out any pinpoint test associated with this DTC
using the manufacturer approved diagnostic system.
Refer to the electrical circuit diagrams and check
hazard warning lamp switch digital input circuit for
short to ground U0019-88
Low Speed CAN
Communication Bus -
Bus off
Bus off
Carry out any pinpoint test associated with this DTC
using the manufacturer approved diagnostic system U0140-00
Lost Communication
With Body Control
Module - No sub type
information
No sub type information
Carry out any pinpoint test associated with this DTC
using the manufacturer approved diagnostic system

DTC Description Possible Causes Action U0401-08
Invalid Data Received
From ECM/PCM A - Bus
Signal Message Failures
Inaccurate engine speed,
torque information
Check Engine Control Module for stored DTCs,
Check CAN Bus circuit for faults U0401-68
Invalid Data Received
from ECM/PCM A - Event
information
Inaccurate engine speed,
torque information
Check Engine Control Module for stored DTCs.
Check CAN Bus Circuit for fault U0401-86
Invalid Data Received
from ECM/PCM A - Signal
Invalid
Inaccurate engine speed,
torque information
Check Engine Control Module for stored DTCs.
Check CAN Bus Circuit for fault U0404-68
Invalid Data Received
from Gear Shift Control
Module A - Event
information
Incorrect CAN data
received from
Transmission Shift
Module
Check Transmission Shift Module for stored DTCs.
Refer to Circuit diagrams and check CAN and LIN
Bus for Circuit fault U0404-81
Invalid Data Received
from Gear Shift Control
Module A - Invalid Serial
Data Received
Incorrect LIN data
received from
Transmission Shift
Module
Check Transmission Shift Module for stored DTCs.
Refer to Circuit diagrams and check CAN and LIN
Bus for Circuit fault U0416-68
Invalid Data Received
From Vehicle Dynamics
Control Module - Event
information
Event information brake
information
Check Engine Control Module for stored DTCs.
Check CAN Bus Circuit for fault U0422-68
Invalid Data Received
From Body Control
Module - Event
information
Event information invalid
Power mode information
Check Central Junction Box for stored DTCs. Check
CAN Bus Circuit for fault U101B-87
Lost Communication With
GSM - Multiple Bus -
Missing message
Missing message lost
communication with
Transmission Shift
Module (multiple Bus)
Check Transmission Shift Module for stored DTCs.
Refer to Circuit diagrams and check CAN and LIN
Bus for Circuit fault U3000-49
Control Module - Internal
electronic failure
Internal electronic failure
Suspect the Transmission Control Module. Install a
new Transmission Control Module as required,
refer to the warranty policy and procedures manual
if a module/component is suspect. U3000-4B
Control Module - Circuit
resistance above
threshold
Internal electronic failure
Check and correct oil level. Check hydraulic flow
through oil cooler and pipe circuit for restriction or
blockage. If no restrictions found, suspect the
Transmission Control Module. Install a new
Transmission Control Module as required, refer to
the warranty policy and procedures manual if a
module/component is suspect. U3000-81
Control Module - Invalid
serial data received
Vehicle or Engine type
signal incorrect from
Central Junction Box or
incorrect Transmission
Control Module software
installed
Reflash the Transmission Control Module using the
manufacturer approved process U3001-94
Control Module Improper
Shutdown - Unexpected
operation
Control Module Improper
Shutdown (voltage
related)
Check Engine Control Module For Power
(alternator) faults. Check Power and Ground
Circuit and Battery for fault. Clear DTCs. Road
Test. If DTC reoccurs suspect the Transmission
Control Module. Install a new Transmission Control
Module as required, refer to the warranty policy
and procedures manual if a module/component is
suspect.

Upper Control Arm
The forged-aluminum upper control arm is a wishbone design and connects to the vehicle body through two plain bushes, and
links to the swan neck wheel knuckle by an integral ball joint. The upper control arm is inclined to provide anti-dive
characteristics under heavy braking, while also controlling geometry for vehicle straight-line stability.

