AJV8 Engine 5HP24 Transmission

Technical Guide
AJ-V8 Engine
and
5HP24 Transmission
Introduction
Published by Service Communications, Jaguar Cars Limited
Publication Part No JJM 18 15 15/70, August 1996
Technical Guide
AJ-V8 Engine
and
5HP24 Transmission
Introduction
Published by Service Communications, Jaguar Cars Limited
Publication Part No JJM 18 15 15/70, August 1996
AJ-V8/5HP24 Preface
This Technical Guide introduces the new AJ V8 engine and 5HP24 transmission installed in the XK8
Sports car. It is intended to give Jaguar Dealer workshop personnel an overview of their construction
and operation, and is for information purposes only. The contents of this Technical Guide must not be
used as a reference source for servicing procedures; all servicing procedures must be in accordance
with the appropriate Service Manual.
This Technical Guide will not be updated. While every effort is made to ensure accuracy, changes may
occur between going to press and the equipment being introduced to the market. Once the equipment
is in service, details of changes can be obtained from Service Bulletins and revisions to the Service
Manuals.
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or
transmitted, in any form, electronic, mechanical, photocopying, recording or other means without prior
written permission from the Service Division of Jaguar Cars Limited.
Contents AJ-V8/5HP24
Subject Page
Glossary
Abbreviations 2
Introduction 3
Engine
Basic Engine 5
Engine Cooling 17
Engine Lubrication 20
Variable Valve Timing 24
Air Intake System 27
Fuel System 33
Ignition System 35
Crankcase Ventilation 35
EGR System 37
Engine Accessories 38
Accessory Drive 39
Engine Harness 41
Engine Covers 42
Engine Specifications 43
Engine Management
ECM 45
Electronic Throttle 53
Fuel Pump 58
Fuel Injection 58
Ignition 59
EVAP System 60
Variable Valve Timing 61
EGR System 61
Engine Starting 61
HO2S Heaters 62
Instrument Cluster 62
A/C Compressor Clutch 62
Windshield and Backlight Heaters 62
Radiator Cooling Fans 62
Diagnostics 63
Transmission
Introduction 65
Technical Data 66
Gearshifting 66
Mechanical Description 66
Electrical Description 67
Transmission Management
Transmission Management 68
Service Tools
New Tools 72
1
AJ-V8/5HP24 Glossary
The following abbreviations are used in this document:
Abbreviation Description
ABS anti-lock braking system

A/C air conditioning
A/CCM air conditioning control module
BPM body processor module
BHP brake horse power
˚C degree Celsius
CAN controller area network
CDI cubic inch displacement
DIN Deutsche Institut für Normung
dc direct current
DTC diagnostic trouble code
ECM engine control module
ECT engine coolant temperature
EGR exhaust gas recirculation
EMS engine management system
EVAP evaporative emission
˚F degree Fahrenheit
ft foot
HO2S heated oxygen sensor
in inch
JDS Jaguar diagnostic system
lb pound
lbf.ft pound force feet
kg kilogram
km/h kilometer per hour
kW kilowatt
m meter
MAFS mass air flow sensor
MIL malfunction indicator lamp
mph miles per hour
mm millimeter
ms millisecond
Nm Newton meter
NOx nitrous oxide
OBD on-board diagnostics
O2S oxygen sensor
PAS power assisted steering
PDU portable diagnostic unit
psi pounds per square inch
PTFE polytetrafluoroethane
rpm revolutions per minute
SAE Society of Automotive Engineers (USA)
SCP standard corporate protocol
TCM transmission control module
USA United States of America
V volt
VSV vacuum solenoid valve
2
Introduction AJ-V8/5HP24
The AJ-V8 4.0 litre, engine is the first of a new family of Jaguar engines. Designed to give excellent
performance, refinement, economy and low vibration levels it also conforms to the strictest emission
legislation. Weighing only 200 kilograms (441 lb), the engine is shorter by 12 inches (300 mm) than the
current AJ16 4.0 litre engine. Compression ratio is 10.75:1, with four valves per cylinder. The cylinder
heads, block and bedplate are all cast aluminum. Cylinders have electro-plated bores which reduce
piston friction, improve warm-up and oil retention. A variable valve timing system has been introduced
to give improved low and high-speed engine performance and excellent idle quality. The valve gear is
chain driven for durability. Low valve overlap improves engine idle speed and low residual fuel levels
which improves combustion and reduces hydrocarbon emissions. The inlet manifold is a one-piece,
composite moulding with integral fuel rails connecting to the eight side feed fuel injectors. Air flow into
the engine is via an electronic throttle assembly. Movement of the throttle is controlled by sensors in
the throttle assembly through the ECM. The engine has a low volume, high velocity, cooling system
which achieves a very fast warm-up with reduced and even metal temperatures in the combustion
chamber and increased bore temperatures.
The generator, A/C pump, and PAS pump are mounted to the cylinder block on rigid cradle supports.
Accessory drive is from a single, 7-ribbed vee belt. Hydraulic engine mounts minimise noise and
vibration.
A new engine management system adjusts fuel and ignition settings, monitors and controls exhaust
emissions and provides an on-board diagnostic capability.
The transmission is a new ZF 5-speed, automatic, electronically controlled unit.

The unit is oil filled for life so does not have an oil gauge (dipstick). Two driver selected modes are
available, sport or normal. The TCM is programmed with cruise, traction, gradient, warm-up and hot
mode features. It also provides an on-board diagnostic capability.
The engine and transmission meet OBDII USA environmental regulations.

Default limp home modes for both engine and transmission are provided.
3
4
Engine AJ-V8/5HP24
303-056
Basic Engine
The AJ-V8 is an all new 90° V8 liquid cooled engine that gives refined and effortless performance.
Constructed in aluminum alloy, the AJ-V8 introduces several innovative design features new to Jaguar
engines, the most notable of these being:
• a bedplate
• nikasil coated cylinder bores
• fracture split connecting rods
• variable valve timing
• aluminum alloy valve lifters
• electronic throttle control.
5
AJ-V8/5HP24 Engine
Cylinder Block
ENGINE STRUCTURE
1 The cylinder block is an "enclosed V" design,
which provides an inherently rigid structure with
good vibration levels. Nikasil (a composition of
nickel and silicon) coated cylinder bores provide
good friction, heat transfer and piston noise
levels. A low volume coolant jacket improves
warm-up times and piston noise levels; the
longitudinal flow design of the jacket, with a
single cylinder head coolant transfer port in each
bank, improves rigidity and head gasket sealing.
The right hand cylinder bank is designated as "A"
2 bank, and the left hand as "B" bank. The cylinder
bores of each bank are numbered from 1 to 4,
starting from the front.
Engine data is marked at three locations on the
3 cylinder block. Component diameters are
represented by alphabetical and numerical codes;
keys to the codes are in the Service Manual.
1. Cylinder Head 3. Bed Plate

