Jaguar V6 / V8 Engine Management #881

JAGUARJAGUAR SERVICESERVICE TRAININGTRAINING

SERVICE TRAINING COURSE 881 V6 / V8 ENGINE MANAGEMENT

ISSUE ONE DATE OF ISSUE: 9/2001

This publication is intended for instructional purposes only. Always refer to the appropriate Jaguar Service publication for specific details and procedures. All rights reserved. All material contained herein is based on the latest information available at the time of publication. The right is reserved to make changes at any time without notice.

INSERT TAB FOR AJ26/AJ27 ENGINE MANAGEMENT SECTION HERE

JAGUARJAGUAR SERVICE TRAINING

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS

1 AJ26 / AJ27 OVERVIEW

2 CONTROL SUMMARIES

3 ENGINE CONTROL MODULES

4 EMS PRIMARY SENSING COMPONENTS

5 INDUCTION AIR THROTTLE CONTROL

6 FUEL DELIVERY AND AJ26/27 EVAPORATIVE EMISSION CONTROL 7 FUEL INJECTION

8 IGNITION

9 VARIABLE VALVE TIMING

10 EXHAUST GAS RECIRCULATION (EGR): NORMALLY ASPIRATED

11 OTHER ECM ENGINE CONTROL AND INTERFACE FUNCTIONS

12 AJ26 / AJ27 SUPERCHARGED EMS

13 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

AJ26 / AJ27 Engine Management Acronyms and Abbreviations:

A ‘A’ Bank (Bank 1) AACV Air Assist Control Valve AAI Air Assist Fuel Injection A/C Air Conditioning A/CCM Air Conditioning Control Module AFR Air : Fuel Ratio B ‘B’ Bank (Bank 2) BARO Barometric Pressure (Sensor) BTDC Before Top Dead Center CAN Controller Area Network CCV Canister Close Valve CKP(S) Crankshaft Position (Sensor) CMP(S) Camshaft Position (Sensor) DLC Data Link Connector DTC Diagnostic Trouble Code ECM Engine Control Module ECT(S) Engine Coolant Temperature (Sensor) EEPROM Erasable Electronically Programmable Read-Only Memory EGR Exhaust Gas Recirculation EMS Engine Management System EOT(S) Engine Oil Temperature (Sensor) EVAP Evaporative Emission Control FI Fuel Injection FP1 Fuel pump 1 FP2 Fuel pump 2 FTP(S) Fuel Tank Pressure (Sensor) HC Hydrocarbon HO2(S) Exhaust Gas Heated Oxygen (Sensor) IAT(S) Intake Air Temperature (Sensor) IAT2 Intake air temperature 2 (charge air temperature) IATS2 Intake air temperature (Sensor) 2 (charge air temperature sensor) KS Knock Sensor LED Light Emitting Diode LEV Low Emissions Vehicle

NOTES

1.2 Student Guide Date of Issue: 9/2001

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

MAF(S) Mass Air Flow (Sensor) MAP(S) Manifold Absolute Pressure (Sensor) MIL Malfunction Indicator Lamp N/A Normally Aspirated NOx Nitrous Oxide NTC Negative Temperature Coefficient O2(S) Exhaust Gas Oxygen (Sensor) OBD On-Board Diagnostics ORVR On-Board Refueling Vapor Recovery PP(S) Pedal Position (Sensor) PWM Pulse Width Modulated RAM Random Access Memory ROM Read Only Memory SC Supercharged SCP Standard Corporate Protocol Network TCM Transmission Control Module TP(S) Throttle Position (Sensor) VVT Variable Valve Timing WOT Wide Open Throttle

Measurement Values: B+ Battery voltage Hz Hertz (cycles per second) km/h Kilometers per hour mph Miles per hour ms Milliseconds rpm Revolutions per minute V Voltage ˚C Degrees Celsius ˚F Degrees Fahrenheit Ω Ohms (resistance) > Greater than < Less than bar Unit of absolute pressure in. hg. Unit of absolute pressure (inches of mercury)

NOTES

Date of Issue: 9/2001 Student Guide 1.3

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

AJ26 / AJ27 EMS OVERVIEW

The AJ26 engine management system was designed for the introduction of the V8 engine to the Jaguar range of vehicles starting with the 1997 model year XK8. A supercharged version was added for 1998 model year.

The AJ27 engine management system is a further development of the AJ26 system designed to meet more stringent emission control standards and enhance engine performance. The naturally aspirated AJ27 system was introduced for the 1999 model year; the supercharged AJ27 system was introduced for the 2000 model year.

System application is as follows: Engine Management System Model Year Models AJ26 1997 XK N/A 1998 XK & XJ N/A 1999 XJR (SC)

AJ27 1999 XK & XJ N/A 2000 XK & XJ N/A and SC 2001 XK & XJ N/A and SC 2002 XK & XJ N/A and SC

Both systems are built around a two-microprocessor based Engine Control Module (ECM). The ECM is linked to and communicates with other powertrain control modules and other vehicle systems via the Controller Area Network (CAN).

The ECM governs all engine operating functions including: • Air induction via an electronically controlled throttle • Fuel delivery • Sequential fuel injection • Ignition via on-plug ignition coils • Idle speed control • Exhaust emission control • Evaporative emission control • Intake valve timing • Exhaust gas recirculation (certain variants only) • Cooling system radiator fan control • Air conditioning compressor control • Cruise control • Engine speed limiting • Engine torque reduction to aid transmission shift quality and enhance traction / stability control • EMS and OBD II diagnostics • Default operating modes including engine speed and throttle limits

NOTES

1.4 Student Guide Date of Issue: 9/2001

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

System Variant Summary (North America specification vehicles):

FUNCTION AJ26 N/A AJ26 SC AJ27 N/A AJ27 SC

Electronically controlled throttle • Electronically controlled throttle with mechanical guard XX • Full authority electronically controlled throttle XX

Variable valve timing • Two position variable intake valve timing X • Linear variable intake valve timing X

Exhaust gas recirculation X * X X

Oxygen sensors • Upstream HO2S; downstream O2S XX • Upstream Universal HO2S; downstream HO2S XX

Ignition coils • A Bank / B Bank ignition coil modules XX • Individual integral ignition coil modules XX

Security engine management immobilization X ** X X X

On-board refueling vapor recovery X *** X X *** X

Air assisted fuel injection X

DTC memory • DTCs and system adaptions stored in volatile memory XX • DTCs and system adaptions stored in non-volatile memory XX

* Early production only. EGR deleted on normally aspirated engine as a running change during 1997. ** Key transponder security input and diagnostic introduced for 1998 model year. *** On-board refueling vapor recovery (ORVR) introduced for 1998 model year XJ8, 1999 model year XK8.

NOTES

Date of Issue: 9/2001 Student Guide 1.5

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

AJ26 / AJ27 EMS OVERVIEW PWM (Pulse Width Modulated) Control Pulse width modulated control is an electronic means of switching a control signal ON / OFF to a control device such as a hydraulic pressure control solenoid so that it can be positioned as necessary to achieve a required hydraulic pressure.

In order for the solenoid to be positioned somewhere between fully closed and fully open to achieve the required hydraulic pressure, the control signal to the solenoid must be controlled in a way that allows infinite positioning between closed / open.

Frequency With pulse width modulation, the control signal to the solenoid is switched ON and OFF very quickly at a frequency (cycles per second) normally expressed in Hertz (Hz). An average frequency for automotive application is approximately 300 Hz.

DUTY CYCLE Duty cycle The length of time the control signal is switched ON during each cycle (pulse width) is varied by the control module and referred to as the duty cycle, normally PULSE WIDTH expressed as a ratio percentage between 0 and 100. The duty cycle will determine the position of the solenoid because the solenoid cannot follow the rapid on / off control signal and assumes a position between the limits of travel proportional to the duty cycle.

ONE CYCLE (Hz) Pulse width Only the pulse width is varied by the control module. The frequency usually remains fixed with PWM con- T880/109 trolled devices.

NOTES

1.6 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Positive / Negative Duty Cycle POSITIVE / NEGATIVE DUTY CYCLE

The control signal can be either a power supply or 1 Hz ground. If the control signal is a power supply, the duty B+V cycle is determined as the high voltage pulse (positive pulse). If the control signal is a ground, the duty cycle is 50% 50% 50% DUTY CYCLE determined as the zero voltage pulse (negative pulse). HIGH LOW Before measuring or monitoring a PWM signal, first determine if the signal should be a positive or negative 0V duty cycle.

B+V

25% 75% 25% POSITIVE DUTY CYCLE HIGH LOW 75% NEGATIVE DUTY CYCLE

T880/110

NOTES

Date of Issue: 9/2001 Student Guide 1.7 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

1.8 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS

1 AJ26 / AJ27 OVERVIEW

2 CONTROL SUMMARIES

3 ENGINE CONTROL MODULES

4 EMS PRIMARY SENSING COMPONENTS

5 INDUCTION AIR THROTTLE CONTROL

6 FUEL DELIVERY AND AJ26/27 EVAPORATIVE EMISSION CONTROL 7 FUEL INJECTION

8 IGNITION

9 VARIABLE VALVE TIMING

10 EXHAUST GAS RECIRCULATION (EGR): NORMALLY ASPIRATED

11 OTHER ECM ENGINE CONTROL AND INTERFACE FUNCTIONS

12 AJ26 / AJ27 SUPERCHARGED EMS

13 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

CONTROL SUMMARIES

The AJ26 and AJ27 engine management systems are comprehensive engine control systems that allow complete electronic control over all engine functions. The following eight pages provide control summaries for the four system variants. Specific pin-out data can be found in the applicable Electrical Guide.

System Logic: AJ26 N/A

AJ26 N/A ENGINE MANAGEMENT SENSORS AND COMPONENTS

IATS MECHANICAL GUARD SENSOR MAFS PEDAL POSITION SENSOR

TPS IGNITION CYLINDERS MODULE 1A, 2B, 3B, 4A 1

THROTTLE IGNITION MOTOR M CYLINDERS MODULE 1B, 2A, 3A, 4B 2

EGR

CMPS FI FI IGNITION IGNITION MODULE MODULE VVT VVT ECTS

HO2S HO2S

A BANK B BANK

O2S O2S

CKPS

T880.01

2.2 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

AJ26 N/A ENGINE MANAGEMENT INPUTS / OUTPUTS

FUEL PUMP RADIATOR FANS A/C COMPRESSOR CLUTCH

RADIATOR A/C COMP. FUEL PUMP FAN CONTROL CLUTCH RELAY RELAY MODULE RELAY

BATTERY POWER

IGNITION SWITCHED POWER

ECM SWITCHED POWER EMS CONTROL BATTERY POWER RELAY MAFS BARO IATS FUEL INJECTOR POWER SUPPLY FUEL BATTERY POWER ECTS INJECTION RELAY ECM SWITCHED POWER CKPS

IGNITION BATTERY POWER CMPS POWER SUPPLY IGNITION COIL RELAY ECM SWITCHED HO2S POWER

O2S ECM SWITCHED POWER THROTTLE MOTOR KS POWER BATTERY POWER RELAY

THROTTLE A/C REFRIGERANT 4-WAY PRESSURE SWITCH FUEL INJECTORS CPU 1 IGNITION MODULES CRUISE HO2S HEATERS CONTROL SWITCHES VARIABLE VALVE TIMING EVAPP PARKING BRAKE EGR SWITCH VACUUM SWITCHING VALVES BPM (ENGINE CRANK SIGNAL)

DIAGNOSTIC CPU 2 MONITORING TRANSMISSION (PARK / NEUTRAL)

SECURITY INTERFACE

SERIAL COMMUNICATION

DATA CAN (NETWORK): • ABS/TCCM • TCM • GEAR SELECTOR ILLUMINATION ENGINE CONTROL MODULE • INSTRUMENT PACK

T880.02

Date of Issue: 9/2001 Student Guide 2.3 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

CONTROL SUMMARIES System Logic: AJ26 SC

AJ26 SC ENGINE MANAGEMENT SENSORS AND COMPONENTS

IATS MECHANICAL GUARD SENSOR

MAFS PEDAL POSITION SENSOR

TPS

THROTTLE MOTOR M

EGR

IGNITION CYLINDERS MODULE 1A, 2B, 3B, 4A 1

IGNITION CYLINDERS MODULE 1B, 2A, 3A, 4B 2

FI FI

IATS 2

ECTS CMPS IGNITION MODULE IGNITION MODULE

HO2S HO2S

A BANK B BANK

O2S O2S

CKPS T880.03

2.4 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

AJ26 SC ENGINE MANAGEMENT INPUTS / OUTPUTS

A/C CHARGE AIR RADIATOR COMPRESSOR FUEL PUMP 1 FUEL PUMP 2 COOLER PUMP FANS CLUTCH

RADIATOR FUEL PUMP FUEL PUMP CHARGE AIR FAN A/C COMP. 1 2 COOLER CONTROL CLUTCH RELAY RELAY PUMP RELAY RELAY MOD. RELAY

BATTERY POWER

IGNITION SWITCHED POWER

ECM SWITCHED POWER EMS BATTERY CONTROL POWER MAFS RELAY

IATS 2 FUEL BATTERY BARO ECTS INJECTOR FUEL POWER PWR SUPPLY INJECTION RELAY ECM CKPS SWITCHED POWER CMPS IGNITION BATTERY PWR SUPPLY IGNITION POWER HO2S COIL RELAY ECM O2S SWITCHED POWER ECM SWITCHED KS POWER THROTTLE MOTOR BATTERY IATS POWER POWER RELAY FTP SENSOR

A/C REFRIGERANT 4-WAY PRESSURE SWITCH

THROTTLE

CPU 1 CRUISE CONTROL SWITCHES FUEL INJECTORS

IGNITION MODULES BRAKE HO2S SWITCH HEATERS

EVAPP

CCV PARKING BRAKE SWITCH EGR VACUUM SWITCHING VALVES CPU 2 BPM (ENGINE CRANK SIGNAL)

TRANSMISSION (PARK / NEUTRAL) DIAGNOSTIC MONITORING SECURITY INTERFACE

SERIAL COMMUNICATION

DATA CAN (NETWORK): • ABS/TCCM • TCM • GEAR SELECTOR ILLUMINATION • INSTRUMENT PACK ENGINE CONTROL MODULE

T880.04

Date of Issue: 9/2001 Student Guide 2.5 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

CONTROL SUMMARIES System Logic: AJ27 N/A

AJ27 N/A ENGINE MANAGEMENT SENSORS AND COMPONENTS

IATS MAFS PPS

AACV

TPS

THROTTLE MOTOR M

FI FI CMPS CMPS IGNITION IGNITION MODULE MODULE ECTS

VVT VVT

HO2S HO2S

HO2S EOTS HO2S

A BANK B BANK

CKPS

T880.05

2.6 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

AJ27 N/A ENGINE MANAGEMENT INPUTS / OUTPUTS

FUEL PUMP RADIATOR FANS A/C COMPRESSOR CLUTCH

RADIATOR A/C COMP. FUEL PUMP FAN CONTROL CLUTCH RELAY RELAY MODULE RELAY

BATTERY POWER ECM SWITCHED POWER EMS CONTROL BATTERY POWER IGNITION SWITCHED RELAY POWER

MAFS BARO FUEL INJECTOR POWER SUPPLY FUEL BATTERY POWER IATS INJECTION RELAY ECM SWITCHED POWER ECTS IGNITION BATTERY POWER CKPS POWER SUPPLY IGNITION COIL RELAY ECM SWITCHED POWER CMPS (A)

CMPS (B) ECM SWITCHED POWER THROTTLE MOTOR BATTERY POWER POWER HO2S (A/1) RELAY HO2S (A/2)

HO2S (B/1) A/C REFRIGERANT 4-WAY HO2S (B/2) PRESSURE SWITCH HO2S HEATERS

KS (A) CPU 1 CRUISE KS (B) CONTROL SWITCHES PPS1 PPS2

THROTTLE MOTOR BRAKE SWITCH TPS1 BRAKE TPS2 CANCEL SWITCH

FUEL INJECTORS AAI PARKING CPU 2 BRAKE IGNITION MODULES SWITCH

VVT (A) VVT (B) INERTIA (CRASH SENSING / EOTS SWITCH THROTTLE MONITOR)

EVAPP A/C COMPRESSOR CLUTCH REQUEST (A/CCM) CCV BPM (ENGINE CRANK SIGNAL) FTPS TRANSMISSION (PARK / NEUTRAL) SECURITY INTERFACE

DIAGNOSTIC EEPROM FLASH PROGRAMMING MONITORING SERIAL COMMUNICATION

DATA CAN (NETWORK): • ABS/TCCM • TCM • GEAR SELECTOR ILLUMINATION ENGINE CONTROL MODULE • INSTRUMENT PACK T880.06

Date of Issue: 9/2001 Student Guide 2.7 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

CONTROL SUMMARIES System Logic: AJ27 SC

AJ27 SC ENGINE MANAGEMENT SENSORS AND COMPONENTS

IATS MAFS PPS

TPS

THROTTLE MOTOR

MAPS

EGR

FI FI

IATS 2

CMPS CMPS IGNITION ECTS IGNITION MODULE MODULE

HO2S HO2S

A BANK B BANK

HO2S HO2S

CKPS T880.07

2.8 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

AJ27 SC ENGINE MANAGEMENT INPUTS / OUTPUTS

A/C CHARGE AIR RADIATOR COMPRESSOR FUEL PUMP 1 FUEL PUMP 2 COOLER PUMP FANS CLUTCH

RADIATOR FUEL PUMP FUEL PUMP CHARGE AIR FAN A/C COMP. 1 2 COOLER CONTROL CLUTCH RELAY RELAY PUMP RELAY RELAY MOD. RELAY

BATTERY POWER

IGNITION SWITCHED POWER

ECM SWITCHED POWER EMS BATTERY MAFS CONTROL POWER RELAY

IATS 2 FUEL BATTERY BARO ECTS INJECTOR FUEL POWER PWR SUPPLY INJECTION RELAY ECM CKPS SWITCHED POWER CMPS IGNITION BATTERY PWR SUPPLY IGNITION POWER CMPS COIL RELAY ECM HO2S SWITCHED POWER ECM SWITCHED KS POWER THROTTLE MOTOR BATTERY IATS POWER POWER RELAY FTP SENSOR

A/C REFRIGERANT 4-WAY PRESSURE SWITCH

THROTTLE

CPU 1 CRUISE CONTROL SWITCHES FUEL INJECTORS IGNITION MODULES BRAKE HO2S SWITCH HEATERS

EVAPP

CCV PARKING BRAKE SWITCH EGR

MAPS CPU 2 BPM (ENGINE CRANK SIGNAL)

TRANSMISSION (PARK / NEUTRAL) DIAGNOSTIC MONITORING SECURITY INTERFACE

SERIAL COMMUNICATION

DATA CAN (NETWORK): • ABS/TCCM • TCM • GEAR SELECTOR ILLUMINATION • INSTRUMENT PACK ENGINE CONTROL MODULE

T880.08

Date of Issue: 9/2001 Student Guide 2.9 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

2.10 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS

1 AJ26 / AJ27 OVERVIEW

2 CONTROL SUMMARIES

3 ENGINE CONTROL MODULES

4 EMS PRIMARY SENSING COMPONENTS

5 INDUCTION AIR THROTTLE CONTROL

6 FUEL DELIVERY AND AJ26/27 EVAPORATIVE EMISSION CONTROL 7 FUEL INJECTION

8 IGNITION

9 VARIABLE VALVE TIMING

10 EXHAUST GAS RECIRCULATION (EGR): NORMALLY ASPIRATED

11 OTHER ECM ENGINE CONTROL AND INTERFACE FUNCTIONS

12 AJ26 / AJ27 SUPERCHARGED EMS

13 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

ENGINE CONTROL MODULES AJ26 Engine Control Module The two-microprocessor ECM is located in the engine AJ26 ENGINE CONTROL MODULE compartment right hand control module enclosure (cool box).

All XK8 vehicles, and XJ8 Supercharged vehicles incorporate a cooling fan in the right hand control module enclosure. The cooling fan is operated continuously while the ECM is active from an ECM controlled power supply.

Volatile memory Quiescent current from the vehicle battery is used to keep the ECM random access memory (RAM) active so that OBD generated DTCs and adaptive values are maintained. If the vehicle battery is disconnected, the ECM will “relearn” adaptive values T880.09 during the next driving cycle.

The ECM has several adaptive learning functions, including: • Closed loop fuel metering • Closed loop throttle control • Idle speed • Long term fuel metering feedback correction

Nonvolatile memory A nonvolatile memory stores the vehicle identification number (VIN).

Barometric Pressure Sensing A barometric pressure sensor (BARO) is incorporated into the ECM. The BARO input is used for fuel metering barometric pressure correction. In addition, certain diagnostic monitoring is inhibited at high elevation. The BARO cannot be replaced separately.

ECM Default Action(s) Most detected faults are accompanied by an ECM default action. In instances where the driver will notice a difference in vehicle performance and/or the vehicle requires fault correction, visual indication is displayed on the instrument pack. The indicators include: the general warnings – RED and AMBER MILs, the CHECK ENGINE MIL, and the message display. Specific ECM default action(s) are included with each DTC listed in the applicable DTC Summa- ries book section.

ECM Cooling A fan is used to cool the ECM and the TCM. To prevent ECM overheating and subsequent degrading of performance, this fan, located in the control module enclosure, operates at all times when the ignition is switched ON and circulates air from the passenger compartment through the “cool box”.

ECM Electrical Connection The ECM connects to the engine management harness via six multi-pin connectors. The applicable Electrical Guide shows the connector pin / wire color codes for the particular variant.

3.2 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

AJ26 ECM CONNECTOR SOCKETS EM14 EM15 6 5 4 3 2 1 11 2 1 10 9 8 7 6 5 4 3

12 11 10 9 8 7 22 13 12 21 20 19 18 17 16 15 14

EM14 EM15 EM13 EM12 EM11 EM10

EM13 EM12 EM11 EM10

10 9 8 7 6 5 4 3 2 1 6 5 4 3 2 1 4 3 2 1 8 7 6 5 4 3 2 1

16 15 14 13 12 11 11 10 9 8 7 7 6 5 13 12 11 10 9

26 25 24 23 22 21 20 19 18 17 17 16 15 14 13 12 11 10 9 8 21 20 19 18 17 16 15 14

34 33 32 31 30 29 28 27 22 21 20 19 18 16 15 14 13 12 28 27 26 25 24 23 22

T880.10

EMS Power Supplies Engine management and transmission control module power supplies flow through the engine management fuse box located in the engine compartment. The engine management power bus is controlled by the ECM via the EMS control relay located in the fuse box. When the ignition is switched to position II, the ECM completes the relay coil circuit to ground to power the bus. When the ignition is switched OFF, the ECM will continue to activate the EMS control relay for a period of four seconds minimum to five minutes maximum. The power supplied during this period allows the ECM to complete diagnostics, perform closed throttle adaptions, close the EGR valve (if fitted), and operate the radiator fans. Refer to the applicable Electrical Guide for relay and fuse box locations

AJ27 EMS POWER SUPPLIES HIGH POWER PROTECTION MODULE

250A BATTERY

III

II O

IGNITION IGNITION POSITIVE EMS CONTROL SWITCH RELAY RELAY B+ B+ B+ II E

B EMS BATTERY POWER SUPPLIES IGNITION POWER BUS BATTERY POWER BUS BATTERY

EMS ECM CONTROLLED POWER SUPPLIES

ENGINE ENGINE MANAGEMENT POWER BUS CONTROL MODULE

ENGINE COMPARTMENT ENGINE MANAGEMENT FUSE BOX FUSE BOX T880.10A

Date of Issue: 9/2001 Student Guide 3.3 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

ENGINE CONTROL MODULES AJ26 Engine Control Module (continued) ECM “Limiting” Control The ECM performs “limiting” functions to achieve refinement, aid in vehicle control, and to protect certain components from damage. The table summarizes how the ECM implements “limiting” control.

ECM Intervention Function Throttle Fuel Injection Ignition ECM Control Engine overspeed protection X Engine speed limited to 7100 rpm. Engine default speed X Engine speed limited to 3000 rpm. Throttle valve opening limited to 18˚ Engine power limiting X maximum – when TCM detects a transmission fault or when reverse gear is selected. Vehicle speed limiting X Vehicle speed limited to 155 mph (248 km/h). Engine torque momentarily reduced for Traction / Stability control X X X traction / stability control. Engine torque momentarily reduced to Shift energy management X enhance transmission shift quality.

Engine overspeed protection The ECM limits engine speed for overspeed protection by canceling fuel injection at 7100 rpm. Fuel injection is reinstated at 7050 rpm. Ignition retard is used to “smooth” the transition between fuel injection on / off / on.

Engine default speed When the ECM detects an EMS fault that warrants a reduction in the available engine speed range, it limits the maximum engine speed to 3000 rpm. Engine default speed is limited by fuel injection intervention.

Engine power limiting Engine power is limited in two instances – transmission faults and reverse gear selection. If the TCM detects a fault that requires engine torque reduction, it communicates with the ECM by the CAN message CAN TRANSMISSION OVERLOAD. In response, the ECM limits engine power by limiting the throttle valve opening to 18° maximum in all forward gears. Normal throttle operation is reinstated when the CAN message is no longer communicated by the TCM.

As REVERSE gear is selected, the TCM also communicates the CAN message CAN TRANSMISSION OVERLOAD and the ECM limits engine power by limiting the throttle valve opening to 18° maximum. Normal throttle operation is reinstated when the transmission is shifted out of REVERSE and the CAN message is no longer communicated by the TCM.

NOTES

3.4 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Vehicle speed limiting The maximum vehicle speed is limited to 155 mph (248 km/h) by throttle intervention. The ECM receives vehicle speed data from the CAN message CAN VEHICLE SPEED, transmitted by the ABS/TCCM.

Traction / Stability control The ABS/TCCM determines when engine torque reduction is necessary for traction control and/or stability control. In addition, the ABS/TCCM determines what type of engine intervention should be applied, and the amount of torque reduction required. This determination is made based on the CAN data provided by the ECM CAN message CAN TRACTION CONTROL ESTIMATED ENGINE TORQUE. Three distinct ABS/TC CAN messages can be communicated by the ABS/TCCM: • CAN TORQUE REDUCTION THROTTLE • CAN FAST STABILITY CONTROL RESPONSE – CYLINDER FUEL CUTOFF • CAN FAST STABILITY CONTROL RESPONSE – IGNITION RETARD.

In response, the ECM reduces engine torque by applying intervention to throttle, fuel injection, and/or ignition. Fuel injection and ignition intervention are used to provide an instantaneous response and to smooth the transition to throttle intervention. The ECM acknowledges that torque reduction is taking place by confirming with the CAN message CAN TRACTION ACKNOWLEDGE.

Shift energy management Transmission shift quality is enhanced by “shift energy management”. The ECM provides engine torque data by the CAN message CAN SHIFT ENERGY MANAGEMENT ESTIMATED ENGINE TORQUE. The TCM determines the amount of torque reduction required. As gear shifts occur, the TCM communicates the CAN message CAN TORQUE REDUCTION REQUEST. The ECM responds by retarding the ignition to momentarily reduce torque.

NOTES

Date of Issue: 9/2001 Student Guide 3.5 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

ENGINE CONTROL MODULES AJ27 Engine Control Module The AJ27 ECM incorporates two microprocessors (CPU) AJ27 ENGINE CONTROL MODULE with increased processing power and memory capacity over the AJ26 module, and has expanded hardware to accommodate the increase in the number of system sensors and components.

Non-volatile memory OBD generated DTCs and adaptive values are stored and maintained in non-volatile memory. All stored DTCs and the adaptive values will be maintained if the vehicle battery is disconnected.

T880.11

The ECM has new and revised functions as compared to AJ26. These include: • Revised failure management modes. • “Black box, flight recorder” / Inertia switch monitor • Revised traction and stability control • “Cool box” fan control • Revised air conditioning interface • Revised throttle control and cruise control operation. • Revised transmission interface

AJ27 Revised Failure Management Modes The ECM controls four failure management modes: cruise control inhibit, limp-home mode, engine shutdown mode, and power limiting mode. As with AJ26, driver warnings (CHECK ENGINE MIL, Red MIL, Amber MIL, Mes- sage) and DTCs accompany the initiation of these modes. Cruise control inhibit and engine shutdown mode remain unchanged. Specific revised ECM default actions are included with each DTC in the applicable section(s) of the DTC Summaries book.

Limp-home mode In limp-home mode the full authority throttle is deactivated by the ECM. The throttle is then operated directly by the cable from the accelerator pedal. When the throttle limp-home lever is against the closed stop, the ECM maintains an idle speed of less than 1500 rpm (no load, Neutral / Park) by fuel injection intervention. Cruise control is inhibited.

Power limiting mode When intake air flow cannot be controlled by the throttle (mechanical jam, large air leak), the ECM deactivates the throttle as in limp-home. Engine power is controlled by the ECM via fuel cutoff to some of the fuel injectors, dis- abling those cylinders. The amount of cylinder disablement is determined by the ECM from driver demand (PPS) and engine speed (CKPS).

NOTES

3.6 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

AJ27 Air Conditioning Interface The radiator fan control strategy is based on the air conditioning four-way pressure switch inputs. This control strategy is applied only while the engine is running.

AJ27 Transmission Interface Engine power limiting due to transmission control module (TCM) input occurs only when one or more of the following conditions occur: • the transmission is in Reverse • the transmission overload message is present (CAN) • a gear selector fault occurs • the TCM is not present on the CAN network

If the TCM receives the engine oil over temperature message (CAN), the transmission will hold fourth gear.

“Black Box, Flight Recorder” / Inertia Switch Monitor The ECM records 10 seconds of throttle operational data in a “rolling’ memory in the volatile battery backed RAM. The data is continuously updated and stored during engine operation. In the event of the inertia switch being tripped, an ignition switched ground is applied to ECM pin EM82-12. The ECM copies the last 10 seconds of record- ed throttle data into nonvolatile EEPROM and DTC 1582 is flagged. The DTC is cleared using PDU.

“Cool box” Fan Control On vehicles equipped with a “cool box” fan, the ECM operates the fan when the engine is running. Additionally, the fan is operated after engine shutdown as required based on operating and “heat soak” conditions.

NOTES

Date of Issue: 9/2001 Student Guide 3.7 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

ENGINE CONTROL MODULES AJ27 Engine Control Module (continued) ECM Electrical Connection The ECM connects to the engine management harness via six multi-pin connectors. The applicable Electrical Guide shows the connector pin / wire color codes for the particular variant.

AJ27 ECM CONNECTOR SOCKETS

EM80 EM81 EM82 EM83 EM84 EM85

EM80 EM81 EM82 9 8 7 6 5 4 3 2 1 7 6 5 4 3 2 1 6 5 4 3 2 1

21 20 19 18 17 16 15 14 13 12 11 10 16 15 14 13 12 11 10 9 8 12 11 10 9 8 7

31 30 29 28 27 26 25 24 23 22 24 23 22 21 20 19 18 17 17 16 15 14 13

EM83 EM84 EM85 9 8 7 6 5 4 3 2 1 7 6 5 4 3 2 1 5 4 3 2 1

19 18 17 16 15 14 13 12 11 10 15 14 13 12 11 10 9 8 12 11 10 9 8 7 6

28 27 26 25 24 23 22 21 20 22 21 20 19 18 17 16

T880.12

AJ26 and AJ27 ECM Service “Flash Programming” The ECM EEPROM can be flash programmed in service using PDU via the data link connector (DLC). If such a service action is required, instructions are included in a Service Bulletin.

NOTES: • ECMs must not be switched from one vehicle to another because the VIN will be mismatched. • If an ECM has been replaced in service, the VIN will display as 999999. • If a replacement ECM has not been factory programmed, a message will be displayed on the driver message center. • The following originally equipped ECMs cannot be flash programmed in service: – 1998 MY XK8 VIN 020733 – 031302 – 1998 MY XJ8 VIN 819772 – 853935 These vehicles require a new pre-programmed replacement ECM. Refer to Technical Service Bulletins. • Always check the VIN before carrying out ECM flash programming.

NOTES

3.8 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS

1 AJ26 / AJ27 OVERVIEW

2 CONTROL SUMMARIES

3 ENGINE CONTROL MODULES

4 EMS PRIMARY SENSING COMPONENTS

5 INDUCTION AIR THROTTLE CONTROL

6 FUEL DELIVERY AND AJ26/27 EVAPORATIVE EMISSION CONTROL 7 FUEL INJECTION

8 IGNITION

9 VARIABLE VALVE TIMING

10 EXHAUST GAS RECIRCULATION (EGR): NORMALLY ASPIRATED

11 OTHER ECM ENGINE CONTROL AND INTERFACE FUNCTIONS

12 AJ26 / AJ27 SUPERCHARGED EMS

13 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

EMS PRIMARY SENSING COMPONENTS Mass Air Flow Sensor (MAFS) – AJ26 • The MAFS, located between the air cleaner and the MAFS – AJ26 air intake duct, provides the ECM with an engine load input signal. • The MAFS is a hot wire type that measures air flow volume by the cooling effect of air passing over a heated wire, altering the electrical resistance of the wire. • The electrical resistance value is converted to an analog output voltage supplied to the ECM as a measure of air flow volume (engine load). • 10% of the engine combustion air volume is routed over the heated wire allowing unrestricted air flow for 90% of the air.

T880.13

Intake Air Temperature Sensor (IATS) – AJ26 • The IATS, located within the MAFS housing, pro- IATS (IN MAFS HOUSING) – AJ26 vides the ECM with an intake air temperature signal. • The IATS is a negative temperature coefficient (NTC) thermistor. Intake air temperature is determined by the ECM by a change in resistance within the sensor. • The ECM applies 5 volts to the sensor and monitors the voltage drop through the thermistor. • The IATS is not serviceable separately from the MAFS.

IATS Temperature / Resistance Intake air temperature Resistance ˚C ˚F (kΩ) T880.14 -20 -4 15 0 32 5.74 20 68 2.45 40 104 1.15 60 140 0.584 80 176 0.32 100 212 0.184

NOTES

4.2 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Mass Air Flow and Intake Air Temperature Sensors (MAFS and IATS) – AJ27 The AJ27 MAFS and IATS are combined in an integral, plug-in unit, secured by two screws to the duct. Sensor MAFS AND IATS – AJ27 characteristics remain the same. INTAKE AIR TEMPERATURE SENSOR NOTES

AIR FLOW

T880.15

Date of Issue: 9/2001 Student Guide 4.3 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

EMS PRIMARY SENSING COMPONENTS Engine Coolant Temperature Sensor (ECTS) – AJ26 and AJ27 • The ECTS is located on the coolant outlet elbow ECTS LOCATION between the A and B bank cylinder heads. • The ECTS is a negative temperature coefficient (NTC) thermistor. • The ECM applies 5 volts to the sensor and monitors the voltage drop through the thermistor. • Engine coolant temperature is determined by the ECM by a change in resistance within the sensor.

ECTS Temperature / Resistance Coolant temperature Resistance ˚C ˚F (kΩ)

T880.16 -10 14 9.20 0 32 5.90 20 68 2.50 ECTS WITH CROSS-SECTION 40 104 1.18 60 140 0.60 80 176 0.325 100 212 0.19

ECTS Temperature / Voltage Coolant temperature Voltage ˚C ˚F (V)

THERMISTOR -10 14 4.05 0 32 3.64 20 68 2.42 40 104 1.78 60 140 1.17 80 176 0.78 100 212 0.55 ELECTRICAL CONNECTOR T880.17

NOTES

4.4 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Crankshaft Position Sensor (CKPS) – AJ26 • The CKPS, located at the rear of the engine bed plate, provides the ECM with pulsed signals for crankshaft position and engine speed. • The timing disc for the sensor is spot-welded to the front face of the transmission drive plate. • The timing disc has 34 spokes spaced at 10° intervals, with two spokes deleted. • The sensor is a variable reluctance device that provides a pulse to the ECM at 10° intervals. • The CKPS input pulse is used by the ECM for ignition timing and fuel injection timing. In addition, the missing pulses (and the CMPS input) are used to identify cylinder 1A, compression stroke for starting synchronization.

CKPS – AJ26 CKPS TIMING DISC – AJ26

T880.19 T880.20

Crankshaft Position Sensor (CKPS) – AJ27 The AJ27 CKPS has a revised 36-tooth (minus one tooth) reluctor. The electrical connection to the CKPS is direct.

CKPS – AJ27 CKPS RELUCTOR – AJ27

T880.22 T880.23

Date of Issue: 9/2001 Student Guide 4.5 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

EMS PRIMARY SENSING COMPONENTS Camshaft Position Sensor (CMPS) – AJ26 • The variable reluctance CMPS, located on the rear of the B bank cylinder head, provides the ECM with a pulsed signal for cylinder 1A compression stroke identification (one pulse per two crankshaft revolutions). • The pulse is generated by the raised segment of the camshaft timing ring as it passes the sensor tip. • The CMPS input pulse is monitored along with the CKPS signal for synchronizing ignition timing and fuel injection timing with engine cycle position. • In addition, the CMPS signal is used for variable valve timing (VVT) diagnostic monitoring.

CMPS LOCATION – AJ26 CMPS TIMING RING – AJ26

T880.24 T880.25

Camshaft Position Sensor (CMPS) – AJ27 • Both engine banks incorporate camshaft position sensors that sense the position of the intake camshafts. • The CMP sensors are inductive pulse generators. • The sensors have four-toothed reluctors mounted on the rear of both intake camshafts. • The four-tooth reluctors provide faster camshaft position identification, improving engine start-up speed. • ECM uses the CMP signals for cylinder identification to control starting, fuel injection sequential operation, ignition timing, and variable valve timing operation and diagnostics.

CMPS (A BANK SHOWN)– AJ27 CMPS RELUCTOR – AJ27

T880.28 T880.29

4.6 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Engine Cycle Synchronization: CKPS and CMPS The engine cycle sensor pulse traces illustrate the relationship between the CKPS and the CMPS.