Lower Control Arm

The forged aluminum lower control arms are of the wishbone design; the arms separate to allow for optimum bush tuning:

The rear lateral control arm is fitted with a bush at its inner end which locates between brackets on the subframe. The
arm is secured with an eccentric bolt which provides the adjustment of the suspension camber geometry. The outer end
of the control arm has a tapered hole which locates on a ball joint fitted to the wheel knuckle. An integral clevis bracket
on the forward face of the lateral control arm allows for the attachment of the forward control arm. A bush is fitted
below the clevis bracket to provide for the attachment of the stabilizer bar link. A cross-axis joint is fitted to a
cross-hole in the control arm to provide the location for the clevis attachment of the spring and damper assembly.
The forward control arm is fitted with a fluid-block rubber bush at its inner end which locates between brackets on the
subframe. The arm is secured with an eccentric bolt which provides adjustment of the castor and camber geometry. The
outer end of the control arm is fitted with a cross-axis joint and locates in the integral clevis bracket on the lateral
control arm.

Wheel Knuckle

The cast aluminum wheel knuckle is a swan neck design and attaches to the upper control arm and lower lateral control arm.
The lower lateral control arm locates on a non serviceable ball-joint integral with the wheel knuckle. The lower boss on the
rear of the knuckle provides for the attachment of the steering gear tie-rod ball joint.
The wheel knuckle also provides the mounting locations for the:
wheel hub and bearing assembly
the wheel speed sensor (integral to the wheel hub and bearing assembly)
brake caliper and disc shield.

Stabilizer Bar

The stabilizer bar is attached to the front of the subframe with bushes and mounting brackets. The pressed steel mounting
brackets locate over the bushes and are attached to the cross member with bolts screwed into threaded locations in the
subframe. The stabilizer bar has crimped, 'anti-shuffle' collars pressed in position on the inside edges of the bushes. The
collars prevent sideways movement of the stabilizer bar.

The stabilizer bar is manufactured from 32mm diameter tubular steel on supercharged models and 31mm diameter tubular
steel on diesel and normally aspirated models and has been designed to provide particular characteristics in maintaining roll
rates, specifically in primary ride comfort.

Each end of the stabilizer bar curves rearwards to attach to a ball joint on a stabilizer link. Each stabilizer link is secured to a
bush in the lower lateral arm with a bolt and locknut. The links allow the stabilizer bar to move with the wheel travel providing
maximum effectiveness.

The only difference between the front stabilizer bars, in addition to the diameter, is in the shape to accommodate engine
variant:

a slightly curved bar, between bush centers, for V6 diesel (31 mm dia) and V8 gasoline supercharged (32 mm dia),
a straight bar, between bush centers, for V6 and V8 normally aspirated gasoline engines (31 mm dia).
Spring and Damper Assembly

The spring and damper assemblies are located between the lower lateral arm and the front suspension housing in the inner
wing. Dependant on vehicle model there are three types of coil spring and damper available:
a standard oil passive damper (All models except supercharged),
an adaptive damper, also known as Computer Active Technology Suspension (CATS) on 4.2L supercharged vehicles up to
2010MY, For additional information refer to Vehicle Dynamic Suspension 4.2L.
a continuously variable adaptive damper, also known as Adaptive Dynamics System on 5.0L supercharged vehicles from
2010MY. For additional information refer to Vehicle Dynamic Suspension 5.0L.

The dampers are a monotube design with a spring seat secured by a circlip onto the damper tube. The damper's lower
spherical joint is an integral part of the lateral lower control-arm, and the damper takes the form of a clevis-end, which
straddles the spherical joint.

The damper piston is connected to a damper rod which is sealed at its exit point from the damper body. The threaded outer
end of the damper rod locates through a hole in the top mount. A self locking nut secures the top mount to the damper rod.
The damper rod on the adaptive damper has an electrical connector on the outer end of the damper rod.

Supercharged 4.2L vehicles up to 2010MY: The adaptive damper functions by restricting the flow of hydraulic fluid through
internal galleries in the damper's piston. The adaptive damper has a solenoid operated valve, which when switched allows a
greater flow of hydraulic fluid through the damper's piston. This provides a softer damping characteristic from the damper. The
adaptive damper defaults to a firmer setting when not activated. The solenoid is computer controlled and can switch between
soft and hard damping settings depending on road wheel inputs and vehicle speed.

Supercharged 5.0L vehicles from 2010MY: The variable damper functions by adjustment of a solenoid operated variable orifice,
which opens up an alternative path for oil flow within the damper. When de-energized the bypass is closed and all the oil flows

Rear Suspension - Rear Suspension - Overview
Description and Operation

OVERVIEW Published: 11-May-2011

The double wishbone type rear-suspension is a fully independent design assembled on a steel subframe; large diameter
bushes isolate the subframe from the vehicle's body.
A toe-link located between the wheel knuckle and the subframe is used to adjust the toe angle of the rear wheels.