2. Cylinder Block 4. Structural Sump
303-052
ENGINE DATA LOCATIONS
Serial Number
* Main Bearing Crankshaft

Diameters * Connecting
Rod Bearing Crankshaft
Diameters * Cylinder Bore
Diameters * Main Bearing
Bore Diameters *
Emissions Code
303-001
6
Engine AJ-V8/5HP24
CYLINDER BLOCK, CRANKSHAFT AND BEDPLATE
303-011
7
AJ-V8/5HP24 Engine
SEALANT TRACK ON BEDPLATE

Bedplate
The bedplate is a structural casting bolted to the
bottom of the cylinder block to retain the
crankshaft. The use of a bedplate further
improves rigidity. Iron inserts, cast into the main
bearing supports of the bedplate, minimise main
bearing clearance changes due to heat
expansion.
Two hollow dowels align the bedplate with the
cylinder block.
Beads of sealant seal the joint between the
bedplate and the cylinder block.
303-012
CRANKSHAFT REAR OIL SEAL Crankshaft

Six counter-balance weights ensure good
vibration levels from the four throw, five bearing
crankshaft. Manufactured in cast iron, the
crankshaft also has undercut and rolled fillets for
improved strength.
The main bearings are aluminum/tin split plain
bearings. An oil groove in the top half of each
bearing transfers oil into the crankshaft for
lubrication of the connecting rod bearings. A
lead/bronze thrust washer is installed each side of
the top half of the center main bearing.
The crankshaft rear oil seal (a lip seal similar to
that used on the AJ16 engine) is a press fit in the
bedplate to cylinder block interface.
303-013
8
Engine AJ-V8/5HP24
Connecting Rods and Pistons CONNECTING ROD AND PISTON

The connecting rods are manufactured in sinter
forged steel. The bearing caps are produced by
fracturing the opposing sides of the connecting rod at
the bearing horizontal center-line. As well as being
easier to manufacture, when re-assembled the
fractured surfaces interlock to form a strong
seamless joint. The cylinder position is etched on
adjoining sides of the joint to identify matching
connecting rods and bearing caps. The connecting
rod bearings are lead/bronze split plain bearings.
The pistons are of the open ended skirt design with
flat upper surfaces to reduce heat absorbtion. Three
piston rings, two compression and one oil control, are
installed on each piston. Each piston is installed on a
wrist pin located in a lead/bronze bushing in the
connecting rod.
303-014
Sump SEALANT TRACK ON STRUCTURAL SUMP

The sump consists of an aluminum alloy structural
sump bolted to the bedplate, and a pressed steel oil
pan bolted to the structural sump. A windage tray
attached to the top of the structural sump isolates
the oil pan from the disturbed air produced by the
rotation of the crankshaft, to prevent oil aeration and
improve oil drainage. A rubber plug at the rear of the
structural sump seals the port that provides access to
the torque converter securing bolts. The engine oil
drain plug is located at the front right corner of the oil
pan.
A silicon rubber in-groove gasket seals the joint
between the oil pan and the structural sump; a bead
of sealant seals the joint between the structural
sump and the bedplate.
303-021
9
AJ-V8/5HP24 Engine
STRUCTURAL SUMP AND OIL PAN
Torque
Converter
Access
303-010
STARTER MOTOR Starter and Drive Plate

The engine starter motor is installed at the rear
right side of the engine, at the cylinder block to
bedplate split line (for further details of the
starter motor see Technical Guide, XK8
Introduction).
The starter drive plate is attached to the rear of
the crankshaft. A timing disc, for the engine
speed sensor, is spot welded to the front face of
the drive plate.
303-062
10
Engine AJ-V8/5HP24
TIMING DISC STARTER DRIVE PLATE
303-035 303-034
Cylinder Heads The 14 mm spark plugs, one per cylinder, locate

The cylinder heads are unique to each cylinder in recesses down the center-line of each cylinder
bank. Deep seated bolts, to reduce distortion, head.
secure the cylinder heads to the cylinder block. An engine lifting eye is cast into the front of each
Two hollow dowels align each cylinder head with cylinder head (the rear lifting eyes, one on each
the cylinder block. cylinder head, are bolt-on tools).
The cylinder head gaskets consist of a silicon
beaded composite gasket with metal eyelets for
the cylinder bores, similar to that on the AJ16
engine.
Each cylinder head incorporates dual overhead
camshafts operating four valves per cylinder via
solid aluminum alloy valve lifters. Steel shims in
the top of the valve lifters enable adjustment of
valve clearances.
The lightweight valve gear provides good
economy and noise levels. Valve head diameters
are 31mm (1.220 in) for the exhaust and 35mm
(1.378 in) for the intake. All valves have 5mm
CAMSHAFT POSITION SENSOR
(0.197 in) diameter stems supported in sintered
TIMING RING
metal seats and guide inserts. Collets, valve
collars and spring seats locate single valve
springs on both intake and exhaust valves. Valve
stem seals are integrated into the spring seats.
The camshafts are manufactured in chilled cast
iron. Five aluminum alloy caps retain each
camshaft. Location numbers, 0 to 4 for the intake
camshaft and 5 to 9 for the exhaust camshaft,
are marked on the outer faces of the caps. The
rear of B bank intake camshaft has a timing ring
for the camshaft position sensor. A flat,
machined near the front of each camshaft,
enables the camshafts to be locked during the
303-054
valve timing procedure.
11
AJ-V8/5HP24 Engine
A BANK CYLINDER HEAD
Exhaust Camshaft
Intake Camshaft
Lifting
Eye
303-047
Timing Gear
Single row primary and secondary chains drive
the camshafts of each cylinder bank. The primary
chains transmit the drive from two sprockets on
the crankshaft to variable valve timing units on
the intake camshafts. The secondary chains
transmit the drive from the variable valve timing
units to sprockets on the exhaust camshafts.
(Continued on Page 14)
12
Engine AJ-V8/5HP24
TIMING GEAR
Secondary Chain
Tensioner
Secondary Primary Chain

Chain
Variable Valve
Timing Unit
Primary Chain
Tensioner
303-016 / 017
13
AJ-V8/5HP24 Engine
Timing Gear (Continued)