CKPS / CMPS 720˚ CRANKSHAFT ENGINE CYCLE – AJ26

CRANKSHAFT ROTATION IN DEGREES

+ 0˚ 180˚ 360˚ 540˚ 720˚

0V CAMSHAFT POSITION SENSOR (CMPS) SIGNAL –

– CRANKSHAFT POSITION SENSOR (CKPS) SIGNAL

ONE ENGINE CYCLE (720˚)

CYLINDER 1A CYLINDER 1A TDC COMPRESSION TDC COMPRESSION

T880.27

Engine Start: CKPS / CMPS – AJ27 Faster engine firing on start-up is assisted by the four-toothed sensor rings on each camshaft. Each sensor ring provides 4 pulses per engine cycle (720˚) to the ECM, compared with 1 pulse from the AJ26 single-tooth sensor ring fitted to B bank. The sensor teeth are asymmetrically positioned and produce a corresponding pulse pattern over the engine cycle, which is compared with the crank sensor output (one missing pulse per revolution). This feature enables the ECM to more quickly identify where the engine is positioned in the firing order and thus trigger ignition and fueling to fire the correct cylinder.

In normal operation, the ECM uses the inputs from the crank sensor and the A bank cam sensor for cylinder identification and ignition/fuel synchronization. If the A bank sensor system fails, the ECM switches to the B bank inputs. If the crank sensor system fails, the engine will start and run using the inputs from both cam position sensors.

NOTES

Date of Issue: 9/2001 Student Guide 4.7 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

4.8 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS

1 AJ26 / AJ27 OVERVIEW

2 CONTROL SUMMARIES

3 ENGINE CONTROL MODULES

4 EMS PRIMARY SENSING COMPONENTS

5 INDUCTION AIR THROTTLE CONTROL

6 FUEL DELIVERY AND AJ26/27 EVAPORATIVE EMISSION CONTROL 7 FUEL INJECTION

8 IGNITION

9 VARIABLE VALVE TIMING

10 EXHAUST GAS RECIRCULATION (EGR): NORMALLY ASPIRATED

11 OTHER ECM ENGINE CONTROL AND INTERFACE FUNCTIONS

12 AJ26 / AJ27 SUPERCHARGED EMS

13 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

5.2 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

INDUCTION AIR THROTTLE CONTROL – AJ26 ECM Throttle Control The electronic throttle allows the ECM to perform the following functions: • Intake air flow control • Idle speed control • Cruise control • Engine torque reduction requirements for traction / stability control • Engine power limiting • Vehicle speed limiting • Throttle diagnostics • Adopt default modes of operation

Electronic Throttle Assembly Engine induction air is metered by the electronic throttle assembly in response to driver input and control by the ECM. ECM throttle control allows several previously independent subsystems such as engine power limiting and idle control to be incorporated as EMS functions.

THROTTLE ASSEMBLY – AJ26 N/A

T880.30

Date of Issue: 9/2001 Student Guide 5.3 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

INDUCTION AIR THROTTLE CONTROL – AJ26 Throttle Assembly Components Identification The main components of the AJ26 throttle assembly include: • Input shaft Receives driver inputs from the accelerator pedal via a conventional throttle cable. • Pedal position sensor A twin-track sensor (potentiometers) provides redundant pedal position signals to the ECM. • Mechanical guard Device that prevents the throttle valve from opening beyond driver demand. The mechanical guard allows the throttle to be operated mechanically in the case of electronic control failure. • Mechanical guard sensor A single-track sensor provides a mechanical guard position signal to the ECM. • Vacuum actuator Active (vacuum applied to diaphragm chamber) when cruise control is activated. Operates the mechanical guard independently in cruise control mode. • Throttle valve Conventional shaft/plate arrangement. Sprung toward open position. Mechanical guard lever holds throttle plate in closed position. • Thermostatic air valve Controls throttle valve bypass port during engine warm-up. Fully closes during engine warm-up period. • Throttle motor Driven by the ECM to operate the throttle valve only in the close direction. • Throttle position sensor (TPS) Twin “hall-effect” sensor provides redundant throttle position signals to the ECM. • Springs Springs connected to the input shaft and mechanical guard provide force against the driver input and provide the “feel” of an accelerator. Springs connected to the throttle motor drive gear and the throttle valve provide force against the throttle closing.

The arrangement of the sensors on both “sides” of the throttle valve allows the ECM to have closed loop throttle control.

Thermostatic air valve operation • Before engine start-up, the throttle valve is in the default closed position (sprung against mechanical guard lever with throttle plate slightly open). • At low engine temperature, the idle air opening at the throttle plate is insufficient to provide enough air flow for the engine to start. • The thermostatic air valve is a wax capsule-operated valve that provides throttle bypass air for starting. • The bypass valve is fully open at approximately -30 °C (-22 °F) and progressively closes until it is fully closed at 40 °C (104 °F). • Engine coolant flow through the throttle body provides the temperature source to operate the valve.

NOTES

5.4 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

ELECTRONIC THROTTLE – AJ26

VACUUM THROTTLE ACTUATOR SPRING

THROTTLE MOTOR

VENT

COOLANT THERMOSTATIC OUTLET AIR VALVE MECHANICAL GUARD SPRING

COOLANT INLET

T880.31

SIMPLIFIED VIEW OF ELECTRONIC THROTTLE – AJ26

THROTTLE POSITION SENSOR VACUUM ACTUATOR THROTTLE VALVE SPRING FORCE

MECHANICAL GUARD

MECHANICAL GUARD SENSOR

INPUT SHAFT THROTTLE MOTOR DRIVE GEAR

THERMOSTATIC AIR VALVE

SPRING FORCE SPRING PEDAL FORCE POSITION SENSOR

T880.32

Date of Issue: 9/2001 Student Guide 5.5 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

INDUCTION AIR THROTTLE CONTROL – AJ26 Throttle Sensors The throttle assembly incorporates three sensors: • A twin “hall-effect” throttle position sensor (TPS) • A twin-track pedal position sensor (PPS) • A single-track mechanical guard sensor

The input signals from the three sensors allow the ECM to control the throttle (closed loop), perform diagnostics, perform adaptions, and adopt throttle default modes. The three sensors share common power supply reference voltage, and reference ground circuits. The reference ground circuit is also shared with the ECTS and the IATS.

Throttle Position Sensor (TPS) The throttle position sensor (TPS) is a twin “Hall effect” sensor, located at the throttle motor side of the throttle assembly. The throttle valve shaft drives the sensor mechanism, which acts upon the two Hall effect elements to provide the ECM with redundant TPS voltage signals. The voltage signals range from approximately 0.5 V at idle to 4.75 V at wide open throttle (WOT). PDU defines the redundant circuits as “1” and “2”. Circuit 1 is identified as TPS pin 3; circuit 2 is identified as TPS pin 2. Refer to the applicable Electrical Guide.

Pedal Position Sensor The pedal position sensor is a twin track potentiometer, located at the accelerator cable side of the throttle assembly. The throttle input shaft drives the potentiometer wipers to provide the ECM with redundant pedal position voltage signals. The voltage signals range from approximately 0.5 V at closed to 4.75 V at full throttle. PDU defines the redundant circuits as “A” and “B”. Circuit A is identified as pedal position sensor pin 5; circuit B is identified as pedal position sensor pin 3. Refer to the applicable Electrical Guide.

Mechanical Guard Sensor The mechanical guard sensor is a single track potentiometer, located at the accelerator cable side of the throttle assembly. The mechanical guard shaft drives the potentiometer wiper to provide the ECM with a mechanical guard position signal voltage. The signal voltage ranges from approximately 0.5 V at closed to 4.75 V at full open.

NOTES

5.6 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

THROTTLE AND SENSORS – AJ26

PEDAL POSITION SENSOR

MECHANICAL GUARD SENSOR

THROTTLE POSITION SENSOR

T880.33A

Date of Issue: 9/2001 Student Guide 5.7 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

INDUCTION AIR THROTTLE CONTROL – AJ26 Throttle Assembly Design Overview • The throttle assembly rotating components are arranged such that no fixed connection is made. • The input shaft moves the mechanical guard via a lever. • The throttle valve is restrained by the mechanical guard lever on one side and rotated by spring force on the drive side. • The throttle motor segment gear rotates in one direction to allow throttle opening by spring force or motors in the other direction to close the throttle against spring force.

THROTTLE LEVERS AND GAPS – AJ26

THROTTLE VALVE / SPRING THROTTLE MOTOR FORCE

MECHANICAL GUARD / THROTTLE VALVE

INPUT SHAFT / MECHANICAL GUARD

SPRING FORCE SPRING FORCE

T880.33

• The design of the input shaft and the mechanical guard, and the counter force applied by their respective springs, ensures that they always rotate together when driver input is being applied from the accelerator pedal. • The accelerator rotates the input shaft and the mechanical guard in the open direction; the springs keep their adjacent levers in contact and rotate them in the closed direction. • The motor acts only to close the throttle valve from the mechanical guard position. • The ECM controls engine idle speed by activating the motor closed to regulate an idle air way in the throttle bore with throttle plate. This is achieved by closing the throttle plate past the default mechanical guard open limit to the factory-set stop on the throttle motor segment gear.

NOTES

5.8 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Throttle Operation Normal Mode • The ECM monitors the position of the input shaft and the mechanical guard using signals from the pedal position and mechanical guard sensors. • In response to the pedal position signal input, the ECM drives the throttle motor to follow the input shaft and mechanical guard rotation to maintain a constant gap between the mechanical guard and throttle valve levers.

THROTTLE OPERATING MODES – AJ26

NORMAL MODE SPRING FORCE

SPRING FORCE OPENS THROTTLE; THROTTLE MOTOR CLOSES THROTTLE

SPRING SPRING FORCE FORCE

T880.34A

• The throttle motor drive gears rotate the throttle valve in the closed direction; the throttle valve spring turns the throttle valve in the open direction while maintaining contact between the motor side throttle lever and the segment gear. • The arrangement of the throttle valve drive prevents the ECM from exceeding driver demand. If the throttle is driven open (without driver input to move the mechanical guard), the drive side throttle lever will disengage from the segment gear, and the input side throttle lever will contact the mechanical guard lever preventing further throttle opening. • Since the mechanical guard restricts throttle movement only in the open direction, the arrangement of the throttle valve also allows the ECM to reduce throttle opening to less than driver demand. Throttle opening is reduced during traction control / stability control and during engine power limiting. • At idle, the ECM controls engine speed using the limited range of throttle valve movement available between the mechanical guard (open limit) and the factory set stop on the throttle motor segment gear (closed limit).

NOTES

Date of Issue: 9/2001 Student Guide 5.9 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

INDUCTION AIR THROTTLE CONTROL – AJ26 Throttle Operation (continued) Mechanical Guard Mode • If a throttle fault is detected, the ECM defaults to mechanical guard operating mode. In mechanical guard mode, the throttle valve spring turns the throttle valve in the open direction until it engages the mechanical guard, and the ECM does not drive the throttle motor. • The input shaft, mechanical guard and throttle valve are then effectively locked together by their springs, so that the accelerator pedal is in direct control of the throttle via the throttle cable.

THROTTLE OPERATING MODES – AJ26

MECHANICAL GUARD MODE SPRING FORCE

THROTTLE SHAFT SPRING MAINTAINS CONTACT BETWEEN THROTTLE SHAFT AND MECHANICAL GUARD

SEGMENT GEAR MOVED; NO MOTOR DRIVE

INPUT SHAFT DRIVES THROTTLE VALVE VIA MECHANICAL GUARD

SPRING FORCE SPRING FORCE T880.34B

• When the throttle valve opens, it rotates the throttle motor drive gears. On subsequent closing of the throttle valve, the segment gear remains in the open position, disengaged from the throttle valve. • Full throttle is available and engine speed is not limited in mechanical guard mode. • Fuel injection intervention smoothes the transition from normal mode to mechanical guard mode to prevent a sudden increase in engine speed. In addition, fuel injection intervention limits idle speed by switching off selected injectors. • Without fuel injection intervention, the idle speed would be approximately 2000 rpm and cause excessive shock loads on the transmission when shifting out of P or N. As engine load increases, the ECM progressively cancels idle fuel injection intervention.

NOTES

5.10 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Cruise Control Mode • When cruise control is engaged, the ECM calculates the required throttle valve angle and ports vacuum to the vacuum actuator. • The vacuum actuator moves the mechanical guard to a position that allows the throttle motor to move the throttle to the desired angle.

THROTTLE OPERATING MODES – AJ26

CRUISE CONTROL MODE

SPRING FORCE

VACUUM ACTUATOR MOVES MECHANICAL GUARD, ALLOWING THROTTLE MOTOR TO POSITION THROTTLE VALVE

SPRING FORCE SPRING FORCE

T880.34C

• Using the input signals from the throttle sensors, the ECM monitors and adjusts the mechanical guard and the throttle valve to maintain the cruise control set speed. • As the driver releases the accelerator pedal, the input shaft disengages from the mechanical guard. • When accelerating above the set speed during cruise control, the accelerator pedal has a “lighter feel” until the input shaft engages with the mechanical guard.

NOTES

Date of Issue: 9/2001 Student Guide 5.11 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

INDUCTION AIR THROTTLE CONTROL – AJ26 Throttle Operation (continued)

THROTTLE OPERATING MODES SUMMARY SPRING FORCE NORMAL

SPRING FORCE OPENS THROTTLE; THROTTLE MOTOR CLOSES THROTTLE

SPRING FORCE MECHANICAL GUARD

SPRING FORCE

THROTTLE SHAFT SPRING MAINTAINS CONTACT BETWEEN THROTTLE SHAFT AND MECHANICAL GUARD

SEGMENT GEAR MOVED; NO MOTOR DRIVE

INPUT SHAFT DRIVES THROTTLE VALVE VIA MECHANICAL GUARD SPRING FORCE SPRING CRUISE CONTROL FORCE

VACUUM ACTUATOR MOVES MECHANICAL GUARD, ALLOWING THROTTLE MOTOR TO POSITION THROTTLE VALVE

SPRING FORCE T880.34D

5.12 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Cruise Control – AJ26 Cruise Control Vacuum Components CRUISE CONTROL VACUUM COMPONENTS (XK8) – AJ26 Vacuum is supplied from the intake manifold and is applied to the mechanical guard vacuum actuator on RESERVOIRS the throttle assembly. The vacuum components include: VSV 2 • One check valve • Two vacuum reservoirs • Three vacuum solenoid valves (VSV) The vacuum components are installed in the right front fender, behind the wheel arch liner.

Vacuum check valve CHECK The check valve maintains vacuum in the system when VALVE VSV 1 the throttle valve is in a position where little or no man- VSV 3 ifold vacuum is available (approximately 3/4 to full T880.37 throttle).

Vacuum reservoirs If the throttle valve is positioned so that little or no manifold vacuum is available, the vacuum reservoirs can maintain system vacuum for up to 20 minutes. If the reservoirs are depleted of vacuum, normal system operation can be restored by reducing vehicle speed for a short period of time.

VSV 1 (vacuum) When cruise control is engaged, the ECM grounds the VSV 1 circuit and VSV 1 is driven to port vacuum to operate the mechanical guard vacuum actuator.

VSV 2 (atmosphere) The ECM grounds the VSV 2 circuit. VSV 2 is driven to port the operating vacuum to atmosphere until the mechanical guard is set to the required position. The ECM determines the required position via the mechanical guard sensor. When cruise control is disengaged, the ECM grounds the VSV 2 circuit and VSV 2 is driven to port the operating vacuum to the atmosphere and release the mechanical guard vacuum actuator.

VSV 3 (release) VSV 3 is driven by the ECM to act as a safety back up for VSV 2. The ECM switches the supply side of the VSV 3 circuit.

VSV Filters VSV 2 and 3 incorporate filters to prevent moisture and debris from entering the system.

NOTES

Date of Issue: 9/2001 Student Guide 5.13 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

INDUCTION AIR THROTTLE CONTROL – AJ26 Cruise Control – AJ26 (continued) Cruise Control Operation • The driver communicates with the ECM through CRUISE CONTROL MASTER SWITCH the master switch in the center console and the SET+, SET-, CANCEL, and RESUME switches on the steering wheel. • The ECM also monitors two brake switch inputs and the parking brake switch to cancel operation. • The cruise control system is powered when the master switch is ON. Battery voltage is applied to the ECM directly from the master switch and via the normally closed brake cancel switch. • With the system powered, a momentary press of either the SET+ or the SET- switch engages cruise control if the vehicle speed is 17.5 mph (28 km/h) or greater. • The ECM responds by “memorizing” the current T880.35 vehicle speed (CAN data) as the “set” speed. • The ECM drives the vacuum system to position the CRUISE CONTROL STEERING WHEEL SWITCHES mechanical guard so that the throttle can maintain the set speed. The input signals from the pedal position, mechanical guard and throttle sensors allow the ECM to monitor and adjust the mechanical guard and the throttle valve.

NOTES

T880.36

5.14 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

CRUISE CONTROL LOGIC – AJ26

B+ B+

CRUISE CONTROL MASTER SWITCH

IGNITION SWITCH

VSV 2

BRAKE BRAKE SWITCH CANCEL SWITCH B+ PEDAL POSITION AND MECHANICAL GUARD SET – SENSORS 680 Ω

SET + TPS 430 Ω CRUISE CONTROL VSV 3 CANCEL CONTROL 680 Ω

RES 430 Ω MECHANICAL M GUARD CRUISE CONTROL VACUUM THROTTLE STEERING WHEEL SWITCHES ACTUATOR MOTOR

VSV 1

PARKING BRAKE SWITCH

CKPS CHECK VALVE

CAN

• ABS/TCCM: • TCM: VEHICLE SPEED OUTPUT SPEED RESERVOIRS WHEEL SPEED ACTUAL GEAR POSITION TRACTION STATUS TORQUE CONVERTER STATUS ECM GEAR POSITION SELECTED GEAR SELECTION FAULT TRANSMISSION SHIFT MAP

T880.38

Date of Issue: 9/2001 Student Guide 5.15 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

INDUCTION AIR THROTTLE CONTROL – AJ26 Cruise Control – AJ26 (continued) Cruise Control Operation Acceleration / deceleration, change in set speed • Once cruise control is engaged, a momentary press of the SET+ or SET- switches accelerates or decelerates the vehicle speed incrementally by 1 mph (1.6 km/h). • Pressing and holding the SET+ or SET- switches causes the ECM to smoothly accelerate or decelerate the vehicle until the switch is released. • The ECM distinguishes the switched ground inputs by a difference in circuit resistance. • The ECM stores a maximum of five SET+ / SET - incremental acceleration or deceleration commands at any one time. • Once the first stored command has been carried out, a further command can be added. • If the opposite SET switch is pressed, the ECM deletes the last command from memory. • After the vehicle is accelerated / decelerated incrementally, the ECM will adopt this speed as the set speed.

Accelerator pedal control • Pressing the accelerator pedal will accelerate the vehicle higher than the set speed without disengaging cruise control. • Since the vacuum actuator holds the mechanical guard “open”, there is noticeably less accelerator pedal load up to the point at which the throttle input shaft begins to move the mechanical guard.

CANCEL / RESUME • A press of the CANCEL switch provides a cancel ground signal and the ECM smoothly disengages cruise control and clears the set speed from memory. • Pressing the RESUME switch provides a resume ground signal and the ECM reengages cruise control and smoothly accelerates / decelerates the vehicle to the set speed.

Cruise control disengagement The ECM disengages cruise control and clears the set speed from memory if any of the following conditions occur: • The master switch is moved to OFF • A fault is detected in the throttle assembly • A fault is detected in the brake switch • A fault is detected in the cruise control switches • The parking brake is applied • The engine speed exceeds 7100 rpm

The ECM disengages cruise control but retains the set speed in memory if any of the following conditions occur: • The brake pedal is pressed • The vehicle decelerates too fast (in case the brake switch is not operating) • The gear selector is moved to P, N, R • After resuming cruise control, the vehicle accelerates to only 50% of the set speed (due to a steep incline) • Traction control / stability control operation • Vehicle speed falls below 16 mph (26 km/h)

5.16 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

CRUISE CONTROL LOGIC – AJ26

B+ B+

CRUISE CONTROL MASTER SWITCH

IGNITION SWITCH

VSV 2

BRAKE BRAKE SWITCH CANCEL SWITCH B+ PEDAL POSITION AND MECHANICAL GUARD SET – SENSORS 680 Ω

SET + TPS 430 Ω CRUISE CONTROL VSV 3 CANCEL CONTROL 680 Ω

RES 430 Ω MECHANICAL M GUARD CRUISE CONTROL VACUUM THROTTLE STEERING WHEEL SWITCHES ACTUATOR MOTOR

VSV 1

PARKING BRAKE SWITCH

CKPS CHECK VALVE

CAN

T880.38

Date of Issue: 9/2001 Student Guide 5.17 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

INDUCTION AIR THROTTLE CONTROL – AJ27 Full Authority Electronic Throttle Control A full authority throttle body is fitted to the AJ27 engine. The throttle body does not incorporate a mechanical guard.

The main features of the AJ27 throttle body are: • Full motorized control of the throttle valve from the ECM • Mechanical, cable operated ‘limp home’ fail safe mode (restricted throttle opening) • Mechanical, electrical and software safety features • ECM cruise control drive (no vacuum components) • Built-in air assist control valve (AACV) with integral air feed (normally aspirated only)

Throttle Components

THROTTLE BODY – AJ27 N/A THROTTLE POSITION SENSOR

THROTTLE MOTOR

COOLANT RETURN

COOLANT FEED

PEDAL POSITION SENSOR AIR ASSIST OUTLET TO FUEL INJECTORS

AIR ASSIST CONTROL VALVE T880.39

5.18 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

THROTTLE BODY COMPONENTS – AJ27

THROTTLE SHAFT THROTTLE POSITION LEVER SENSOR

PEDAL POSITION SENSOR INPUT SHAFT LINK LEVER

ACCELERATOR LEVER RETURN SPRING INPUT SHAFT LINK LEVER RETURN SPRING

LIMP HOME LIMP HOME LEVER SPRING DRIVE MOTOR AND GEARS THROTTLE RETURN SPRING

T880.43A

Input Assembly The accelerator pedal is linked to the input shaft link lever of the throttle assembly. As the driver depresses the pedal, the link lever is rotated against spring pressure with no mechanical connection to the throttle valve.

Pedal position sensor (PPS) PPS CHARACTERISTIC – AJ27 • Two individual rotary potentiometers comprise the PPS assembly located at the cable end of the throttle. 5V PPS 1 • The potentiometers are rotated by the throttle cable lever and provide separate analog voltage signals to the ECM proportional to pedal move-

PPS 2 ment and position. • The potentiometers have common reference voltage and reference ground circuits hard-wired to VOLTAGE the ECM. • Each potentiometer provides its unique pedal position signal (via hard-wire connection) directly to the ECM. The ECM detects faults by comparing the pedal position signals to expected values. 0V 0° 84° • If the ECM detects a fault, throttle operation (MAX DEMAND) DEMAND POSITION (DEGREE OF ROTATION) defaults to the “limp home” mode (mechanical). T880.41

Date of Issue: 9/2001 Student Guide 5.19 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

INDUCTION AIR THROTTLE CONTROL – AJ27 Throttle Components (continued) Motorized Throttle Valve • The throttle valve is coupled to a DC motor via reduction gears and is positively driven by the ECM in both directions between fully closed and fully open. • The throttle position sensor on the motor end of the throttle shaft provides direct feedback of the actual valve angle to the ECM and is similar to the pedal position sensor in operation.

Throttle position sensor (TPS) TPS CHARACTERISTIC – AJ27 • The throttle position sensor assembly consists of two individual rotary potentiometers that are

5V directly driven by the throttle valve shaft. TPS 2 • The potentiometers have common reference volt- TPS 1 age and reference ground circuits hard-wired to the ECM; each provides its unique throttle position signal (via hard-wire connection) directly to the ECM. • The unique characteristics of both signals are used VOLTAGE for identification, similar to the PPS signals. • The ECM detects faults by comparing the throttle position signals to expected values. If the ECM detects a fault, throttle operation defaults to the “limp home” mode (mechanical). 0V 0° 84° (WIDE-OPEN THROTTLE) THROTTLE POSITION (DEGREE OF ROTATION)

T880.42

NOTES

5.20 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Throttle Operation The throttle body contains two moving assemblies: • the accelerator input assembly, which provides the driver demand to the ECM • the motorized throttle valve, driven and controlled by the ECM in accordance with driver demand and other EMS factors. • In normal operation, there is no mechanical coupling between the two assemblies.

ECM THROTTLE CONTROL AND MONITORING – AJ27

INTAKE AIR PEDAL POSITION SENSOR

THROTTLE POSITION SENSOR

THROTTLE M MOTOR

ACCELERATOR PEDAL THROTTLE MOTOR DRIVE (+ / –)

PPS 1 TPS 1

PPS 2 TPS 2 CPU 2 THROTTLE MOTOR POWER RELAY B+ V B+ V

THROTTLE MONITOR

SENSOR INPUTS ENGINE SPEED / LOAD

DTC CPU 1

ENGINE CONTROL MODULE T880.40

NOTES

Date of Issue: 9/2001 Student Guide 5.21 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

INDUCTION AIR THROTTLE CONTROL – AJ27 Throttle Operation (continued) Limp Home Mechanism • The limp home mechanism consists of the accelerator input shaft link lever and the two throttle shaft levers, all three levers being interlocked for limp home operation. • On the throttle assembly, one lever is fixed to the end of the shaft and the second, the ‘limp home’ lever, piv- ots around the shaft. • The two levers are connected by a spring and the throttle return spring is also connected to the limp home lever. • As the throttle rotates, the action of the throttle lever (valve opening) and the springs (valve closing) maintain the two levers in contact. • At the idle speed position, there is an angular separation between the accelerator link lever and the limp home lever and under normal closed loop control this difference is maintained as both input and drive assemblies rotate.

Limp Home Operation If a failure in the throttle mechanism or control system occurs, the ECM defaults throttle control to the limp home mode. • The ECM de-energizes the throttle motor power supply relay and / or deactivates the ECM internal PWM motor drive signals. • The throttle valve is operated mechanically from the drivers pedal and throttle opening is restricted to a range from idle to a maximum of approximately 30°. • The accelerator input shaft link lever is mechanically coupled to the throttle shaft levers, enabling the shaft to be rotated against the unpowered motor and gearing. • Due to the angular difference between the input shaft link lever and the limp home lever, there is no engage- ment of the two levers until the input shaft has rotated approximately 60° from idle. • When the link lever contacts the limp home lever, causing it to rotate, the throttle valve is pulled open by the limp home spring. With the pedal fully depressed the throttle valve is open to a maximum of approximately 30°. • On releasing the accelerator pedal, the throttle return spring causes the limp home lever to rotate to its stop at the throttle idle speed position. • If loss of motor power occurs when the throttle is open beyond the idle position, the limp home lever will close to the point where it contacts the link lever. If the throttle has been driven closed (past the idle position) when loss of power occurs, the limp home spring will return the throttle to the idle position. • When the throttle is in limp home mode, the ECM adjusts the fuel metering strategy as necessary to control engine power. At low throttle opening, fuel cutoff to individual cylinders may occur.

NOTES

5.22 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

THROTTLE OPERATION – AJ27

PART THROTTLE

LIMP HOME

T880.43B

NOTES

Date of Issue: 9/2001 Student Guide 5.23 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

5.24 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS

1 AJ26 / AJ27 OVERVIEW

2 CONTROL SUMMARIES

3 ENGINE CONTROL MODULES

4 EMS PRIMARY SENSING COMPONENTS

5 INDUCTION AIR THROTTLE CONTROL

6 FUEL DELIVERY AND AJ26/27 EVAPORATIVE EMISSION CONTROL 7 FUEL INJECTION

8 IGNITION

9 VARIABLE VALVE TIMING

10 EXHAUST GAS RECIRCULATION (EGR): NORMALLY ASPIRATED

11 OTHER ECM ENGINE CONTROL AND INTERFACE FUNCTIONS

12 AJ26 / AJ27 SUPERCHARGED EMS

13 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL

The fuel system uses a rear mounted over-axle fuel tank installed in the trunk. Fuel and vapor pipes travel under the left hand side of the vehicle to the engine and evaporative emission components.

FUEL SYSTEM – AJ26 WITHOUT ENHANCED EVAPORATIVE EMISSION CONTROL

FUEL RAIL FUEL PRESSURE REGULATOR

EVAPORATIVE FLANGE

EVAPORATIVE EMISSION CONTROL VALVE EVAPORATIVE CANISTER TANK PRESSURE CONTROL VALVE (ROCHESTER VALVE)

FUEL TANK

FUEL FILTER

T880.44

NOTES

6.2 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL SYSTEM – AJ26 WITHOUT ENHANCED EVAPORATIVE EMISSION CONTROL FUEL FUEL A BANK VACUUM CONTROL MANIFOLD PRESSURE INJECTORS REGULATOR PURGE ENGINE CONTROL STRATEGY INTAKE FUEL RAIL MANIFOLD CONTROL MODULE CONTROL FUEL B BANK INJECTORS BREATHER PART LOAD PART FLOW PURGE FUEL FLOW VALVE EVAPORATIVE (NORMALLY CLOSED) (NORMALLY FILTER CANISTER VALVE CHECK EVAPORATIVE VALVE) JET PUMP PRESSURE (ROCHESTER CONTROL VALVE CONTROL VENT FLANGE FUEL PUMP EVAPORATIVE RESTRICTOR POT SURGE VALVE ROLL-OVER FUEL TANK

T880.45

Date of Issue: 9/2001 Student Guide 6.3 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL Fuel Delivery Fuel Tank FUEL TANK ARRANGEMENT – XK8 • The fuel tank incorporates the fuel pump and the SURGE POT CHECK VALVE TANK necessary plumbing for fuel supply and return. • The pump is located by a rubber mount and clamp attached to the surge pot. • The tank interior piping incorporates a jet pump and a check valve in the fuel return line. Returning fuel flows through the jet pump, which draws additional cool fuel from the tank to supply the surge pot. • This supplemented return flow ensures that the surge pot remains full of fuel. The return check valve prevents reverse flow through the fuel return line when it is disconnected. JET PUMP FUEL PUMP AND FILTER BAFFLE PLATE • Access to the tank interior is through the evaporative flange at the top of the tank. T880.46 In-Line Fuel Filter FUEL FILTER – XK8 A replaceable in-line fuel filter is located in the supply line to the front of the rear axle on the left side.

Fuel Level Sensor • The fuel level sensor is a conventional potentiometer that provides the instrument pack (INST) with a variable voltage signal indicating fuel tank fill level. • The fill level signal voltage ranges between approximately B+ at empty to 0 V at full. • The INST transmits two fuel level CAN messages: CAN FUEL LEVEL RAW – the raw (undamped) fuel tank level, and CAN FUEL LEVEL DAMPED – the damped (averaged over a period of time) fuel tank level. T880.47 • The INST provides the damped level message to compensate for surges within the fuel tank.

NOTES

6.4 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Fuel Pump FUEL PUMP WITH CROSS-SECTION • The single fuel pump unit consists of a turbine driven

by a DC motor, a check valve and an inlet filter. TOP VIEW • The fuel output from the turbine pump provides a cooling flow around the motor before being dis-

charged through the outlet check valve. The check OUTLET valve prevents rapid fuel pressure loss when the ELECTRICAL engine is switched off. CONNECTOR

Fuel pump specifications Nominal pump delivery 26.45 gallons per hour at 3 bar (43.5 psi) Current draw 7 amps at 13.2 V at 3 bar (43.5 psi)

Fuel pump operation • The fuel pump is switched by the ECM via the fuel pump relay. • When the ignition is switched on (position II), the ECM switches on the fuel pump after a delay of 0.1 second. • If the ignition switch remains in position II without moving the key to crank (position III), the ECM will switch off the pump after a maximum of 2 seconds. • When the ignition switch is moved to crank (position III), the fuel pump is activated and operates continuously while the engine is running. T880.48 • If the engine stops with the ignition on (position II), the ECM will switch OFF the pump after two seconds.

NOTE: In the event of a vehicle impact, the inertia switch will switch off all ignition powered circuits, including EMS power and fuel pump relay power. This action will switch off the fuel pump and prevent fuel flow.

NOTES

Date of Issue: 9/2001 Student Guide 6.5 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL Fuel Delivery (continued) Fuel Pressure Regulator • Fuel is pumped to the fuel rail and injectors, where fuel pressure is controlled by the fuel pressure regulator. Excess fuel, above the engine requirement, is returned to the fuel tank through the fuel pressure regulator. • The pressure regulator spring chamber above the diaphragm is referenced to intake manifold vacuum. • The differential pressure across the fuel injector nozzles is therefore maintained constant and the quantity of fuel injected for a given injector pulse duration is also constant. • Fuel pressure, measured on a test gauge, will vary between 2.7 bar (39 psi) at idle to 3.1 bar (45 psi) at full load to compensate for intake manifold absolute pressure. • The fuel pressure regulator is located on the rear of the A bank fuel rail. This design provides the same pressure across each injector, and delivers an equal quantity of fuel to each of the eight cylinders. • Fuel flows through the B bank fuel rail, across the crossover pipe and through the A bank fuel rail. The fuel rails are integral with the intake manifold. • The test valve, located in the crossover pipe allows the fuel rail to be de pressurized and pressurized during testing and servicing. A standard fuel pressure gauge kit is used to connect to the test valve.

INTAKE MANIFOLD, FUEL RAILS AND FUEL PRESSURE REGULATOR – AJ26 N/A

FUEL INJECTOR

TEST VALVE

FUEL PRESSURE INTAKE MANIFOLD REGULATOR PRESSURE

FUEL RETURN T880.49

6.6 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Fuel Injectors – AJ26 FUEL INJECTOR CROSS-SECTION – AJ26 N/A • Eight solenoid operated fuel injectors are secured to the fuel rail by cap screws. • The unique fuel injectors are side fed and have dual straight jets. • The fuel spray from each jet is directed toward the adjacent intake valve. • Two O rings seal each injector in the fuel rail bores. B+ voltage is supplied to the injectors via the ignition switch activated (position II, III) fuel injection relay. • The ECM drives the injectors with a single pulse and modulates the pulse width to control the injector pulse duration.

NOTES

RESISTANCE: 14.5 Ω @ 20˚C (68˚F) T880.50

FUEL INJECTOR CHARACTERISTIC (TYPICAL)

INJECTOR PULSE: 2000 RPM, NO LOAD (REFERENCED TO GROUND)

10 VOLTAGE

10 0246810 MS

T880.51

Date of Issue: 9/2001 Student Guide 6.7 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL Evaporative Emission Control System – 1997 MY The fuel tank can be filled to approximately 90% of its capacity. The additional 10% of volume allows for expansion of the fuel, without escape to the atmosphere.

To limit evaporative emissions when the engine is switched off, the fuel tank pressure is maintained at a positive pressure of 0.069 – 0.092 bar (1.0 – 1.33 psi) by the tank pressure control valve (Rochester valve). Pressure above 0.092 bar (1.33 psi) is released by the valve to the charcoal canister.

When the engine is running, manifold vacuum acts on the tank pressure control valve, which opens the vent line from the fuel tank to the charcoal canister. Air enters the charcoal canister and flows to the tank to replace the fuel delivered to the engine, and maintain atmospheric pressure in the tank.

If the tank pressure control valve fails, the fuel tank cap will vent the fuel tank to the atmosphere at 0.138 – 0.172 bar (2.0 – 2.5 psi).

EVAPORATIVE EMISSION CONTROL SYSTEM

EVAPORATIVE ROLL-OVER FLANGE VALVE

INTAKE MANIFOLD PART LOAD BREATHER

FUEL TANK MANIFOLD VACUUM CONTROL

VAPOR PRESSURE PURGE FLOW CONTROL VALVE FLOW (ROCHESTER RESTRICTOR VALVE)

PURGE FLOW

EVAPORATIVE VALVE (NORMALLY CLOSED) PURGE CONTROL VENT STRATEGY

EVAPORATIVE CANISTER ENGINE CONTROL MODULE

T880.52

6.8 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

ECM Canister Purge Control EVAPORATIVE CANISTER ASSEMBLY • When the ECM enables canister purge, air flows in the vent and through the charcoal canister to the intake manifold via the normally closed evaporative emission control valve (EVAPP) (purge valve). • The ECM drives the EVAPP to control purge using a variable pulsed duty cycle from a mapped strategy. • The purge flow rate is based on engine operating conditions and the concentration of fuel vapor in the charcoal canister.

Engine operating conditions The engine operating conditions that determine the rate of canister purge are: • Engine load and speed TANK PRESSURE • Coolant temperature CONTROL VALVE • Time since engine starting • Closed loop fuel metering correction

During canister purge, the ECM inhibits traction / stabil- CANISTER ity fuel injection intervention and fuel injection cutoff. T880.53

Determination of fuel vapor concentration • The ECM determines the concentration of fuel vapor EVAPORATIVE EMISSION CONTROL VALVE (EVAPP) being drawn from the charcoal canister and makes a correction to the base fuel metering map. • The determination is made by the ECM making step changes to the purge flow rate while no correction is made to the fuel metering calculation. • The ECM determines the fuel vapor concentration by analysis of the closed loop fuel metering deflec- tion.

Evaporative Emission Control Valve (EVAPP) • The EVAPP is a vacuum operated, normally closed purge valve. • The EVAPP incorporates a vacuum switching valve T880.54 (VSV) that is supplied with EMS switched B+ voltage. • The ECM drives the VSV portion of the EVAPP (ground side switching), which ports manifold vacuum to a diaphragm and opens the valve to allow purge flow to the intake manifold. • The valve opening is modulated by the ECM from an operating strategy to control purge flow.

Date of Issue: 9/2001 Student Guide 6.9 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL Enhanced Evaporative Emission Control System – 1998 MY ON 1998 MY ON vehicles are equipped with a twin canister enhanced evaporative emission system that provides reduced evaporative emissions and enhances the system’s on-board diagnostic capabilities.

The enhanced evaporative emission system consists of the following components: • Fuel tank pressure sensor (FTP Sensor) • Fill level vent valve • Two evaporative canisters • Canister close valve (CCV) and filter • Evaporative emission valve (EVAPP)

Enhanced Evaporative Emission Control System Operation When the engine is switched off, the fill level vent valve and/or the roll-over valve ports fuel tank vapors through the vent line to the two carbon canisters. To maintain atmospheric pressure in the tank, air enters the canisters through a filter via the normally open canister close valve.

When the engine is running and canister purge is enabled, the ECM meters purge flow from the canisters and tank via the evaporative emission control (purge) valve (EVAPP). The ECM enables canister purge using a mapped strategy.