The wheel knuckle attaches to the upper and lower control arms, and the coil spring and damper assembly is located between
the lower control arm and the vehicle body.
Dependant on vehicle model there are three types of coil spring and damper available:
a standard oil passive damper (All models except supercharged),
an adaptive damper, also known as Computer Active Technology Suspension (CATS) on 4.2L supercharged vehicles up to
2010MY, For additional information refer to Vehicle Dynamic Suspension 4.2L.
a continuously variable adaptive damper, also known as Adaptive Dynamics System on 5.0L supercharged vehicles from
2010MY. For additional information refer to Vehicle Dynamic Suspension 5.0L.

the aluminum wheel knuckle via an integral ball-joint.

Lower Control Arm

The aluminum lower arm locates to the subframe via one cross-axis joint and one plain rubber bush, and to the wheel knuckle
via a second plain rubber bush.
The rear of the control arm has mounting points for the damper and the stabilizer link.

Toe-Link

The toe-link is located between the wheel knuckle and brackets on the subframe.

The toe-link comprises an inner rod with integral axial ball joint. The inner ball joint has a threaded spigot which locates in a
bracket on the subframe and is secured with a locknut. The rod has an internal thread which accepts the outer rod.

The outer rod has a cross-axis joint at its outer end which is located in a clevis on the wheel knuckle, and is secured with a
bolt and locknut.

The length of the toe-link can be adjusted by rotating the inner rod. This allows for adjustment of the toe angle for the rear
wheel. Once set the inner rod can be locked in position by tightening a locknut on the outer rod against the inner rod.

Wheel Knuckle

The cast aluminum wheel knuckle attaches to:
the upper control arm via a ball-joint located in the arm,
the lower control arm via a plain rubber bush located in the arm,
the toe-link via a cross-axis joint located in the toe link.
The wheel knuckle also provides the mounting locations for the:
wheel hub assembly,
wheel bearing,
wheel speed sensor,
brake caliper,
and disc shield.

Stabilizer Bar

The solid construction stabilizer bar and bushes have been designed to provide particular characteristics in maintaining roll
rates, specifically in primary ride comfort. There are six derivatives of rear stabilizer bar, with different diameters, to support
the various powertrains:
V6 gasoline - 12.7 mm solid bar
V8 4.2L and 5.0L gasoline - 13.6 mm solid bar
V6 2.7L diesel -14.5 mm solid bar
V6 3.0L diesel - 14.5 mm solid bar
V6 3.0L diesel with Adaptive Damping – 16mm tubular
V8 4.2L gasoline supercharged – 16mm tubular
V8 5.0L gasoline supercharged
- SV8 - 17mm tubular
- XFR - 18mm tubular

The stabilizer bar is attached to the top of the subframe with two bushes and mounting brackets. The stabilizer bar has
crimped, 'anti-shuffle' collars pressed in position on the inside edges of the bushes. The collars prevent sideways movement of
the stabilizer bar.

Each end of the stabilizer bar curves rearward to attach to a ball joint on each stabilizer link. Each link is attached via a
second ball joint to a cast bracket on the lower control arm. The links allow the stabilizer bar to move with the wheel travel
providing maximum effectiveness.

Spring and Damper Assembly

The spring and damper assembly are attached to cast brackets on the lower control arms and to the vehicle body by four studs
secured by locking nuts. Dependant on vehicle model there are three types of coil spring and damper available:
a standard oil passive damper (All models except supercharged),
an adaptive damper, also known as Computer Active Technology Suspension (CATS) on 4.2L supercharged vehicles up to
2010MY, For additional information refer to Vehicle Dynamic Suspension 4.2L.
a continuously variable adaptive damper, also known as Adaptive Dynamics System on 5.0L supercharged vehicles from
2010MY. For additional information refer to Vehicle Dynamic Suspension 5.0L.

The dampers are a monotube design with a spring located by a circlip onto the damper tube. The lower end of the damper has
a spherical joint which locates in the lower control arm and is secured with a bolt.

The damper piston is connected to a damper rod which is sealed at its exit point from the damper body. The threaded outer
end of the damper rod locates through a hole in the top mount. A self locking nut secures the top mount to the damper rod.
The damper rod on the adaptive damper has an electrical connector on the outer end of the damper rod. www.JagDocs.com