A key locates the two drive sprockets on the
crankshaft. The crankshaft's torsional vibration
damper retains the sprockets in position.
The variable valve timing units and the exhaust
camshaft sprockets are non-interference, non-
keyed fits on their respective camshafts; the
drive being transmitted by the face to face
friction load produced by the valve timing
unit/sprocket securing bolt.
Each chain has an hydraulic tensioner operated
by engine oil. A jet of oil from the end of each
tensioner lubricates the chains. The primary chain
tensioners act on pivoting flexible tensioner
blades. The secondary chain tensioners act
directly on the chains. Guide rails are installed on
the drive side of the primary chains.
Timing Cover
The aluminum alloy timing cover accommodates
the crankshaft front oil seal (a PTFE lip seal) and
the two variable valve timing solenoids. Silicon
rubber in-groove gaskets seal the joint between
the timing cover and the front face of the engine.
TIMING COVER
Crankshaft
Front Oil
Seal
Variable Valve
Timing Solenoid
303-015
14
Engine AJ-V8/5HP24
Camshaft Covers
The camshaft covers are manufactured from vinyl
ester composite. The A bank camshaft cover
incorporates an outlet for the full load engine
breather. The B bank camshaft cover incorporates
the engine oil filler cap and an outlet for the part
load engine breather. Identical oil separators are
incorporated below the breather outlet in each
cover (see Crankcase Ventilation, page 35).
Silicon rubber in-groove gaskets seal the joints
between the camshaft covers and the cylinder
heads. Together with spacers and seals on the
camshaft cover fasteners, they also isolate the
covers from direct contact with the cylinder
heads, to reduce noise.
B BANK CAMSHAFT COVER
303-042
15
AJ-V8/5HP24 Engine
Exhaust Manifold
The thin-wall cast iron manifolds are unique for
each cylinder bank. On engines with EGR, the A
bank manifold has a connection for the transfer
pipe.
Spacers on the securing bolts allow the
manifolds to expand and retract with changes of
temperature while maintaining the clamping
loads.
Heat shields are integrated into the exhaust
manifold gaskets.
EXHAUST MANIFOLD
303-023
16
Engine AJ-V8/5HP24
Engine Cooling
The cooling system is a low volume, high velocity
CYLINDER BLOCK DRAIN/HEATER
system with good warm-up and temperature
profile characteristics.
From the pump, the coolant flows into each bank
of the cylinder block. In each bank, 50% of the
coolant cools the cylinder bores and 50% is
diverted through a bypass gallery. At the rear of
the banks the two flows mix and enter the
cylinder heads. The coolant then flows forwards
to the outlet ports. When the thermostat is
closed, the coolant returns directly to the pump
through the bypass on the thermostat housing.
When the thermostat is open, the coolant returns
to the pump via the vehicle's radiator.
A coolant drain plug is installed on the rear left
side of the cylinder block. On vehicles with the
cold climate package, the cylinder block heater
replaces the drain plug. 303-O63
Note: Coolant is drained from the right bank of

the cylinder block by removing the
coolant pipe behind the starter motor.
COOLING SYSTEM DIAGRAM
8
2
5 4 1
6
3
1. Electronic Throttle 4. Coolant Pump 7. A/C Heater Supply

2. EGR Valve 5. Thermostat Housing 8. Bleed Outlet
3. A/C Heater Return 6. Vehicle Radiator (Reference)
303-028
17
AJ-V8/5HP24 Engine
COOLANT PUMP
Coolant Pump
The coolant pump is installed between the two
cylinder banks, on the front face of the cylinder
block. The pumping element is a shrouded
composite impeller. Coolant escapes from seal
breather holes in the housing if the pump's
bearing seal fails.
An O-ring and an edge bonded rubber/aluminum
alloy gasket seal the pump to cylinder block
interface. The O-ring seals the inlet port from the
thermostat. The gasket seals the outlet ports into
the cylinder banks.
Thermostat Housing
The composite thermostat housing is installed
between the two cylinder banks, immediately
above the coolant pump. The thermostat controls
the flow of coolant through the radiator. It starts
to open at 80 to 84°C (176 to 183˚F) and is fully
open at 96°C (205˚F).
303-030
A duct in the cylinder block connects the
thermostat housing outlet to the pump inlet. A
THERMOSTAT HOUSING stub pipe connects the duct to the air conditioning
By-pass
heater matrix return line.
An in-groove gasket seals the joint between the
Cap From thermostat housing and the cylinder block.
Radiator In addition to containing the thermostat, the
Bleed composite thermostat housing incorporates
connections for the bleed, bypass and radiator
bottom hoses. The bleed outlet vents any air in
the system into the vehicle's coolant reservoir.
The cap of the thermostat housing is removable,
to allow air out of the system when filling from
empty.
CAUTION: Use the correct torque (marked on

A/C Heater the cap) when re-installing the
Return cap, or the cap/thermostat
housing could be damaged.
303-029
Coolant Hoses
Supply and return hoses for the air conditioning
heater matrix are installed between the cylinder
banks.
A connection at the rear of A bank provides the
coolant supply for the electronic throttle and the
EGR valve. The outlet from the EGR valve
connects to the return hose of the air conditioning
heater matrix.
18
Engine AJ-V8/5HP24
COOLANT HOSES
Electronic Throttle
EGR Valve
Electronic Throttle
A/C Heater Matrix
303-032
19
AJ-V8/5HP24 Engine
COOLANT OUTLET DUCT

Coolant Outlet Duct
The composite coolant outlet duct connects to
the outlet port of each cylinder head to provide a
By-pass common connection point for the radiator top
hose. It also incorporates connections for the
To Radiator
coolant temperature sensor, the supply to the air
conditioning heater matrix, and the bypass flow
to the thermostat housing.
An in-groove gasket seals each of the joints
between the outlet duct and the cylinder heads.
ECT Sensor
A/C Heater
Supply
303-066
Engine Lubrication
Oil is drawn from the reservoir in the oil pan and
pressurised by the oil pump. The output from the
oil pump is then filtered and distributed through
internal oil passages.
All moving parts are lubricated by pressure or
splash oil. Pressurised oil is also provided for
operation of the variable valve timing units and
the timing gear chain tensioners.
The oil returns to the oil pan under gravity. Large
drain holes through the cylinder heads and
cylinder block ensure the quick return of the oil,
reducing the volume of oil required and enabling
an accurate check of the contents soon after the
engine stops.
System replenishment is through the oil filler cap
on the B bank camshaft cover.
With the exception of the pump and level gauge,
all oil system components are installed on the
structural sump.
20
Engine AJ-V8/5HP24
LUBRICATION SYSTEM
16
15
1
2
14
13
12
11
10 3
6 4
7
1. Valve Lifter Supply 9. Structural Sump/Bedplate Interface