NOTES

6.10 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL DELIVERY AND ENHANCED EVAPORATIVE EMISSION CONTROL SYSTEM – AJ26 FUEL A BANK FUEL INJECTORS VACUUM CONTROL MANIFOLD PRESSURE REGULATOR LEAK OBD II CHECK PURGE ENGINE CONTROL STRATEGY CONTROL MODULE CONTROL INTAKE FUEL RAIL MANIFOLD / SUPERCHARGER FUEL VALVE B BANK BREATHER PART LOAD PART INJECTORS FUEL TANK FUEL TANK PRESSURE EVAPORATIVE (NORMALLY CLOSED) (NORMALLY FLOW PURGE FUEL FLOW VALVE CHECK FILTER VALVE SENSOR VALVE CHECK CANISTERS FILL LEVEL VENT FILL LEVEL EVAPORATIVE FUEL TANK FUEL TANK PRESSURE JET PUMP 2 (SC ONLY) FUEL PUMP FLANGE 1 EVAPORATIVE VALVE CLOSE FUEL PUMP CANISTER VALVE ROLL-OVER POT SURGE VENT FILTER FUEL TANK

T880.55

Date of Issue: 9/2001 Student Guide 6.11 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL Enhanced Evaporative Emission Control System – 1998 MY ON (continued) Fuel Tank Pressure Sensor (FTP Sensor) FUEL TANK PRESSURE SENSOR • The FTP sensor, located on the fuel tank evaporative flange, incorporates a pressure sensor capsule connected to a resistive element. • The ECM supplies 5 volts to the resistive element, which outputs a voltage signal proportional to the fuel tank pressure.

Canister Close Valve (CCV) • The normally open CCV, located on the second evaporative canister outlet, is operated by the ECM from the purge control / leak check strategy. • A filter is installed on the vent hose to prevent debris from entering the canister.

T880.56 NOTES

CANISTER CLOSE VALVE AND FILTER – XJ8 SEDAN

T880.57

6.12 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

On-Board Refueling Vapor Recovery (ORVR) • ORVR, common to all 1998 MY ON vehicles, pre- ORVR FUEL TANK – XJ8 SEDAN vents the fuel tank vapor from being vented directly to the atmosphere during refueling. • During refueling, vapor is vented through the EVAP system. • The ORVR system consists of a unique fuel tank filler neck incorporating a check valve, unique vent lines and a fill level vent valve. • The lower part of the filler neck has a reduced diameter. • During refueling, the incoming fuel seals the gap between the reduced part of the filler neck and the refueling filler nozzle to prevent vapor from escaping up the filler neck. • The check valve, located at the neck outlet to the tank, prevents fuel from backing-up in the filler neck. • The fill level vent valve, located in the fuel tank evap- T880.58 orative flange, incorporates a float valve and a pressure relief valve. • The valve sets the maximum fuel level in the tank and FUEL TANK EVAPORATIVE FLANGE provides outlets to the EVAP system and to the filler ROLLOVER VALVE FUEL TANK neck. PRESSURE SENSOR FUEL PUMP CONNECTOR • The roll-over valve also vents to the EVAP system. Note that the vapor inlet to the roll-over valve is located higher in the fuel tank than is the inlet to the fill level vent valve.

NOTES

FILL LEVEL VENT VALVE T880.59

Date of Issue: 9/2001 Student Guide 6.13 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL On-Board Refueling Vapor Recovery (ORVR) (continued) ORVR Operation • During refueling, the incoming fuel pushes fuel vapor through the roll-over valve and the fill level vent valve to the EVAP system. • When the fuel level rises to close the float valve, ventilation is restricted causing a back pressure in the filler neck sufficient to operate the refueling filler nozzle automatic shut-off. • After installing the filler cap, the fuel tank vents only through the roll-over valve until the fuel level drops to a level that allows the float valve to open the fill level vent valve. • If the EVAP system fails so that the fuel tank cannot vent correctly, the fill level vent valve pressure relief valve opens to allow vapor flow to the atmosphere through the filler neck and cap.

ORVR SYSTEM

CANISTER CLOSE ECM VALVE

CHARCOAL CANISTERS

FILTER EVAP VALVE

FUEL TANK PRESSURE SENSOR

FLOAT VALVE INDUCTION ELBOW PRESSURE RELIEF VALVE FUEL TANK P FILLER CAP

CHECK VALVE

ROLLOVER VALVE FILL LEVEL VENT VALVE

T880.60

NOTES

6.14 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

On-Board Refueling Vapor Recovery (ORVR) – XK8 • The XK8 enhanced evaporative emission system with ORVR is similar to the system used on the XJ8 Sedan. • Due to the large bore hoses required, the EVAP canisters and associated components are relocated to the rear of the vehicle behind the rear suspension/final drive assembly. • The canister close valve (CCV) and vapor hoses are fixed directly to the bodywork. • The EVAP canisters are bolted directly and via brackets to the body. • The atmospheric vent pipe from the second canister is routed through a hole in the RH suspension housing with the CCV air filter fitted to the end of the pipe inside the housing.

EVAP CANISTER INSTALLATION – XK8

VAPOR PIPE TO PURGE VALVE

CCV FILTER VAPOR FEED FROM TANK

CANISTER CANISTER CANISTER CLOSE VALVE FIXING BOLT MOUNTING BRACKET T880.61

NOTES

Date of Issue: 9/2001 Student Guide 6.15 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL On-Board Refueling Vapor Recovery (ORVR) – XK8 (continued) Fuel Tank Filler Due to the relocation of the EVAP canisters, the vapor pipes pass through the floor of the trunk. Note that, on the convertible model, the closing panel behind the tank is modified to accommodate the vapor pipes.

FUEL TANK – XK8

FUEL FILLER TUBE SUPPORT FUEL TANK OVER-PRESSURE RELIEF PIPE

VAPOR OUTLET PIPE TO CANISTERS

NARROW FILLER TUBE

FUEL TANK GROUND

CANISTER OUTLET PIPE TO PURGE VALVE

T880.62

NOTES

6.16 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Crankcase Ventilation System

• The engine crankcase is ventilated through a part AIR / OIL SEPARATOR load and a full load breather. • Each camshaft cover incorporates a wire gauze air / oil separator. • The part load breather connects between the B bank air / oil separator and the intake manifold induction elbow, and tees to the canister purge line. • The full load breather connects between the A bank air / oil separator and the intake air duct, downstream from the MAFS. • The breather hoses have quick release fittings.

NOTES

T880.63

CRANKCASE VENTILATION SYSTEM

PART LOAD BREATHER FULL LOAD BREATHER

T880.64

Date of Issue: 9/2001 Student Guide 6.17 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

6.18 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS

1 AJ26 / AJ27 OVERVIEW

2 CONTROL SUMMARIES

3 ENGINE CONTROL MODULES

4 EMS PRIMARY SENSING COMPONENTS

5 INDUCTION AIR THROTTLE CONTROL

6 FUEL DELIVERY AND AJ26/27 EVAPORATIVE EMISSION CONTROL 7 FUEL INJECTION

8 IGNITION

9 VARIABLE VALVE TIMING

10 EXHAUST GAS RECIRCULATION (EGR): NORMALLY ASPIRATED

11 OTHER ECM ENGINE CONTROL AND INTERFACE FUNCTIONS

12 AJ26 / AJ27 SUPERCHARGED EMS

13 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL INJECTION Fuel Metering Fuel metering is controlled by the ECM using a base fuel metering map, which is then corrected for the specific engine operating conditions. The ECM varies the fuel injector pulse duration and the number of pulses during each engine cycle (two crankshaft rotations) to achieve the necessary fuel metering. The injectors are pulsed sequential- ly, once per engine cycle (once every two engine revolutions) in the engine firing order, except during starting and acceleration.

FUEL METERING STRATEGY

ENGINE CONTROL MODULE

FUEL METERING ENGINE LOAD BASE MAP

ENGINE SPEED PRIMARY INJECTOR PULSE DURATION

CLOSED LOOP AIR : FUEL EXHAUST OXYGEN CONTENT RATIO

ENABLE / INHIBIT

CORRECTION FACTORS ENGINE TRANSIENTS

CANISTER PURGE ENGINE START STRATEGY ENGINE CRANKING FULL LOAD

OVERRUN AFTER-START ENRICHMENT ENGINE COOLANT TEMPERATURE VEHICLE ELEVATION

BATTERY VOLTAGE BATTERY CORRECTION VOLTAGE

INJECTOR PULSE DURATION

ENGINE OPERATING CONDITION

SEQUENTIAL CRANKSHAFT POSITION SENSOR OR GROUPED FUEL INJECTION

CAMSHAFT POSITION SENSOR

A BANK B BANK

FUEL INJECTORS T880.65

7.2 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Base Fuel Metering Map • The base fuel metering map sets the base air : fuel ratio for normal engine operation throughout the full range of engine load and speed. • Engine load is determined by measuring intake mass air flow. • The MAFS supplies the ECM with a mass air flow signal. • The ECM receives an engine speed signal from the CKPS. • By monitoring the exhaust oxygen content from the HO2S (upstream oxygen sensors), the ECM is able to perform closed loop fuel metering control and adaptive fuel metering.

Closed Loop Fuel Metering • The exhaust system incorporates 3-way catalytic converters that oxidize CO and HC, and reduce NOx. These converters operate efficiently only if engine combustion is as complete as possible. • A closed loop system between fuel injection, ECM control, and exhaust oxygen content feedback maintains an air : fuel ratio as close to stoichiometric as possible. • In response to oxygen sensor voltage swings, the ECM continuously drives the air : fuel ratio rich-lean-rich by adding to, or subtracting from the base fuel metering map. • Separate channels within the ECM allow independent control of A and B bank injectors.

Adaptive Fuel Metering • The ECM adapts fuel metering to variations in engine efficiency, subsystem tolerances, and changes caused by engine aging. • Adaptions take place at normal operating temperature during engine idle, and at four other points within the engine load / speed range. • While monitoring the HO2S feedback, the ECM centralizes fuel metering within the feedback range. • These adaptions can be measured by the PDU Datalogger Long Term Fueling Trim (LTFT) parameter. • The ECM retains the adaptions in memory, for use in subsequent drive cycles. • During the next drive cycle, the ECM monitors the adaptions taking place and compares them to the adaptions that took place during the previous drive cycle for diagnostic purposes. • If the ECM battery power supply is disconnected, all adaptions will be lost from memory. • After reconnecting the battery power supply and starting the engine, engine operation may be uneven (espe- cially at idle) until the ECM relearns the adaptions.

NOTES

Date of Issue: 9/2001 Student Guide 7.3 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL INJECTION Fuel Metering (continued) Engine Starting The engine start strategy is used when the ECM receives an ENGINE CRANK signal from the BPM. With the exception of wide open throttle (WOT), the engine start strategy operates independently of accelerator pedal position or movement. The engine start strategy initially increases injector pulse width to provide sufficient fuel for starting and progressively reduces the pulse width during the cranking cycle. During the first 360° of crankshaft rotation, all fuel injectors operate simultaneously. During subsequent revolutions the injectors are operated in the engine firing order, once per 360° of crankshaft rotation. At engine speeds above 400 rpm the injectors operate normally. The starting strategy produces steady-state running at the target idle speed within two seconds of firing after a maximum overshoot of 200 – 300 rpm. If the accelerator pedal demands WOT during cranking, the ECM cancels fuel injection and allows the throttle valve to full open to clear the fuel vapor from the “flooded” engine intake.

Warm-Up Enrichment During engine warm-up, the ECM controls fuel metering from maps that add an enrichment factor based on coolant temperature, engine load and speed.

Transient Fuel Metering During acceleration and deceleration, the ECM controls fuel metering to optimize the air : fuel ratio for exhaust emission, engine response, and economy. This function operates over the full engine temperature range for all rates of acceleration and deceleration.

NOTES

7.4 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Full Load Enrichment The ECM determines full load from the throttle valve angle and the engine speed. At full load, the ECM inhibits closed loop fuel metering control and increases fuel flow to enrich the air : fuel ratio. The amount of enrichment is determined from the engine speed.

Evaporative Canister Purge Flow During evaporative canister purge flow to the engine, the ECM determines the concentration of fuel vapor being drawn from the evaporative canister and makes a correction to the base fuel metering map.

Overrun Fuel Injection Cutoff When the throttle is closed during higher engine speeds, the ECM cancels fuel injection. The engine speeds at which fuel injection is canceled and reinstated are mapped against coolant temperature. On reinstatement, the ECM initially uses a lean air : fuel ratio to provide a smooth transition, then progressively returns to the nominal air : fuel ratio. The nominal air : fuel ratio for reinstatement is derived from throttle valve angle and engine speed. During overrun fuel injection cutoff, closed loop fuel metering control, EVAP and EGR are inhibited.

Engine Overspeed Protection To protect the engine from overspeed damage, the ECM cancels fuel injection at 7100 rpm. Fuel injection is reinstated at 7050 rpm.

Traction / Stability Control Fuel injection intervention is used for traction / stability control.

NOTES

Date of Issue: 9/2001 Student Guide 7.5 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL INJECTION Exhaust Gas Oxygen Content Monitoring: Oxygen Sensors – AJ26 • The AJ26 EMS uses four zirconium dioxide type OXYGEN SENSORS – AJ26 oxygen sensors. • A heated oxygen sensor (HO2S) is located upstream of each catalytic converter; an unheated oxygen sensor (O2S) is located downstream of

HO2S each catalytic converter. • The two upstream sensors are used by the ECM for closed loop fuel metering correction. The downstream sensors for used for OBD catalyst monitoring. • The oxygen sensors produce voltage by conducting oxygen ions at temperatures above 300 °C (572 °F). • The tip portion of the sensor’s ceramic element is in contact with the exhaust gas. O2S • The remaining portion of the ceramic element is in contact with ambient air via a filter through the sensor body. • In order to reduce the time and resulting emission needed to bring the upstream sensors up to working temperature, an internal electric heater is used. The heaters are controlled by the ECM. • At engine speeds above approximately 3000 rpm,

T880.66 the ECM switches off the heaters. • The construction of the upstream and downstream sensor harnesses and connectors are different so that they can be easily identified and not be inter- HEATED OXYGEN SENSOR WITH CROSS-SECTION – AJ26 changed. • The HO2S have a four-way connector; the O2S have a two-way connector.

NOTES

PROTECTIVE TUBE HEATER

ZiO2 – CERAMIC SENSOR TIP T880.67

7.6 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

OXYGEN SENSOR CHARACTERISTIC – AJ26

Oxygen Sensor Characteristic 800mV • The sensor voltage varies between approximately 800 millivolts and 200 millivolts, depending on the oxygen level in the exhaust gas. • When the air : fuel ratio is richer than optimum,

there is low oxygen in the exhaust gas and the voltage OUTPUT VOLTAGE output is high.

• When the air : fuel ratio is leaner than optimum, oxy- 200mV gen in the exhaust is high and the output voltage is low.

• Only a very small change in air : fuel ratio is RICHER λ = 1 LEANER required to swing the oxygen sensor voltage from (OPTIMUM) one extreme to the other, thus enabling precise T880.68 fuel metering control.

Catalytic Converters – AJ26 OXYGEN SENSOR VOLTAGE SWING TRACE – UPSTREAM AJ26

The AJ26 engine exhaust system uses a single catalytic 0.86V converter for each engine bank. The placement of the catalysts in the down pipes, adjacent to the exhaust 700mV manifolds, ensures rapid “light off” and eliminates the need for secondary catalysts.

Deterioration of catalytic conversion efficiency will cre- ate unacceptable HC, CO and NOx exhaust emission. The efficiency of the catalytic converter system is moni- UPSTREAM OXYGEN SENSOR 200mV tored and any deterioration in efficiency is flagged as a fault by the ECM. Catalyst efficiency is monitored by 0V sampling both the incoming and outgoing exhaust gas 10 SWINGS PER MINUTE AT IDLE T880.69 at the catalysts. Two oxygen sensors are positioned in each exhaust downpipe assembly – one HO2S upstream of the catalyst and one O2S downstream of the catalyst. By comparing the voltage swings of each CATALYTIC CONVERTERS – AJ26 set of sensors, the ECM can detect when catalyst efficiency drops off.

NOTES

T880.70

Date of Issue: 9/2001 Student Guide 7.7 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL INJECTION Oxygen Sensors – AJ27 “Universal” Oxygen Sensors OXYGEN SENSOR CHARACTERISTIC – AJ27 • In order to improve air : fuel ratio (AFR) control under varying engine conditions, a “universal” type +10 mA heated oxygen sensor is fitted in the upstream position. • The universal sensor has varying current response to changes in exhaust gas content. NOMINAL APPLIED CURRENT • The AFR can be maintained more precisely within a range from approximately 12:1 to 18:1, not just (APPROXIMATE) APPLIED CURRENT stoichiometric.

-10 mA • Voltage is maintained at approximately 450 mV by applying a current. • The current required to maintain the constant volt- λ AFR 12:1 = 1 AFR 18:1 age is directly proportional to the AFR. UNIVERSAL OXYGEN SENSOR (UPSTREAM) • A higher current indicates a leaner condition; a lower current indicates a richer condition. • The current varies with the temperature of the sensor and is therefore difficult to measure for techni- V cian diagnostic purposes. • The downstream heated oxygen sensors, used for catalyst efficiency monitoring, remain unchanged. However, the location in the exhaust system has 4.5V changed. Refer to the following page.

HO2S Heater Control • The universal oxygen sensors require precise heater control to ensure accuracy and prevent sensor damage. λ = 1 OXYGEN SENSOR (DOWNSTREAM) • After engine start, the ECM initially applies B+

T880.75 voltage to the heaters to quickly warm the sensors, then reduces the voltage as necessary to maintain sensor temperature. The ECM varies the voltage by PWM control of the individual heater ground side circuits.

NOTES

7.8 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Catalytic Converters – AJ27 SPLIT ELEMENT CATALYTIC CONVERTER

Split Element Catalytic Converter UPSTREAM UNIVERSAL HO2 SENSOR The AJ27 EMS produces very low levels on exhaust emission. In order to allow detection of catalytic converter deterioration at these very low levels, a split element catalytic converter is used.

To improve catalyst efficiency monitoring, the spacing between the two internal ceramic catalytic elements has been increased to allow the downstream HO2 sensor to be relocated to the new position between the two elements. Due to the lower efficiency of the first (top) element compared to the second element, the level of DOWNSTREAM HO2 SENSOR exhaust emission at this location is sufficiently high to ensure accurate monitoring.

T880.76

NOTES

Date of Issue: 9/2001 Student Guide 7.9 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

FUEL INJECTION Air Assisted Fuel Injection – AJ27 Air assisted fuel injection (AAI) improves combustion stability when the engine is cold, allowing the use of increased ignition retardation for faster catalyst warm-up, thus producing a further reduction of HC emission.

Under cold start/part throttle conditions, the system uses intake manifold vacuum to draw air through a modified injector nozzle, producing a jet which mixes with the fuel spray to increase atomization. At higher engine loads, the manifold vacuum is insufficient to have this effect. The injector air assistance supply is controlled by the ECM.

Injector Fuel and Air Supply AAI INTAKE MANIFOLD – AJ27 • Operation is based on the use of top (fuel) fed injectors with an air feed around the nozzle regions and therefore requires a modified induction manifold. • The injectors are seated in two air supply rails which are integral with the manifold (similar to the AJ26 fuel rails). • The rails are closed at both ends and are center fed via plastic hoses and ‘T’ piece from the air assist control valve (AACV). • Two fuel rails, with a connecting crossover pipe, FUEL RAIL form a detachable assembly and are a push fit onto the injectors to which they are secured with clips. AIR SUPPLY RAIL The fuel rails are then bolted to the induction man-

T880.71 ifold.

NOTES FUEL RAIL AND INJECTORS – AJ27

FUEL RAIL

INJECTORS T880.72

7.10 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Fuel Injectors AAI FUEL INJECTOR CROSS-SECTION – AJ27 • The injectors incorporate a shroud fitted over the nozzle end to direct the AAI air flow. FUEL SUPPLY • Air from the supply rail is drawn by manifold vacuum through four small holes in the side of the shroud and CONNECTOR past the fuel nozzle to exit via the two spray orifices in the shroud. • When fuel is injected into this airflow, an improved spray mixture with reduced droplet size is produced.

Air Assist Control Valve (AACV) • The air supply to the injectors is controlled by the solenoid operated air assist control valve (AACV), which is bolted to the throttle body. • The control valve receives air, via an integral passage in the throttle body, from an entry hole in the upper throttle bore above the throttle valve. SHROUD • The ECM drives the AACV by a pulse width modulated (PWM) signal. AIR SUPPLY • The valve opens in direct proportion to an increase in the duty cycle.

• The valve is fully open from cold until a coolant tem- TWIN-SPRAY PATTERN perature of 60°C (140 °F). T880.73 • Above 60°C (140 °F) a 50% duty cycle is applied until 70 °C (158 °F), at which point the valve is fully closed. AAI SYSTEM – AJ27

AIR ASSIST CONTROL VALVE NOTES

T880.74

Date of Issue: 9/2001 Student Guide 7.11 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

7.12 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS

1 AJ26 / AJ27 OVERVIEW

2 CONTROL SUMMARIES

3 ENGINE CONTROL MODULES

4 EMS PRIMARY SENSING COMPONENTS

5 INDUCTION AIR THROTTLE CONTROL

6 FUEL DELIVERY AND AJ26/27 EVAPORATIVE EMISSION CONTROL 7 FUEL INJECTION

8 IGNITION

9 VARIABLE VALVE TIMING

10 EXHAUST GAS RECIRCULATION (EGR): NORMALLY ASPIRATED

11 OTHER ECM ENGINE CONTROL AND INTERFACE FUNCTIONS

12 AJ26 / AJ27 SUPERCHARGED EMS

13 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

IGNITION Ignition Timing and Distribution Ignition timing and spark distribution are controlled by the ECM using a base ignition map, which is then corrected for the specific engine operating conditions. The spark plug for each cylinder is fired by an on-plug ignition coil. Two ignition modules, one for each group of 4 cylinders., provide the primary side switching for the coils, as sig- naled by the ECM. Ignition is synchronized using the input signals from the CKPS and CMPS.

Engine Firing Order A1 – B1 – A4 – A2 – B2 – A3 – B3 – B4

Base Ignition Map IGNITION TIMING STRATEGY (TYPICAL) • The base ignition map sets the base ignition timing ENGINE CONTROL MODULE for the full range of engine load and speed. • Engine load is determined by measuring intake IGNITION TIMING ENGINE SPEED BASE MAP mass air flow. • The MAFS supplies the ECM with a mass air flow ENGINE LOAD PRIMARY signal. IGNITION TIMING • The ECM receives an engine speed signal from the CKPS.

ENGINE CRANKING Engine Starting ENGINE COOLANT TEMP. INTAKE AIR TEMP. • Ignition timing is fixed at one value for starting ENGINE TRANSIENTS when the ECM receives an ENGINE CRANK signal CORRECTION VARIABLE VALVE TIMING FACTORS from the BPM. EGR OPERATION FI CUT-OFF Temperature Correction TRACTION / STABILITY CONTROL TRANSMISSION SHIFT • Ignition timing corrections are applied to the ignition map by the ECM to compensate for variations in intake air temperature and engine coolant tem- BATTERY VOLTAGE perature.

Fuel injection cutoff interaction CKPS IGNITION TIMING AND SYNCHRONIZATION • Just prior to fuel injection cutoff, the ECM retards CMPS the ignition timing to provide a smooth transition between the two operating states. • As fuel injection is reinstated, the ECM progressively returns the ignition timing to nominal.

MODULE 1 MODULE 2 AJ26 IGNITION MODULES NOTES

INDIVIDUAL AJ27 IGNITION MODULES

T880.77

8.2 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

BASE IGNITION MAP (TYPICAL)

IGNITION ANGLE

LOAD ENGINE SPEED

T880.78

Transient Interaction During throttle transients (idle, steady state, acceleration, deceleration), the ECM applies ignition timing correction. The amount of timing correction depends on the throttle valve angle rate of change, and on the direction of throttle valve movement (opening / closing).

Variable Valve Timing Operation During VVT transition, the ECM retards ignition timing to prevent transient ignition detonation.

EGR Operation During EGR operation, the ECM advances ignition timing. The diluted combustion chamber charge requires more “burn time” and, therefore, more advanced ignition timing. The degree of ignition advance is proportional to engine load and speed.

Shift Energy Management Ignition intervention is used for shift energy management.

Traction / Stability Control Ignition intervention is used for traction / stability control.

Misfire Detection / CAN Data The ECM is able to detect misfire by monitoring crankshaft acceleration (CKPS signal). In order to reduce the possibility of false misfire diagnosis, the ECM uses the ABS/TCCM CAN data – left and right rear wheel speeds – to determine if the vehicle is operating on a rough road.

Date of Issue: 9/2001 Student Guide 8.3 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

IGNITION Ignition Coils and Modules – AJ26 Two ignition modules (amplifiers) are installed. The modules receive ignition drive signals from the ECM and, in turn control the primary current switching of the on-plug ignition coils. Dwell control for the ignition system is per- formed within the ECM. • Module 1 switches coils A1, A4, B2, B3. • Module 2 switches coils A2, A3, B1, B4.

IGNITION ARRANGEMENT – AJ26

A BANK ON-PLUG IGNITION COILS

A1 A2 A3 A4

IGNITION MODULE 1 NOMINAL 5V PULLED LOW AT EACH SPARK FEEDBACK

B2 PRIMARY CIRCUIT B3 SWITCHING

IGNITION DRIVE

A2 PRIMARY CIRCUIT A3 SWITCHING

NOMINAL 5V PULLED LOW AT EACH SPARK FEEDBACK

IGNITION MODULE 2 ENGINE CONTROL MODULE

B1 B2 B3 B4

B BANK ON-PLUG IGNITION COILS T880.79

8.4 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

IGNITION COILS AND MODULES – XK8 AJ26

T880.80

IGNITION MODULES – XJ8 AJ26

T880.80B

NOTES

Date of Issue: 9/2001 Student Guide 8.5 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

IGNITION Ignition Coil-on-Plug Units – AJ27 • Each AJ27coil-on-plug unit incorporates its own COIL-ON-PLUG IGNITION UNIT – AJ27 ignition module. • The ignition modules are triggered directly from the ECM and drive the coil primary circuit, controlling current amplitude, switching point and dwell. • Each ignition module provides a monitor output to the ECM. • When an ignition trigger signal is received, an acknowledge pulse is sent to the ECM if the current drive to the coil primary is satisfactory. • This pulse is initiated when the current reaches 2 amps and is terminated at 4 amps. • If the trigger signal is not received or the coil current does not rise to 2 amps, the monitor line will remain at logic high, signaling an ignition failure to the ECM. • As with AJ26, two ignition monitor inputs (one per group of four ignition coils) are provided to the ECM. • Ignition monitor circuits from cylinders 1A, 2B, 3B and 4A are spliced together; ignition monitor circuits from cylinders 1B, 2A, 3A and 4B are spliced T880.82 together.

NOTES

8.6 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

IGNITION ARRANGEMENT – AJ27

A BANK IGNITION MODULES AND COILS

1A 2A 3A 4A

IGNITION DRIVE

1A, 2B, 3B, 4A 5V AT EACH SPARK FEEDBACK

B+ 5V AT EACH SPARK 1B, 2A, 3A, 4B B+ FEEDBACK E

IGNITION COIL RELAY

IGNITION DRIVE

ENGINE CONTROL MODULE

1B 2B 3B 4B

B BANK IGNITION MODULES AND COILS T880.82B

NOTES

Date of Issue: 9/2001 Student Guide 8.7 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

IGNITION Ignition Knock (Detonation) Control

KNOCK SENSORS – AJ26 • The ECM retards ignition timing to individual cylinders to control ignition knock (detonation) and optimize engine power. • Two knock sensors (KS) are positioned on the cylinder block in the engine vee to sense engine detonation. • One KS is positioned on A bank and the other on B bank. • Each knock sensor has a piezo electric sensing element to detect broad band (2 – 20 kHz) engine accelerations. • If detonation is detected, between 700 and 6800 rpm, the ECM uses the crankshaft position sensor (CKPS) signal to determine which cylinder is firing, and retards the ignition timing for that cylinder only. • If, on the next firing of that cylinder, the detona- A BANK tion reoccurs, the ECM will further retard the ignition timing; if the detonation does not reoccur on B BANK the next firing, the ECM will advance the ignition timing incrementally with each firing. • The knock sensing ignition retard / advance pro- cess can continue for a particular cylinder up to a maximum retard of 9.4 degrees. • During acceleration at critical engine speeds, the ECM retards the ignition timing to prevent the onset of detonation. This action occurs independent of input from the knock sensors.

T880.81

NOTES

8.8 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Knock Sensors (KS) – AJ27 KNOCK SENSORS – AJ27 • The AJ27 sensors are of an annular (doughnut) construction and are mounted via a stud and nut to the cylinder head. • To improve cylinder identification, particularly at higher engine RPM, switched capacitive filters are incorporated in the ECM. • Knock sensing performance is further enhanced by the use of improved ECM signal processing software.

Knock Sensing OBD Monitoring T880.83 KS sense circuit out of range (low voltage) With the ignition switched ON, the ECM monitors the A bank KS signal for low voltage. If the signal voltage is less than 0.6V on the first trip, the ECM takes default action. If the signal voltage is less than 0.6V on two consecutive trips, the ECM flags a KS DTC and the CHECK ENGINE MIL is activated.

Default action: the ECM sets ignition retard to maximum.

KS sense circuit out of range (high voltage) With the ignition switched ON, the ECM monitors the A bank KS signal for high voltage. If the signal voltage is greater than 4.15V on the first trip, the ECM takes default action. If the signal voltage is greater than 4.15V on two consecutive trips, the ECM flags a KS DTC and the CHECK ENGINE MIL is activated.

Default action: the ECM sets ignition retard to maximum.

NOTES

Date of Issue: 9/2001 Student Guide 8.9 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

8.10 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS

1 AJ26 / AJ27 OVERVIEW

2 CONTROL SUMMARIES

3 ENGINE CONTROL MODULES

4 EMS PRIMARY SENSING COMPONENTS

5 INDUCTION AIR THROTTLE CONTROL

6 FUEL DELIVERY AND AJ26/27 EVAPORATIVE EMISSION CONTROL 7 FUEL INJECTION

8 IGNITION

9 VARIABLE VALVE TIMING

10 EXHAUST GAS RECIRCULATION (EGR): NORMALLY ASPIRATED

11 OTHER ECM ENGINE CONTROL AND INTERFACE FUNCTIONS

12 AJ26 / AJ27 SUPERCHARGED EMS

13 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

VARIABLE VALVE TIMING Variable Valve Timing – AJ26 The AJ26 two-position variable valve timing (VVT) system improves low and high speed engine performance, idle quality, and exhaust emission. VVT is a two-position system that operates on the intake camshafts only. There are 30° of crankshaft rotation between the retarded and the advanced positions. The system is operated by engine oil pressure under the control of the ECM. The VVT hardware associated with each intake camshaft includes: • Valve timing unit • Bush carrier assembly • Valve timing solenoid

VARIABLE VALVE TIMING – AJ26 (CRANKSHAFT ROTATION SHOWN)

RETARDED ADVANCED

TDC TDC

5˚ 35˚ 5˚ 25˚ 10˚ INTAKE 10˚ INTAKE EXHAUST EXHAUST

65˚ 50˚ 50˚ 35˚

BDC BDC T880.84

Valve Timing Unit VALVE TIMING UNIT – AJ26 • The valve timing unit rotates the intake camshaft in BODY AND SPROCKET ASSEMBLY INNER relation to the primary chain to advance or retard SLEEVE the intake valve timing. BACKLASH SPRING • The unit is made up of a body and sprocket assembly separated from an inner sleeve by a ring piston RETURN SPRING and two ring gears. • A bolt secures the inner sleeve to the camshaft • The ring gears engage in opposing helical splines on the body and sprocket assembly, and on the sleeve. • The ring gears transmit the drive from the body and sprocket assembly to the inner sleeve and, when moved axially, rotate the inner sleeve in relation to the body and sprocket assembly.

PISTON

RING GEARS T880.85

9.2 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Engine oil pressure ported by the valve timing solenoid moves the ring gears and piston to rotate the inner sleeve in the advance timing direction. A return spring moves the ring gears and piston to rotate the inner sleeve in the retard timing direction.

A series of small springs absorb backlash to reduce noise and wear. The springs between the ring gears absorb rotational backlash. The springs between the inner sleeve and the end of the body and sprocket assembly absorb axial backlash.

Bush Carrier BUSH CARRIERS – AJ26 • The bush carriers contain oil passages that link the engine oil supply to the valve timing unit. • The integral shuttle valve, connected to the valve timing solenoid and biased by a coil spring, controls the flow of oil through the passages.

Valve Timing Solenoid • The valve timing solenoid positions the shuttle valve in the bush carrier. • A plunger on the solenoid extends a minimum of 6.8 mm (0.28 in.) when the solenoid is energized and retracts when the solenoid is deenergized.

NOTES T880.86

VALVE TIMING SOLENOID – AJ26

T880.87

Date of Issue: 9/2001 Student Guide 9.3 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

VARIABLE VALVE TIMING Variable Valve Timing – AJ26 VVT Mechanical Operation VARIABLE VALVE TIMING OPERATION – AJ26 Intake valve timing retarded RETARDED • When the valve timing solenoids are de energized, the coil springs in the bush carriers position the shuttle valves to port the valve timing units to drain. • The valve timing units return springs hold the ring pistons and gears in the retarded position.

Intake valve timing advanced • When the valve timing solenoids are energized, the solenoid plungers position the shuttle valves to OIL RETURN port pressurized engine lubricating oil to the valve timing units.

ENGINE OIL PRESSURE • The oil pressure moves the gears and ring pistons to the advanced position. • System response times are 1 second maximum for ADVANCED advance, 0.7 second maximum for retard.

ECM VVT Control • The ECM switches the valve timing solenoids to advance / retard intake valve timing based on a map of engine load and speed. • The map incorporates both engine load and speed “hysteresis” (overlap) to prevent “hunting”. • Between 1250 and 4500 rpm (nominal), at engine load greater than approximately 25%, the intake valve timing is advanced. ENGINE OIL PRESSURE T880.88 • The intake valve timing is retarded at low engine speed and at high engine speed. • VVT is inhibited (intake valve timing remains VARIABLE VALVE TIMING MAP – AJ26 retarded) at engine coolant temperatures less than -10 °C (14 °F). • While the valve timing is retarded, the ECM peri- odically drives the valve timing solenoid open with a momentary pulse. • This momentary pulse occurs every five minutes, and allows a spurt of oil flow to the valve timing units to prevent wear. It is possible to hear the ENGINE LOAD lubrication pulse with the engine running and the hood open.

12 345 67 ENGINE SPEED (rpm x 1000)

RETARDED ADVANCED T880.89

9.4 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Linear Variable Valve Timing – AJ27 • The AJ27 Linear VVT system provides continuously variable inlet valve timing over a crankshaft range of 48° ± 2°. • Depending on driver demand and engine speed / load conditions, the inlet valve timing is advanced or retarded to the optimum angle within this range. • Compared to the two position system used on AJ26, inlet valve opening is advanced by an extra 8°, providing greater overlap and increasing the internal EGR effect (exhaust gases mixing with air in the inlet port).

LINEAR VVT – AJ27

INLET INLET EXHAUST MAXIMUM ADVANCE MAXIMUM RETARD

VALVE LIFT (mm) VALVE 3

0 0 90 180 270 360 450 540 630 720

CRANK ANGLE (degrees)

T880.90

The linear VVT system provides a number of advantages: • Improves internal EGR, further reducing NOx emissions and eliminating the need for an external EGR system • Optimizes torque over the engine speed range without the compromise of the two-position system: note that specified torque and power figures are unchanged • Improves idle quality: the inlet valve opens 10° later, reducing valve overlap and thus the internal EGR effect (undesirable at idle speed) • Faster VVT response time • VVT operates at lower oil pressure

NOTES

Date of Issue: 9/2001 Student Guide 9.5 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

VARIABLE VALVE TIMING Linear Variable Valve Timing – AJ27 (continued) Linear VVT Components Each cylinder bank has a VVT unit, bush carrier and solenoid operated oil control valve which are all unique to the linear VVT system. The VVT unit consists of an integral control mechanism with bolted on drive sprockets, the complete assembly being non-serviceable. The unit is fixed to the front end of the inlet camshaft via a hollow bolt and rotates about the oil feed bush on the bush carrier casting. The bush carrier is aligned to the cylinder head by two hollow spring dowels and secured by three bolts.

The oil control valve fits into the bush carrier to which it is secured by a single screw. The solenoid connector at the top of the valve protrudes through a hole in the camshaft cover but the cover must first be removed to take out the valve.

Engine oil enters the lower oilway in the bush carrier (via a filter) and is forced up through the oil control valve shuttle spools to either the advance or retard oilway and through the bush to the VVT unit. Oil is also returned from the VVT unit via these oilways and the control valve shuttle spools, exiting through the bush carrier drain holes.

NOTE: Only the bush carriers are left- and right-handed.

LINEAR VVT COMPONENTS – AJ27 SOLENOID CONNECTOR

OIL CONTROL VALVE

OIL FEED BUSH

BUSH CARRIER OIL DRAINS

VVT UNIT OIL FEED VVT UNIT FIXING BOLT T880.91

9.6 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Linear VVT unit The VVT unit transmits a fixed drive via the secondary LINEAR VVT UNIT – AJ27 chain to the exhaust camshaft. The inlet camshaft is driven from the body of the unit via internal helical splines: RETARD CHAMBER ANTI-BACKLASH OIL FEED / DRAIN when commanded from the ECM this mechanism rotates SPRINGS the inlet camshaft relative to the body/sprocket assembly to advance or retard the valve timing.

INNER SLEEVE The VVT unit has three main parts: the body/sprocket assembly, an inner sleeve bolted axially to the nose of the camshaft and a drive ring/piston assembly located PISTON RETURN between the body and inner sleeve and coupled to both SPRING via helical splines.

The basic operation is similar to that of the two position unit: oil pressure applied in the advance chamber forces the drive ring/piston assembly to move inwards along its axis while rotating clockwise on the helical body splines. Since the drive ring is also helically geared to the inner sleeve but with opposite angled splines, the inner sleeve ADVANCE CHAMBER is made to rotate in the same direction, turning the cam- OIL FEED / DRAIN shaft. The use of opposing helical gears (the angle is ADVANCE CHAMBER more acute than in the two position unit) produces a rel- DRIVE RING atively large angular rotation for a small axial movement, AND PISTON ASSEMBLY thus keeping the VVT unit to a compact size. Note that T880.92 the inner sleeve does not move axially.

To move back to a retard position, oil pressure is switched to the retard chamber and the piston and rotational movements are reversed. The use of oil pressure to move the piston in both directions eliminates the need for a return spring for VVT operation (as in the two position system). However, a lighter pressure spring is fitted in the retard chamber to assist the piston assembly to revert to the fully retarded position with the engine stopped. Note that rotating the engine backwards from the stopped position will cause the VVT unit body to move relative to the camshaft, advancing the timing. To avoid the possibility of incorrect timing being set after any associated service work, reference must be made to JTIS for the correct procedures.

Due to the use of bidirectional oil pressure actuation and light spring pressure, a much lower oil pressure is required to advance the VVT unit, making its operation more consistent at high oil temperatures/low engine speed. Also, response times to move in the advance direction are reduced by approximately 50% compared with the two position actuator.

NOTES

Date of Issue: 9/2001 Student Guide 9.7 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

VARIABLE VALVE TIMING Linear Variable Valve Timing – AJ27 (continued) Linear VVT Oil Control – Advance • To fully advance the cams, the solenoid is energized pushing the shuttle valve down. • This action causes the incoming oil feed to be directed through the lower oilway in the bush carrier and into the advance oil chamber where it pushes on the piston/drive ring assembly. • As the piston moves in the advance direction (towards the camshaft), oil is forced out of the retard chamber through oilways in the sprocket unit, camshaft, hollow fixing bolt, bush carrier and the shuttle valve from which it drains into the engine. Linear VVT Oil Control – Retard • To move to the fully retarded position, the solenoid is de-energized, the return spring holds the shuttle valve in its upper position and the oil flow is directed through the bush carrier upper oilway into the VVT unit. • Oil is channeled through the hollow VVT fixing bolt and via oilways in the camshaft and sprocket unit to the retard chamber where it acts on the moveable piston/drive ring assembly. • As the piston moves, oil is forced from the advance chamber back through the shuttle valve to the engine.

LINEAR VVT OIL CONTROL – AJ27 VVT UNIT IN FULLY ADVANCED POSITION VVT SOLENOID VALVE DRIVE RING AND PISTON ASSEMBLY RETARD CHAMBER BUSH CARRIER VVT UNIT FIXING BOLT

OIL DRAINS CAMSHAFT OIL FEED ROTATION TO ADVANCE

FOUR-SPOOL CAMSHAFT SHUTTLE VALVE

VVT UNIT IN FULLY RETARDED POSITION

CAMSHAFT OIL FEED ROTATION TO RETARD OIL DRAINS

T880.93

9.8 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Linear VVT ECM Control System Closed loop control • Continuously variable timing requires the VVT piston to be set to the optimal position between full advance and retard for a particular engine speed and load. • The ECM positions the shuttle valve using a PWM control signal operating at a frequency of 300 Hz. • The shuttle valve assumes a position between the limits of travel proportional to the “duty cycle” of the signal. An increasing duty cycle causes an increase in timing advance. • The shuttle valve is continuously controlled by the ECM to maintain a given cam angle. The actual position of the camshaft is monitored by a magnetic sensor which generates pulses from the toothed sensor ring keyed on to the end of the camshaft and transmits them to the ECM. If a difference is sensed between the actual and demanded positions, the ECM will attempt to correct it. The new cam sensor fitted to A bank allows each bank to have its own feedback loop. The four tooth cam sensor rings increase the cam position feedback frequency, providing the enhanced control required by the new VVT system. The use of four-tooth sensor rings also improves starting (see Engine Management Sensors).

Engine oil temperature Engine oil properties and temperature can affect the ability of the VVT mechanism to follow demand changes to the cam phase angle. At very low oil temperatures, movement of the VVT mechanism is sluggish due to increased viscosity and at high temperatures the reduced viscosity may impair operation if the oil pressure is too low.

The VVT system is normally under closed loop control except in extreme temperature conditions such as cold starts below 0 °C (32 °F). At extremely high oil temperatures, the ECM may limit the amount of VVT advance to prevent the engine stalling when returning to idle speed. This could occur because of the slow response of the VVT unit to follow a rapid demand for speed reduction. Excessive cam advance at very light loads produces high levels of internal EGR which may result in unstable combustion or misfires.

Engine oil temperature sensor (EOTS) EOTS – AJ27 The EOTS is a thermistor which has a negative temperature coefficient (NTC). Engine oil temperature is determined by the ECM by the change in the sensor resistance. The sensor is located on the engine block directly above the oil pressure switch.

The ECM applies 5 volts to the sensor and monitors the voltage across the pins to detect the varying resistance. The ECM uses the EOT signal for variable valve timing control.

NOTES

T880.94

Date of Issue: 9/2001 Student Guide 9.9 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

9.10 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS

1 AJ26 / AJ27 OVERVIEW

2 CONTROL SUMMARIES

3 ENGINE CONTROL MODULES

4 EMS PRIMARY SENSING COMPONENTS

5 INDUCTION AIR THROTTLE CONTROL

6 FUEL DELIVERY AND AJ26/27 EVAPORATIVE EMISSION CONTROL 7 FUEL INJECTION

8 IGNITION

9 VARIABLE VALVE TIMING

10 EXHAUST GAS RECIRCULATION (EGR): NORMALLY ASPIRATED

11 OTHER ECM ENGINE CONTROL AND INTERFACE FUNCTIONS

12 AJ26 / AJ27 SUPERCHARGED EMS

13 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

EXHAUST GAS RECIRCULATION Exhaust Gas Recirculation – AJ26 Exhaust gas recirculation (EGR) was fitted to 1997 mod- EGR VALVE – AJ26 el year XK8 vehicles and was deleted during the same model year.

NOTE: EGR is fitted to AJ26 and AJ27 supercharged engines.

EGR lowers combustion temperature, which in turn reduces NOx exhaust emission. EGR is controlled by the ECM from a map that factors engine operating conditions such as engine load and speed, throttle position, and coolant temperature.

The EGR valve is mounted directly to the intake air induction elbow and connects to the A bank exhaust manifold by a transfer pipe. The EGR valve contains a four-pole stepper motor (60 step), which is driven by the ECM. Engine coolant returning from the throttle assembly is channeled through the valve to provide cooling.

NOTES

T880.95

10.2 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS

1 AJ26 / AJ27 OVERVIEW

2 CONTROL SUMMARIES

3 ENGINE CONTROL MODULES

4 EMS PRIMARY SENSING COMPONENTS

5 INDUCTION AIR THROTTLE CONTROL

6 FUEL DELIVERY AND AJ26/27 EVAPORATIVE EMISSION CONTROL 7 FUEL INJECTION

8 IGNITION

9 VARIABLE VALVE TIMING

10 EXHAUST GAS RECIRCULATION (EGR): NORMALLY ASPIRATED

11 OTHER ECM ENGINE CONTROL AND INTERFACE FUNCTIONS

12 AJ26 / AJ27 SUPERCHARGED EMS

13 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

OTHER ECM CONTROL AND INTERFACE FUNCTIONS

Engine Cranking / Starting (Normally Aspirated Engines) When the ignition is switched ON (position II) and the transmission manual valve is in Park or Neutral, the ECM enables fuel injection and ignition, and outputs a “security acknowledge” encoded signal to the BPM. The Park / Neutral signal is received via the hard wired circuit from the transmission rotary switch. If the BPM receives a Park / Neutral signal from the gear selector neutral switch, it in turn, enables engine cranking. When the ignition key is moved to CRANK (position III) and the gear selector is in Park or Neutral, the BPM drives the starter relay to crank the engine. The ECM receives a “cranking” signal from the BPM / starter relay drive circuit. The ECM initiates engine start EMS values for the duration of the cranking signal.

Supercharged engines Both Park and Neutral signals are supplied from the dual linear switch located at the J gate.

Vehicles without Key Transponder Module (KTM) (1997 Model Year) If the transmission manual valve is not in Park or Neutral (rotary switch signal) at ignition ON, the ECM inhibits fuel injection and ignition, and does not transmit the “security acknowledge” signal to the BPM.

Vehicles with Key Transponder Module (KTM) If the transmission manual valve is not in Park or Neutral (rotary switch signal) at ignition ON, and/or the KTM does not transmit an encoded “security acknowledge” signal to the ECM and the BPM, the ECM inhibits fuel injection and ignition, and does not transmit the “security acknowledge” signal to the BPM.

NOTES

11.2 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

ENGINE CRANKING / STARTING

SECURITY DISARM

NOT-IN-PARK SWITCH (GEAR SELECTOR) B+

BPM IGNITION B+

POSITION III STARTER RELAY POSITION II

POSITION I

KEY IN

IGNITION SWITCH

D B+ B+ SECURITY KTM ACKNOWLEDGE STARTER MOTOR D

IGNITION KEY / D TRANSMITTER READER / EXCITER COIL

D ECM

P/N SWITCH (TRANSMISSION)

T880.95B

Date of Issue: 9/2001 Student Guide 11.3 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

OTHER ECM CONTROL AND INTERFACE FUNCTIONS Radiator Cooling Fan Control The ECM controls the radiator cooling fan operation. Using inputs from the air conditioning refrigerant four-way pressure switch and the ECTS, the ECM drives the fans in series (low speed) or in parallel (high speed). The four-way pressure switch contains a 12 bar (174 psi) switch element and a 22 bar (319 psi) switch element connected to the ECM. A two-pressure switch element signals the A/CCM for compressor operation.

As the ECM switches the fans, “hysteresis” or overlap between switch on / switch off prevents “hunting” between the fan modes.

Radiator Fan Switching Points Mode Engine coolant temperature Refrigerant pressure ON OFF ON OFF

• SLOW (SERIES) • 90 °C (194 °F) • 86 °C (187 °F) • 12 bar (174 psi) • 8 bar (116 psi)

• FAST (PARALLEL) • 97.5 °C (207.5 °F) • 93.5 °C (200.5 °F) • 22 bar (319 psi) • 17.5 bar (254 psi)

If the fans are operating when the engine is switched off, the ECM continues to drive the fans for up to five minutes or until the engine coolant temperature has fallen to a predetermined value, whichever occurs first. If the fans are off when the engine is switched off and the coolant temperature rises to the switch-on point during the few seconds time the ECM remains powered to complete throttle adaptions, the fans will switch on and continue to operate for up to five minutes, or until the engine coolant temperature has fallen to a predetermined value, whichever occurs first.

RADIATOR COOLING FAN CONTROL

ENGINE COOLANT TEMPERATURE SENSOR LOW SPEED FAN RELAY

RIGHT FAN FAN LOW SPEED ON CONTROL 12 BAR (174 PSI)

HIGH SPEED ON 22 BAR (319 PSI) HIGH SPEED FAN RELAY

REFRIGERANT 4-WAY PRESSURE SWITCH

ENGINE CONTROL LEFT FAN MODULE

FAN CONTROL RELAY MODULE

T880.95C

NOTES

11.4 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Air Conditioning Compressor Clutch Control The ECM controls the operation of the air conditioning compressor clutch to prevent idle instability and over heating. The air conditioning control module (A/CCM) determines when compressor clutch operation is required and signals the ECM via the A/C compressor clutch request hard wire circuit. Depending on the engine operating conditions, the ECM drives the air conditioning compressor clutch relay to operate the air conditioning compressor. The A/CCM receives confirmation that the compressor is operating from the clutch relay parallel power circuit.

Engine conditions for compressor ON: • Engine not at idle* • Engine coolant temperature not greater than a programmed high temperature • Throttle valve less than full load (WOT) *Engine at idle – There is a momentary delay (approximately 50 ms) before the ECM drives the compressor clutch relay. This delay allows the ECM to compensate the idle speed for the impending high load. Engine conditions for compressor OFF: • Engine coolant temperature greater than a programmed high temperature • Throttle valve at full load (WOT) When the compressor clutch operation is inhibited, the ECM outputs a load inhibit signal to the A/CCM via the load inhibit hard wire circuit.

Windshield and Backlight Heaters Control The ECM can also inhibit the operation of the windshield and backlight heaters to prevent idle instability. When the driver selects the heaters ON, the A/CCM signals the ECM for permission to switch ON the heaters via the electrical load request hard wire circuit. Depending on the engine operating conditions, the ECM inhibits heater operation by outputting a load inhibit signal to the A/CCM via the load inhibit hard wire circuit.

Engine conditions for heaters ON: • Engine not at idle* • Engine coolant temperature not greater than a programmed high temperature • Throttle valve less than full load (WOT) *Engine at idle – There is a momentary delay (approximately 50 ms) before the ECM cancels the load inhibit signal. This delay allows the ECM to compensate the idle speed for the impending high load. Engine conditions for heaters inhibited: • Engine coolant temperature greater than a programmed high temperature • Throttle valve at full load (WOT) When the heaters are inhibited, the ECM outputs a load inhibit signal to the A/CCM via the load inhibit hard wire circuit.

NOTES

Date of Issue: 9/2001 Student Guide 11.5 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

11.6 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS

1 AJ26 / AJ27 OVERVIEW

2 CONTROL SUMMARIES

3 ENGINE CONTROL MODULES

4 EMS PRIMARY SENSING COMPONENTS

5 INDUCTION AIR THROTTLE CONTROL

6 FUEL DELIVERY AND AJ26/27 EVAPORATIVE EMISSION CONTROL 7 FUEL INJECTION

8 IGNITION

9 VARIABLE VALVE TIMING

10 EXHAUST GAS RECIRCULATION (EGR): NORMALLY ASPIRATED

11 OTHER ECM ENGINE CONTROL AND INTERFACE FUNCTIONS

12 AJ26 / AJ27 SUPERCHARGED EMS

13 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

AJ26 / AJ27 SUPERCHARGED EMS AJ V8 Supercharged Engine The AJ V8 supercharged (SC) engine is essentially mechanically identical to the normally aspirated engine with the exception of the pistons, the cylinder head gaskets and the repositioning of components to allow installation of the supercharger system. The normally aspirated intake manifold and induction elbow are replaced with unique supercharged components.

SUPERCHARGER INSTALLATION ‘B’ BANK CHARGE AIR COOLER CONNECTING DUCT AND CLAMP PLATE

OUTLET DUCT

‘A’ BANK CHARGE AIR COOLER SUPERCHARGER

VACUUM TAKEOFF T880.96

The supercharger is an Eaton M112 “Roots Type” unit mounted in the engine vee, driven by a separate poly v-belt from the crankshaft. Supercharger lubrication is “filled for life”. If servicing of the lubricant is required, the supercharger must be removed from the engine. The maximum boost pressure is 0.8 bar (11.6 psi).

Intake air flows through a revised mass air flow sensor (MAFS), through the intake duct, the electronic throttle assembly and the induction elbow to the supercharger. The AJ26 SC throttle assembly is unchanged from the normally aspirated system with EGR. The AJ27 SC throttle deletes AAI and adds EGR. A bypass valve attaches to the induction elbow. From the supercharger, compressed intake air flows through the outlet duct to the individual A and B bank air- to-liquid charge air coolers, then through the A and B bank charge air cooler adapters to the cylinder heads.

NOTES

12.2 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

SUPERCHARGED INTAKE SYSTEM

THROTTLE ASSEMBLY

BYPASS VALVE ACTUATOR

M BYPASS VALVE

SUPERCHARGER

CHARGE AIR COOLER

COOLANT FLOW

T880.97

Date of Issue: 9/2001 Student Guide 12.3 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

AJ26 / AJ27 SUPERCHARGED EMS Supercharger Mechanical Components Bypass Valve and Actuator BYPASS VALVE AND ACTUATOR – AJ26 The “butterfly” bypass valve is contained in a housing attached to the induction elbow. The valve is operated by a vacuum actuator. The valve controls bypass air flow from the charge air coolers to the induction elbow in order to regulate supercharger “boost pressure”. The valve is held closed by spring pressure.

With closed (idle) or partially open (cruise) throttle, intake vacuum (between the induction elbow and the supercharger) acts on the actuator diaphragm to hold the valve full open to provide maximum supercharger bypass and optimum fuel economy. As the throttle is opened, intake vacuum falls progressively and spring force moves the valve toward closed until the valve is fully closed at full throttle, providing maximum supercharger boost and power.

T880.98 Outlet Duct The supercharger outlet duct directs the charge air from the supercharger to the two charge air coolers. The fill THROTTLE INDUCTION ELBOW – AJ27 point and connections for the charge air cooler coolant circuit are integrated into the outlet duct. Vacuum source is provided for the fuel pressure regulator and for cruise control. Rubber ducts secured by clamp plates connect the outlet duct to the two charge air coolers.

NOTES

T880.99

12.4 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Charge Air Coolers Each cylinder bank has a separate charge air cooler assembly. The charge air coolers are fabricated fin and tube air- to-liquid heat exchangers with individual “risers” to supply charge air to each cylinder. The charge air coolers cool the charge air leaving the supercharger to increase the mass of the air entering the engine. Coolant flow is provided by a separate cooling system with an electric pump under ECM control.

Charge air cooler adapters / fuel rails The charge air cooler adapters provide the interface between the charge air coolers and the cylinder heads, and incorporate the fuel rails and fuel injector mountings. A crossover pipe connects the fuel rails.

SUPERCHARGER CHARGE AIR COOLER, ADAPTER AND FUEL RAIL

CHARGE AIR COOLER

GASKET

FUEL RAIL AND CHARGE AIR COOLER ADAPTER

T880.100

Fuel Injectors The fuel injectors are high flow units designed for the supercharged engine. They are secured in the fuel rails by spring clips.

NOTES

Date of Issue: 9/2001 Student Guide 12.5 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

AJ26 / AJ27 SUPERCHARGED EMS Supercharger Mechanical Components (continued) Charge Air Cooler Radiator and Pump The charge air cooler radiator is mounted ahead of the engine radiator and incorporates a bleed outlet and a purge cock.

CHARGE AIR COOLER RADIATOR

BLEED OUTLET

PURGE COCK

T880.101

NOTES

12.6 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Charge Air Cooler Coolant Pump CHARGE AIR COOLER AND PUMP The charge air cooler coolant pump is activated via a relay under ECM control. During normal conditions, the ECM operates the pump continuously with the ignition switched ON.

NOTES

T880.102

Date of Issue: 9/2001 Student Guide 12.7 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

AJ26 / AJ27 SUPERCHARGED EMS

The supercharged Engine Management System is essentially identical to the normally aspirated system with software revisions to accommodate the operating characteristics of the supercharged engine. Additional functions for operating two fuel pumps, the charge air cooler coolant pump, and EGR are included. Variable valve timing and air assisted fuel injection (AJ27) are deleted.

Components / Functions deleted for Supercharged Engine Management: • Variable valve timing • Air assisted fuel injection (AJ27)

Components / Functions added for Supercharged Engine Management • Two fuel pumps • Charge air cooler coolant pump • Exhaust gas recirculation • Second intake air temperature sensor (charge air temperature sensor)

Supercharged EMS Components Fuel Pumps Two fuel pumps are used to provide adequate fuel flow during high engine loads. Both pumps are operated by the ECM via relays. Operation of fuel pump 1 is identical to the normally aspirated single fuel pump. Diagnostic monitoring for the N/A single fuel pump remains unchanged. The other warnings and default action differs for the SC pump 1. Fuel pump 2 is switched by the ECM as determined by engine operating conditions. Refer to page 6.5 for fuel pump details.

NOTES

12.8 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Intake Air Temperature Sensor 2 (IATS 2) CHARGE AIR COOLER IATS 2 A separate intake air temperature sensor (IATS 2), located on the A bank charge air cooler outlet, provides the ECM with a “charge air” temperature signal.

As with previous air temperature sensors, the IATS 2 is a negative temperature coefficient (NTC) thermistor. Charge air temperature is determined by the ECM by a change in sensor resistance. The ECM applies 5 volts to the sensor and monitors the voltage across the pins to detect the varying resistance.

The IATS located within the MAFS remains active in the system and is used for diagnostic purposes.

IATS air temperature / resistance / voltage

Temperature Resistance Voltage T880.103 °C °F

- 40 - 40 53.1kΩ 4.75 - 30 - 22 28.6kΩ 4.57 ECTS – AJ V8 SUPERCHARGED - 20 - 4 16.2kΩ 4.29 -10 14 9.6kΩ 3.90 0 32 5.9kΩ 3.43 10 50 3.7kΩ 2.89 20 68 2.4kΩ 2.38 30 86 1.7kΩ 1.93 40 104 1.1kΩ 1.45 50 122 810Ω 1.15 60 140 580Ω 0.88 70 158 430Ω 0.69 80 176 320Ω 0.53 90 194 240Ω 0.41 100 212 190Ω 0.33 110 230 150Ω 0.26 Ω 120 248 120 0.21 T880.104

Engine Coolant Temperature Sensor (ECTS) On supercharged engines, the ECTS is relocated to accommodate the supercharger installation.

Date of Issue: 9/2001 Student Guide 12.9 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

AJ26 / AJ27 SUPERCHARGED EMS Exhaust Gas Recirculation – AJ26 The AJ26 SC EMS uses the same EGR system as early EGR VALVE – AJ26 production naturally aspirated engines.

Exhaust gas recirculation lowers combustion temperature, which in turn reduces NOx exhaust emission. EGR is controlled by the ECM from a map that factors engine operating conditions such as engine load and speed, throttle position, and coolant temperature.

NOTES

T880.105

12.10 Student Guide Date of Issue: 9/2001 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

Exhaust Gas Recirculation – AJ27 EGR VALVE – AJ27 The AJ27 SC EGR system provides increased exhaust gas flow over the AJ26 SC system. ECM control is enhanced COOLANT PIPES by an EGR flow monitoring feedback signal.

Manifold Absolute Pressure Sensor (MAPS) AJ27 EGR systems include a MAP sensor, which enables the ECM to monitor EGR gas flow into the intake manifold. When the EGR valve opens to allow exhaust gas flow into the throttle elbow, the intake manifold absolute pressure will drop directly proportional to the amount the valve is open. The ECM applies 5 volts to the MAP sensor, which produces a linear output voltage signal to the ECM.

EGR VALVE TRANSFER PIPE NOTES T880.106

MAP SENSOR – AJ27

T880.108

MAP SENSOR CHARACTERISTIC – AJ27

3.96 VOLTAGE

1.2

0.20 bar 1.12 bar 5.9 in. hg. ABSOLUTE PRESSURE 33.07 in. hg.

T880.107

Date of Issue: 9/2001 Student Guide 12.11 AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS Service Training

12.12 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

AJ26 / AJ27 ENGINE MANAGEMENT SYSTEMS

1 AJ26 / AJ27 OVERVIEW

2 CONTROL SUMMARIES

3 ENGINE CONTROL MODULES

4 EMS PRIMARY SENSING COMPONENTS

5 INDUCTION AIR THROTTLE CONTROL

6 FUEL DELIVERY AND AJ26/27 EVAPORATIVE EMISSION CONTROL 7 FUEL INJECTION

8 IGNITION

9 VARIABLE VALVE TIMING

10 EXHAUST GAS RECIRCULATION (EGR): NORMALLY ASPIRATED

11 OTHER ECM ENGINE CONTROL AND INTERFACE FUNCTIONS

12 AJ26 / AJ27 SUPERCHARGED EMS

13 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001

880 - V8/V6 Engine Management z Service Training AJ27 - VVT System

Name:______Date:______Vehicle/VIN______

Perform procedure with parking brake on & exhaust extraction hoses connected.

1. Reference the correct Electrical Guide, identify and mark the pin numbers and wire colors for each VVT circuit per cylinder bank.

Bank B= ______Bank A = ______

EM80 EM81 EM82 EM83 EM84 EM85

EM80 EM81 EM82 9 8 7 6 5 4 3 2 1 7 6 5 4 3 2 1 6 5 4 3 2 1

21 20 19 18 17 16 15 14 13 12 11 10 16 15 14 13 12 11 10 9 8 12 11 10 9 8 7

31 30 29 28 27 26 25 24 23 22 24 23 22 21 20 19 18 17 17 16 15 14 13

EM83 EM84 EM85

9 8 7 6 5 4 3 2 1 7 6 5 4 3 2 1 5 4 3 2 1

19 18 17 16 15 14 13 12 11 10 15 14 13 12 11 10 9 8 12 11 10 9 8 7 6

28 27 26 25 24 23 22 21 20 22 21 20 19 18 17 16

2. Using a DVOM capable of measuring frequency, set the meter to DC volts - Hz.

3. Back probe the red lead of the meter to one VVT control circuit at the ECM.

4. With the key on engine off, check and record the signal frequency: ______. Is it a fixed frequency?: Yes [ ] No [ ]

5.Start engine and allow to idle. Switch the DVOM to duty cycle, what is the value?:______

6.Increase the engine speed to 2500 RPM. What is the value?: ______

7.Switch the engine off, measure the resistance (Ω) of each solenoid: ______

“continued”

Student Workbook 880 Worksheet.fm 880 - V8/V6 Engine Management z Service Training AJ27 - VVT System (Page 2)

8. Reference the correct DTC Summary Guide. List the DTCs that identify VVT system malfunction.

9. When the identified DTCs are stored, what is the default action of the ECM for each DTC.

10. List the possible malfunctions associated with each DTC.

Instructor Check: ______

Student Workbook 880 Worksheet.fm 880 - V8/V6 Engine Management z Service Training AJ27 SC - Fuel Pressure Testing & SC Boost Demo

Name:______Date:______Vehicle/VIN______

Perform procedure with parking brake on & exhaust extraction hoses connected.

Tools needed: Fuel pressure gauge and Vacuum gauge

1.Depressurize Fuel Rail. Install a fuel pressure gauge to the fuel rail and check for leaks. Install a vacuum gauge with T fitting to the vacuum supply at the fuel pressure regulator.

2. Key on. What is the displayed fuel pressure: ______bar (psi)

3. Start engine and idle. What is the displayed fuel pressure: ______bar (psi).

4. Quickly step on the accelerator pedal and release.

• What is the max fuel pressure: ______bar (psi). • What is the vacuum gauge positive pressure reading: ______• What causes the pressure increases:

5. With the engine running, disconnect the vacuum hose from fuel pressure regulator, What is the pressure value: ______bar (psi)

6. Switch the ignition off. Observe the pressure gauge reading and describe what happens to the pressure value after 1 minute. ______. Is this normal, [ ] Yes, [ ] No.

Instructor Check: ______

Student Workbook 880 Worksheet.fm

880 - V8/V6 Engine Management z Service Training AJ27 - Air Assist Close Valve

Name:______Date:______Vehicle/VIN______

Perform procedure with parking brake on & exhaust extraction hoses connected.

1. Locate and identify the AAIC valve on the engine. What is it’s functional purpose:

2. Reference the correct Electrical Guide, identify and mark the pin numbers and wire colors for the AAIC valve.

Power = ______Ground = ______Control = ______

EM80 EM81 EM82 EM83 EM84 EM85

EM80 EM81 EM82

9 8 7 6 5 4 3 2 1 7 6 5 4 3 2 1 6 5 4 3 2 1

21 20 19 18 17 16 15 14 13 12 11 10 16 15 14 13 12 11 10 9 8 12 11 10 9 8 7

31 30 29 28 27 26 25 24 23 22 24 23 22 21 20 19 18 17 17 16 15 14 13

EM83 EM84 EM85

9 8 7 6 5 4 3 2 1 7 6 5 4 3 2 1 5 4 3 2 1

19 18 17 16 15 14 13 12 11 10 15 14 13 12 11 10 9 8 12 11 10 9 8 7 6

28 27 26 25 24 23 22 21 20 22 21 20 19 18 17 16

3. Using a DVOM capable of measuring frequency, set the meter to DC volts - Hz.

4. Connect the meter to the AAIC control circuit pin and to ground at the ECM.

5. With the key on engine off, check and record the signal frequency: ______. Is it a fixed frequency: Yes [ ] No [ ]

6. (Simulated Cold Engine) Start the engine and monitor the engine temperature. Check and record the monitored frequency of the AAIC control signal ______Hz. Is it a fixed frequency: Yes [ ] No [ ]

7.Start engine and allow to idle. What is the displayed duty cycle? ______

8.Increase the engine speed to 2500 RPM. What is the displayed duty cycle? ______

9. Measure the voltage at the control circuit pin: ______

“Continued on Back”

Student Workbook 880 Worksheet.fm 880 - V8/V6 Engine Management z Service Training AJ27 - Air Assist Close Valve (Page 2)

10. (Simulate Warm Engine) Check and record the monitored frequency of the AAIC control signal ______Hz. Is it a fixed frequency: Yes [ ] No [ ]

11. Increase the engine speed to 2500 RPM. What is the displayed duty cycle______

12. Measure the voltage at the control circuit pin: ______

13. Switch engine off. What is the resistance value of the AAI ______

14 Reference the correct DTC Summary Guide. List the DTCs that identify AAI system malfunction.

15. When the identified DTCs are stored, what is the default action of the ECM for each DTC.

16. List the possible malfunctions associated with each DTC.

Instructor Check: ______

Student Workbook 880 Worksheet.fm 880 - V8/V6 Engine Management z Service Training AJ27 - DTC Summaries

Name:______Date:______Vehicle/VIN______

1. What does P1000 and P1111 identify.

2. What is system readiness. ______.

3. How can system readiness information help you diagnose a vehicle that has an emission related DTC stored in memory.

4. Elaborate on DTC P1250.

• Is it an OBD II Fault: Yes [ ] No [ ]

• Will the Check Engine Light illuminate when this fault is stored: Yes [ ] No [ ]

•Does the ECM require two trips with the fault present to store this DTC: Yes [ ] No [ ]

•Will any messages be displayed in the Instrument Cluster with this DTC: Yes [ ] No [ ]

•If “Yes” please list the messages.

5. Referring to the correct Wiring Guide, list the pin numbers and wire colors for the following components/signals:

•CCV:______

•FTPS:______

•MAFS:______

•EOT:______

•ECT:______

•CKPS:______

•CMPS:______

Instructor Check:

Student Workbook 880 Worksheet.fm

880 - V8/V6 Engine Management z Service Training AJ27 - Component Monitoring

Name:______Date:______Vehicle/VIN______

Perform procedure with parking brake on & exhaust extraction hoses connected.

1. Using the correct Wiring Guide, identify the component acronyms, their pin numbers and wire colors at the ECM for the components listed in the table below.

2. Use connector illustration to help locate the pins at the ECM when measuring signal.

EM80 EM81 EM82 EM83 EM84 EM85

EM80 EM81 EM82 9 8 7 6 5 4 3 2 1 7 6 5 4 3 2 1 6 5 4 3 2 1

21 20 19 18 17 16 15 14 13 12 11 10 12 11 10 16 15 14 13 12 11 10 9 8 9 8 7

31 30 29 28 27 26 25 24 23 22 24 23 22 21 20 19 18 17 17 16 15 14 13

EM83 EM84 EM85

9 8 7 6 5 4 3 2 1 7 6 5 4 3 2 1 5 4 3 2 1

19 18 17 16 15 14 13 12 11 10 15 14 13 12 11 10 9 8 12 11 10 9 8 7 6

28 27 26 25 24 23 22 21 20 22 21 20 19 18 17 16

3.Make sure meter is in appropriate setting (DC or AC). Using an approved probe adapter, back probe the correct pin to monitor the signal on the DVOM. Record the displayed values at the given engine speeds and note the signal voltage type (DC or AC).

Table 1:

Reading @ 2000 Reading @ 3000 Component Reading @ Idle RPM RPM

MAFS = CMPS (A) = CMPS (B) = ECTS = EOTS = IATS = PPS1 = PPS2 = TPS1 = TPS2 =

Instructor Check: ______

Student Workbook 880 Worksheet.fm

880 - V8/V6 Engine Management z Service Training Evaporative System Leak Testing

Name:______Date:______Vehicle/VIN______

Refer to TSB 05.1.29 This bulletin was issued for the 1996/97 MY Sedan vehicles. The procedure is valid for all Jaguar vehicles including current production.

Note: The S-TYPE fuel cap is of a different design than all other Jaguar models and requires a unique filler cap adapter. (Ask your instructor for further information)

Customer Complaint = Check engine light on! Technician has connected connect PDU to vehicle and checked logged DTC(s). A DTC for a small evaporative system leak was logged.

1. Reference the DTC summary guide. What is the specific DTC for the vehicle you are cur- rently working on? ______.

2. List the probable causes for this logged DTC. ______

______

3. Follow the procedure as directed in TSB 05.1.29. Note progress and self recognized tips to help you perform this procedure easier at the dealership.

Instructor Check:

Student Workbook 880 Worksheet.fm

AJ26 N/A ENGINE MANAGEMENT, PART 1 – 1998 MY XK8 7 6 II II 53 78 E WO WO A2- AC26-1 AC26-4 A2- AC24-1 AC24-4 WP NG PARKING BRAKE BRAKE SWITCH BRAKE SWITCH B B SWITCH THROTTLE MOTOR (RHD) (LHD) SERIAL COMMUNICATION SERIAL COMMUNICATION POWER RELAY 3 1 (CIRCUIT CONTINUED) (CIRCUIT CONTINUED) EMS CONTROL RELAY ECM PROGRAMMING ECM PROGRAMMING EM16 PARK, NEUTRAL ACKNOWLEDGE FC19 ENGINE CRANK O.K. TO START GB GB SECURITY OU 5 2 CAN CAN CAN CAN US US GY 55 19.1 03.1 19.1 19.1 19.1 19.1 19.1 03.1 01.1 05.1 19.1 19.1 03.1 40 39 74 36 E E E II US ACS16 (EMIAL) AC13-3 EM2AL US EMS20 FCS35 EM2-13 US EM1-8 GR GY GY W GO P Y G Y G Y PK G O K O OU WR NO WK WR WY B EM10-12 EM13-14 EM10-28 EM10-27 EM10-26 EM10-25 EM10-17 EM10-16 EM10-15 EM10-13 EM10-14 EM10-10 US EM10-5 EM14-2 EM14-1 EM13-2 EM11-6 EM11-3 EM10-6 EM14-3 EM10-9 EM10-1 EMS43 E6- EM64-1 EM64-2 (CONTINUED FIG 04.2) ENGINE CONTROL ECM AND TCM COOLING FAN B+ B+ B+ B+ B+ B+ O O D D C C C C D D D D I I I I + Ð + Ð MODULE O O O O O O O O O O O O O O O O O O O I I I I I I I I I I I I I I I I I I I I I I I I I I I I I EM15-22 EM15-12 EM15-11 EM14-12 EM14-11 EM14-10 EM13-29 EM13-28 EM13-27 EM13-20 EM13-19 EM13-18 EM13-17 EM13-13 EM13-12 EM13-11 EM12-22 EM12-19 EM12-18 EM12-17 EM12-16 EM12-15 EM12-14 EM12-13 EM12-12 EM11-16 EM11-15 EM11-14 EM11-13 EM11-12 EM11-11 EM11-10 EM10-23 EM10-22 EM10-21 EM10-20 EM15-9 EM15-8 EM15-3 EM15-2 EM15-1 EM14-9 EM14-8 EM14-7 EM14-6 EM14-5 EM14-4 EM11-9 EM11-8 EM13-4 EM11-7 B B B RY RG PN PU PS G G B B B B R R BK O P BG B Y S N PY RW PW OK BP BY BY U N R G GY UP K R BG BY BG U G UY UW RG BK B UW BG B BK PI1-16 PI31 EMS38 (EM2BR) EM1BR SOLENOID VALVES RY A 1-2 -1 VALVE TIMING VARIABLE 47 EMS1 EMS19 E WU PI1-27 PI32

RG B 1-2 -1 48 B

E WU M3 EMS36 EMS37 (EM2AL) EM1AL EVAPORATIVE EM58 CONTROL EMISSION

PN VALVE -2 EMS2 EMS18 -1 49

E WP B GBG UW BG BG UW G R I 5 5 5 -57 -52 -54 -56 PI1 (EM2AR) EM1AR PIS10

BY BY PI35 BY BY BY -5

GY AIR FLOW GY SENSOR -2 MASS 46

E WU PI1-6 -1 BG BG -4 -31 IATS υ UP UP -3 EL1-3 EL1-2 EL1-4 PI2-6 PI2-7 PI15 P1-6-4-22 -24 -26 PI1 CAMSHAFT POSITION B B S SENSOR -25 1-2 -1 BRD BRD W

PY RW PW O O PI17 P1-3-1-17 -21 -23 PI1 CRANKSHAFT EL2-1 EL3-2 EL2-2 POSITION 1 Y Y S SENSOR 1-2 -1 EMS9 42 WR E BRD BRD -3 P P W RHD CONVERTIBLE ONLY. ELS1 Ð LHD COUPE AND EL3-1 I6- 2PI27 -2 -1 PI26 P1-8-19 -18 PI1 2 43 A

WR E S S R SENSORS

BRD BRD W KNOCK SWITCHING P1-0-5 -20 PI1 EL4 3 VACUUM VALVES

N N R B 1-2 -1 1-2 -1 BRD BRD W B B B B EMS8 EMS31 ELS1 (EM1AR) EM2AR EL1-5 COOLANT PI1 PI4 SENSOR ENGINE UY UY TEMP. 2-1 -2 υ PIS1 BG G R PI33 M1EM23 EM21 BG BG THROTTLE A -2 MOTOR

R U λ 3-4 -3 PI33 HEATED OXYGEN SENSORS -1 BRD W PU B -1 UPSTREAM 50

E WP B -2 PI42 I 5 4 5 1 I -3 PI1 -12 -51 -49 -50 PI1 MECHANICAL GUARD SENSORS -5 K B λ

PEDAL POSITION AND BRD G U 3-4 -3 PI42 POSITION EM1-10 PEDAL -3 EM1-9 R EM1-4 BRD W PS B -1 PI42 -1 51

BY E WP B MECHANICAL -2 UW RG BG PI42 LF40-5 GUARD -4 LF52

UW CANISTER -14 PIS9 PI42 CLOSE OK OK VALVE 1-2 -1 -2 BG 44 RH1-10 E WU RH1-8 RH1-9 BRD B2-5 BT2 FUEL TANK T -1 BT5 PRESSURE BG BG SENSOR -4 THROTTLE POSITION RG RG PI6 -2 THROTTLE ASSEMBLY U UW UW -3 -3 -3