2. Main Bearing Supply 10. Bedplate/Cylinder Block Interface
3. Connecting Rod Bearing Supply 11. Oil Pump
4. Bedplate/Cylinder Block Interface 12. Primary Chain Tensioner Supply
5. Oil Pick-up 13. Cylinder Block/Cylinder Head Interface
6. Pressure Relief Valve 14. Variable Valve Timing Supply
7. Oil Pressure Switch 15. Camshaft Bearing Supply
8. Oil Filter 16. Secondary Chain Tensioner Supply
303-007
21
AJ-V8/5HP24 Engine
OIL PUMP
Oil Pick-up
The moulded composite oil pick-up is immersed
in the oil reservoir to provide a supply to the oil
pump during all normal vehicle attitudes. The
castellated inlet allows the supply to be
maintained even if the sump pan is deformed (eg.
by “grounding”). A mesh screen in the inlet
prevents debris from entering the oil system.
Oil Pump
The oil pump is installed on the crankshaft at the
front of the engine. The pump inlet and outlet
ports align with oil passages in the bedplate. A
rubber coated metal gasket seals the pump to
bedplate interface.
The pumping element is an eccentric rotor, which
is directly driven by flats on the crankshaft. An
integral pressure relief valve regulates pump
outlet pressure at 4.5 bar (65.25 psi).
Oil Filter
The oil filter is a replaceable cartridge installed on
303-009
an adapter. An internal bypass facility permits full
flow bypass if the filter is blocked.
OIL LEVEL GAUGE

Oil Pressure Switch
The oil pressure switch connects a ground input
to the instrument cluster when oil pressure is
present. The switch operates at a pressure of
0.15 to 0.41 bar (2.2 to 5.9 psi).
Oil Level Gauge

The oil level gauge locates midway along the left
side of the oil pan, supported in a tube installed in
the bedplate. Two holes in the end of the gauge
indicate the minimum and maximum oil levels.
303-022
There is a difference of approximately 1 liter
(1 US quart) between the two levels.
22
Engine AJ-V8/5HP24
OIL SYSTEM COMPONENTS ON STRUCTURAL SUMP
Pressure Switch
Filter
Pick-up
303-185
AJ-V8/5HP24 Engine
Variable Valve Timing

The variable valve timing system improves low and sprocket assembly to the inner sleeve and,
and high speed engine performance, engine idle when moved axially, turn the inner sleeve in
quality and exhaust emission. It is a two position relation to the body and sprocket assembly.
system that operates on the intake camshafts Engine oil pressure (controlled by the valve timing
only. There are 30° of crankshaft movement solenoid) moves the ring gears and piston to turn
between the retarded and advanced positions. the inner sleeve in the advanced timing direction.
Engine oil pressure operates the system under A return spring moves the ring gears and piston
the control of the ECM. to turn the inner sleeve in the retarded timing
For each intake camshaft there is a valve timing direction.
unit, a bush carrier assembly and a valve timing Additional springs absorb backlash to reduce
solenoid. noise and wear. The springs between the ring
gears absorb rotational backlash. The spring
Valve Timing Unit between the inner sleeve and the end of the
The valve timing unit turns the intake camshaft in body and sprocket assembly absorbs axial
relation to the primary chain to advance and backlash.
retard the timing.
The unit consists of a body and sprocket
assembly separated from an inner sleeve by a
ring piston 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 inner sleeve.
The ring gears transmit the drive from the body
VALVE TIMING DIAGRAMS
Retarded Advanced
TDC TDC
5° 25°
35°
5°
10° 10°
Intake Intake
Exhaust Exhaust
65°
50° 50°
35°
BDC BDC
303-068
24
Engine AJ-V8/5HP24
VALVE TIMING UNIT
Body and Sprocket

Assembly
Inner
Sleeve
Return
Spring
Piston
Ring Gears
303-002
Bush Carrier BUSH CARRIERS

The bush carrier contains oil passages that link
the engine oil supply to the valve timing unit. A
lug on the bush carrier locates in the central bore
of the valve timing unit. Two hollow dowels at
the bush carrier to cylinder block interface ensure
the lug is accurately located. A scarf- jointed fibre
ring seals the joint between the lug and the valve
timing unit. An integral shuttle valve, biased by a
coil spring, controls the flow of oil through the oil
passages.
303-003
25
AJ-V8/5HP24 Engine
VALVE TIMING SOLENOID

Valve Timing Solenoid
The valve timing solenoid controls the position of
the shuttle valve in the bush carrier. A plunger on
the solenoid extends when the solenoid is
energised and retracts when the solenoid is de-
energised.
Operation
When the valve timing solenoids are de-
energised, the coil springs in the bush carriers
position the shuttle valves to connect the valve
timing units to drain. In the valve timing units, the
return springs hold the ring pistons and gears in
the retarded position.
When the valve timing solenoids are energised
by the ECM, the solenoid plungers position the
shuttle valves to direct engine oil to the valve
timing units. In the valve timing units, the oil
303-004
pressure overcomes the force of the return
springs and moves the gears and ring pistons to
the advanced position.
System response times are 1.0 second maximum
for advancing and 0.7 second maximum for
retarding.
While the valve timing is in the retarded mode,
the ECM produces a periodic lubrication pulse.
VARIABLE VALVE TIMING OPERATION
Retarded Advanced
Engine Oil Pressure Engine Oil Pressure

303-005
26
Engine AJ-V8/5HP24
This momentarily energises the valve timing

solenoids to allow a spurt of oil into the valve
timing units. The lubrication pulse occurs once
every 5 minutes.
Note: With the vehicle stationary and the hood

open, operation of the valve timing
solenoids may be audible when the
lubrication pulse occurs at engine idle
speed.
Air Intake System

Filtered air from the vehicle's intake ducting is
metered by the electronic throttle then directed
through the induction elbow into the intake
manifold.
AIR INTAKE SYSTEM

Electronic
Intake Throttle
Manifold
Induction
Elbow
303-050
27
AJ-V8/5HP24 Engine
Electronic Throttle Vacuum Actuator

The electronic throttle enables the ECM to On vehicles with cruise control, the vacuum
control the flow of air into the engine. It includes: actuator is connected to manifold vacuum and
• an input shaft that receives driver inputs from controlled by the ECM. On vehicles without
the accelerator pedal via a conventional cruise control, the vacuum actuator is open to
throttle cable atmosphere and the actuator is inoperative.
• a mechanical guard, to prevent throttle valve
position exceeding driver demand and to Thermostatic Air Valve
operate the throttle valve mechanically if the The thermostatic air valve is a wax capsule
electronic system fails operated valve that enables engine starting at
• a vacuum actuator, to operate the mechanical low engine temperatures (with the accelerator
guard in the cruise control mode of operation pedal in the idle position, the degree of throttle
• a throttle valve, to regulate the air flow valve movement available between fully closed
• a thermostatic air valve, to control a bypass and the mechanical guard is insufficient to start
flow around the throttle valve the engine at low temperatures). The
• a dc motor, to operate the throttle valve in thermostatic air valve is fully open at a coolant
response to inputs from the ECM temperature of approximately -30°C (-22˚F) and
• three position sensors, to supply the ECM progressively closes until it is fully closed at
with the position's of the input shaft (ie. +40 °C (+104˚F). A flow of engine coolant
accelerator pedal), the mechanical guard and through the throttle body provides the
the throttle valve temperature source to operate the thermostatic
• springs connected to the input shaft, the air valve.
mechanical guard, the throttle valve and the
drive gear of the dc motor.
SIMPLIFIED VIEW OF ELECTRONIC THROTTLE
Mechanical Guard
Mechanical Guard
Position Sensor
Throttle Valve
Position Sensor
Input
Shaft
Accelerator Pedal
Position Sensor Spring Force
303-080
28
Engine AJ-V8/5HP24
ELECTRONIC THROTTLE
Vacuum Actuator
Vent
dc Motor Coolant
Outlet
Thermostatic
Coolant Air Valve
Inlet
303-067
Springs turn the throttle valve and follow the input shaft
The input shaft spring and the mechanical guard and mechanical guard, maintaining a constant
spring oppose movement in the throttle open gap between the adjacent levers of the throttle
direction, and provide the "feel" of the accelerator valve and mechanical guard. The dc motor drive
pedal. The throttle valve spring and the drive gear gears turn the throttle valve in the closed
spring oppose movement in the throttle closed direction; the throttle valve spring turns the
direction. throttle valve in the open direction and keeps the
throttle valve in contact with the drive gear.
Operation Inputs from the throttle valve position sensor
The design of the input shaft and the mechanical enable the ECM to exercise closed loop control.
guard, and the bias of their respective springs, The arrangement of the throttle valve drive
means that, except in cruise control, they always prevents the ECM from exceeding driver
rotate together. The throttle cable turns them in demand, since if the motor is driven fully open
the open direction; the springs keep their the throttle valve engages the mechanical guard
adjacent levers locked together and turn them in and disengages from the dc motor drive gears.
the closed direction. The arrangement of the mechanical guard to
The ECM monitors the position of the input shaft throttle valve interface allows the ECM to reduce
and mechanical guard using the inputs from the throttle opening to less than driver demand, eg.
accelerator pedal and mechanical guard position during stability/traction control or engine power
sensors. During normal operation, when the ECM limiting.
detects any movement it signals the dc motor to
29
AJ-V8/5HP24 Engine
At idle, the ECM controls engine speed using the accelerating above the set speed, the accelerator
restricted throttle valve movement available pedal has a lighter "feel" until the input shaft
between the mechanical guard (open limit) and a engages with the mechanical guard again.
factory set stop on the dc motor drive gear Mechanical operation of the throttle valve occurs
(closed limit). if the ECM selects the mechanical guard mode of
When cruise control is engaged, the ECM operation after detecting a fault. The ECM de-
calculates the required throttle valve opening and energizes the dc motor and the throttle valve
operates the vacuum system connected to the spring turns the throttle valve in the open
vacuum actuator. The vacuum actuator then turns direction until it engages the mechanical guard.
the mechanical guard to a position that allows the The input shaft, mechanical guard and throttle
required throttle valve opening. The inputs from valve are then effectively locked together by their
their respective position sensors allow the ECM springs, so that the throttle cable is in direct
to monitor and adjust the mechanical guard and control of the throttle valve. When the throttle
the throttle valve to maintain the set speed. As valve opens, it turns the dc motor drive gears. On
the driver releases the accelerator pedal, the subsequent closing of the throttle valve the drive
input shaft disengages from the mechanical gears remain in the open position, disengaged
guard. Note that during cruise control, when from the throttle valve.
Operating Modes (Refer to the figure, page 31)
Normal
1. Throttle cable inputs driver demand
2. Input shaft turns mechanical guard
3. Sensors supply ECM with inputs of driver demand
4. ECM operates dc motor
5. Sensor supplies ECM with inputs of throttle valve position
6. Gap maintained between throttle valve and mechanical guard
Cruise Control
1. Vacuum actuator turns mechanical guard
2. Sensor supplies ECM with mechanical guard position
3. ECM operates dc motor
4. Sensor supplies ECM with inputs of throttle valve position
5. Gap maintained between throttle valve and mechanical guard
6. Input shaft at idle position, disengaged from mechanical guard
Mechanical Guard
1. Throttle cable inputs driver demand
2. Input shaft turns mechanical guard
3. Mechanical guard turns throttle valve
4. dc motor drive disengaged from throttle valve
30
Engine AJ-V8/5HP24
ELECTRONIC THROTTLE OPERATING MODES
5
4
Normal
4
3
1
1
Cruise Crontrol
5
Mechanical Guard
Spring Force
1
303-080,/081/082
31
AJ-V8/5HP24 Engine
INDUCTION ELBOW
Fuel Tank Vacuum

and Pressure Relief
Valve Connection
Part Load Breather/

EVAP Valve Vacuum
Connection
Fuel Pressure
Regulator/
Cruise Control
Vacuum
Brake Booster Connection
Vacuum Connection 303-033
SECTION THROUGH INTAKE MANIFOLD

Induction Elbow
The induction elbow provides the interface
between the electronic throttle and the intake
manifold. Connections on the induction elbow
provide vacuum take-offs for various services. A
boss on the rear of the elbow accommodates the
EGR valve.
Intake Manifold
The intake manifold is manufactured in
composite, with integrated composite fuel rails
and metal thread inserts. Individual ducts lead off
a central chamber to the inlet ports of each
cylinder.
Silicon rubber gaskets, located in channels in the
intake manifold, seal the joints between the ducts
and the cylinder heads.
303-051
32
Engine AJ-V8/5HP24
Fuel System
Fuel injectors, controlled by the ECM, are
installed in the fuel rails on each side of the
intake manifold. A cross-over pipe connects the
two fuel rails together at the front of the
manifold. A test valve in the cross-over pipe
allows the fuel rail to be pressurised and
depressurised during servicing and
troubleshooting.
A pressure regulator on the rear of the right fuel
rail controls the pressure in the fuel rails.
A return line directs excess fuel from the
pressure regulator back to the fuel tank.
FUEL SYSTEM
Fuel Injector
Test Valve
Fuel Return
Intake Manifold Pressure