SENSOR BRD -4 UW EMS3 4-2 -4 BG EM22 A -1 λ U U OXYGEN SENSORS -2 G DOWNSTREAM -1 BRD W -1 EM24 B

N U λ 2-1 -2

BRD W M 1 -16 -17 EM2 14

II WG USED NOT UR 08.1 USED NOT

AJ26 N/A ENGINE MANAGEMENT, PART 2 – 1998 MY XK8 NOTE: ECM POWER SUPPLIES AND GROUNDS SHOWN ON FIG 04.1. ENGINE CONTROL 76 37 II 26 FUEL PUMP RELAY (#4) 1 II MODULE TRUNK FUSE BOX FUEL TANK FUEL PUMP O O O O O O O O O O O O O O O O O O O O O O O I I I I I I I I I I 1 3 KB WK NY EM15-18 EM15-17 EM15-16 EM15-15 EM13-34 EM13-33 EM13-32 EM13-31 EM13-26 EM13-25 EM13-24 EM13-23 EM13-22 EM13-16 EM13-15 EM12-10 EM10-11 EM15-7 EM15-6 EM15-5 EM15-4 EM13-3 EM12-9 EM12-8 EM12-6 EM12-5 EM11-5 EM11-4 EM11-1 EM10-4 EM10-3 EM10-2 EM13-1 B W 2 5 #7 20A FUEL INJECTION 1 3 BT55-1 BT55-2 RELAY BS BN BG BP BU BW BY BO LGP LGS LGR LGY LGU LGW LGO LGK UB WU W SP KN RY SG SLG YW WU SG WU SR PG UN ULG UG EM5 BT2AL B NY BT11-10 BT11-1 KN NY BT2-6 5 2 KN KN M- M- M- EM3-4 EM3-3 EM3-6 EM2-9 RH1-11 BR (EM1AR) EMS31 PI2-5 EM2AR PG AC13-15 PG BR ACS14 B PIS2 WU PG PG A2- AC24-3 AC26-3 AC24-2 AC26-2 SP PI7-2 BRAKE CANCEL BRAKE CANCEL I-0P13 I-3P13 I-5P13 I-7PI1-38 PI1-37 PI1-36 PI1-35 PI1-34 PI1-33 PI1-32 PI1-30 SWITCH (RHD) BR SWITCH (LHD) 1A -1 BU PI8-2

BR 2A -1 BN WU WU PI9-2

BR FC3BL FCS48 3A ACS22 -1 BG BK EM3-1 EM3-2 WU PI10-2 FUEL INJECTORS AC13-16 BR BO SG SR 4A CROSS-SWITCH THE BO AND BK CIRCUITS. CIRCUITS THAT MUST REMAIN SEPARATE. DO NOT CONNECT OR CAUTION!: DIMMER OVERRIDE -1 BW WU PI11-2 SC3-12 SC3-3 SC3-4 FCS71 BR 1B -1 BS BO SG SR PI12-2 SW1 SW1 SW1 THE STEERING WHEEL CONTAINS TWO LOGIC GROUND 10.2 -6 -3 -4 BR 2B CASSETTE CASSETTE CASSETTE -1 WU SP BY RLG PI13-2 FC63 FC63 FC63

BR -10 SW2-6 SW2-3 SW2-4 -9 3B -7 -1

BO BO SG SR CRUISE CONTROL SWITCH PI14-2 SW3-1 SW3-3 BR CRUISE CONTROL SWITCHES 4B -1 BP ON / OFF 6 560 Ω 560 Ω 430 Ω 680 Ω 430 Ω 680 Ω SET / ACCEL RESUME CANCEL DECEL WU W STEERING WHEEL LF40-7 LF40-6 -8 FC63 SW3-2 SW3-4 WG BO BO SWS1 MODULE 1 12 IGNITION II LF2AR WU OY OG I-0P14 I-1PI1-39 PI1-41 PI1-42 PI1-40 W PI18-2 EM27 B EM27 -8 LF9-1 LF9-7 LF9-5 LF9-9

LF9-2 GU GU -1 1A -1

EM27 PW OY OG PI23-2 EM27 -2

A2 B4 B2 A4B 3A 2A 1B LGU 4A 3B 2B 1A -7 EM27

LF13-2 LF12-1 GS GS 2B RADIATOR FAN CONTROL -3 RH RADIATOR FAN LH RADIATOR FAN LGS PW -1 EM27 PI24-2 EM27 RELAY MODULE -6 LGR -12

EM27 GK GK 3B -1 -5 PW LGK PI21-2 EM27 EM27 -11 -9

LF13-1 LF12-2 B GW GW IGNITION COILS 4A EM27 -1

-10 PW B I-6P14 I-4PI1-43 PI1-44 PI1-45 PI1-46 (EM1AR) PI22-2 EM29 EM2AR EMS31 EM29 -8 GB GB -9 1B LF9-3 LF9-8

B -1

EM29 PW LF2AL PI19-2 EM29 -1 NLG -11 NG WU EM29 GR GR 2A -2 LGP PW -1 EM29 69 70 PI20-2 45 EM29 E -5

LGW -7

EM29 GO GO 3A -1 -3 PW LGO PI25-2 EM29 EM29 -12 LGY -6 GP GP 4B EM29 -1

-10 PW YW WU UB LF40-11 LF40-9 LF3-6 MODULE 2 IGNITION RLG EMS26 PIS5 WU BUB UB YW L RLG RLG CIRCUITS. AND 07.2 FOR COMPLETE A/C NOTE: REFER TO FIGURES 07.1 PW PW PW M- AC12-12 EM2-6 EM2-14 EM1-3 EM2-12 EM1-13 LF57-1 LF57-5 LF57-3 PI1-53 PI1-13 RLG UB UN ULG UG EMS22 PW WU YW RLG RY PI36-1 4-WAY PRESSURE COMPRESSOR CLUTCH RELAY UB PW AC13-9 AC12-13 AC12-14 AC12-19 REFRIGERANT B P SWITCH AIR CONDITIONING AIR CONDITIONING COMPRESSOR 12 BAR 20 BAR 2 IGNITION COIL RLG UB UN ULG UG Ð 2 5 2 5 30 BAR CLUTCH RELAY EM26 EM17 CONTROL MODULE AIR CONDITIONING AC1-1 AC4-17 AC4-9 AC3-1 AC4-7 BK BK 1 3 1 3 LF57-4 LF57-2 NLG WP WP NW O O I I I BK BK LF2BL LFS25 77 81 54 52 E E BK

AJ26 SC ENGINE MANAGEMENT, PART 1 – 1999 MY XKR 6 II 55 82 E WO A2- C41EM1-8 AC24-1 AC24-4 WP NG PARKING BRAKE BRAKE SWITCH B SWITCH THROTTLE MOTOR SERIAL COMMUNICATION SERIAL COMMUNICATION POWER RELAY 1 3 (CIRCUIT CONTINUED) (CIRCUIT CONTINUED) EMS CONTROL RELAY ECM PROGRAMMING ECM PROGRAMMING EM16 PARK, NEUTRAL ACKNOWLEDGE FC19 ENGINE CRANK O.K. TO START GB SECURITY OU 5 2 CAN CAN CAN CAN US AC13-3 GY 19.1 03.2 19.1 19.1 19.1 19.1 19.1 03.2 01.1 05.2 19.1 19.1 03.2 43 42 60 79 39 E E E II (EMIAL) EM2AL US EMS20 FCS35 EM2-13 US GR GY GY W GO P Y G Y G Y PK G O K O OU WR NO WK WR WY B EM10-12 EM13-14 EM10-28 EM10-27 EM10-26 EM10-25 EM10-17 EM10-16 EM10-15 EM10-13 EM10-14 EM10-10 US EM10-5 EM14-2 EM14-1 EM13-2 EM11-6 EM11-3 EM10-6 EM14-3 EM10-9 EM10-1 EMS43 E6- EM64-1 EM64-2 (CONTINUED FIG 04.5) ENGINE CONTROL ECM AND TCM COOLING FAN B+ B+ B+ B+ B+ B+ O O D D C C C C D D D D I I I I + Ð + Ð MODULE O O O O O O O O O O O O O O O O O I I I I I I I I I I I I I I I I I I I I I I I I I I I EM15-22 EM15-12 EM15-11 EM14-12 EM14-11 EM14-10 EM13-29 EM13-28 EM13-27 EM13-20 EM13-19 EM13-18 EM13-17 EM13-13 EM13-12 EM13-11 EM12-22 EM12-19 EM12-18 EM12-17 EM12-16 EM12-15 EM12-14 EM12-13 EM12-12 EM11-16 EM11-15 EM11-14 EM11-13 EM11-12 EM11-11 EM11-10 EM10-23 EM10-22 EM10-21 EM10-20 EM15-3 EM15-2 EM15-1 EM14-9 EM14-8 EM14-7 EM14-6 EM14-5 EM14-4 EM12-4 EM12-3 EM12-2 EM12-1 EM11-9 EM11-8 EM13-4 EM11-7 EM12-7 B B B PN PU PS G G B B B B R R BK O P BG B Y S N PY RW PW OK BP BY BY U N R G GY UP UP YR YN YG YU K R BG BY BG U G UY UW RG BK B UW BG B BK PI34 PI1 EMS38 (EM2BR) EM1BR YU YU -8 YG YG -4 NOT USED 9-0-7 -10 -9 YN YN -1 YR YR -6 -3 58

E WP -2 EMS1 59 B

E WP -5 M3 EMS36 EMS37 (EM2AL) EM1AL LF58 F -8 LF3

PN PN EVAPP -2 EMS2 -1 51

E WP B GBG UW BG BG BG UW I 5 5 5 -57 -52 -54 -56 PI1 (EM2AR) EM1AR PIS10

BY BY PI35 BY BY BY -5 GY GY -2 EM1-10 MAFS EM1-9 47 EM1-4 E PI1-6 WU -1 BG 3 -25 -31 -4 IATS υ UP UP -3 UW RG BG PI15 P1-6-4-22 -24 -26 PI1

B B S CMPS 2-1 -2 EL1-3 EL1-2 EL1-4 BRD BRD O O W EMS19 PI17 P1-3-1-17 -21 -23 PI1 EMS18 Y Y S CKPS 2-1 -2 PY RW PW EMS9 BRD BRD

EL2-1 EL3-2 EL2-2 P P W 1 44 I6- 2PI27 -2 -1 PI26 P1-8-19 -18 PI1 WR E

S S R A KS G R

EL3-1 BRD BRD W 2 45 P1-0-5 -20 PI1 WR E

N N R B 1-2 -1 KS BRD BRD W SWITCHING EL4 3 VACUUM VALVES PI2-6 PI2-7 EMS8 E37RH2-18 EM3-7 PI1 1-2 -1 PI4

UY UY ECTS PIS1 B B B B -1 -2 υ RH1-10 EMS31 ELS1 (EM1AR) EM2AR RH1-8 RH1-9 EL1-5 BG KOK OK M1EM23 EM21 VEHICLES ONLY. ELS1: CRUISE CONTROL A G R

R U λ 3-4 -3 PI33 THROTTLE -2 MOTOR BRD W HO2S

PI33 PU B -1 -1 52 UW RG BG BG E BG BG WP B -2 PI42 I 5 4 5 1 I -3 PI1 -12 -51 -49 -50 PI1 MECHANICAL GUARD SENSORS -5 K B λ PEDAL POSITION AND PS1PPS/2 PPS/1 BRD G U 3-4 -3 PI42 HO2S -3 R BRD W PS B -1 PI42 -1 BT2-3 BT2-5 BT2-4 53

BY E WP B MECHANICAL -2 PI42 BT1-6 GUARD -4 UW UW BT14 -14 PIS9 PI42 OK OK USED 1-2 -1 NOT -2 BG 50

E WU BRD F1-1 FT1 FT2 BG BG -2 -1 USED RG RG NOT POSITION SENSOR PI6 -2 TPS/1 THROTTLE ASSEMBLY

HH U UW UW -3 -3 -3 EM22 THROTTLE BRD -4 UW EMS3 U 4-2 -4 BG -2 -1 BRD -1 TPS/2 USED

G NOT -1 EM24

N 2-1 -2

BRD PI3

BG IATS2 2-1 -2 PI1 υ UP UP -15

AJ26 SC ENGINE MANAGEMENT, PART 2 – 1999 MY XKR

GROUNDS SHOWN ON FIG 04.4. NOTE: ECM POWER SUPPLIES AND ENGINE CONTROL 68 24 II FUEL PUMP 1 RELAY (#4) FUEL TANK 28 1 II MODULE FT3-3 FT3-4 FT3-1 FT3-2 TRUNK FUSE BOX PUMP 2 PUMP 1 FUEL FUEL WG NW O O O O O O O O O O O O O O O O O O O O O O O O O I I I I I I I I I I 1 3 FUEL PUMP 2 RELAY EM15-18 EM15-17 EM15-16 EM15-15 EM13-34 EM13-33 EM13-32 EM13-31 EM13-26 EM13-25 EM13-24 EM13-23 EM13-22 EM13-16 EM13-15 EM12-10 EM10-11 EM13-10 EM15-7 EM15-6 EM15-5 EM15-4 EM13-3 EM12-9 EM12-8 EM12-6 EM12-5 EM11-5 EM11-4 EM11-1 EM10-4 EM10-3 EM10-2 EM13-1 EM13-9 1 3 FT1-10 FT1-8 FT1-5 FT1-4 2 5 BT51 #7 20A B UW B NY BS BN BG BP BU BW BY BO LGP LGS LGR LGY LGU LGW LGO LGK UB WU W RY KW SP KN RY SG SLG YW WU SG WU SR PG UN ULG UG 2 5 BT2AL B BTS50 BT11-10 BT11-1 80 40 II KN NY KW UW RH1 EM2 BT2 -11 KN KN -6 -9 KB WK NY KW KW -15 EM2 -15 RH2 -15 BT2 FUEL INJECTION 1 3 RELAY EM5 LF40-7 LF40-6 EM3 PG 5 2 -6 WU EM3 RBR BR GP WU PG PG -3 EMS31 C31 AC13-16 AC13-15 PI2-5 WU W EM3 SP -4 B AC24-2 PIS2 (EM1AR) EM2AR BRAKE CANCEL BR BR SWITCH IJ1-1 IJ2-1 FC3BL FCS48 BR BR IJS1 IJS2 BK EM3-2 EM3-1 AC24-3 IJ3-2 BO SG SR CAUTION!: CROSS-SWITCH THE BO AND BK CIRCUITS. CIRCUITS THAT MUST REMAIN SEPARATE. DO NOT CONNECT OR BR DIMMER OVERRIDE 1A -1 BU BU SC3-12 I-0P13 I-3P13 I-5P13 I-7PI1-38 PI1-37 PI1-36 PI1-35 PI1-34 PI1-33 PI1-32 PI1-30 SC3-3 SC3-4 J- J- J- J- J- J- J- IJ2-5 IJ2-4 IJ2-3 IJ2-2 IJ1-5 IJ1-4 IJ1-3 IJ1-2 WU IJ4-2

BR FCS71 BO SG SR 2A -1 BN BN SW1 SW1 SW1 THE STEERING WHEEL CONTAINS TWO LOGIC GROUND 10.2 -6 -3 -4 IJ5-2

BR CASSETTE CASSETTE CASSETTE 3A RLG WU SP -1 BG BG IJ6-2 FC63 FC63 FC63 FUEL INJECTORS -10 SW2-6 SW2-3 SW2-4 BR -9 -7 4A BO SG SR CRUISE CONTROL SWITCH -1 BW BW SW3-1 SW3-3 IJ7-2 CRUISE CONTROL SWITCHES BR ON / OFF 1B 7 510 Ω 270 Ω -1 BS BS 430 Ω 680 Ω 430 Ω 680 Ω IJ8-2 SET ACCEL RESUME CANCEL

BR DECEL 2B -1 BY BY IJ9-2 STEERING WHEEL

BR -8 FC63 3B -1

BO BO SW3-2 SW3-4 WG IJ10-2 BO BO BR SWS1 4B MODULE 1 -1 12 IGNITION

BP BP II I-0P14 I-1PI1-39 PI1-41 PI1-42 PI1-40 PI18-2 EM27 EM27 -8 GU GU -1 1A -1 WU OY OG W

EM27 PW LF2AR PI23-2 EM27 B -2

A2 B4 B2 A4B 3A 2A 1B LGU 4A 3B 2B 1A LF9-7 LF9-1 LF9-5 LF9-9 -7 LF9-2 EM27 GS GS 2B -3 LGS PW -1 EM27 PI24-2 EM27 -6 -12 OY OG

RADIATOR FAN CONTROL LGR

EM27 GK GK 3B -1 -5 PW LF13-2 LF12-1

RELAY MODULE LGK PI21-2 EM27 EM27 RH RADIATOR FAN LH RADIATOR FAN -11 -9 GW GW IGNITION COILS 4A EM27 -1

-10 PW I-6P14 I-4PI1-43 PI1-44 PI1-45 PI1-46 PI22-2 EM29 EM29 -8 LF13-1 LF12-2 GB GB -9 1B -1

EM29 PW B PI19-2 EM29 -1 -11 EM29 LF9-3 LF9-8 GR GR 2A -2 -1 LF2AL LGP PW EM29 PI20-2 NLG EM29 NG WU -5

LGW -7

EM29 GO GO 3A -1 -3 46

70 71 PW

E LGO PI25-2 EM29 EM29 -12 LGY -6 GP GP 4B EM29 -1

-10 PW YW WU UB MODULE 2 IGNITION RLG EMS26 LF40-11 LF40-9 PIS5 LF3-6 L RLG RLG CIRCUITS. AND 07.2 FOR COMPLETE A/C NOTE: REFER TO FIGURES 07.1 PW PW PW B B PI1-53 UB WU YW EM2-6 EM2-14 EM1-3 EM2-12 EM1-13 EMS22 PI1-13 PW LF57-1 LF57-5 LF57-3 RLG UB UN ULG UG WU YW UB RLG RY PI36-1 4-WAY PRESSURE COMPRESSOR CLUTCH RELAY UB PW REFRIGERANT AC12-13 AC12-14 AC12-12 AC12-19 AC13-9 WB RY WB B EMS31 EM75-2 B (EM1AR) EM2AR P SWITCH AIR CONDITIONING AIR CONDITIONING INTERCOOLER INTERCOOLER COMPRESSOR 12 BAR 20 BAR 2 IGNITION COIL PUMP RELAY Ð 2 5 1 5 2 5 RLG UB UN ULG UG 30 BAR CLUTCH RELAY PUMP EM26 EM17 EM31 CONTROL MODULE AIR CONDITIONING BK BK AC1-1 AC4-17 AC4-9 AC3-1 AC4-7 1 3 3 1 3 2 LF57-4 LF57-2 EM75-1 NLG RG BK B NW WP WP NW B O O I I I LF2BL 56 54 81 75 85 9 E E II

AJ27 N/A ENGINE MANAGEMENT, PART 1 – 2001 MY XJ8

59 84 11 E II BK OG WU WU NG EMS36 CC40-4 CA19-16 EM8L CC40-1 PARKING BRAKE APPLIED ONLY WHEN THE INERTIA 63 E BRAKE SWITCH OG SWITCH THROTTLE MOTOR SERIAL COMMUNICATION SERIAL COMMUNICATION CAS81 POWER RELAY B 1 3 (CIRCUIT CONTINUED) (CIRCUIT CONTINUED) EMS CONTROL RELAY WU SWITCH IS ACTIVATED ECM PROGRAMMING ECM PROGRAMMING OG M3 EMS37 EMS38 E6- EM66-1 EM66-2 M6 EM16L EM16R EM49 PARK, NEUTRAL ACKNOWLEDGE ENGINE CRANK O.K. TO START LF3-1 CC11-1 SECURITY ECM AND TCM COOLING FAN OG 5 2 CAN CAN CAN CAN B LFS1 OY EMS21: ADAPTIVE DAMPING ONLY. GW 21.2 21.2 21.2 21.2 21.1 21.1 21.1 21.1 05.1 03.1 03.1 03.1 01.1 53 52 80 46 6 E E II II OG EMS20 EM1-1 EM53-11 BK BK NR W WR WR B B B B B B B B B OG U W W O Y Y G G RU Y W GO U GU GR GW GW EMS21 OY EM85-06 EM84-22 EM84-16 EM84-01 EM81-08 EM85-07 EM80-31 EM80-21 EM80-03 EM81-21 EM80-29 EM82-12 EM82-16 EM82-06 EM80-09 EM80-08 EM80-27 EM80-19 EM80-17 EM83-25 EM83-24 EM83-16 EM83-15 EM81-12 EM82-15 EM82-02 EM81-03 EM81-22 EM82-08 EM83-20 EM82-13 EM85-05 EM80-18 EM81-17 EM82-09 OG (CONTINUED FIG 04.2) ENGINE CONTROL B+ B+ B+ B+ B+ B+ O O O C C C C D D D D D D I I I I I I I I I I I I I I I I + + Ð Ð MODULE O O O O O O O O O O O O O O O I I I I I I I I I I I I I I I I I I I EM83-03 EM85-08 EM85-02 EM85-01 EM84-15 EM84-07 EM83-28 EM83-27 EM83-26 EM83-23 EM83-22 EM83-21 EM83-19 EM83-18 EM83-17 EM83-14 EM83-13 EM83-12 EM83-09 EM83-08 EM83-07 EM83-06 EM83-05 EM82-17 EM82-14 EM82-11 EM82-10 EM82-07 EM82-05 EM82-04 EM82-01 EM81-24 EM81-19 EM81-18 EM81-16 EM81-10 EM81-09 EM81-07 EM81-06 EM81-02 EM81-01 EM80-15 EM80-07 EM80-06 EM80-05 EM80-04 EM80-02 EM80-01 WG UY RU UY U GW BW BW N N N* G B O N* BG BR N Y P BG OY RU O UY G* Y BG N* R OY BG G O* RG N* B* RG OG RW OY YG R R G G GU UY EMS19 EM39 BRD

UY EVAPP EMS18 -2 -1 57

E WU SOLENOID VALVES*** I1- 2P3 1-2 -1 PI32 -2 -1 PI31 PI2 -8 OY A PI1 -16 RW VVT PI2 -10 GU

OG B PI1 -27 RG I7- -1 -2 PI17 P1-3-1-17 -21 -23 PI1 LINES ARE BRAIDED WIRES. SHIELDING SHOWN AS DASHED NOT FITTED TO 3.2 L ENGINES. *** VVT AND ASSOCIATED WIRING WIRING ** CCV, FTPS AND ASSOCIATED PIN NUMBERS FOR WIRE IDENTIFICATION. FROM THAT SHOWN. USE CONNECTOR WIRE COLOR CODES THAT ARE DIFFERENT * EARLY PRODUCTION VEHICLES HAVE NOTES: Y

KSECTS Y CKPS -22 W Ð W NAS VEHICLES ONLY.

EM2-18 P P I6- -2 -1 PI16 P2- -2 -3 PI2 AB G G CMPS -1 OO W W N N Ð FC1-45 EMS9

W W I5- -1 -2 PI15 P1-6-24 -26 PI1 B B CMPS -25 W W O O I6- 2P2 1- M1EM23 EM21 -2 -1 PI27 -2 -1 PI26 W Y* P1-8-19 -18 PI1

N* N* AB KS

EMS2 Y* W W CV2-3 PI1 N N N V 2-1 -2 CV1 KS

CCV** O W W W BG BG 56 PI1 E WU -4 -1 -2 PI4 PI1-6

EMS1 UY UY -5 υ BG

M 9-2-8 -12 -9 EM3 BG C 3 3 -35 -30 -34 FC1 FP1 BT5 T 3 4 -34 -48 -35 BT4 I8- -2 -1 PI38 FTPS** OY OY OY OY OY PI2 3-2 -3 -3

RG RG RG RG RG YG YG EOTS -9 PIS1 2-1 -2 BG BG BG BG BG υ

-1 BG PI1

BW PIS10 BW -1 -3 -2 PI35 5 -56 -54 BW BW BW EMS36 PI2-11 EM8L GW GW BK BK 5 -57 -52 MAFS BG BG OY 54 R G

E WU BG BG IATS υ -31 -5

PI29 O O -3 CLOSE VALVE

AIR ASSIST BK PI2-13 PI29 A -1

RU R UU 3-4 -3 PI29 -2 55

WU E Y RU -1 UPSTREAM PI33 I- PI2-6 PI2-7 THROTTLE WG -2 -1 MOTOR R HO2S PI33 B -2 G N* 3-4 -3 PI42

I 5 4 -51 -49 -50 PI1 G* -4 B* UY EMS46 -1 WW W P/ PPS/2 PPS/1 W W W EMS3 PI42 WG -2 -2

O* EMS8 PI42 M2EM24 EM22 B -1 A

OY EMS37 EM16L λ PI42 N* 4- -2 -3 -4 B WG -3 BG Y* Y* U 1- 3-2 -3 -4 -1 DOWNSTREAM PIS9 O2S HEATERS 2 5 I -3 PI1 PI6 -4 P/ TPS/2 TPS/1

OY OY RELAY WG -14 EM75 HO2S THROTTLE ASSEMBLY PI6 -3

N* B

W W W N λ 3 -4 1 PI6 -2 G W -1 UY WU NG PI6 -1 -1 BG WG 62 85 E

AJ27 N/A ENGINE MANAGEMENT, PART 2 – 2001 MY XJ8 GROUNDS SHOWN ON FIG 04.1. NOTE: ECM POWER SUPPLIES AND ENGINE CONTROL FUEL TANK 33 FUEL PUMP RELAY (#4) 1 II MODULE

PUMP

TRUNK FUSE BOX FUEL

O O O O O O O O O O O O O O O O O O O O O O I I I I I I I I I I 1 3 EM84-13 EM84-21 EM84-20 EM84-19 EM84-18 EM84-17 EM84-14 EM84-12 EM84-11 EM84-10 EM84-09 EM84-06 EM84-05 EM84-04 EM84-03 EM84-02 EM83-11 EM83-10 EM83-04 EM81-15 EM81-14 EM81-13 EM81-05 EM81-04 EM80-25 EM80-23 EM80-22 EM80-20 EM80-16 EM80-12 EM80-11 EM80-10 BT17-5 BT17-6 2 5 #7 20A NG B BO GB GW GO GU BG BR GU GR GO GW BW BW BW BO BG YG YG WR YG YR WU W WU RW UY RW U YU U UY WU BTS21 BT11-10 BT11-1 B WR NG BT20 EM3 BT4 FC1 WR WR -19 -42 -5 81 47 II W NW FUEL INJECTION RG 1 3 RELAY EM25 RW WU U 5 2 EM51-10 EM51-6 EM51-5 EM53-12 EM53-3 EM53-8 EM53-9 EM53-10 BR B EMS11 PI2-5 WU U RW U UY U UY RG EM17 BR LF26-1 LF26-5 LF26-3 B 4-WAY PRESSURE SWITCH PIS2 CC31-17 CC30-01 CC31-07 CC31-09 CC28-01 PI7-2 REFRIGERANT

BR P 1A A/CCM -1 BG 12 BAR 20 BAR 2 O O Ð I I I I-0P13 I-3P13 I-5P13 I-7PI1-38 PI1-37 PI1-36 PI1-35 PI1-34 PI1-33 PI1-32 PI1-30 30 BAR PI8-2

BR 2A -1 BO LF26-2 LF26-4 PI9-2

BR BK W 3A LFS17 -1 BG PI10-2 7 II BK FUEL INJECTORS LF20L BR 4A -1 BW PI11-2

BR 1B -1 BW PI12-2 CIRCUITS. AND 07.2 FOR COMPLETE A/C NOTE: REFER TO FIGURES 07.1 EM53-17 EM53-14

BR 72 2B PI1-29 -1 PI1-2 LF10L BW B LF32-3 PI13-2 NG B

BR YG YG 3B CF2-1 CF1-2 RH RADIATOR FAN LH RADIATOR FAN -1 YU

BO U PIS12 PI14-2 C4- CC40-3 CC40-2 BR PIS11 4B -1 BR BRAKE CANCEL YG YG YG YG YG YG YG YG SWITCH CF2-2 CF1-1 I-0P14 I-1P13 I-6P14 I-4PI1-43 PI1-44 PI1-45 PI1-46 PI1-39 PI1-41 PI1-42 PI1-40 I1- -2 -3 PI51 GU OG OY WU W

1A YG 2-4 -2 RW EM1-12 EM1-11 4-1 -4 B LF32-4 LF32-1 YG YR WU -1 I6-3 PI56 WU OG OY W LF10R GW WU B

2B YG LF31-1 LF31-7 LF31-5 LF31-9 LF31-2 -2 RW -4 B -1 EM3-10 EM3-11 EM53-16 I7-3 PI57

GR RADIATOR FAN CONTROL

3B YG -2

RW RELAY MODULE WU YG YR -4 B -1 I4-3 PI54 CCS21 GO

4A YG IGNITION COILS RW B FC17R I5-3 PI55

GU BK

1B YG LF31-3 LF31-8 2-4 -2 RW FCS28 4-1 -4 B NG WU BO -1 I2-3 PI52 SC3-12 GW SC3-3 SC3-4 61 73 E

2A YG -2 RW -4 BO WU YU YG B YR -1 EMS26 SW1 SW1 SW1 -6 -3 -4 I3-3 PI53 GRG RG

GO CASSETTE CASSETTE CASSETTE CC20 CC20 PI1-13

3A YG -2 RW -9 -7 -4 CRUISE CONTROL SWITCH B RW RG -1 SW2-6 SW2-3 SW2-4 I8-3 PI58 BO YG YR PI36-1

GW COMPRESSOR CLUTCH RELAY SW3-1 SW3-3 ON / OFF

4B YG 7 510 Ω 270 Ω -2 B COMPRESSOR CLUTCH

RW CRUISE CONTROL SWITCHES AIR CONDITIONING PIS5 AIR CONDITIONING B RW B 2 5 430 Ω 680 Ω 430 Ω 680 Ω EM16R EMS38 PI1-53 EM52 B RW SET / ACCEL RESUME CANCEL DECEL 1 3 IGNITION COIL -8 CC20 -10 CC20 2 5 B B B RELAY STEERING WHEEL EM26 RG EM8R EMS4 PIS13 PI1-55 SW3-2 SW3-4 1 3 WG WU NG 10.2 BO BO SWS1 WU NW OVERRIDE DIMMER 60 58 88 83 11 E E II

AJ27 SC ENGINE MANAGEMENT, PART 1 – 2001 MY XJR 59 84 11 E II

OG WU WU NG EMS36 CC40-4 CA19-16 EM8L CC40-1 PARKING BRAKE APPLIED ONLY WHEN THE INERTIA 63 E BRAKE SWITCH OG SWITCH THROTTLE MOTOR SERIAL COMMUNICATION SERIAL COMMUNICATION CAS81 POWER RELAY 1 3 B (CIRCUIT CONTINUED) (CIRCUIT CONTINUED) EMS CONTROL RELAY WU SWITCH IS ACTIVATED ECM PROGRAMMING ECM PROGRAMMING OG M3 EMS37 EMS38 E6- EM66-1 EM66-2 M6 EM16L EM16R EM49 PARK, NEUTRAL ACKNOWLEDGE ENGINE CRANK O.K. TO START LF3-1 CC11-1 SECURITY ECM AND TCM COOLING FAN OG 5 2 CAN CAN CAN CAN B LFS1 OY EMS21: ADAPTIVE DAMPING ONLY. GW 21.2 21.2 21.2 21.2 21.1 21.1 21.1 21.1 05.2 03.2 03.2 03.2 01.1 53 52 80 46 6 E E II II OG EMS20 EM1-1 EM53-11 BK BK NR W WR WR B B B B B B B B B OG U W W O Y Y G G RU Y W GO U GU GR GW GW EMS21 OY EM85-06 EM84-22 EM84-16 EM84-01 EM81-08 EM85-07 EM80-31 EM80-21 EM80-03 EM81-21 EM80-29 EM82-12 EM80-18 EM82-06 EM80-09 EM80-08 EM80-27 EM80-19 EM80-17 EM83-25 EM83-24 EM83-16 EM83-15 EM81-12 EM82-15 EM82-02 EM81-03 EM81-22 EM82-08 EM83-20 EM82-09 EM82-13 EM81-17 EM85-05 EM82-16 OG (CONTINUED FIG 04.4) ENGINE CONTROL B+ B+ B+ B+ B+ B+ O O O C C C C D D D D D D I I I I I I I I I I I I I I I I + + Ð Ð MODULE O O O O O O O O O O O O O O I I I I I I I I I I I I I I I I I I I I I EM85-10 EM85-09 EM85-04 EM85-03 EM85-08 EM85-02 EM85-01 EM84-15 EM84-07 EM83-28 EM83-27 EM83-26 EM83-23 EM83-22 EM83-21 EM83-19 EM83-18 EM83-17 EM83-14 EM83-13 EM83-12 EM83-09 EM83-08 EM83-07 EM83-06 EM83-05 EM82-17 EM82-14 EM82-11 EM82-10 EM82-07 EM82-05 EM82-04 EM82-01 EM81-24 EM81-19 EM81-18 EM81-16 EM81-10 EM81-09 EM80-15 EM80-07 EM80-06 EM80-05 EM80-04 EM80-02 EM80-01 EM81-23 EM80-28 YR YR WG YG YU UY RU UY U GW BW BW N N N* G B O N* BG BR N Y P BG OY O UY G* Y BG N* R OY BG O G O* RG N* B* BW YG R R G G GU UY BRD EM39

UY EVAPP -2 EMS19 -1 57 EMS18 E WU I7- -1 -2 PI17 P1-3-1-17 -21 -23 PI1 Y

KSECTS Y CKPS -22 W W P P WIRING ** CCV, FTPS AND ASSOCIATED PIN NUMBERS FOR WIRE IDENTIFICATION. FROM THAT SHOWN. USE CONNECTOR WIRE COLOR CODES THAT ARE DIFFERENT * EARLY PRODUCTION VEHICLES HAVE NOTES: LINES ARE BRAIDED WIRES. SHIELDING SHOWN AS DASHED I6- -2 -1 PI16 P2- -2 -3 PI2 AB G G CMPS Ð -1 NAS VEHICLES ONLY. W W N N EMS9 W W I5- -1 -2 PI15 P1-6-24 -26 PI1 B B CMPS -25 W W O O I6- 2P2 1-2 -1 PI27 -2 -1 PI26 W Y* P1-8-19 -18 PI1

N* N* AB KS Y* W W PI1

PI1-10 N N N KS PI1-8 PI1-7 PI1-9 51 50 E E EM2-18 EMS2 W W W I8- -2 -1 PI38 PI2 WU WU YR YR YG YU

YG YG EOTS -9 υ OO P134-4 PI34-5 PI34-2 PI34-3 PI34-6 PI34-1

BG BG PI1 I 2- -4 -1 -2 PI4 FC1-45 PI1-6

S4 S3 S2 S1 UY UY -5 EGR VALVE υ STEPPER

MOTOR BG BG PI1 I 2-1 -2 PI3

O O IATS2 -15 υ

CV2-3 BG PIS1 PI1

BW PIS10

BW -1 -3 -2 PI35 5 -56 -54 BG

V 2-1 -2 CV1 BW BW BW

CCV** O GW GW 5 -57 -52 EM3-8 MAFS 56 54 WU E E WU BG BG IATS υ -31 -5 C -34 FC1 T -35 BT4 FP1 BT5

FTPS** BG BG BG BG O O -34 -35 -1 -1 RG RG RG RG -48 -30 -2 -2 M1EM23 EM21 EM3-12

OY OY OY OY A -3 -3

R UU 3- -2 -4 -3 EM3-9 M0-3 EM10 Y RU MAPS BG HO2S UPSTREAM -1 BW -2 -4 -3 -1 -2 OY WG OY B N* PI33 I- PI2-6 PI2-7 THROTTLE -1 MOTOR R R G* PI33 UY -1 -2 G G WW W WG EMS8 M2EM24 EM22 A PI42 λ

I 5 4 -51 -49 -50 PI1 N* 4- -2 -3 -4 -4 B* Y*

P/ PPS/2 PPS/1 W W W Y* HO2S DOWNSTREAM EMS3 PI42 U 1- 3-2 -3 -4 -1 -2 O* PI42 WG -1 OY EMS1 PI42 B -3

BG N λ OY W PIS9

I -3 PI1 UY PI6 -1 -4 TPS/1 OY OY -14

THROTTLE ASSEMBLY WG PI6 EMS46 -3 N* WG TPS/2 W W W O2S HEATERS -4 EM75 PI6 3 5 -2 RELAY G NG 85 -1 PI6 2 -1 B B 1 62

BG WU E EM16L EMS37

AJ27 SC ENGINE MANAGEMENT, PART 2 – 2001 MY XJR ENGINE CONTROL FUEL TANK 33 33 FUEL PUMP RELAY (#4) FUEL PUMP RELAY (#1) 1 1 II II MODULE TRUNK FUSE BOX PUMP 2 PUMP 1 FUEL FUEL O O O O O O O O O O O O O O O O O O O O O O O O I I I I I I I I I I 1 3 1 3

EM84-21 EM84-20 EM84-19 EM84-18 EM84-17 EM84-14 EM84-12 EM84-11 EM84-10 EM84-09 EM84-06 EM84-05 EM84-04 EM84-03 EM84-02 EM83-11 EM83-10 EM83-04 EM82-03 EM81-15 EM81-14 EM81-13 EM81-05 EM81-04 EM80-25 EM80-23 EM80-22 EM80-20 EM80-16 EM80-12 EM80-11 EM80-10 EM80-14 EM84-13

BT17-1 BT17-2 BT17-3 BT17-4 2 2 5 5 #7 20A #15 20A NG O B B BO GB GW GO GU BG BR GU GR GO GW BW BW BW BO BG YG YG WR WB YG YR WU W WU RW UY RW U YU RW U UY WU BT11-10 BT11-1 BT10-5 BT12-2 81 47 II WR NG WB O BT20 B BTS21 EM3 FC1 BT4 WR WR -19 -42 NW -5 W FUEL INJECTION WB WB -8 EM51 1 3 -21 LF3 -9 BT4 RELAY EM25 GROUNDS SHOWN ON FIG 04.3. NOTE: ECM POWER SUPPLIES AND 5 2 RG BR B RW WU EMS11 PI2-5 U EM53-12 EM53-3 EM53-8 EM53-9 EM53-10 EM51-10 EM51-5 EM51-6 BR B EM17 PIS2 WU RW U UY U UY RG U BR BR LF26-1 LF26-5 LF26-3 IJ1-1 IJ2-1 4-WAY PRESSURE SWITCH BR BR CC31-17 CC30-01 CC31-07 CC31-09 CC28-01 IJS2 IJS1 REFRIGERANT P A/CCM IJ3-2 12 BAR 20 BAR 2 O O Ð I I I BR 30 BAR 1A -1 BG BG J- J- J- J- J- J- J- IJ2-5 IJ2-4 IJ2-3 IJ2-2 IJ1-5 IJ1-4 PI1-37 PI1-36 IJ1-3 PI1-35 IJ1-2 PI1-34 PI1-33 PI1-32 PI1-30 IJ4-2 LF26-4 LF26-2 BR 2A -1

BO BO BK W LFS17 LF20L IJ5-2 BK 7 BR II 3A -1 BG BG IJ6-2 FUEL INJECTORS

BR 72 4A B LF10L -1 CIRCUITS. AND 07.2 FOR COMPLETE A/C NOTE: REFER TO FIGURES 07.1

BW BW LF32-3 NG IJ7-2 B CF2-1 CF1-2 RH RADIATOR FAN BR LH RADIATOR FAN 1B -1 BW BW IJ8-2 BR 2B PI1-29 PI1-2 -1 EM53-17 BW BW EM53-14 CF2-2 CF1-1 IJ9-2 OG OY WU W

BR YG YG 3B EM1-12 EM1-11 LF32-4 LF32-1 -1 BO BO PIS12 LF10R WU OG OY IJ10-2 W B YU U LF31-1 LF31-7 LF31-5 LF31-9 LF31-2

BR PIS11 4B -1 BR BR C4- CC40-3 CC40-2 PI1-38 YG YG YG YG YG YG YG YG I-0P14 I-1P13 I-6P14 I-4PI1-43 PI1-44 PI1-45 PI1-46 PI1-39 PI1-41 PI1-42 PI1-40 RADIATOR FAN CONTROL BRAKE CANCEL I1- -2 -3 PI51

GU SWITCH RELAY MODULE

1A YG 2-4 -2 RW 4-1 -4 B -1 I6-3 PI56

GW YG YR WU

2B YG -2 RW WU -4 B -1 LF31-3 LF31-8 I7-3 PI57

GR NG WU EM3-10 EM3-11 EM53-16

3B YG -2 RW -4 61 73

B E -1 I4-3 PI54 WU YG YR GO EM1-9

4A YG IGNITION COILS CCS21 RW RW WB WB B LF30-2 I5-3 PI55 FC17R INTERCOOLER

GU INTERCOOLER PUMP RELAY 6 10

1B YG 2-4 -2 RW PUMP EM25 4-1 -4 B BK -1 FCS28 I2-3 PI52 8 7 BO GW LF30-1

2A YG -2 SC3-12 SC3-3 SC3-4

RW NW B B -4 B -1 EMS11 I3-3 PI53 YG BO WU YU 78 YR LF20R EM17

GO SW1 SW1 SW1 B -6 -3 -4

3A YG -2 RW CASSETTE CASSETTE CASSETTE -4

B CC20 CC20 -1 -9 -7 EMS26 I8-3 PI58 CRUISE CONTROL SWITCH GW RG RG SW2-6 SW2-3 SW2-4

4B YG BO YG YR -2 RW PI1-13 PIS5 RW SW3-1 SW3-3 B ON / OFF 7 510 Ω 270 Ω RW RG EM16R B CRUISE CONTROL SWITCHES EMS38 PI1-53 PI36-1 COMPRESSOR CLUTCH RELAY 430 Ω 680 Ω 430 Ω 680 Ω RW B B COMPRESSOR CLUTCH SET / ACCEL AIR CONDITIONING AIR CONDITIONING RESUME CANCEL DECEL B B B IGNITION COIL 2 5 2 5 EM8R EMS4 PIS13 -8 CC20 -10 CC20 PI1-55 RELAY EM26 EM52 STEERING WHEEL RG SW3-2 SW3-4 1 3 1 3 WG 10.2 BO BO SWS1 WU NW WU NG OVERRIDE DIMMER 60 58 88 83 11 E E II

INSERT TAB FOR PTEC ENGINE MANAGEMENT SECTION HERE

JAGUARJAGUAR SERVICE TRAINING

PTEC ENGINE MANAGEMENT SYSTEM

1 PTEC OVERVIEW AND CONTROL SUMMARY

2 POWERTRAIN CONTROL MODULE (PCM)

3 PCM SENSING COMPONENTS – ENGINE

4 INDUCTION AIR AND THROTTLE CONTROL

5 FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL

6 FUEL INJECTION

7 IGNITION

8 VARIABLE VALVE TIMING / VARIABLE INTAKE

9 EXHAUST GAS RECIRCULATION (EGR): V6 ONLY

10 OTHER PCM ENGINE CONTROL AND INTERFACE FUNCTIONS

11 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001

PTEC ENGINE MANAGEMENT SYSTEM Service Training

1.2 Student Guide Date of Issue: 9/2001

PTEC ENGINE MANAGEMENT SYSTEM Service Training

Jaguar S-TYPE PTEC Acronyms and Abbreviations AAI Valve Air Assist Injection Valve APP Sensor Accelerator Pedal Position Sensor B+ Battery Voltage CHT Sensor Cylinder Head Temperature Sensor CKP Sensor Crankshaft Position Sensor CMP Sensor 1 Camshaft Position Sensor – RH Bank CMP Sensor 2 Camshaft Position Sensor – LH Bank DLC Data Link Connector DPFE Sensor Differential Pressure Feedback EGR Sensor ECT Sensor Engine Coolant Temperature Sensor EFT Sensor Engine Fuel Temperature Sensor EGR Exhaust Gas Recirculation EOT Sensor Engine Oil Temperature Sensor EVAP Canister Close Valve Evaporative Emission Canister Close Valve EVAP Canister Purge Valve Evaporative Emission Canister Purge Valve FTP Sensor Fuel Tank Pressure Sensor GECM General Electronic Control Module HO2 Sensor 1 / 1 Heated Oxygen Sensor – RH Bank / Upstream HO2 Sensor 1 / 2 Heated Oxygen Sensor – RH Bank / Downstream HO2 Sensor 2 / 1 Heated Oxygen Sensor – LH Bank / Upstream HO2 Sensor 2 / 2 Heated Oxygen Sensor – LH Bank / Downstream IAT Sensor Intake Air Temperature Sensor IMT Valve Intake Manifold Tuning Valve IP Sensor Injection Pressure Sensor KS 1 Knock Sensor – RH Bank KS 2 Knock Sensor – LH Bank MAF Sensor Mass Air Flow Sensor NAS North America Specification PCM Powertrain Control Module PSP Switch Power Steering Pressure Switch PTEC Powertrain Electronic Control RECM Rear Electronic Control Module ROW Rest of World Specification SCP Standard Corporate Protocol Network TACM Throttle Actuator Control Module TFT Sensor Transmission Fluid Temperature Sensor TP Sensor Throttle Position Sensor VVT Valve 1 Variable Valve Timing Valve – RH Bank VVT Valve 2 Variable Valve Timing Valve – LH Bank Note the following diagnostic PDU descriptions (refer to CMP Sensors, HO2 Sensors, KS and VVT Valves): 1 Right Hand engine bank (seated in the vehicle) 2 Left Hand engine bank (seated in the vehicle) / 1 Upstream / 2 Downstream

Date of Issue: 9/2001 Student Guide 1.3

PTEC ENGINE MANAGEMENT SYSTEM Service Training

PTEC OVERVIEW

The PTEC (Powertrain Electronic Control) system is a comprehensive combined engine and transmission control system. The system is used on both the 3 liter AJ-V6 and the 4 liter AJ28 V8 engines installed in the Jaguar S-TYPE. There are detail sensor and control differences between V6 and V8, however the majority of the system is identical in its functions. PTEC complies with OBD II and is capable of achieving future LEV (Low Emission Vehicle) emission standards.

PTEC has several features that are unique from other AJ-V6 ENGINE Jaguar engine management systems:

Single control module A single Powertrain Control Module (PCM) performs both engine and transmission control functions. This Student Guide covers only the engine management portion of the PTEC system.

SCP Network PTEC communicates only on the vehicle SCP (Standard Corporate Protocol) multiplex network.

Returnless fuel system The fuel delivery system is a supply only system with no provision for returning unused fuel from the fuel rail to the fuel tank.

Full authority throttle PTEC employs a full authority electronic throttle assembly with no cable connection between the accelerator pedal and the throttle. The throttle assembly incorporates a separate control module with diagnostic capabilities.

Variable intake system (V6) V6 engines are equipped with a variable length air intake manifold that optimizes engine torque across the entire speed/load range.

Fail safe cooling (V6) PTEC.02 V6 engines have a PCM “fail safe cooling” strategy that allows for limited engine operation with low or no coolant.

NOTES

1.4 Student Guide Date of Issue: 9/2001

PTEC ENGINE MANAGEMENT SYSTEM Service Training

PTEC CONTROL SUMMARY

The engine management systems for the 3.0 liter AJ-V6 engine and the 4.0 liter AJ28 V8 engine vehicles are virtually identical in function with differences in the control module parameters and the location of some components.

The major differences between the two systems are as follows:

AJ-V6 AJ28 V8 Two position VVT (variable valve timing) Continuously variable VVT (variable valve timing) Variable air intake system AAI (air assisted injection) EGR (exhaust gas recirculation) – 2000 MY only

The PTEC powertrain control module (PCM) directly governs the following functions: • Air assisted fuel injection (V8 only) • Air conditioning compressor • Automatic transmission • Cooling system radiator fan • Cruise control • Default operating modes • Engine power limiting • Engine speed limiting • Engine torque reduction control • Evaporative emission control • Exhaust emission control • Exhaust gas recirculation (V6 only) • Fail safe engine cooling • Fuel delivery and injection (fuel pump via RECM) • Fuel system leak check • Full authority electronic throttle (via Throttle Actuator Control Module) • Idle speed • Ignition • OBD II diagnostics • Variable intake manifold tuning (V6 only) • Variable intake valve timing • Vehicle speed limiting

NOTES

Date of Issue: 9/2001 Student Guide 1.5

PTEC ENGINE MANAGEMENT SYSTEM Service Training

PTEC CONTROL SUMMARY System Logic – V6

V6 ENGINE MANAGEMENT

TACM

DPFE EGR VALVE

TP SENSOR IAT SENSOR MAF SENSOR IMT VALVES CMP SENSOR 2

IP SENSOR VVT VALVE 2

EFT SENSOR

FI FI ON-PLUG ON-PLUG COIL COIL CMP SENSOR 1 CHT SENSOR

VVT VALVE 1

KS 2

KS 1 HO2 SENSOR 1/1 HO2 SENSOR 2/1 EOT SENSOR

CKP SENSOR BANK 1 BANK 2

HO2 SENSOR 1/2 HO2 SENSOR 2/2

880 PTEC.03

1.6 Student Guide Date of Issue: 9/2001

PTEC ENGINE MANAGEMENT SYSTEM Service Training

V6 PCM ENGINE MANAGEMENT INPUTS AND OUTPUTS

BATTERY POWER (KEEP ALIVE MEMORY) IGNITION SWITCHED POWER FUEL INJECTORS IGNITION COILS VVT 1

MAF VVT 2

IAT IMT (TOP)

CHT IMT (BOTTOM) CKP EGR CMP 1 CMP 2 DATA FUEL PUMP DIAGNOSTICS (SCP)

KS 1

KS 2 RECM FUEL PUMP HO2S 1/1

HO2S 1/2 COOLING FAN HO2S 2/1 A/C COMPRESSOR RELAY HO2S 2/2 MAIN IP PROCESSOR EFT DATA THROTTLE DIAGNOSTICS (SCP)

APP 1, 2, 3 TACM THROTTLE MOTOR TP 1, 2, 3 TP SENSORS EOT

DPFE EVAP CANISTER PURGE VALVE BRAKE ON / OFF EVAP CANISTER CLOSE VALVE PSP

FTP

THROTTLE MONITOR PROCESSOR DATA SCP CRUISE CONTROL

BRAKE CANCEL DATA SERIAL COMMUNICATIONS

A/C PRESSURE SENSOR DATA FLASH PROGRAMMING

GENERATOR LOAD

AIRBAG DEPLOY

POWERTRAIN CONTROL MODULE 880 PTEC.04

Date of Issue: 9/2001 Student Guide 1.7

PTEC ENGINE MANAGEMENT SYSTEM Service Training

PTEC CONTROL SUMMARY System Logic – V8

V8 ENGINE MANAGEMENT

MAF SENSOR IAT SENSOR TP SENSOR

AAI VALVE EFT SENSOR TACM

IP SENSOR

CMP SENSOR 1 FI FI CMP SENSOR 2

ON-PLUG ECT ON-PLUG COIL SENSOR COIL

VVT VVT VALVE KS VALVE 2

HO2 SENSOR 1/1 HO2 SENSOR 2/1

BANK 1 BANK 2

CKP HO2 SENSOR 1/2 SENSOR HO2 SENSOR 2/2

EOT SENSOR

880 PTEC.05

1.8 Student Guide Date of Issue: 9/2001

PTEC ENGINE MANAGEMENT SYSTEM Service Training

V8 PCM ENGINE MANAGEMENT INPUTS AND OUTPUTS

BATTERY POWER (KEEP ALIVE MEMORY) IGNITION SWITCHED POWER FUEL INJECTORS IGNITION COILS VVT 1

MAF VVT 2

IAT AAI

ECT CKP

CMP 1 DATA FUEL PUMP DIAGNOSTICS (SCP) CMP 2

KS 1 RECM FUEL PUMP KS 2

HO2S 1/1

HO2S 1/2 COOLING FAN HO2S 2/1 A/C COMPRESSOR RELAY HO2S 2/2 MAIN PROCESSOR EFT DATA THROTTLE DIAGNOSTICS (SCP) IP

APP 1, 2, 3 TACM THROTTLE MOTOR TP 1, 2, 3 TP SENSORS

EOT

EVAP CANISTER PURGE VALVE BRAKE ON / OFF EVAP CANISTER CLOSE VALVE PSP

FTP

CRUISE CONTROL BRAKE CANCEL THROTTLE MONITOR PROCESSOR DATA SCP A/C PRESSURE SENSOR

DATA SERIAL COMMUNICATIONS GENERATOR LOAD

DATA FLASH PROGRAMMING AIRBAG DEPLOY

COOLANT LEVEL (NOT PART OF ENGINE MANAGEMENT)

POWERTRAIN CONTROL MODULE 880 PTEC.06

Date of Issue: 9/2001 Student Guide 1.9

PTEC ENGINE MANAGEMENT SYSTEM Service Training

1.10 Student Guide Date of Issue: 9/2001

JAGUARJAGUAR SERVICE TRAINING

PTEC ENGINE MANAGEMENT SYSTEM

1 PTEC OVERVIEW AND CONTROL SUMMARY

2 POWERTRAIN CONTROL MODULE (PCM)

3 PCM SENSING COMPONENTS – ENGINE

4 INDUCTION AIR AND THROTTLE CONTROL

5 FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL

6 FUEL INJECTION

7 IGNITION

8 VARIABLE VALVE TIMING / VARIABLE INTAKE

9 EXHAUST GAS RECIRCULATION (EGR): V6 ONLY

10 OTHER PCM ENGINE CONTROL AND INTERFACE FUNCTIONS

11 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001

PTEC ENGINE MANAGEMENT SYSTEM Service Training

POWERTRAIN CONTROL MODULE (PCM)

• The PCMs for all S-TYPE Jaguars are almost identical POWERTRAIN CONTROL MODULE but with unique programming for the characteristics of the various powertrain combinations. Also, some minor differences are required in the interface circuits to accommodate the sensors and actuators used on AJ-V6 or AJ28 engines. • The vehicle powertrain configuration information and the vehicle identification number (VIN) are flash programmed into the PCM during vehicle production. • Volatile memory Quiescent current from the vehicle battery is used to maintain OBD generated DTCs and adaptive values are maintained. If the vehicle battery is disconnected, stored DTCs and adaptive values will be lost. The ECM will “relearn” adaptive values during the next driving cycle. 880 PTEC.07

NOTE: If the PCM or Instrument Pack are replaced, PDU must be used to match the control modules before the vehicle is operated.

CAUTION: The PCM must not be switched from one vehicle to another; the VIN will be mismatched and the powertrain configuration information may be incorrect for the vehicle.

PCM Power Supplies • The PCM power supplies flow through a 40 Amp fuse to powertrain control relay 1. • Powertrain control relay 2 supplies power to the A/C compressor clutch, generator, HO2S heaters, and coil- on-plug ignition coils. • Both relays are located in the front power distribution board and are powered by the same fuse. 5 Amp fused B+ voltage activates the relays directly from the ignition switch when it is in positions II (RUN) and III (START). • The PCM is located on the passenger side of the cabin below the climate control blower unit. • The 150-way three-pocket connector housing protrudes through the bulkhead to accept the matching connectors from the engine bay side harnesses. • The 60-way socket connects to the engine harness (PI). • The 32-way socket connects to the transmission harness (GB). • The 58-way socket connects to the vehicle forward harness (FH).

PCM Configuration NOTE: Once a PCM is configured to a vehicle, it cannot be re configured to another vehicle.

After a PCM is replaced and the battery reconnected, connect WDS. Select Guided Diagnostics from the Main Menu followed by Vehicle Set Up and Vehicle CM Set Up / Configuration. WDS will perform the configuration during which you will be prompted to enter the Vehicle Identification Number.

During configuration WDS writes vehicle identification information into a section of the PCM memory called the VID Block (Vehicle Identification Block). Once the VID Block space is occupied, it cannot be overwritten. The VID Block stores data pertaining to certain other vehicle control modules. For example, the instrument pack identification data.

2.2 Student Guide Date of Issue: 9/2001

PTEC ENGINE MANAGEMENT SYSTEM Service Training

The VID Block has no effect on vehicle operation and is accessible in the future via WDS. The intent of the VID Block is to give Jaguar technicians information on the programmed status of control modules, in the event of a problem.

NOTE: The PCM must be configured to the instrument pack as part of the security system set up. If this is not carried out, the engine will not start.

POWERTRAIN CONTROL MODULE LOCATION (LHD SHOWN)

880 PTEC.08

POWERTRAIN CONTROL MODULE FACE

FH GB PI

1 12 1 7 1 12 13 22 8 13 13 22 23 29 14 16 23 30 30 36 17 19 31 38 37 46 20 25 39 48 47 58 26 32 49 60

880 PTEC.09

Date of Issue: 9/2001 Student Guide 2.3 PTEC ENGINE MANAGEMENT SYSTEM Service Training

POWERTRAIN CONTROL MODULE (PCM) Barometric Pressure The PCM does not incorporate a barometric pressure sensor. Instead, it calculates barometric pressure based on input signals received from the mass air flow sensor and the throttle position sensor. If the PCM cannot calculate barometric pressure (failure mode), it defaults to an atmospheric pressure of 27 in. Hg. (902 mBar).

PCM Multiplex and Serial Data Communications The PCM is part of the SCP vehicle multiplex data network that operates at 41.6 kb per second. In addition to the SCP network, the PCM is connected to the Serial Data Link, and has a dedicated flash programming circuit. All three circuits are accessed at the Data Link Connector (DLC) for DTC retrieval, system diagnostics and monitoring, and PCM EPROM flash programming.

Idle Speed Adaptions If the vehicle battery is disconnected, idle speed adaptions will be lost. After battery reconnection, operate the vehicle as follows to restore the idle speed adaptions: • Start the engine and warm to >82 °C (180 °F) • Switch off the engine; restart the engine • Idle in Neutral for two (2) minutes • Depress and hold brake pedal; select Drive; idle for two (2) minutes

System Diagnostics – Faults / Default Action The PCM continuously performs diagnostic monitoring for OBD II and non-OBD II functions. Diagnostics include: self-test routines, engine and transmission function monitoring, individual sensor circuit, signal, function and integ- rity monitoring, and critical sensors input signal validation. Detected faults are logged in the PCM memory as DTCs.

In most instances of detected sensor and/or component failure, the PCM takes default action. Specific default actions, messages and warnings are contained in the Jaguar Quick Reference Diagnostic Guide: S-TYPE POWER- TRAIN DTC Summaries.

NOTES

2.4 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

PTEC ENGINE MANAGEMENT SYSTEM

1 PTEC OVERVIEW AND CONTROL SUMMARY

2 POWERTRAIN CONTROL MODULE (PCM)

3 PCM SENSING COMPONENTS – ENGINE

4 INDUCTION AIR AND THROTTLE CONTROL

5 FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL

6 FUEL INJECTION

7 IGNITION

8 VARIABLE VALVE TIMING / VARIABLE INTAKE

9 EXHAUST GAS RECIRCULATION (EGR): V6 ONLY

10 OTHER PCM ENGINE CONTROL AND INTERFACE FUNCTIONS

11 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

PCM SENSING COMPONENTS – ENGINE

MAF SENSOR Mass Air Flow (MAF) Sensor • The MAF sensor measures the mass of air entering the intake system, the measurement being based on the constant temperature hot wire principle. • A hot wire probe and an air temperature probe are Suspended in the air intake tract. • The PCM ensures that the hot wire probe is always 200 °C hotter that the air temperature probe. • The hot wire probe is cooled by the air flowing through the intake system and the PCM varies the heating current to maintain the 200 °C tempera-

880 PTEC.10 ture difference. • The change in heating current is measured as a voltage drop across a precision resistor and is assigned to a corresponding mass air flow calcula- MAF AND IAT SENSOR LOCATION tion by the PCM. IAT SENSOR MAF SENSOR Intake Air Temperature (IAT) Sensor • The IAT sensor, located in the air induction duct, is a thermistor which has a negative temperature coefficient (NTC). • Intake air temperature is determined by the PCM by the change in the sensor resistance. • The PCM applies stable 5 volts to the sensor and monitors the voltage across the pins to detect the varying resistance. • The PCM uses the IAT signal to adjust ignition timing to match intake air temperature.

NOTES

880 PTEC.11

IAT SENSOR

880 PTEC.12

3.2 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

Crankshaft Position (CKP) Sensor CKP SENSOR – V6 • The CKP sensor is an inductive pulse generator, which provides the PCM with an engine speed and position alternating voltage signal. • The PCM uses the CKP signal to determine both engine speed and crankshaft position. • The 36-tooth (minus one tooth) reluctor is located on the crankshaft at different locations in the V6 and V8. – V6 sensor is located on the front of the crankshaft, in the front timing cover. – V8 sensor is located on the transmission drive

plate as in previous V8 engines. 880 PTEC.13

• The missing tooth gap provides a PCM reference for crankshaft position. CKP SENSOR RELUCTOR – V6 – V6 gap is located at 60° BTDC cylinder 1/1. – V8 gap is located at 50° BTDC cylinder 1/1. • The PCM requires the input signal from the camshaft position sensor to determine the engine stroke.

NOTES

880 PTEC.14

CKP SENSOR RELUCTOR – V8

880 PTEC.15

Date of Issue: 9/2001 Student Guide 3.3 PTEC ENGINE MANAGEMENT SYSTEM Service Training

PCM SENSING COMPONENTS – ENGINE

CMP SENSOR AND RELUCTOR – V6 Camshaft Position (CMP) Sensors RELUCTOR • The CMP sensors are inductive pulse generators which provide the PCM with a cylinder identification alternating voltage signal. • The PCM uses the CMP signals (one for each cylinder bank) for: – cylinder identification to control starting, fuel injection sequential operation – ignition timing – variable valve timing operation and diagnostics. • The CMP reluctors are located on the inlet camshafts at the rear of the cylinder heads. – V6 reluctors have four teeth (three are equally spaced) – V8 reluctors have five teeth (four are equally spaced).

880 PTEC.16 • The multi-tooth cam sensor rings increase the cam position feedback frequency, providing the enhanced control required by the VVT system. CMP SENSOR RELUCTOR – V8 • The use of multi-tooth sensor rings also improves starting by providing additional reference points for the PCM to determine camshaft position.

880 PTEC.17

NOTES

3.4 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

Engine Coolant Temperature (ECT) Sensor (V8)

• The V8 ECT sensor, located on the coolant outlet ECT SENSOR (V8) elbow between the cylinder banks, is a thermistor which has a negative temperature coefficient (NTC). • Engine coolant temperature is determined by the PCM by the change in the sensor resistance. • The PCM applies 5 volts to the sensor and monitors the voltage across the pins to detect the varying resistance.

880 PTEC.18 PTEC Temperature Sensors The following Temperature / Resistance / Voltage chart applies to all of the PTEC Temperature Sensors except for the Cylinder Head Temperature (CHT) Sensor:

• Engine Coolant Temperature (ECT) Sensor Temperature Nominal Nominal °C °F Resistance Voltage at PCM • Engine Fuel Temperature (EFT) Sensor • Engine Oil Temperature (EOT) Sensor 0 32 95.851 kΩ 3.88 v • Intake Air Temperature (IAT) Sensor 10 50 59.016 kΩ 3.52 v • Transmission Fluid Temperature (TFT) Sensor 20 68 37.352 kΩ 3.09 v 30 86 24.239 kΩ 2.62 v NOTES 40 104 16.092 kΩ 2.15 v 50 122 10.908 kΩ 1.72 v 60 140 7.556 kΩ 1.34 v 70 158 5.337 kΩ 1.04 v 80 176 3.837 kΩ 0.79 v 90 194 2.840 kΩ 0.61 v 100 212 2.080 kΩ 0.47 v 110 230 1.564 kΩ 0.36 v 120 248 1.191 kΩ 0.28 v 130 266 0.918 kΩ 0.22 v 140 284 0.715 kΩ 0.17 v 150 302 0.563 kΩ 0.14 v

Date of Issue: 9/2001 Student Guide 3.5 PTEC ENGINE MANAGEMENT SYSTEM Service Training

PCM SENSING COMPONENTS – ENGINE Cylinder Head Temperature (CHT) Sensor (V6) • The CHT sensor, located between the two rear coil-on-plug units in the bank 2 cylinder head, is a thermistor which has a negative temperature coefficient (NTC). • The sensor directly monitors the metal temperature of the cylinder head. This method of engine heat sensing is used in place of an engine coolant temperature sensor to enable the V6 fail safe cooling strategy to operate. Refer to page 10.4. The use of a metal temperature sensor allows cylinder head temperature to be measured even if coolant has been lost. • Cylinder head temperature is determined by the PCM by the change in the sensor resistance. The PCM applies 5 volts to the sensor and monitors the voltage across the pins to detect the varying resistance.

CHT SENSOR (V6) V6 Cylinder Head Temperature Sensor Temperature Nominal Nominal °C °F Resistance Voltage at PCM

0 32 96.248 kΩ 4.140 v 10 50 59.173 kΩ 3.737 v 20 68 37.387 kΩ 3.257 v 30 86 24.216 kΩ 2.738 v 40 104 16.043 kΩ 2.226 v 50 122 10.851 kΩ 1.759 v Ω 880 PTEC.19 60 140 7.487 k 1.362 v 70 158 5.269 kΩ 1.043 v 80 176 3.775 kΩ 0.794 v CHT SENSOR LOCATION (V6) 90 194 2.750 kΩ 0.604 v 100 212 2.038 kΩ 0.462 v 110 230 1.523 kΩ 0.354 v 120 248 1.155 kΩ 0.273 v 130 266 0.887 kΩ 0.212 v 140 284 0.689 kΩ 0.167 v 150 302 0.542 kΩ 0.132 v 160 320 0.430 kΩ 0.105 v 170 338 0.345 kΩ 0.085 v

NOTES

880 PTEC.20

3.6 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

Engine Oil Temperature (EOT) Sensor • The PCM uses the EOT signal for variable valve timing control. • The EOT sensor is a thermistor which has a negative temperature coefficient (NTC). • The PCM applies 5 volts to the sensor and monitors the voltage across the pins to detect the varying resistance. • Engine oil temperature is determined by the PCM by the change in the sensor resistance. • The V6 and V8 sensors are fitted to the engine lubrication system in different locations: – V6 EOT sensor is located on the left hand side of the cylinder block in the oil return channel from the oil cooler – V8 EOT sensor is located on the oil cooler / filter adapter.

EOT SENSOR – V6

EOT SENSOR OIL PRESSURE SWITCH

880 PTEC.21

NOTES EOT SENSOR – V8

EOT SENSOR

OIL PRESSURE SWITCH

880 PTEC.22

Date of Issue: 9/2001 Student Guide 3.7 PTEC ENGINE MANAGEMENT SYSTEM Service Training

PCM SENSING COMPONENTS – ENGINE Power Steering Pressure (PSP) Switch PSP SWITCH – V6 SHOWN • The PCM uses the input from the PSP switch to compensate for the additional accessory drive load on the engine by adjusting the engine idle speed and preventing engine stall during parking maneu- vers. • The PSP switch, located on the PAS pump outlet pipe, monitors the hydraulic pressure on the high pressure side of the power steering system. • The switch is a normally open switch that closes when the hydraulic pressure reaches 24.13 ± 3.45 Bar (350 ± 50 psi).

880 PTEC.23

Brake Switches The PCM receives input signals from two brake pedal position switches: • Brake switch (B+ voltage / normally open) • Brake cancel switch Two switches provide signal plausibility. • The switch inputs to the PCM are used for cruise control cancel and multiple vehicle functions (via SCP). – On DSC equipped vehicles, the brake switch is hard wired to the DSC control module.

The DSC system uses an active brake booster, which when activated by the DSCCM, will cause the brake pedal to drop with the subsequent activation of the brake switches. During the DSC self test when the vehicle first moves off, the booster is momentarily activated by the DSCCM causing the brake pedal to drop.

When the DSCCM is performing the self test, it does not broadcast an SCP BRAKES APPLIED message, which prevents erroneous brake light activation.

NOTES

3.8 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

PTEC ENGINE MANAGEMENT SYSTEM

1 PTEC OVERVIEW AND CONTROL SUMMARY

2 POWERTRAIN CONTROL MODULE (PCM)

3 PCM SENSING COMPONENTS – ENGINE

4 INDUCTION AIR AND THROTTLE CONTROL

5 FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL

6 FUEL INJECTION

7 IGNITION

8 VARIABLE VALVE TIMING / VARIABLE INTAKE

9 EXHAUST GAS RECIRCULATION (EGR): V6 ONLY

10 OTHER PCM ENGINE CONTROL AND INTERFACE FUNCTIONS

11 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

INDUCTION AIR AND THROTTLE CONTROL Air Induction Systems The V6 and V8 engines have air induction systems that are similar from the air cleaner inlet through the throttle body. The systems consist of the normal components with the MAF sensor located in the air cleaner outlet and the IAT sensor located in the air intake duct just downstream of the MAF sensor. Resonator chambers are fitted to the intake ducting to control intake air reverberation at certain throttle openings.

After exiting the throttle body, the V6 and V8 induction air systems differ greatly.

AIR INDUCTION: V8 THROTTLE BODY MAF SENSOR INTAKE DUCTING THROTTLE BODY ADAPTOR

AIR CLEANER

IAT SENSOR 880 PTEC.25

AIR INDUCTION: V6 TUNED MANIFOLD ASSEMBLY INTAKE DUCTING

IAT SENSOR THROTTLE BODY AIR CLEANER MAF SENSOR 880 PTEC.24

4.2 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

Air Intake – V8 Induction air flows into the manifold through a centrally located inlet. The manifold incorporates the air rails for air assisted fuel injection. The heated (engine coolant) throttle adapter connects the throttle body to the manifold and provides EVAP, and vacuum source connections. The air assist injection valve is located on the throttle adapter. A noise isolation pad locates between the induction manifold and the engine vee.

INTAKE MANIFOLD, THROTTLE ADAPTOR AND ISOLATION PAD – V8

VACUUM CONNECTIONS

AAI AIR RAIL

EVAPORATIVE EMISSIONS INLET

AAI VALVE INLET

AAI VALVE OUTLET

NOISE ISOLATION PAD

AAI VALVE

PART LOAD BREATHER INLET

COOLANT PIPES 880 PTEC.26

Date of Issue: 9/2001 Student Guide 4.3 PTEC ENGINE MANAGEMENT SYSTEM Service Training

INDUCTION AIR AND THROTTLE CONTROL Full Authority Throttle Control The electronic throttle control system used in the PTEC engine management systems is designed with no mechanical connection between the vehicle accelerator pedal and the throttle valve. The PCM has full authority over throttle valve movement.

Accelerator pedal position is monitored by APP (accelerator pedal position) sensors that are hard wired to the PCM. The PCM calculates a throttle plate opening appropriate for the vehicle operating conditions using: • pedal position • engine speed • vehicle speed • cruise control status • power reduction requirements for traction control, transmission torque input limits, and torque modulation required during transmission shifting.

The PCM issues redundant PWM throttle position command signals via hard wired connections to the throttle actuator control module (TACM), which is located on the throttle body assembly. The TACM drives the throttle valve to the desired position via the throttle drive motor.

Throttle position sensors communicate actual throttle angle feedback to the PCM via hard wires to provide closed loop control. The TACM communicates calculated throttle position to the PCM via hard wire connection as a cross- check.

The throttle control system uses multiple accelerator pedal position sensors, throttle position sensors, and multiple hard wired signals that allow the PCM to monitor individual signal validity. Two separate, dedicated, twisted pair (B+ around ground) provide supply power and ground to the TACM.

A dedicated electronic throttle monitor microprocessor, within the PCM, constantly monitors overall operation of the throttle control system. The throttle monitor microprocessor interfaces internally with the PCM main microprocessor logic and software.

In the event of a software or component failure, the system alerts the driver and, depending on the failure, adopts a default action to ensure driver safety. Refer to the Jaguar Quick Reference Diagnostic Guide: S-TYPE POWERTRAIN DTC Summaries.

Operation of the system is designed to be totally transparent to the driver with a total delay of less than 70 ms between pedal actuation and throttle movement.

Throttle Data Recorder The PCM throttle monitor processor incorporates a throttle data recorder. If the throttle data recorder is stopped by an airbag deployed input, the current throttle data is retained in memory and the PCM main processor flags DTC P1582. The throttle data recorder will not function again until 100 ignition key cycles have been completed. The logged DTC P1582 will require an additional 40 key cycles to clear, or the DTC can be cleared using PDU.

Throttle Motor Control Relay, 2001 Model Year ON 2001 Model Year ON PTEC systems have a PCM internal timer circuit to control a throttle motor control relay. This circuit allows the PCM to open the throttle, via the relay, after engine OFF to prevent exhaust gas from building-up in the intake manifold and creating difficult hot start conditions.

4.4 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

THROTTLE CONTROL LOGIC

INTAKE AIR

THROTTLE MOTOR THROTTLE POSITION SENSORS

THROTTLE MONITOR MOTOR PROCESSOR POSITION

ACCELERATOR PEDAL POSITION SENSORS

MOTOR DRIVE THROTTLE ACTUATOR CONTROL MODULE MAIN PROCESSOR ACTUAL THROTTLE ANGLE

ACCELERATOR PEDAL PWM

PWM

DIAGNOSTICS: SCP B+ B+

POWERTRAIN CONTROL MODULE

THROTTLE MOTOR CONTROL RELAY – 2001 MY ON

THROTTLE ACTUATOR CONTROL MODULE

B+ B+

POWERTRAIN THROTTLE MOTOR CONTROL MODULE CONTROL RELAY

B+ B+

880 PTEC.27

Date of Issue: 9/2001 Student Guide 4.5 PTEC ENGINE MANAGEMENT SYSTEM Service Training

INDUCTION AIR AND THROTTLE CONTROL Throttle Body Assembly The throttle body assembly consists of the following sub components: • Throttle body with valve and shaft • Throttle actuator control module (TACM) • Drive motor unit • Throttle position (TP) sensor assembly

Because each throttle assembly is calibrated during assembly, no adjustments to the assembly or its components are required or permitted. The throttle body must not be disassembled. The only serviceable component is the TP sensor assembly.

Throttle body THROTTLE BODY ASSEMBLY The throttle body is an aluminum casting with a 70 mm (2.75 in.) intake bore. The throttle valve and shaft THROTTLE BODY TP SENSOR rotate on ball bearings with an internal tooth quadrant gear and two throttle return springs on the drive end of the shaft. Factory adjusted and sealed stop screws set

THROTTLE DRIVE the throttle closed and full open positions. MOTOR UNIT Throttle drive motor unit The throttle drive motor unit consists of the motor and an integral position encoder. If the motor fails, the throttle return springs return the throttle valve to the closed position.

WARNING: DO NOT PUT YOUR FINGERS IN THE THROTTLE BODY BORE. THEY COULD BE INJURED IF TRAPPED BY THE THROTTLE PLATE.

THROTTLE ACTUATOR CONTROL MODULE CAUTION: Do not attempt to clean the throttle housing or remove any sealant from the assembly. Any air leakage will 880 PTEC.28 disturb the idle speed calibration.

NOTES

4.6 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

Accelerator Pedal Position (APP) Sensor Assembly • Three individual rotary potentiometers comprise the APP SENSOR APP sensor assembly located at the top of the accelerator pedal. • The potentiometers are driven by the accelerator pedal pivot shaft and provide separate analog voltage signals to the PCM proportional to accelerator pedal movement and position. • The accelerator pedal uses two return springs to provide a positive return if one should fail, and to simulate the feel of a conventional accelerator pedal.

Each potentiometer has separate reference voltage and reference ground circuits hard-wired to the PCM; each provides its unique pedal position signal (via hard-wire connection) directly to the PCM. The PCM detects faults by comparing each pedal position signal to expected values as shown in the chart below.

PCM throttle control

The PCM calculates a required throttle position from 880 PTEC.29 the APP input signals and applies engine speed, cruise control status, engine torque reduction requirements, and other applicable data to generate duplicate 256 Hz APP SENSOR CHARACTERISTIC PWM throttle command signals.

5 The command signal duty cycle is increased as more throttle opening is required. Duplicate throttle com- APP 2 mand signals are transmitted to the throttle actuator 4 control module (TACM) over separate wires. APP 3

3 NOTES

NOMINAL VOLTAGE OUTPUT

1 APP 1

NOMINAL ROTATION

0 -3˚ 0˚ 5˚ 10˚ 15˚

DEGREE OF PEDAL ROTATION

880 PTEC.30

Date of Issue: 9/2001 Student Guide 4.7 PTEC ENGINE MANAGEMENT SYSTEM Service Training

INDUCTION AIR AND THROTTLE CONTROL Throttle Actuator Control Module (TACM) The TACM has two connectors and mounts to the throttle body and motor assembly. One connector plugs directly into the throttle motor. The second connector is the main interface with the PCM and also carries the twisted pair B+ voltage and ground supplies for TACM and throttle motor drive power. The two separate B+ voltage supplies from the front power distribution boxes are switched by powertrain relay 1 and the two separate ground supplies share the main ground stud used by the PCM.