Fuel Pressure Regulator
303-024/059/078/155
33
AJ-V8/5HP24 Engine
FUEL INJECTOR
Fuel Injectors
Eight, side fed, dual straight jet, fuel injectors are
installed in the fuel rails. The injectors are
electromagnetic solenoid valves controlled by the
ECM. Two O-rings seal each injector to manifold
interface. The fuel jets from the injectors are
directed onto the back of the intake valves.
Pressure Regulator
The pressure regulator is a diaphragm operated
valve that regulates fuel rail pressure at 2.9 bar
(42.05 psi) above intake manifold pressure.
303-025
34
Engine AJ-V8/5HP24
Ignition System
The ignition system consists of two ECM
IGNITION COIL AND SPARK PLUG
controlled ignition amplifier modules, which each
supply four spark plug mounted ignition coils.
The 14 mm spark plugs, one per cylinder, locate
in recesses down the center-line of each cylinder
head.
The on-plug ignition coils are secured to the
camshaft covers. The engine harness connects
the on-plug ignition coils to the ignition amplifiers
located on the vehicle body. A composite cover
fits over the on-plug coils.
303-049
Crankcase Ventilation OIL SEPARATOR
The engine is ventilated through a part load and a

full load breather.
The part load breather is a flexible composite
hose connected between the oil separator in B
bank camshaft cover and the induction elbow. A
restrictor in the outlet from the oil separator
prevents reverse flow.
The full load breather is a flexible composite hose
connected between the oil separator in A bank
camshaft cover and the air intake duct.
The ends of the breather hoses incorporate quick
release connectors (see figure, page 36).
The oil separators consist of wire gauze packed
into an open ended enclosure below the breather
outlet.
303-046
35
AJ-V8/5HP24 Engine
CRANKCASE VENTILATION SYSTEM
Part Load Breather Hose Connector Full Load Breather Hose Connector
303-065/077/079
36
Engine AJ-V8/5HP24
EGR System
The EGR system is controlled by the ECM and
EGR VALVE AND TRANSFER PIPE
consists of an EGR valve and a transfer pipe.
The EGR valve is a 4 pole stepper motor installed
on the rear of the induction elbow. The valve is
cooled by the coolant return from the electronic
throttle.
The transfer pipe connects the right exhaust
manifold to the EGR valve.
303-048
37
AJ-V8/5HP24 Engine
Engine Accessories
All engine accessories are rigidly mounted to
improve refinement, ie. there are no shock
mounts.
Accessory mounting brackets on the left and
right sides of the engine support the A/C
compressor/ PAS pump and the generator
respectively. Dowels between the accessory
mounting brackets and the engine ensure the
accessory pulleys are accurately aligned with the
accessory drive belt (for further details of the
accessories see Technical Guide, XK8
Introduction).
ACCESSORY MOUNTING BRACKETS
303-019
38
Engine AJ-V8/5HP24
ENGINE ACCESSORIES AND DRIVE BELT
PAS Pump
Generator A/C
Compressor
303-018
Accessory Drive AUTOMATIC TENSIONER

Belt Wear
A single seven ribbed belt drives all the engine Indicator
mounted accessories. The torsional vibration
damper on the front of the crankshaft drives the Replace Belt
belt. An automatic tensioner, located on the left New Belt Maximum Length
accessory mounting bracket, keeps the belt at New Belt Minimum Length
the correct tension. An idler pulley on the right
accessory mounting bracket increases the wrap
angle around the generator pulley.
The torsional vibration damper incorporates
compressed rubber between its inner and outer
diameters to absorb vibration and shock loads.
The automatic tensioner consists of an idler
pulley on the end of a spring loaded pivot arm.
The pivot arm can be turned counter-clockwise
(viewed from the front of the engine) for removal
and installation of the belt. A belt wear indicator
is incorporated on the rear of the pivot arm.
303-020
39
AJ-V8/5HP24 Engine
ENGINE HARNESS
1
20
19
18
3
2
17
16
15
14
13
6
12 7
11
10
Connectors 11. PI002, Engine Management Harness (On vehicle)