The TACM processes the two throttle command PWM signals from the PCM and drives the throttle motor to the required position. The motor’s position feedback to the TACM provides closed loop control and enables the TACM to maintain the desired throttle valve position. The PCM monitors actual throttle valve angle via the three-element TP sensor signals.

The TACM is on the SCP multiplex network and communicates with the PCM only for diagnostic purposes.

In addition to motor drive and positioning, the TACM also performs the following functions: • Self diagnostics • PCM throttle command signals validity comparison • Requested throttle angle to actual throttle angle comparison • Drive motor circuit operational comparison • Failed throttle return spring detection • Drive motor internal circuit continuity monitoring • Inductive position encoder failure and out of range signals monitoring • SCP transmission of diagnostic data to the PCM

NOTES

4.8 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

Throttle Position Sensor (TPS) Assembly The throttle position sensor assembly consists of three Hall effect sensing elements with conditioning circuits TP SENSOR that are directly driven by the throttle valve shaft.

Each sensing element has separate reference voltage and reference ground circuits hard-wired to the PCM; each provides its unique throttle position signal (via hard-wire connection) directly to the PCM. The unique characteristics of each signal are used for identification, similar to the APP Sensor signals.

NOTES

880 PTEC.31

TP SENSORS GENERAL CHARACTERISTICS

TP 2

TP 3

OUTPUT VOLTAGE

TP 1

DEGREES

SENSOR ROTOR ANGLE

880 PTEC.32

Date of Issue: 9/2001 Student Guide 4.9 PTEC ENGINE MANAGEMENT SYSTEM Service Training

INDUCTION AIR AND THROTTLE CONTROL Cruise Control The cruise control system is fully integrated within PTEC. The PCM maintains the driver selected vehicle speed to within ±1 mph (1.5 km/h) via the normal throttle control and other engine and transmission control functions. The system uses inputs from illuminated steering wheel mounted ON / OFF, SET / ACCEL, COAST, CANCEL, and RESUME switches, the two brake pedal switches (normally open Brake Switch, normally closed Brake Cancel Switch), and vehicle speed. Cruise control is operational between 25 – 130 mph (40 – 209 km/h).

The cruise control strategy within the PCM uses engine control to provide smooth acceleration and deceleration. In cases such as driving downhill, where the vehicle tends to exceed the cruise control set speed, the PCM uses an engine braking strategy and transmission downshifts to help maintain the desired speed.

Cruise control switch functions ON / OFF When the system is switched ON or OFF, the PCM broadcasts an SCP VEHICLE SPEED CONTROL ON/OFF message. A SPEED CONTROL ON or OFF message is displayed in the message center for 4 seconds accompanied by a single audible chime. The PCM also broadcasts an SCP VEHICLE SPEED CONTROL SET SPEED ENABLE/DISABLE message whenever the Speed Control Set lamp in the instrument pack should be switched ON or OFF.

SET / ACCEL Touching the SET / ACCEL switch with the cruise control switched ON and vehicle speed in the operating range puts the system into SET mode. The current vehicle speed is memorized and maintained. If the switch is held in the active position the vehicle will accelerate smoothly until it the switch is released. If the switch is touched momentarily (less than 640 ms), the vehicle speed increases by 1 mph. Pressing the accelerator pedal will accelerate the vehicle higher than the memorized speed without disengaging cruise control. When the pedal is released, the vehicle smoothly decelerates to the memorized speed.

COAST Touching the COAST switch momentarily (less than 640 ms) decelerates the vehicle 1 mph. Holding the switch allows the vehicle to decelerate until the switch is released. When the switch is released, the vehicle will maintain the current speed.

CANCEL Touching the CANCEL switch or applying the brakes puts the system into STANDBY mode and allows the vehicle to decelerate until either the SET / ACCEL or the RESUME switch is activated.

RESUME When the system is STANDBY mode, touching the RESUME switch accelerates the vehicle to the memorized set speed. Resume will not function if the system has been switched OFF, the ignition has been switched OFF, or the vehicle is below the minimum operational speed.

NOTES

4.10 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

PTEC ENGINE MANAGEMENT SYSTEM

1 PTEC OVERVIEW AND CONTROL SUMMARY

2 POWERTRAIN CONTROL MODULE (PCM)

3 PCM SENSING COMPONENTS – ENGINE

4 INDUCTION AIR AND THROTTLE CONTROL

5 FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL

6 FUEL INJECTION

7 IGNITION

8 VARIABLE VALVE TIMING / VARIABLE INTAKE

9 EXHAUST GAS RECIRCULATION (EGR): V6 ONLY

10 OTHER PCM ENGINE CONTROL AND INTERFACE FUNCTIONS

11 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

5.2 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL Electronic Returnless Fuel System The electronic returnless fuel system used with the PTEC engine management system provides pressurized fuel at the fuel injectors and does not require a return line with its associated hardware. Additional benefits of the system include: • Precise fuel pressure control • Reduced fuel temperature and fuel tank vapor caused by constant fuel recirculation • Reduced electrical system load • Fuel pressure boost to prevent fuel vapor lock • Reduce hot start cranking time

Fuel delivery volume and pressure from the single in-tank fuel pump are controlled by the PCM in a closed loop. The actual fuel pump “drive” is supplied and controlled by the Rear Electronic Control Module (RECM), which receives fuel pump control input from the PCM. The PCM / RECM fuel pump control circuit is hard wired.

The system delivers the correct amount of fuel to the engine under all conditions and at a constant pressure differential with respect to manifold absolute pressure, without the need for a return line to the tank or a fuel rail pressure regulator.

ELECTRONIC RETURNLESS FUEL SYSTEM

FUEL INJECTORS ENGINE FUEL INJECTION TEMPERATURE SENSOR PRESSURE FUEL FILTER SENSOR

FUEL INJECTORS

FUEL RAIL

FUEL TANK

TPTEC.77

NOTES

Date of Issue: 9/2001 Student Guide 5.3 PTEC ENGINE MANAGEMENT SYSTEM Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL Electronic Returnless Fuel System (continued)

Fuel tank (Jaguar S-TYPE) JAGUAR S-TYPE FUEL TANK AND EVAP CANISTERS (UNDERFLOOR) The plastic blow-molded fuel tank is a saddle shape tank with LH and RH fuel compartments. The tank is FUEL FILLER located below the rear passenger seat with the drive (PIPE REMOVED) EVAP CANISTER ASSEMBLY shaft and exhaust running through the arch of the tank. The underside of the tank is protected by a heat shield. The tank assembly is retained by two metal straps which are fixed to the underbody at the front by remov- able hinge pins and at the rear by bolts.

Refueling is via a separate filler pipe and connecting hose to a stub pipe on the RH fuel compartment.

A variable speed fuel pump is located in the RH compartment. Jet pumps are located in both compartments with external crossover pipes for fuel transfer between the compartments. The crossover pipes and electrical connectors exit the fuel tank through top plates which are secured in the tank using screw-on closure rings. The components on the top of the fuel tank are accessible from inside the vehicle via two access holes in the floor panel, below the rear seat.

FUEL TANK ASSEMBLY Fuel filter The replaceable in-line fuel filter is located in the back of the left wheel well. All fuel supply lines use quick-fit 880 PTEC.33 connections that require a Jaguar service tool.

NOTES

5.4 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

JAGUAR S-TYPE FUEL TANK ASSEMBLY

FLOAT LEVEL VENT VALVE

FUEL PUMP CONNECTORS GRADE VENT VALVE

PRESSURE RELIEF TO EVAP VALVE CANISTER

HEAT SHIELD TANK RETAINING STRAP FUEL TRANSFER PIPES

FUEL TO ENGINE VAPOR TO EVAP VALVE

FRONT OF VEHICLE

880 PTEC.34

Date of Issue: 9/2001 Student Guide 5.5 PTEC ENGINE MANAGEMENT SYSTEM Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL Electronic Returnless Fuel System (continued) Fuel flow • The variable speed fuel pump is contained in a fuel reservoir in the RH compartment. • Fuel is pumped from the reservoir through an external crossover pipe to the LH compartment where it flows via a ‘T’ junction to the parallel pressure relief valve and then out to the engine fuel rail. • The reservoir fuel level is maintained by the continual flow of fuel supplied by jet pumps in the LH and RH compartments. Fuel from the LH compartment is pumped through an external crossover pipe to the reservoir. The RH compartment jet pump is located in the base of the reservoir.

Parallel pressure relief valve The parallel pressure relief valve assembly contains two spring-loaded valves, which operate in opposite directions: • The supply valve opens to allow fuel flow at approximately 0.014 Bar (0.2 psi) during normal operation. • The fuel rail pressure relief valve opens at approximately 4.14 – 4.48 Bar (60 – 65 psi) to relieve excessive fuel rail pressure.

The main functions of the parallel pressure relief valve assembly are: • To ensure fast engine starting by “checking” fuel in the supply lines and rail. • To limit rail pressure due to temporary vapor increase during hot soak conditions (temperature and thus pressure drop after approximately 20 minutes.) • To limit rail pressure caused by sudden load changes such as a full to closed throttle transition. • To prevent siphoning from the tank in the even of the fuel line being severed with the pump inactive.

NOTES

5.6 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

FUEL FLOW

EFT SENSOR IP SENSOR FUEL FILTER FUEL INJECTORS

LH FUEL LEVEL SENSOR ELECTRICAL CONNECTOR RH FUEL LEVEL SENSOR MANIFOLD AND FUEL PUMP ELECTRICAL CONNECTOR FUEL RAIL FUEL INJECTORS VACUUM

FUEL LEVEL SENSORS RH COMPARTMENT LH COMPARTMENT

PARALLEL PRESSURE FUEL PUMP RELIEF VALVE

JET PUMP FUEL RESERVOIR JET PUMP

FUEL RAIL PRESSURE RELIEF VALVE opens at 60 – 65 psi to allow fuel flow to the fuel tank

SUPPLY VALVE opens at 0.2 psi to allow fuel flow to the fuel rail

PARALLEL PRESSURE RELIEF VALVE 880 PTEC.35

NOTES

Date of Issue: 9/2001 Student Guide 5.7 PTEC ENGINE MANAGEMENT SYSTEM Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL Electronic Returnless Fuel System (continued) Fuel System Sensors The fuel pump delivers fuel through a single fuel supply line to the closed-ended fuel rail. Two sensors feedback rail fuel pressure and temperature to the PCM. The IP (injector pressure) sensor is located at the end of the fuel rail, the EFT (engine fuel temperature) sensor is located at the supply end of the fuel rail.

Fuel injection pressure (IP) sensor IP SENSOR OUTPUT VOLTAGE vs. APPLIED DIFFERENTIAL PRESSURE • The IP sensor, located on the fuel rail, is a pressure 5 transducer device with a diaphragm separating the pressure transducer from direct contact with the fuel. • A pipe connects the sensor to the intake manifold 4 for sensing manifold depression (manifold vacuum). • The voltage signal from the transducer is “conditioned” within the sensor. 3 • The PCM receives the conditioned voltage signal, which is proportional to differential fuel pressure

2 in the rail. NOMINAL OUTPUT VOLTAGE

0 V

Bar -0.69 0 0.69 1.38 2.07 2.76 3.45 4.14 4.83 5.52 psi -10 0 10 20 30 40 50 60 70 80

APPLIED DIFFERENTIAL PRESSURE 880 PTEC.36

NOTES

5.8 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

Engine fuel temperature (EFT) sensor FUEL RAIL – V6

• The EFT sensor, located on the fuel rail, is a ther- IP SENSOR mistor which has a negative temperature coefficient (NTC). • Fuel temperature is determined by the PCM by the change in the sensor resistance. • The PCM applies a 5 volts to the sensor and monitors the voltage across the pins to detect the varying resistance. • The PCM uses the EFT signal to adjust fuel pump pressure to prevent fuel vaporization and ensure adequate fuel supply to the injectors. FUEL INLET

EFT SENSOR NOTES 880 PTEC.37

FUEL RAIL – V8

IP SENSOR

FUEL INLET

EFT SENSOR

880 PTEC.38

Date of Issue: 9/2001 Student Guide 5.9 PTEC ENGINE MANAGEMENT SYSTEM Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL Electronic Returnless Fuel System (continued) Fuel pump control and operation The fuel pump relay, located in the rear power distribution box, supplies power to the RECM to operate the fuel pump. The relay is activated by ignition switched B+ voltage via the inertia switch.

The PCM calculates engine fuel requirements using: • engine load • speed • air flow • engine temperatures: – cylinder head (V6) – engine coolant (V8) – intake air • current fuel rail environment from the IP and EFT sensors. The PCM communicates the fuel flow demand to the RECM as a pulse width modulated (PWM) signal over a single line at a frequency of approximately 256 Hz and a duty cycle of 0-50%.

The RECM amplifies this signal by increasing the frequency by 64 and doubling the duty cycle, thus providing the variable high current drive for the fuel pump.

When the ignition switch is turned from OFF to RUN or START, the PCM primes the system by running the pump for 1 second. After prime, the pump is switched ON when the CKP signal is received. The pump is switched OFF 1 second after the engine is stopped. During all hot fuel conditions, fuel pressure is increased to prevent vapor lock.

Fuel pump drive status is monitored by the RECM and communicated to the PCM via the SCP network.

In the event of a vehicle impact, the inertia switch switches open deactivating the fuel pump relay and causing the RECM to cancel fuel pump drive.

NOTES

5.10 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

FUEL PUMP CONTROL

IGNITION SWITCHED POWER

MAF

IAT

CHT / ECT

CKP PWM FUEL FLOW DEMAND IP

EFT DATA FUEL PUMP DIAGNOSTICS (SCP) PWM POWERTRAIN CONTROL MODULE FUEL PUMP DRIVE

FUEL PUMP

BATTERY POWER

B+ IGNITION SWITCHED FUEL PUMP POWER DRIVE POWER REAR ELECTRONIC INERTIA SWITCH FUEL PUMP CONTROL MODULE RELAY

880 PTEC.39

Fuel level sensors INERTIA SWITCH Outputs from the fuel level sensors are connected by independent wires to the RECM, which communicates the LH and RH sensor data independently to the instrument pack and the PCM via the SCP network.

Inertia switch The inertia switch is located behind the trim on the left side of the vehicle, forward of the front door post and below the fascia. A finger access hole in the trim allows the switch to be reset.

If the inertia switch is tripped, it interrupts the ignition switched B+ voltage supply circuit to the fuel pump relay coil. The direct B+ voltage fuel pump supply to the RECM is interrupted and the pump immediately stops.

NOTES

880 PTEC.40

Date of Issue: 9/2001 Student Guide 5.11 PTEC ENGINE MANAGEMENT SYSTEM Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL Evaporative Emission Control System EVAP fuel tank components To meet ORVR evaporative emission requirements, the tank and associated components are designed to minimize vapor losses. During refueling, the narrowed fuel filler tube below the nozzle region provides a liquid seal against the escape of vapor and a check valve in the tank inlet pipe opens to incoming fuel only to prevent splashback. As the tank fills, vapor escapes through the fuel level float valve, at the top of the tank, and passes through the adsorption canisters to atmosphere. When the rising fuel level closes the float valve, the resulting back pressure causes refuel- ling cutoff. While the float valve is closed, any further rise in vapor pressure is relieved by the grade vent valve which connects to the canisters via the outlet of the float valve. At less than full tank level, the float valve is always open, providing an unrestricted vapor outlet to the canisters.

If the tank is over filled (e.g. a fault in the delivery system) an integral pressure relief valve in the float valve assembly opens to provide a direct vent to atmosphere.

The float level vent valve/pressure relief valve assembly and the grade valve are welded to the tank top and are non- serviceable. Note that both valve assemblies incorporate roll-over protection.

The fuel filler cap uses a 1/8 turn action and is tethered to the body. The filler cap assembly incorporates both pressure relief and vacuum relief valves (the latter is a new feature to Jaguar).

EVAPORATIVE EMISSION CONTROL SYSTEM

INTAKE MANIFOLD

VENT FILTER

PURGE FLOW PURGE FLOW

EVAPORATIVE CANISTER CLOSE VALVE EVAPORATIVE MANIFOLD VACUUM CANISTER PURGE VALVE

SINGLE DUAL EVAPORATIVE EVAPORATIVE CANISTER CANISTER PWM PURGE CONTROL STRATEGY

FUEL TANK PRESSURE OBD II FUEL TANK LEAK PRESSURE CHECK GRADE VENT SENSOR VALVE

POWERTRAIN CONTROL MODULE

FUEL TANK TPTEC.78

5.12 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

EVAP canister assembly Three series connected EVAP carbon canisters (one single, one dual) are used for vapor storage and are mounted on a plastic bracket fixed to the underbody above the rear axle.

The EVAP canister close valve and fuel tank pressure sensor are components used by the PCM for leak check monitoring. The EVAP canister close valve is mounted on the canister bracket. The fuel tank pressure sensor is fitted to the vapor pipe.

JAGUAR S-TYPE EVAP FUEL TANK COMPONENTS

FUEL PUMP CONNECTORS JET PUMP ASSEMBLY FUEL TRANSFER PIPES CONNECTORS TO EVAP CANISTER

FTP SENSOR

FUEL TO ENGINE TO EVAP CANISTER PURGE VALVE 880 PTEC.41

JAGUAR S-TYPE EVAP CANISTER ASSEMBLY

DUAL SINGLE EVAP CANISTER EVAP CANISTER

EVAP CANISTER CLOSE VALVE

EVAP CANISTER CLOSE VALVE CONNECTOR MOUNTING BRACKET 880 PTEC.42

Date of Issue: 9/2001 Student Guide 5.13 PTEC ENGINE MANAGEMENT SYSTEM Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL Evaporative Emission Control System (continued) EVAP canister close valve EVAP CANISTER PURGE VALVE The EVAP canister close valve is a solenoid valve that SOLENOID CONNECTOR closes the canister vent outlet when driven by the PCM.

MANIFOLD CONTROL By closing the vent, the system can be monitored for VACUUM leaks.

Fuel tank pressure (FTP) sensor The FTP sensor is a pressure transducer device. The voltage signal from the transducer is “conditioned” within the sensor. The PCM receives the conditioned voltage signal, which is proportional to the vapor pressure in the fuel tank.

EVAP canister purge valve The EVAP canister purge valve is mounted on the rear left hand side of the engine bay. The valve is controlled by the PCM with a PWM signal driving a solenoid valve, which in 880 PTEC.43 turn applies manifold vacuum to actuate the valve.

NOTES

5.14 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

Crankcase Ventilation System: V6 The closed and part throttle crankcase ventilation sys- POSITIVE CRANKCASE VENTILATION: V6 tem consists of an oil separator, externally mounted to the cylinder block between the cylinder banks, a spring- PCV VALVE loaded in-line positive crankcase ventilation (PCV) valve, and a hose to the intake manifold. The intake manifold OIL SEPARATOR hose connection is downstream of the throttle valve and is warmed by engine coolant to prevent icing.

During closed and part throttle conditions, high manifold vacuum opens the spring loaded PCV valve allowing crankcase vapors to be drawn through the oil separator to the intake manifold. Any oil in the vapors is trapped by the separator and returns to the crankcase. As throttle opening increases, intake manifold vacuum decreases and the PCV valve closes in proportion to the manifold vacuum decrease. 880 PTEC.44

The full load crankcase ventilation system consists of breather outlets on each camshaft cover connected to the intake duct via hoses and a tee connection. At full FULL LOAD VENTILATION: V6 and near full load engine operation, intake duct pressure decreases drawing crankcase vapor to the intake via the hoses and tee connection.

NOTES

880 PTEC.45

Date of Issue: 9/2001 Student Guide 5.15 PTEC ENGINE MANAGEMENT SYSTEM Service Training

FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL Crankcase Ventilation System: V8 The V8 full load and part load breather pipes are reconfigured in the Jaguar S-TYPE to accommodate the induction manifold, camshaft covers and the engine installation.

During idle and part load operation, crankcase vapors are drawn through the bank 1 camshaft cover oil separator to the heated intake manifold connection downstream of the throttle valve. During full load operation the vapors flow through the bank 2 camshaft cover oil separator to the intake duct.

Vacuum connections for the EVAP system and the IP Sensor are also shown in the illustration.

JAGUAR S-TYPE CRANCKCASE VENTILATION AND VACUUM CONNECTIONS: V8

AAI VALVE INLET EVAP EMISSIONS PART LOAD BREATHER

BRAKE SERVO VACUUM

FULL LOAD BREATHER IP SENSOR VACUUM

EVAP CANISTER PURGE VALVE VACUUM CONTROL 880 PTEC.46

NOTES

5.16 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

PTEC ENGINE MANAGEMENT SYSTEM

1 PTEC OVERVIEW AND CONTROL SUMMARY

2 POWERTRAIN CONTROL MODULE (PCM)

3 PCM SENSING COMPONENTS – ENGINE

4 INDUCTION AIR AND THROTTLE CONTROL

5 FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL

6 FUEL INJECTION

7 IGNITION

8 VARIABLE VALVE TIMING / VARIABLE INTAKE

9 EXHAUST GAS RECIRCULATION (EGR): V6 ONLY

10 OTHER PCM ENGINE CONTROL AND INTERFACE FUNCTIONS

11 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

FUEL INJECTION

PTEC fuel injection strategy follows the current stan- FUEL INJECTOR: V8 dard practice of sequential operation with PCM control

FUEL SUPPLY to suit the prevailing engine and vehicle operating modes and conditions.

The fuel injectors for the S-TYPE V6 and V8 are of the twin-spray pintle-type design. The injectors for each engine have unique flow rates. The V8 injectors are constructed with a shroud to accommodate the air assisted injection (AAI) system.

ASSISTED AIR INLET

TPTEC.47

Fuel injectors are identified by engine bank and cylinder position (bank/position) as follows:

V6 V8 Right hand bank 1 / 1 1 / 2 1 / 3 1 / 1 1 / 2 1 / 3 1 / 4 Left hand bank 2 / 1 2 / 2 2 / 3 2 / 1 2 / 2 2 / 3 2 / 4

Fuel injector resistance V8 (Siemens) 12 Ohms V6 (Bosch / Ford) 14 Ohms

NOTES

6.2 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

Air Assisted Fuel Injection (V8) • Air assisted injection decreases the formation of AAI VALVE (V8) hydrocarbons and improves combustion stability during cold engine starts by admitting a metered amount of air to the base of each fuel injector to help VALVE SHOWN CLOSED

atomize the fuel. INLET OUTLET • The amount of air admitted reduces progressively as engine temperature increases.

• The PCM controlled AAI valve is attached to the throttle body adapter. • The valve controls the air flow volume through the hoses to the air rails and fuel injectors. • The air rails are part of each bank of the intake manifold. • The difference between intake manifold pressure TPTEC.48 and atmospheric pressure causes the air to flow through the valve.

AAI VALVE AND AIR DISTRIBUTION NOTES

AAI VALVE

TPTEC.49

Date of Issue: 9/2001 Student Guide 6.3 PTEC ENGINE MANAGEMENT SYSTEM Service Training

FUEL INJECTION Heated Oxygen (HO2) Sensors • Both the V6 and V8 engines use two conventional HO2 SENSOR CHARACTERISTIC zirconium dioxide heated oxygen sensors for each cylinder bank.

800mV • The oxygen sensors produce a voltage by conducting oxygen ions at temperatures above 300 °C (572 °F). • The tip portion of the sensor’s ceramic element is in contact with the exhaust gas. • The remaining portion of the ceramic element is in contact with ambient air via a filter through the

OUTPUT VOLTAGE sensor body.

200mV • Sensor output voltage switches between approximately 800 millivolts and 200 millivolts, depending on the oxygen content of the exhaust gas: – when the air : fuel ratio is richer than optimum, RICHER λ = 1 LEANER (OPTIMUM) the oxygen content of the exhaust gas is low TPTEC.50 and the voltage output is high – when the air : fuel ratio is leaner than optimum, the oxygen in the exhaust is high and the output HO2 SENSOR VOLTAGE SWING TRACE (UPSTREAM) voltage is low. • Only a very small change in air : fuel ratio is required to swing the oxygen sensor voltage from 0.86V one extreme to the other, thus enabling precise fuel metering control. 700mV

NOTES

UPSTREAM OXYGEN SENSOR 200mV

0V 10 SWINGS PER MINUTE AT IDLE

TPTEC.51

6.4 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

One sensor is located upstream and one is located downstream of each catalytic converter. The upstream sensors are used by the ECM for closed loop fuel metering correction. The downstream sensors are used to monitor catalyst efficiency.

HO2 SENSORS

UPSTREAM

DOWNSTREAM

TPTEC.52

HO2 sensors are identified by engine bank and exhaust position (bank/position) as follows:

Upstream Downstream Right hand bank HO2 sensor 1 / 1 HO2 sensor 1 / 2 Left hand bank HO2 sensor 2 / 1 HO2 sensor 2 / 2

The HO2 sensor internal electric heaters reduce the time needed to bring the sensors up to operating temperature and maintain sensor temperature when the exhaust gasses are cool. B+ voltage is supplied to all four heaters from powertrain relay 2. Each heater has a separate ground circuit to the PCM for control and diagnostics.

Upstream HO2 Sensor heater resistance 3.3 Ω Downstream HO2 Sensor heater resistance 5.0 Ω

The PCM switches the upstream heaters ON at 100% for about 10 seconds during engine cranking, then controls the voltage to maintain sensor temperature above 350 °C (662 °F). This action provides fast “light off”. The downstream HO2 sensors operate in the cooler exhaust gas exiting from the catalytic converter and are always ON while the engine is running.

NOTE: The upstream sensors connect to the engine (PI) harness and the downstream sensors connect to the transmission (GB) harness. THE UPSTREAM AND DOWNSTREAM SENSORS ARE NOT INTERCHANGEABLE.

Date of Issue: 9/2001 Student Guide 6.5 PTEC ENGINE MANAGEMENT SYSTEM Service Training

FUEL INJECTION

CATALYTIC CONVERTER Catalytic Converters Each two-element catalytic converter is attached to its exhaust manifold with a two bolt self sealing flange. The resonator and muffler assemblies connect to the converter outlets with Torca clamps. The entire exhaust system can be serviced from under the vehicle.

TPTEC.53

NOTES

6.6 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

PTEC ENGINE MANAGEMENT SYSTEM

1 PTEC OVERVIEW AND CONTROL SUMMARY

2 POWERTRAIN CONTROL MODULE (PCM)

3 PCM SENSING COMPONENTS – ENGINE

4 INDUCTION AIR AND THROTTLE CONTROL

5 FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL

6 FUEL INJECTION

7 IGNITION

8 VARIABLE VALVE TIMING / VARIABLE INTAKE

9 EXHAUST GAS RECIRCULATION (EGR): V6 ONLY

10 OTHER PCM ENGINE CONTROL AND INTERFACE FUNCTIONS

11 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

IGNITION

PTEC ignition strategy follows the current standard BASE IGNITION MAP (TYPICAL) practice of PCM control from a base ignition map, which is then corrected for the specific engine operat- IGNITION ANGLE ing conditions. Ignition is synchronized by the PCM using the input signals from the CKP and CMP sensors.

LOAD ENGINE SPEED

880 PTEC.54

Ignition coils are identified by engine bank and cylinder position (bank/position) as follows:

V6 V8 Right hand bank 1 / 1 1 / 2 1 / 3 1 / 1 1 / 2 1 / 3 1 / 4 Left hand bank 2 / 1 2 / 2 2 / 3 2 / 1 2 / 2 2 / 3 2 / 4

Engine firing order V6 1 / 1 . . . . 2 / 1 . . . . 1 / 2 . . . . 2 / 2 . . . . 1 / 3 . . . . 2 / 3 V8 1 / 1 . . . . 2 / 1 . . . . 1 / 4 . . . . 1 / 2 . . . . 2 / 2 . . . . 1 / 3 . . . . 2 / 3 . . . . 2 / 4

NOTES

7.2 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

• The spark plug for each cylinder is fired by an on-plug ignition coil. ON-PLUG IGNITION COILS – V6 • The primary current side of each coil is supplied with ignition switched B+ power. • The ground side of each coil is switched directly by the PCM with no additional ignition amplifiers required. • The primary coil switching duration is limited by the PCM to manage the voltage at 9.0v through the coils. • Damage to the coils will result if the PCM switched circuit is short circuited to ground. • The ignition suppression capacitors in the B+ supply circuit, fitted to the rear of each cylinder head, prevent radio interference.

CAUTION: The ignition coils are rated at approximately 9 volts. Testing a coil by applying B+ voltage will cause perma- nent damage and may destroy the unit. IGNITION SUPPRESSION CAPACITOR NOTES 880 PTEC.55

ON-PLUG IGNITION COILS – V8

880 PTEC.56

Date of Issue: 9/2001 Student Guide 7.3 PTEC ENGINE MANAGEMENT SYSTEM Service Training

IGNITION

BANK 1 KNOCK SENSOR – V6 Ignition Knock (detonation) Control • The ECM retards ignition timing to individual cylinders to control ignition knock (detonation) and optimize engine power. • Two knock sensors (KS) are positioned on the cylinder block to sense engine detonation. One KS is positioned on bank 1 and the other on bank 2. • V6 knock sensors are attached to the engine bank in different locations. – the bank 1 sensor, with the short flying lead, is located on the right side of the engine block above the starter motor – the bank 2 sensor, with the long flying lead, is located near the oil separator on the top of the cylinder block. • V8 knock sensors are unchanged from previous Jaguar V8 engines. 880 PTEC.57 • Each knock sensor has a piezo electric sensing element to detect broad band (2 – 20 kHz) engine accelerations. BANK 2 KNOCK SENSOR: – V6 • If detonation is detected, the PCM determines which cylinder is firing, and retards the ignition timing for that cylinder only. • If, on the next firing of that cylinder, the detonation reoccurs, the PCM will further retard the ignition timing • If the detonation does not reoccur on the next firing, the PCM will advance the ignition timing incrementally with each firing. • The knock sensing ignition retard / advance pro- cess can continue for a particular cylinder up to a specified maximum retard measured in degrees of crankshaft rotation.

880 PTEC.58 • During acceleration at critical engine speeds, the PCM retards the ignition timing to prevent the onset of detonation. This action occurs independent of input from the knock sensors

NOTES

7.4 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

PTEC ENGINE MANAGEMENT SYSTEM

1 PTEC OVERVIEW AND CONTROL SUMMARY

2 POWERTRAIN CONTROL MODULE (PCM)

3 PCM SENSING COMPONENTS – ENGINE

4 INDUCTION AIR AND THROTTLE CONTROL

5 FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL

6 FUEL INJECTION

7 IGNITION

8 VARIABLE VALVE TIMING / VARIABLE INTAKE

9 EXHAUST GAS RECIRCULATION (EGR): V6 ONLY

10 OTHER PCM ENGINE CONTROL AND INTERFACE FUNCTIONS

11 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

8.2 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

VARIABLE VALVE TIMING / VARIABLE INTAKE Variable Valve Timing (VVT) – V6 A VVT system is used to allow the phasing of the inlet valve opening to be changed relative to the fixed timing of the exhaust valves. Two positions are used, 30˚ apart, with the advanced position occurring at 30˚ BTDC and overlap- ping with the exhaust opening.

The operating strategy is controlled by the engine management system in conjunction with the variable geometry induction system so as to optimize torque characteristics over the engine speed/load range. The VVT system also provides increased amounts of ‘internal’ EGR under certain speed/load operating conditions.

TWO-STAGE VVT TIMING – V6

INLET CAMSHAFT RETARDED INLET CAMSHAFT RETARDED

TDC TDC

Inlet opens at TDC Exhaust closes at Exhaust closes at 11.5˚ ATDC Inlet opens at 11.5˚ ATDC 30˚ BTDC

11.5˚ overlap 41.5˚ overlap ST AU T H S X U E A H

Inlet closes at IN 66˚ ABDC LE T Exhaust opens at Exhaust opens at 57.5˚ BBDC IN 57.5˚ BBDC LET Inlet closes at 36˚ ABDC

BDC BDC

INLET CAMSHAFT VALVE OVERLAP EXHAUST CAMSHAFT 880 PTEC.59

NOTES

Date of Issue: 9/2001 Student Guide 8.3 PTEC ENGINE MANAGEMENT SYSTEM Service Training

VARIABLE VALVE TIMING / VARIABLE INTAKE Variable Valve Timing (VVT) – V6 (continued) V6 VVT Oil Feed VVT OIL FEED – V6 • The VVT/sprocket unit is fixed on the nose of each VVT UNIT inlet camshaft via a locating pin and hollow bolt and is driven directly by the timing chain. VVT OIL CONTROL VALVE • The oil feed to each VVT unit is supplied via fixed oilways in the cylinder heads • The oil feed is controlled by the VVT solenoid operated oil control valves, which are bolted directly to each cylinder head.

880 PTEC.60

NOTES

8.4 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

V6 VVT Operation From the oil control valve, the flow is via the thrust bearing cap, through drillings in the camshaft and then through the hollow fixing bolt which secures the VVT unit. Drain holes are provided at the rear (camside) face of the VVT unit for any residual oil which has seeped past the piston.

With the oil control valve open, oil pressure on the helical drive piston is increased, rotating the cams to the advanced position. When the valve closes, oil pressure reduces and the return spring pushes the piston back to the fully retarded position.

The oil control valve is controlled by a 300Hz PWM signal from the PCM which sets it to either the fully open or fully closed position.

TW0-STAGE VVT OPERATION – V6 VVT UNIT WITH THRUST BEARING OIL PRESSURE CAP

VVT OIL CONTROL VALVE OPEN

VVT UNIT WITH THRUST BEARING OIL PRESSURE REDUCED CAP

VVT OIL CONTROL VALVE CLOSED

880 PTEC.61

Date of Issue: 9/2001 Student Guide 8.5 PTEC ENGINE MANAGEMENT SYSTEM Service Training

VARIABLE VALVE TIMING / VARIABLE INTAKE Variable Valve Timing – V8 The V8 variable valve timing (VVT) system is the same as the linear VVT system used on AJ27 V8 engines. The system provides continuously variable inlet valve timing over a crankshaft range of 48° ±2°. Depending on driver demand, engine speed/load conditions and Powertrain Control requirements, the inlet valve timing is advanced or retarded to the optimum angle within this range. Compared to the two position system, inlet valve opening is advanced by an extra 8°, providing greater overlap and increasing the internal EGR effect (exhaust gases mixing with air in the inlet port).

LINEAR VVT TIMING – V8

INLET INLET EXHAUST MAXIMUM ADVANCE MAXIMUM RETARD

4 VALVE LIFT (mm) VALVE 3

0 0 90 180 270 360 450 540 630 720

CRANK ANGLE (degrees) 880 PTEC.62

The linear VVT system provides a number of advantages: • Improves internal EGR, further reducing NOx emissions and eliminating the need for an external EGR system • Optimizes torque over the engine speed range without the compromise of the two position system: note that specified torque and power figures are unchanged • Improves idle quality: the inlet valve opens 10° later, reducing valve overlap and thus the internal EGR effect (undesirable at idle speed) • Faster VVT response time • VVT operates at lower oil pressure

NOTES

8.6 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

V8 Linear VVT Components Each cylinder bank has a VVT unit, bush carrier and solenoid operated oil control valve. The VVT unit consists of an integral control mechanism with bolted on drive sprockets, the complete assembly being non-serviceable. The unit is fixed to the front end of the inlet camshaft via a hollow bolt and rotates about the oil feed bush on the bush carrier casting. The bush carrier is aligned to the cylinder head by two hollow spring dowels and secured by three bolts.

Note that only the bush carriers are left and right handed.

LINEAR VVT COMPONENTS – V8

SOLENOID CONNECTOR

OIL CONTROL VALVE

OIL FEED BUSH

BUSH CARRIER OIL DRAINS

VVT UNIT OIL FEED VVT UNIT FIXING BOLT 880 PTEC.63

NOTES

Date of Issue: 9/2001 Student Guide 8.7 PTEC ENGINE MANAGEMENT SYSTEM Service Training

VARIABLE VALVE TIMING / VARIABLE INTAKE Variable Valve Timing: – V8 (continued) V8 Linear VVT unit LINEAR VVT UNIT – V8 The VVT unit drives the secondary chain to the exhaust RETARD CHAMBER camshaft. The inlet camshaft is driven from the body of ANTI-BACKLASH OIL FEED / DRAIN SPRINGS the unit via internal helical splines. When commanded from the PCM, this mechanism rotates the inlet cam- INNER SLEEVE shaft relative to the body/sprocket assembly to advance or retard the valve timing. PISTON RETURN SPRING The VVT unit has three main parts: • the body/sprocket assembly • an inner sleeve bolted axially to the nose of the camshaft • a drive ring/piston assembly located between the body and inner sleeve and coupled to both via helical splines.

ADVANCE CHAMBER Oil pressure applied in the advance chamber forces the OIL FEED / DRAIN drive ring/piston assembly to move inwards along its ADVANCE CHAMBER axis while rotating clockwise on the helical body splines. Since the drive ring is also helically geared to DRIVE RING AND PISTON ASSEMBLY the inner sleeve but with opposite angled splines, the inner sleeve is made to rotate in the same direction, 880 PTEC.64 turning the camshaft.

To move back to a retard position, oil pressure is switched to the retard chamber and the piston and rotational movements are reversed. A light pressure spring is fitted in the retard chamber to assist the piston assembly to revert to the fully retarded position with the engine stopped.

NOTES

8.8 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

Linear VVT Oil Control Engine oil is supplied to the VVT unit via the bush carrier and is switched to either the advance or retard side of the moving piston assembly by the oil control valve. The oil control valve consists of a four spool shuttle valve directly operated by a solenoid plunger and fitted with a return spring. It is a non-serviceable component.

To fully advance the cams, the solenoid is energized pushing the shuttle valve down. This action causes the incoming oil feed to be directed through the lower oilway in the bush carrier and into the advance oil chamber where it pushes on the piston/drive ring assembly. As the piston moves in the advance direction (towards the camshaft), oil is forced out of the retard chamber through oilways in the sprocket unit, camshaft, hollow fixing bolt, bush carrier and the shuttle valve from which it drains into the engine.

To move to the fully retarded position, the solenoid is de-energized, the return spring holds the shuttle valve in its upper position and the oil flow is directed through the bush carrier upper oilway into the VVT unit. Oil is chan- nelled through the hollow VVT fixing bolt and via oilways in the camshaft and sprocket unit to the retard chamber where it acts on the moveable piston/drive ring assembly. As the piston moves, oil is forced from the advance chamber back through the shuttle valve to the engine.