1. PI032, B Bank VVT solenoid 12. PI001, Engine Management Harness (On vehicle)
2. PI027, B Bank Knock Sensor 13. PI033, Throttle Valve Motor
3. PI004, Engine Coolant Temperature Sensor 14. PI034, EGR Valve
4. PI026, A Bank Knock Sensor 15. PI015, Camshaft Position Sensor
5. PI031, A Bank Valve Timing Solenoid 16. PI042, Accelerator Pedal and Mechanical Guard
6. PI035, MAFS (On vehicle) Position Sensors
7. PI050, Generator 17. PI007-PI010, A Bank Injectors 1-4
8. PI040, Oil Pressure Switch PI011-PI014, B Bank Injectors 1-4
9. PI018-PI021, A Bank Ignition Coils 1-4 18. PI037, A/C Compressor Lock Sensor
PI022-PI025, B Bank Ignition Coils 1-4 19. PI036, A/C Compressor Clutch
10. PI006, Throttle Position Sensor 20. PI017, Engine Speed Sensor
303-057
40
Engine AJ-V8/5HP24
Engine Harness
The engine harness links engine mounted
CONNECTORS ON TRANSMISSION
electrical components to the vehicle's engine
HOUSING BRACKET
management harness. The connectors that
interface with the engine management harness
are attached to a bracket on the transmission
housing. Integral nylon fasteners attach the
harness to the engine. Connectors on component
flying leads are attached to engine mounted
brackets.
303-061
HARNESS FASTENER
303-064
FLYING LEAD CONNECTOR BRACKET
303-058
41
AJ-V8/5HP24 Engine
Engine Covers
Engine covers are installed over the fuel injectors.
ENGINE COVERS
The covers are a push fit, held in position by
mating studs and grommets on the covers and
the engine. The rubber grommets isolate the
covers from the engine to prevent noise. A sleeve
connects the covers together at the rear.
303-055
MOUNTING POINTS ON ENGINE COVER
303-040
MOUNTING POINTS ON ENGINE
303-039
42
Engine AJ-V8/5HP24
Engine Specifications
Configuration 90° V8
Cylinder Head Dual overhead camshafts, 4 valves per cylinder
Valve Clearances (Cold):
Intake 0.18 to 0.22 mm (0.007 to 0.009 in)
Exhaust 0.23 to 0.27 mm (0.009 to 0.011 in)
Spark Plug Type: NGK PFR5011E (platinum tipped center electrode)
Spark Plug Gap: 1.0 mm (0.040 in)
Firing Order 1A, 1B, 4A, 2A, 2B, 3A, 3B, 4B
Bore 86 mm (3.386 in)
Stroke 86 mm (3.386 in)
Displacement 3.996 liters (244 CDI)
Compression Ratio 10.75 : 1
Maximum Power (DIN) 216 kW (290 BHP) at 6100 rpm
Maximum Torque (DIN) 393 Nm (290 lbf. ft) at 4250 rpm
Maximum Speed (Limited) 7100 rpm
Coolant Type Water and Jaguar anti-freeze to specification ESD-M97B49-A
(see Service Manual for mixture ratio)
Coolant Volume:
Engine Only 3.7 liters (0.98 US gallon)
Complete System 10 liters (2.65 US gallons)
Oil Specification: SAE 5W30 - API SH/ILSAC GF-2
Oil Volume: 6.5 liters (6.88 US quarts)
Weight (With Accessories) Approximately 200 kg (441 lb)
43
AJ-V8/5HP24 Engine Management
ECM
The engine management system is controlled by
ECM
the ECM, which is installed in the control module
enclosure in the engine compartment. The ECM
provides optimum control of the engine under all
operating conditions. It also incorporates a
comprehensive monitoring and diagnostic
capability. Software variations ensure that the
system complies with the latest diagnostic and
emissions legislation of the destination market.
The ECM receives inputs from engine related
sensors and various vehicle systems, and
provides outputs for the following:
• electronic throttle
• fuel pump
• fuel injection
• ignition
• EVAP system
303-118
• variable valve timing
• EGR system
• engine starting
• HO2S heaters
• instrument cluster
• A/C compressor clutch
• windshield and backlight heaters
• radiator cooling fans
• diagnostics.
44
Engine Management AJ-V8/5HP24
Inputs and Outputs

Inputs and outputs are directed to and from the ECM through hard-wired connections and the CAN and
ISO 9141/2 (Serial Communication) data buses contained in the engine management harness (for
further information on the data buses, refer to the Technical Guide, XK8 1997 Model Year Introduction).
ECM Pin Connections
Connector/
Pin Circuit Pin Circuit Pin Circuit
EM010
001 Ignition supply 012 ISO 9141/2 021 Sensor 5 V supply (accelerator
002 Load inhibit (Serial Communication) in (L) pedal position, mechanical
003 Windshield/Backlight heater 013 ISO 9141/2 guard position and throttle
request (Serial Communication) out (K) position)
004 A/C clutch request 014 Parking brake switch 022 EGR ground
005 Ignition supply 015 Park/Neutral switch 023 Signal ground 1
006 OK to fuel (where 016 EMS control relay 024 Not used
incorporated) 017 Security acknowledged 025 CAN in (-)
007 Not used 018 Not used 026 CAN in (+)
008 Not used 019 Not used 027 CAN out (-)
009 Battery supply 020 Sensor ground (ECT, air intake 028 CAN out (+)
010 Brake switch (foot brake on) temperature, accelerator pedal
011 Brake switch (cancel cruise position, mechanical guard
control) position and throttle position)
EM011
001 Cruise control set +/set - 009 ECT sensor 014 Shield ground (accelerator
(acceleration/deceleration) 010 Throttle position sensor 2 pedal position, mechanical
002 Not used 011 Throttle position sensor 1 guard position and throttle
003 ECM programming 012 Sensor ground (ECT, air intake position sensors)
004 Cruise control on/off temperature, accelerator pedal 015 Accelerator pedal position
005 Cruise control resume/cancel position, mechanical guard sensor 2
006 Engine crank position and throttle position) 016 Accelerator pedal position
007 Not used 013 Mechanical guard position sensor 1
008 Sensor 5 V supply (accelerator sensor
pedal position, mechanical
guard position and throttle
position)
EM012
001 EGR valve 1 009 Ignition failure amplifier 1 017 O2S A (where fitted)
002 EGR valve 2 010 A/C clutch relay 018 MAFS ground
003 EGR valve 3 011 Not used 019 MAFS ground
004 EGR valve 4 012 Air intake temperature sensor 020 Not used
005 A/C high pressure switch 013 MAFS 021 Not used
006 A/C low pressure switch 014 HO2S B 022 Shield ground (HO2S and O2S)
007 Not used 015 HO2S A
008 Ignition failure amplifier 2 016 O2S B (where fitted)
45
ECM PIN CONNECTIONS
10 1 6 1 4 1 8 1
16 11 11 7 7 5 13 9
6 1 11 1
26 17 17 12 11 8 21 14
12 7 22 12 34 27 22 18 16 12 28 22
EM014 EM015 EM013 EM012 EM011 EM010
303-129
Connector/
EM013
001 Fuel pump control 013 VSV 2 025 Ignition amplifier 2A
002 EMS programming 014 Throttle motor relay 026 Ignition amplifier 1A
003 Cruise control switch LED 015 Radiator cooling fans, slow 027 Shield ground (knock, engine
004 ) 016 Radiator cooling fans, fast speed and camshaft sensors)
005 ) 017 Knock sensor B 028 Engine speed sensor ground
006 ) 018 Knock sensor A 029 Camshaft sensor ground
007 ) Not used 019 Engine speed sensor 030 Not used
008 ) 020 Camshaft position sensor 031 Ignition amplifier 4B
009 ) 021 Not used 032 Ignition amplifier 3B
010 ) 022 Ignition coil relay 033 Ignition amplifier 2B
011 VSV 3 023 Ignition amplifier 4A 034 Ignition amplifier 1B
012 VSV 1 024 Ignition amplifier 3A
EM014
001 Throttle motor power 005 Throttle motor (+) 009 Valve timing ground
002 Throttle motor power 006 Throttle motor (+) 010 Power ground (miscellaneous)
003 Ignition supply 007 Throttle motor ground 2 011 Throttle motor (-)
004 Signal ground 2 008 Throttle motor ground 1 012 Throttle motor (-)
EM015
001 HO2S B heater 009 Valve timing solenoid A 017 Injector 2A
002 HO2S A heater 010 Not used 018 Injector 1B
003 EVAP valve 011 Injector ground (1A, 2B, 3B, 4A) 019)
004 Injector 3B 012 HO2S heaters ground 020) Not used
005 Injector 2B 013 Not used 021)
006 Injector 4A 014 Not used 022 Injector ground (1B, 2A, 3A, 4B)
007 Injector 1A 015 Injector 4B
008 Valve timing solenoid B 016 Injector 3A
46
ENGINE HARNESS PIN CONNECTIONS
5 1
1 4 9 6 PI001
5 10 13 10
11 16
17 22
23 26
PI002
27 28
29 30
31 34
PI002
35 40
41 46
47 52
53 57
PI001
303-061/136/137
Engine Harness to Engine Management Harness Pin Connections
Connector/
PI001
001 Throttle position sensor 2 016 Valve timing solenoid A 036 Injector 2B
002 A/C compressor lock sensor 017 Knock sensor A 037 Injector 3B
ground 018 Screen ground (knock sensor A) 038 Injector 4B
003 Throttle position sensor 1 019 Knock sensor B 039 Ignition coil 4A
004 Shield ground (throttle 020 Shield ground (knock sensor B) 040 Ignition coil 1A
position sensor) 021 Engine speed sensor ground 041 Ignition coil 3B
005 ECT sensor 022 Engine speed sensor 042 Ignition coil 2B
006 Sensor ground (ECT, 023 Screen ground (engine speed 043 Ignition coil 4B
accelerator pedal position, sensor) 044 Ignition coil 3A
mechanical guard position and 024 Camshaft position sensor ground 045 Ignition coil 2A
throttle position) 025 Camshaft position sensor 046 Ignition coil 1B
007 EGR valve 4 026 Shield ground (camshaft 047 EGR valve supply
008 EGR valve 1 sensor) 048 Engine oil pressure sensor
009 EGR valve 2 027 Valve timing solenoid B 049 Shield ground (accelerator
010 EGR valve 3 028 Valve timing solenoids and pedal position and mechanical
011 Generator regulator charge MAFS/intake air temperature guard position sensors)
warning sensor supply 050 Accelerator pedal position 1
012 Mechanical guard position 029 Not used 051 Accelerator pedal position 2
sensor 030 Injector 1A 052 MAFS
013 A/C clutch 031 Intake air temperature sensor 053 Ignition supply
014 Sensor 5 V supply (accelerator ground 054 MAFS ground
pedal position, mechanical 032 Injector 2A 055 A/C compressor lock sensor
guard position and throttle 033 Injector 3A 056 MAFS ground
position) 034 Injector 4A 057 Intake air temperature sensor
015 Not used 035 Injector 1B
47
Connector/
PI002
001 ) 006 Throttle motor (-) 011 Not used
002 ) Not used 007 Throttle motor (+) 012 Generator regulator supply
003 ) 008 ) 013 Not used
004 ) 009 ) Not used
005 Injector supply 010 )
CAN Messages
Messages on the CAN data bus used or output by the ECM are detailed below:
Note: This list does not include network monitoring or diagnostic related messages.
Message Used by ECM Source/Used by Message Produced by ECM
ABS MALFUNCTION Brake control module BRAKE PEDAL PRESSED