LINEAR VVT OIL CONTROL – V8

VVT UNIT IN FULLY RETARDED POSITION VVT SOLENOID VALVE DRIVE RING AND PISTON ASSEMBLY RETARD CHAMBER BUSH CARRIER VVT UNIT FIXING BOLT

CAMSHAFT OIL FEED ROTATION TO RETARD OIL DRAINS

FOUR-SPOOL CAMSHAFT SHUTTLE VALVE

VVT UNIT IN FULLY RETARDED POSITION

OIL DRAINS CAMSHAFT ROTATION OIL FEED TO ADVANCE

880 PTEC.65

Date of Issue: 9/2001 Student Guide 8.9 PTEC ENGINE MANAGEMENT SYSTEM Service Training

VARIABLE VALVE TIMING / VARIABLE INTAKE Variable Valve Timing – V8 (continued) Linear VVT-PCM Control System Closed loop control Normally, continuously variable timing requires the VVT piston to be set to the optimal position between full advance and retard for a particular engine speed and load. The PCM positions the shuttle valve using a PWM control signal operating at a frequency of 300 Hz. The shuttle valve assumes a position between the limits of travel proportional to the “duty cycle” of the signal. An increasing duty cycle causes an increase in timing advance.

The actual position of the camshaft is monitored by the PCM from the CMP sensor signal. If a difference is sensed between the actual and demanded positions, the PCM will attempt to correct it.

The VVT system is normally under closed loop control except in extreme temperature conditions such as cold starts below 0 °C (32 °F). At extremely high oil temperatures, the PCM may limit the amount of VVT advance to prevent the engine stalling when returning to idle speed. This could occur because of the slow response of the VVT unit to follow a rapid demand for speed reduction. Excessive cam advance at very light loads produces high levels of internal EGR which may result in unstable combustion or misfires.

NOTES

8.10 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

Variable Intake System (V6) VARIABLE INTAKE SYSTEM MANIFOLD (V6) V6 engines use a variable intake system designed to optimize engine torque across the engine speed / load TOP IMT VALVE range. Variable intake combined with variable valve timing provides an optimized engine torque curve throughout the engine operating range. BOTTOM IMT VALVE

Variable Intake Components • The throttle body connects directly to the induction manifold assembly, which is constructed of aluminum alloy. • The manifold mounts to the cylinder heads with the lower intake manifold assembly “sandwiched” between. • The manifold plenum chamber is split into upper and lower compartments with two interconnecting holes. • Two identical Intake Manifold Tuning (IMT) Valves are located at the interconnecting holes. • The IMT valves are solenoid operated gate valves, which rotate 90° for open / close. • B+ voltage is separately supplied to each IMT valve via powertrain control relay 1 in the front power distribution box. • The PCM switches the ground side of the valves via separate hard wires to activate the solenoids. • The plenum chamber volume and the length of the intake air path are tuned by the positions of the IMT valve gates to assure that the natural charge air pres- 880 PTEC.66 sure waves or pulses are maximized for the ever- changing engine speed and load conditions. • The plenum chamber volume and manifold geometry can be set to three different configurations based on the specific engine speed / load range: – short pipe – medium-length pipe – long pipe • The two IMT valves, controlled by the PCM are set in combination to provide the three manifold configurations.

NOTES

Date of Issue: 9/2001 Student Guide 8.11 PTEC ENGINE MANAGEMENT SYSTEM Service Training

VARIABLE VALVE TIMING / VARIABLE INTAKE Variable Intake System (V6) (continued)

VARIABLE INTAKE SYSTEM OPERATION (V6)

BOTH IMT VALVES CLOSED

TOP IMT VALVE OPEN / BOTTOM IMT VALVE CLOSED

BOTH IMT VALVES OPEN

880 PTEC.68

8.12 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

The PCM calculates the required valve positions using the following data: • Engine speed from CKP sensor • Throttle position from TP sensors • Engine temperature from CHT sensor • Charge air temperature from IAT sensor

Both valves closed Both IMT valves closed provides the minimum plenum volume and the shortest intake air path to the cylinders.

Top valve open / bottom valve closed With the top valve open and the bottom valve closed, plenum volume and the effective length of the intake air path are both increased.

Both valves open With both valves open, the plenum volume and the air intake path effective length are at their maximum.

The graph shows the how the PCM control of variable intake system optimizes the engine torque curve.

ENGINE TORQUE CHARACTERISTICS

325

300

275

250

225

BRAKE TORQUE (Nm) 200

CLOSED OPEN CLOSED TOP IMT VALVE 175

CLOSED OPEN CLOSED BOTTOM IMT VALVE 150

ADVANCED RETARDED VVT 125 1000 2000 3000 4000 5000 6000 7000 ENGINE SPEED (rpm) 880 PTEC.67

NOTES

Date of Issue: 9/2001 Student Guide 8.13 PTEC ENGINE MANAGEMENT SYSTEM Service Training

8.14 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

PTEC ENGINE MANAGEMENT SYSTEM

1 PTEC OVERVIEW AND CONTROL SUMMARY

2 POWERTRAIN CONTROL MODULE (PCM)

3 PCM SENSING COMPONENTS – ENGINE

4 INDUCTION AIR AND THROTTLE CONTROL

5 FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL

6 FUEL INJECTION

7 IGNITION

8 VARIABLE VALVE TIMING / VARIABLE INTAKE

9 EXHAUST GAS RECIRCULATION (EGR): V6 ONLY

10 OTHER PCM ENGINE CONTROL AND INTERFACE FUNCTIONS

11 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

EXHAUST GAS RECIRCULATION (EGR): V6 ONLY

The EGR system is only fitted to V6 engines and comprises the following components: • EGR vacuum regulator valve • EGR valve • Differential pressure feedback EGR sensor • Exhaust gas feedback pipe with internal orifice

Exhaust gas is recirculated back to the engine intake in proportion to a measured pressure differential in the feedback pipe. The amount of gas recirculated varies primarily with engine speed and load but is also modified by the PCM to allow for other factors, e.g. coolant temperature, and also to achieve optimum emissions and fuel economy.

The recirculated exhaust gas is taken from the bank 1 exhaust manifold and fed into the engine via the EGR valve. The feedback pipe contains an internal tube with a small diameter orifice that creates a pressure differential in the feedback pipe. Two small pipes, connected to the feedback pipe each side of the orifice, transmit the pressure differential to the differential pressure feedback EGR sensor.

EGR SYSTEM (V6)

EGR VALVE DPFE SENSOR EGR VACUUM REGULATOR VALVE

EXHAUST GAS FLOW

ORIFICE

880 PTEC.70

NOTES

9.2 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

Differential pressure feedback EGR (DPFE) sensor The PCM receives an EGR feedback signal from the DPFE sensor. The sensor consists of a vacuum operated variable capacitor and a processing circuit, which convert the input pressure / vacuum value to a corresponding analogue voltage signal. The DPFE sensor has a linear response and the variations in exhaust pressure produce a signal voltage in the range of 1V – 3.5V dc.

• The EGR vacuum regulator valve and the EGR valve DPFE SENSOR (V6) comprise the actuating components of the control loop. • The EGR vacuum regulator valve has a vacuum input from the manifold distribution pipes, a vacuum output to the EGR valve, and receives a pulse width modulated (PWM) signal from the PCM. • The PWM signal switches the vacuum control output to the EGR valve according to input demand from the differential pressure feedback EGR sensor or in response to override conditions determined by the engine management system. • The EGR valve is a vacuum operated diaphragm valve with no electrical connections, which opens the EGR feed pipe to the induction manifold under 880 PTEC.69 the EGR vacuum regulator control.

EGR Control Conditions EGR operates over most of the engine speed/load range but is disabled by the engine management system under certain conditions: • During engine cranking • Until normal operating temperature is reached • When the diagnostic system registers a failure which affects the EGR system (e.g. a faulty sensor) • During idling to avoid unstable or erratic running • During wide open throttle operation • When traction control is operative.

While the main control loop is based on feedback from the differential pressure feedback EGR sensor, the EGR rate is also modified by other engine conditions; coolant, ambient and charge air temperatures, barometric pressure, VVT cam position and charge air mass. Note also that the EGR rate increases gradually after it is enabled during each driving period.

NOTES

Date of Issue: 9/2001 Student Guide 9.3 PTEC ENGINE MANAGEMENT SYSTEM Service Training

9.4 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

PTEC ENGINE MANAGEMENT SYSTEM

1 PTEC OVERVIEW AND CONTROL SUMMARY

2 POWERTRAIN CONTROL MODULE (PCM)

3 PCM SENSING COMPONENTS – ENGINE

4 INDUCTION AIR AND THROTTLE CONTROL

5 FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL

6 FUEL INJECTION

7 IGNITION

8 VARIABLE VALVE TIMING / VARIABLE INTAKE

9 EXHAUST GAS RECIRCULATION (EGR): V6 ONLY

10 OTHER PCM ENGINE CONTROL AND INTERFACE FUNCTIONS

11 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

10.2 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

OTHER PCM ENGINE CONTROL AND INTERFACE FUNCTIONS Radiator Cooling Fan and Air Conditioning Compressor Control The Jaguar S-TYPE radiator cooling fan is driven by a variable speed 500W electric motor. An electronic JAGUAR S-TYPE RADIATOR COOLING FAN ASSEMBLY cooling fan module, located under the radiator cooling pack, drives the fan motor.

The cooling fan module is supplied with: • ignition switched 20 Amp fused B+ power supply from powertrain relay 1 for the control circuit • battery direct B+ power supply via the 80 Amp fuse adjacent to the front power distribution box for fan motor drive.

When the engine is running, the cooling fan module receives a PWM control signal proportional to the engine cooling requirements from the PCM. In response to the PCM control signal, the cooling fan COOLING FAN MODULE module switches the fan motor ON and OFF and varies fan speed between 300 rpm to 2900 rpm using PWM 880 PTEC.71 drive voltage.

As the engine is switched off, the A/CCM notes the engine coolant (V8) or cylinder head (V6) temperature (SCP MESSAGE) and provides a control signal to the cooling fan control module for a fixed period of time to operate the fan motor. The engine off fan operational time period is determined by the A/CCM based on the SCP temperature message.

In addition to radiator cooling fan control, the PCM controls the operation of the air conditioning compressor clutch. The PCM receives the air conditioning compressor operation request from the A/CCM via the SCP network.

The PCM calculates the engine cooling requirement from signal inputs received from the following sources: • ECT sensor (V8) • CHT sensor (V6) • Air conditioning pressure sensor • Air conditioning compressor status • Transmission fluid temperature

NOTES

Date of Issue: 9/2001 Student Guide 10.3 PTEC ENGINE MANAGEMENT SYSTEM Service Training

OTHER PCM ENGINE CONTROL AND INTERFACE FUNCTIONS Radiator Cooling Fan and Air Conditioning Compressor Control (continued) Air Conditioning Pressure Sensor The air conditioning pressure sensor, located in the A/C “high side” is a pressure transducer sensing refrigerant system high side pressure. The feedback voltage from the transducer supplies the PCM with a signal proportional to refrigerant pressure. The PCM uses the refrigerant pressure signal for coolant fan requirement and compressor clutch control.

Fail Safe Engine Cooling (V6) V6 PCMs are programmed with a function that monitors engine temperature and performs actions that prolong safe engine operation by controlling engine temperature. This “fail safe engine cooling” strategy is fully controlled by the PCM. Fail safe engine cooling strategy on V6 engines is made possible by monitoring the engine temperature with a cylinder head temperature (CHT) sensor (metal contact) instead of a ECT sensor (coolant).

If the PCM detects excessively high engine temperature, it switches off the fuel injector(s) of one or more cylinders. With no fuel being injected, ambient air is pumped through the cylinder cooling the engine. By switching individual injectors off for a period of time and in a sequence determined by the PCM, engine temperature can be controlled to allow the vehicle to be driven for a short distance.

The overall engine cooling strategy can be divided into five stages. The fail safe engine cooling (FSC) strategy operates in the three top stages as explained in the following chart.

Engine cooling strategy

Stage Temperature Warnings Action

Normal 82 °C (180 °F) – 118 °C (245 °F) Coolant temp gauge Normal cooling fan control

Coolant temp gauge in RED zone ENGINE OVERTEMP warning light Above normal > 118 °C (245 °F) – <121 °C (250 °F) Cooling fan maximum CHECK ENGINE TEMP message Single chime

Coolant temp gauge in RED zone Cooling fan maximum ENGINE OVERTEMP warning light FSC Stage 1 PCM begins selectively and > 121 °C (250 °F) – < 149 °C (300 °F) REDUCED ENGINE POWER message alternately shutting off the Reduced power CHECK ENGINE MIL fuel injectors Three chimes Engine speed limited

Coolant temp gauge in RED zone Cooling fan maximum Flashing ENGINE OVERTEMP FSC Stage 2 warning light PCM continues selectively > 149 °C (300 °F) – < 166 °C (330 °F) and alternately shutting STOP ENGINE SAFELY message Stop engine safely off the fuel injectors CHECK ENGINE MIL Engine speed limited Five chimes

Coolant temp gauge in RED zone FSC Stage 3 Cooling fan maximum 166 °C (330 °F) ENGINE OVERTEMP warning light Engine shut down PCM shuts down engine CHECK ENGINE MIL

All temperatures shown are approximate.

10.4 Student Guide Date of Issue: 9/2001 PTEC ENGINE MANAGEMENT SYSTEM Service Training

Generator The PCM is responsible for issuing SCP commands directing the instrument pack to switch the generator warning light OFF or ON. Each time the ignition is switched ON to position II, the instrument pack initiates its bulb check cycle. The generator warning light will remain active until the instrument pack receives an SCP LOW VOLTAGE TELLTALE (OFF) message from the PCM.

The PCM receives generator charging voltage information via a hard wire from generator pin marked ALTLMP on the generator. If the charging system is functioning correctly, the PCM transmits the SCP LOW VOLTAGE TELLTALE (OFF) message. If the PCM detects an out of range voltage (high or low) during normal operation, it transmits an SCP LOW VOLTAGE TELLTALE (ON) message signaling the instrument pack to activate the generator warning light. If the generator detects an internal fault it holds the ALTLMP signal at zero volts. After 15 seconds at zero volts the PCM transmits the SCP LOW VOLTAGE TELLTALE (ON) message and triggers a non OBD II DTC.

The PCM receives generator load information via a hard wire from the generator pin marked FRI. This circuit communicates a PWM signal proportional to generator field load. When the vehicle battery is fully charged and electrical demands are low, generator output can drop to zero resulting in a B+ voltage signal. As generator output increases to supply increased electrical demands the PWM duty cycle increases. At full generator output the duty cycle is 100% resulting in a continuous zero voltage signal. The PCM increases throttle valve opening at idle to compensate for the increased generator load.

NOTES

Date of Issue: 9/2001 Student Guide 10.5 PTEC ENGINE MANAGEMENT SYSTEM Service Training

10.6 Student Guide Date of Issue: 9/2001 JAGUARJAGUAR SERVICE TRAINING

PTEC ENGINE MANAGEMENT SYSTEM

1 PTEC OVERVIEW AND CONTROL SUMMARY

2 POWERTRAIN CONTROL MODULE (PCM)

3 PCM SENSING COMPONENTS – ENGINE

4 INDUCTION AIR AND THROTTLE CONTROL

5 FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL

6 FUEL INJECTION

7 IGNITION

8 VARIABLE VALVE TIMING / VARIABLE INTAKE

9 EXHAUST GAS RECIRCULATION (EGR): V6 ONLY

10 OTHER PCM ENGINE CONTROL AND INTERFACE FUNCTIONS

11 TASK SHEETS

Service Training Course 881 DATE OF ISSUE: 9/2001

880 - V8/V6 Engine Management z Service Training

S-TYPE - DTC Summaries

Name:______Date:______Vehicle/VIN______

1. What is KOEO self test?

2. What is KOER self test?

3. What does DTC P1001 provide as a fault description?

4. If DTC P0102 is logged what self test should you perform? KOEO [ ], KOER [ ], Why?

5. Elaborate on DTC P1299.

• Can it be logged on an AJ V8 PTEC system: Yes [ ] No [ ]

• How many trips does it require to log? 1 Trip [ ], 2 Trips [ ]

• What is the PCM’s default action if this fault is logged?

•Will any messages be displayed in the Instrument Cluster with this DTC: Yes [ ] No [ ]

•If “Yes” please list the messages.

6. Is the drive cycle for comprehensive component monitoring longer for the AJV8 compared to the AJV6? Yes [ ] No [ ]. If yes, why?

Instructor Check:

Student Workbook 880 Worksheet.fm

880 - V8/V6 Engine Management z Service Training

S-TYPE - PTEC Overview

Name:______Date:______Vehicle/VIN______

1. Review the correct Electrical Guide and list the power distribution paths for the PCM.

2. How does the PCM control power to operate high amperage consumers (i.e.:, AC compressor).

3. Why is communication occurring between the PCM and the Throttle Motor Actuator.

4. What signal does the PCM receive when the PSP switch closes? ______

5. Where does APP2 receive it’s operating voltage from? ______, Why? ______

Instructor Check: ______

Student Workbook 880 Worksheet.fm

880 - V8/V6 Engine Management z Service Training

S-TYPE - PTEC Fuel Pump Control

1. The illustration below Identifies the components and signals used to operate the fuel pump. What is the purpose of the IP sensor? ______

2. What is the purpose of the FTS? ______

Use the appropriate Electrical Guide to identify the wire colors and pin numbers at the RECM.

3. What type of signal is provided to the RECM by the PCM requesting for fuel pump operation. ______, What is the wire color and pin number______

4. Signal frequency?______. Is it fixed [ ] Yes, [ ] No

5. Signal duty cycle at idle = ______, under load (2500 RPM) ______

6. What type of signal is provided from the RECM to drive the fuel pump? ______, What is the wire color and pin number. ______

7. Signal frequency ? ______. Is it fixed [ ] Yes, [ ] No

8. Signal duty cycle at idle = ______, under load (2500 RPM) ______

9. Load PDU multimeter, load amp clamp. Connect the fuel pump control circuit and measure value. Record reading at the idle and under load.

Idle = ______Under load = ______

Instructor Check: ______

Student Workbook 880 Worksheet.fm

880 - V8/V6 Engine Management z Service Training

S-TYPE - PCM Datalogger

Name:______, Date:______, Vehicle/VIN______

Connect the PTU to the vehicle and enter the datalogger program.

1. With the engine running, highlight the information button on each signal. Observe and record the following signals. •AIRI = Air Assist Injection ______

•CHT = Cylinder Head Temperature sensor (AJV6) ______

•DPFE V6 =Differential Pressure Sensor ______

•EFPT = Fuel Rail Pressure Transducer ______

•EFT = Fuel Rail Temperature Sensor ______

•FPDC = Fuel Pump Duty Cycle. ______

•EGRDC = EGR Duty Cycle ______

•H02SIU = Upstream 02 Sensor Signal ______

•H02SID = Downstream 02 Sensor Signal ______

•MAF= Mass Air Flow ______

•PURGEDC = Purge Valve Duty Cycle ______

2. Monitor and record the following signals with engine at idle and then at 1500 RPM.

•APP1 = ______

•APP2 = ______

•APP3 = ______

•TPS1 = ______

•TPS2 = ______

•TPS3 = ______

Instructor Check:

Student Workbook 880 Worksheet.fm

PTEC V8 ENGINE MANAGEMENT, PART 1 – 2001 MY S-TYPE

EVAP HO2 HO2 HO2 HO2 IMT IMT CANISTER SENSOR SENSOR SENSOR SENSOR EOT CHT EFT IP CMP CMP VVT VVT CKP VALVE VALVE CLOSE FTP SENSOR SENSOR SENSOR SENSOR SENSOR SENSOR VALVE VALVE KS KS SENSOR (BOTTOM) (TOP) VALVE* SENSOR* 1/2 2/2 1/1 2/1 1 2 1 2 12

SCP NOTE: υ υ υ THE PCM COMMUNICATES WITH THE THROTTLE ACTUATOR CONTROL MODULE λ λ λλ ONLY FOR DIAGNOSTIC PURPOSES.

PI12 -1 -2 PI13 -1 -2 IL9 -1 -2 IL2 -3 -2 -1 PI11 -1 -2 PI10 -1 -2 PI5 -1 -2 PI4 -1 -2 PI40 -2 -1 PI47 -2 -1 PI48 -2 -1 CV4 -2 -1 FP1 -3 -2 -1 GB3-2-1 -4 -3 GB4 -2 -1 -4 -3 PI7-4 -3-2 -1 PI6 -4 -3-2 -1 PI26 -2 -1 PI27 -2 -1

O GB1-15 NU WP NW YP SR WR WG NG WP NW WU NU WG NG YG WP NW WB NY WB GO WP GW NY GO NG GB BO GR GR WU NU NG GB WG NG W N N O GB1-16 NG WR NR NR GU GY SB WB SR WR GB1-17 N GBS2 ILS2 CV1-2 I GB1-28 WU 81 80 NR NR FP2-3 -2 -6 P P IL10-11 I GB1-29 WG 75 74 76 77 73 P P P P P 82 83 WP NW YP SR N P P PIS6 NU GENERATOR 02.1 I O PI1-07 WARNING PI1-05 O PI1-08 NR IL10-10 IL10-4 IL10-12 WR WB FH13-16 FH13-7 -17 -3 GENERATOR 02.1 I O PI1-10 LOAD PI1-50 PI1-15 N S S PI1-17 N

SCP 20.1 NU WP NW YP YG FH1-03 O PI1-18 S U S SCP 20.1 S O PI1-19 FH1-04 PI1-20 YB PIS2 PCM FLASH YG D I PI1-25 W PROGRAMMING 20.2 FH1-13 O PI1-29 NY 66 GY B+ O PI1-33 WP P FH1-32 O PI1-37 NG 67 GO B+ I PI1-39 WG P FH1-33 I PI1-40 WP O DSC CM Ð I PI1-42 SB BRAKE ON / OFF 05.1 FH1-40 PI1-43 SR I PI1-44 WR NOTE: I PI1-45 W ON VEHICLES WITH DYNAMIC STABILITY WU CONTROL, THE PCM RECEIVES THE I PI1-47 BRAKE ON / OFF SIGNAL (FH1-40) FROM PI1-48 Y THE DSC CONTROL MODULE. I PI1-49 WG I PI1-51 WB I PI1-52 WR SERIAL SP D I PI1-53 WP COMMUNICATION 20.2 FH1-49 I PI1-54 WB AIR BAG SYSTEM Ð WU SR AIR BAG DEPLOYMENT 17.1 I I PI1-55 (CIRCUIT CONTINUED) FH1-47 PI1-56 WR I PI1-57 W I PI1-58 W I PI1-59 WR PIS1 I FH1-01 WR YP A/C PRESSURE 03.4 SENSOR FH1-05 N O FH1-06 NU FH1-10 NR O FH1-12 NR I FH1-15 W I FH1-16 WU FH1-17 N FHS3 FH1-20 Y FHS4 O FH1-22 BY FH1-23 YR I FH1-31 WU I FH1-37 W GY B NU SCP I FH1-38 GY FH1-24 B I I FH1-40 O OY OY FHS32

FH1-25 FHS1 FH13-14 CAS29 B B B I I FH1-51 WP 20.1 20.1 FH1-26 B GY BY I I FH1-52 WP

N W Y PI2 -7 -5 PI2 -8 -6 YR WR NR WU YU

FH1-27 NR NY I FH1-55 YU PI2-1 FH1-43 70 64 71 4 52

P Y N W W Y N B B W S S S U WR P GY GY BW FH5 -4 -9 -8 -5 -2 -6 -3 -1 -7 PI16 -4 -7 -10 -1 -2 -3 -6 PI44 -6 -12 -9 -2 -3 -10 -4 -5 -11 POWERTRAIN #4

CONTROL MODULE PI46-1 W N N W Y NR GU B NU WU GR WP NW OU OG YR WR NR WU YU NR 31 S S B FH20 -3-4 -5 -2 FH68 -1 -2 CA37 -2 -1 PI51 -2 -1 FH3 -2 -1 CA88 -9 -5 -10 -6 -4 -8 -2 -7 -3 B HHH GR RY υ TP1 TP2 TP3 *NOTE: P 85 86 EVAP CANISTER CLOSE VALVE AND FUEL TANK PRESSURE SENSOR Ð OBD II VEHICLES ONLY. THROTTLE MOTOR CONTROL RELAY FH49 TP SENSOR THROTTLE ACTUATOR CONTROL MODULE FH49 APP1 APP2 APP3 MAF IAT BRAKE PSP EVAP CANISTER SENSOR SENSOR SWITCH SWITCH PURGE VALVE APP SENSOR THROTTLE ASSEMBLY FRONT POWER DISTRIBUTION BOX

PTEC V8 ENGINE MANAGEMENT, PART 2 – 2001 MY S-TYPE

FUEL INJECTORS IGNITION COILS 1/1 1/2 1/3 2/1 2/2 2/3 1/1 1/2 1/3 2/1 2/2 2/3

IL3 -1 -2 IL4 -1 -2 IL5 -1 -2 IL6 -1 -2 IL7 -1 -2 IL8 -1 -2 PI28 -1 -2 PI29 -1 -2 PI31 -1 -2 PI32 -1 -2 PI33 -1 -2 PI34 -1 -2 IGNITION SUPPRESSION CAPACITOR BW GW BY GY BU GU BO GR BG GB BR GO N GY NR GU NU GR NG GB NY GO NW GW GO GW GU GB GO PI37 GR GB GU GU GR 69 GR GB 84 P PIS7 P GY ILS1 IL10-6 GU GW GY GU PI38

IL10-1 IL10-7 IL10-2 IL10-8 IL10-3 IL10-9 IGNITION SUPPRESSION CAPACITOR 66 GY B+ O PI1-02 NW P FH1-32 O PI1-11 NG 67 GO B+ O PI1-12 NG P FH1-33 O PI1-13 NU O PI1-14 N S NY 20.1 S O PI1-21 FH1-03 NY SCP O PI1-22 U NR 20.1 S O PI1-23 AIR CONDITIONING FH1-04 O PI1-24 NR COMPRESSOR CLUTCH RELAY O PI1-30 NW N 4 #8 O PI1-31 03.3 5 3 O PI1-32 NU MULTIPLE CIRCUITS GY RO AND WIRE COLOR CODES 67 03.3 2 1 O FH1-09 NU NU GR 78 P FH1-17 N FHS3 FH1-20 Y B FHS4 B B B GY I FH1-24 FRONT B PI46-8 PIS8 PI41-2 PI41-1 PI46-11 I FH1-25 POWER DISTRIBUTION BOX I FH1-26 B AIR CONDITIONING B FH42 I FH1-27 (FH22) COMPRESSOR CLUTCH I FH1-28 OY O FH1-36 NY NY I WP CF1-5 CF5-5 I FH1-42 I FH1-43 NY 68 GO B+ OFF CANCEL SET - SET + RESUME ON P CF5-6 FH1-56 BO BO BY BO BO YU FC5-4 FCS6 CS2-8 CS5-4 SQ2-3 RB I FH1-57 CASSETTE 5 B+ (FAN) CF5-3 O FH1-58 WP WB WB I YU YU YU FC3-11 CF1-6 CF5-7 POWERTRAIN FC3-3 (LHD) CS2-7 CS5-6 SQ2-1 120 Ω 180 Ω 300 Ω 510 Ω 1κ Ω 2.2κ Ω FH49 FC5-9 (RHD) CASSETTE CONTROL MODULE CRUISE CONTROL SWITCHES BY O CF6-1 CF6-2 CF5-1 STEERING WHEEL COOLING FAN RY O SB FH28-17 CF5-4 20.1 S COMPRESSOR FC28-12 BR BR I CLUTCH REQUEST UY WB CF2 CF5-2 20.1 S O FC28-04 FC28-01 COOLING FAN AIR CONDITIONING 65 MODULE CONTROL MODULE FH95 FUEL PUMP OB WP RELAY 59 B+ I CA103-19 YP NW OY OY CA101-03 FH13-8 (LHD) 4 #7 R (LHD) WP FH28-8 (RHD) 5 3 GB B+ B+ CA101-01 GR GR RU (RHD) 11 19 CA36 -2 -1 FH6 -3 -2 -1 CA100-08 B (LHD) 2 1 O CA101-11 GO GO BU (RHD) GU SW FP2-4 FP4-1 FP4-3 20.1 S CA102-01 GW FUEL PUMP 12 UO BR BR CA61-G1 CA61-G2 20.1 S O CA101-12 CA116 CA102-02 FP2-1 FUEL PUMP DIODE (2) SCP NOTE: BRD BRAKE AIR CONDITIONING THE PCM COMMUNICATES WITH B CAS57 REAR CANCEL PRESSURE SENSOR THE RECM ONLY FOR DIAGNOSTIC I CA101-02 POWER DISTRIBUTION BOX PURPOSES. SWITCH

CA156 REAR ELECTRONIC CONTROL MODULE

PTEC V6 ENGINE MANAGEMENT, PART 1 – 2001 MY S-TYPE

EVAP HO2 HO2 HO2 HO2 CANISTER SENSOR SENSOR SENSOR SENSOR EOT ECT EFT IP CMP CMP AAI VVT VVT CKP CLOSE FTP SENSOR SENSOR SENSOR SENSOR SENSOR SENSOR VALVE VALVE VALVE KS KS SENSOR VALVE* SENSOR* 1/2 2/2 1/1 2/1 1 2 1 2 12 υ υ υ SCP NOTE: λ λ λλ THE PCM COMMUNICATES WITH THE THROTTLE ACTUATOR CONTROL MODULE ONLY FOR DIAGNOSTIC PURPOSES.

PI12 -1 -2 PI39 -1 -2 PI9 -1 -2 PI15 -3 -2 -1 PI18 -2 -1 PI5 -1 -2 PI4 -1 -2 PI40 -2 -1 CV4 -2 -1 FP1 -3 -2 -1 GB3-2-1 -4 -3 GB4 -2 -1 -4 -3 PI7-4 -3-2 -1 PI6 -4 -3-2 -1 PI11 -1 -2 PI10 -2 -1 PI26 -2 -1 PI27 -2 -1 SR GENERATOR I O GB1-15 NU WP NW YP WG NG YG SR WR 02.1 WG NG W N WU NU N GY WB GO WP GW BO GR

WARNING GR WU NU NG GB WG NG W N N PI1-05 O GB1-16 NG WR NR NR GU GY WB NY WP NW SB WB SR WR WR N CV1 GENERATOR 02.1 I GB1-17 LOAD GBS1 -2 PI1-50 I GB1-28 WU 881 80 FP2-3 -2 -6 P P PIS6 S S I GB1-29 WG 76 75 74 73 SCP 20.1 P P P P FH1-03 82 83 WP NW YP U N P P NU SCP 20.1 S O PI1-07 FH1-04 O PI1-08 NR FH13 -16 PCM FLASH YG D O PI1-09 N FH13-7 -17 -3 PROGRAMMING 20.2 FH1-13 WB

O PI1-10 NU 66 GY B+ PI1-15 N WP P NW YP FH1-32 PI1-17 N 67 GO B+ O PI1-18 S P FH1-33 O PI1-19 S DSC CM Ð O YB 05.1 I PI1-20 BRAKE ON / OFF PIS2 FH1-40 I PI1-25 W O PI1-33 WP NOTE: I PI1-39 WG ON VEHICLES WITH DYNAMIC STABILITY SB CONTROL, THE PCM RECEIVES THE PI1-42 BRAKE ON / OFF SIGNAL (FH1-40) PI1-43 SR FROM THE DSC CONTROL MODULE. I PI1-44 WR I PI1-45 W I PI1-46 W AIR BAG SYSTEM Ð WU WU AIR BAG DEPLOYMENT 17.1 I I PI1-47 (CIRCUIT CONTINUED) FH1-47 PI1-48 Y SERIAL SP D I PI1-49 WG COMMUNICATION 20.2 FH1-49 I PI1-51 WB I PI1-52 WR I PI1-53 WB I PI1-54 WP I PI1-55 SR PI1-56 WR I PI1-57 W I PI1-58 W I PI1-59 WR PIS1 I FH1-01 WR YP A/C PRESSURE 03.2 SENSOR FH1-05 N O FH1-06 NU FH1-10 NR O FH1-12 NR I FH1-15 W I FH1-16 WU FH1-17 N FH1-20 Y FHS4 O FH1-22 BY FH1-23 YR I FH1-31 WU GY W I FH1-37 GY B I FH1-38 NU FHS32 FH1-24 FHS3 SCP B I I FH1-40 O OY OY FH1-25 FHS1 CAS29 B I I FH1-51 WP FH13-14

FH1-26 B B 20.1 20.1 B GY BY I I FH1-52 WP FH1-27 NY I FH1-55 YU

N W Y PI2 -7 -5 PI2 -8 -6 YR WR NR WU YU

FH1-43 NR B 70 64 PI2-1 71 4 52

P P Y N W W Y N B BY W S S S U WR POWERTRAIN PI46-1 FH5 -12 -1 -16 -13 -10 -14 -11 -9 -15 GY GY CONTROL MODULE PI16 -4 -7 -10 -1 -2 -3 -6 PI44 -6 -12 -9 -2 -3 -10 -4 -5 -11 (CONTINUED FIGURE 03.3) #4 N W Y W N YR WR NR WU YU NR NR GU B NU WU GR WP NW OU OG 31 S S B CA88 -9 -5 -10 -6 -4 -8 -2 -7 -3 B FH20 -3-4 -5 -2 FH68 -1 -2 CA37 -2 -1 PI50 -2 -1 FH3 -2 -1 H H H GR RY

TP1 TP2 TP3 υ 85 86 P FH49 THROTTLE MOTOR *NOTE: TP SENSOR THROTTLE ACTUATOR CONTROL MODULE CONTROL RELAY EVAP CANISTER CLOSE VALVE AND FUEL TANK APP1 APP2 APP3 FH49 PRESSURE SENSOR Ð OBD II VEHICLES ONLY. MAF IAT BRAKE PSP EVAP CANISTER SENSOR APP SENSOR THROTTLE ASSEMBLY FRONT POWER SENSOR SWITCH SWITCH PURGE VALVE DISTRIBUTION BOX

PTEC V6 ENGINE MANAGEMENT, PART 2 – 2001 MY S-TYPE

FUEL INJECTORS IGNITION COILS 1/1 1/2 1/3 1/4 2/1 2/2 2/3 2/4 1/1 1/2 1/3 1/4 2/1 2/2 2/3 2/4

PI19 -1 -2 PI20 -1 -2 PI21 -1 -2 PI22 -1 -2 PI23 -1 -2 PI24 -1 -2 PI25 -1 -2 PI30 -1 -2 PI28 -1 -2 PI29 -1 -2 PI31 -1 -2 PI32 -1 -2 PI33 -1 -2 PI34 -1 -2 PI35 -1 -2 PI36 -1 -2 BANK 2

NW GW N GY NR GU NU GR NG GB NY GO NW GW N GY N GY NR GU NU GR NG GB NY GO NW GW N GY NR GU IGNITION GY GU SUPPRESSION GW GY CAPACITOR GO GW GU GB PIS10 GO PIS5 PI37 GR GU GB GR GU GR 69 GR P GY PIS9 GU GB 84 GW GY PIS7 P GU 66 GY B+ O PI1-01 NR PI38 P FH1-32 O PI1-02 NW NG 67 GO B+ O PI1-11 BANK 1 P FH1-33 O PI1-12 NW IGNITION SUPPRESSION O PI1-13 NG S N CAPACITOR 20.1 S O PI1-14 FH1-03 NY SCP O PI1-21 U NU 20.1 S O PI1-22 FH1-04 O PI1-23 NY O PI1-24 NR O PI1-29 NW AIR CONDITIONING O PI1-30 N N COMPRESSOR CLUTCH O PI1-31 03.1 RELAY O PI1-32 NU MULTIPLE CIRCUITS N AND WIRE COLOR CODES 4 #8 O PI1-37 03.1 NR GY 5 3 RO O PI1-38 67

2 1 O FH1-09 NU NU GR 78 P FH1-17 N FHS3 FH1-20 Y B FHS4 B B GY I FH1-24 FRONT B PI46-8 PI41-2 PI41-1 PI46-11 I FH1-25 POWER DISTRIBUTION BOX I FH1-26 B AIR CONDITIONING B FH42 I FH1-27 (FH22) COMPRESSOR CLUTCH I FH1-28 OY O FH1-36 NY NY I WP CF1-5 CF5-5 I FH1-42 I FH1-43 NY 68 GO B+ OFF CANCEL SET - SET + RESUME ON P CF5-6 FH1-56 BO BO BY BO BO YU FC5-4 FCS6 CS2-8 CS5-4 SQ2-3 RB I FH1-57 CASSETTE 5 B+ (FAN) CF5-3 O FH1-58 WP WB WB I YU YU YU FC3-11 CF1-6 CF5-7 POWERTRAIN FC3-3 (LHD) CS2-7 CS5-6 SQ2-1 120 Ω 180 Ω 300 Ω 510 Ω 1κ Ω 2.2κ Ω CASSETTE CONTROL MODULE FH49 FC5-9 (RHD) CRUISE CONTROL SWITCHES BY O (CONTINUED FIGURE 04.1) CF6-1 CF6-2 CF5-1 STEERING WHEEL COOLING FAN RY O SB FH28-17 CF5-4 20.1 S COMPRESSOR FC28-12 BR BR I CLUTCH REQUEST UY WB CF2 CF5-2 20.1 S O FC28-04 FC28-01

FH95 COOLING FAN AIR CONDITIONING 65 MODULE CONTROL MODULE FUEL PUMP OB WP RELAY 59 B+ I CA103-19 YP NW OY OY CA101-03 FH13-8 (LHD) 4 #7 R (LHD) WP FH28-8 (RHD) 5 3 GB B+ B+ CA101-01 GR GR RU (RHD) 11 19 CA36 -2 -1 FH6 -3 -2 -1 CA100-08 B (LHD) 2 1 O CA101-11 GO GO BU (RHD) GU SW FP2-4 FP4-1 FP4-3 20.1 S CA102-01 GW FUEL PUMP 12 UO BR BR CA61-G1 CA61-G2 20.1 S O CA101-12 CA116 CA102-02 FP2-1 FUEL PUMP DIODE (2) SCP NOTE: BRD BRAKE AIR CONDITIONING THE PCM COMMUNICATES WITH B CAS57 REAR CANCEL PRESSURE SENSOR THE RECM ONLY FOR DIAGNOSTIC I CA101-02 PURPOSES. POWER DISTRIBUTION BOX SWITCH

CA156 REAR ELECTRONIC CONTROL MODULE