FAST TORQUE REDUCTION CYLINDER ENGINE MALFUNCTION
FAST TORQUE REDUCTION IGNITION ENGINE SPEED
FRONT LEFT WHEEL SPEED ESTIMATED ENGINE TORQUE
FRONT RIGHT WHEEL SPEED PEDAL POSITION
REAR LEFT WHEEL SPEED THROTTLE POSITION
REAR RIGHT WHEEL SPEED TRACTION ACKNOWLEDGE
TORQUE REDUCTION THROTTLE
TRACTION STATUS
VEHICLE REFERENCE SPEED
FUEL LEVEL Instrument cluster BRAKE PEDAL PRESSED

HEADLAMP HIGH BEAM STATUS ENGINE COOLANT TEMPERATURE
HEADLAMP LOW BEAM STATUS ENGINE MALFUNCTION
SIDE LAMP STATUS ENGINE SPEED
FUEL USED
PARK BRAKE STATUS
THROTTLE MALFUNCTION AMBER
THROTTLE MALFUNCTION RED
GEAR POSITION ACTUAL TCM CRUISE CONTROL STATUS

GEAR POSITION SELECTED ENGINE SPEED
GEAR SELECTION FAULT ESTIMATED ENGINE TORQUE
KICKDOWN STATUS PEDAL POSITION
TORQUE CONVERTER SLIP THROTTLE POSITION
TORQUE CONVERTER STATUS TORQUE REDUCTION ACKNOWLEDGE
TORQUE REDUCTION REQUEST
TRANSMISSION INPUT SPEED
TRANSMISSION MALFUNCTION
TRANSMISSION OIL TEMPERATURE
TRANSMISSION OUTPUT SPEED
TRANSMISSION OVERLOAD
48
Sensors OXYGEN SENSORS

Engine management sensors that input to the
ECM are detailed below:
Barometric Pressure Sensor

The barometric pressure sensor is installed in the
ECM. It senses ambient pressure in the engine
management enclosure of the engine
compartment. H02S
HO2S
A HO2S is installed in the intake end of each
catalytic converter. They provide inputs
proportional to the oxygen content of the exhaust
gases leaving the engine. The heater elements
improve the response time of the sensors during
engine warm-up.
O2S
An O2S is installed in the outlet end of each
catalytic converter. They provide inputs
02S
proportional to the oxygen content of the exhaust
gases leaving the catalytic converter.
303-119
Intake Air Temperature Sensor

The intake air temperature sensor is a thermistor MAFS/INTAKE AIR TEMPERATURE SENSOR
integrated into the same housing as the MAFS, in
the intake duct immediately downstream of the
intake air cleaner. It provides an input inversely
proportional to the temperature of the air in the
duct.
MAFS
The MAFS is a hot wire sensor that provides an
input which is (approximately) proportional to
mass air flow into the engine.
303-128
49
Camshaft Position Sensor

The camshaft position sensor is installed in B
bank cylinder head at the rear of the intake
camshaft. It is a variable reluctance sensor that
provides an input of intake camshaft position.
ECT Sensor
The ECT sensor is installed in the coolant outlet
duct. It provides an input of coolant temperature
at the cylinder head outlets.
Engine Speed Sensor

The engine speed sensor is installed at the rear
of the bed plate. It is a variable reluctance sensor
that provides an input of engine crankshaft speed
and position.
Knock Sensors
The knock sensors are installed in the cylinder
block on the inboard side of each cylinder bank.
They are piezo-electric sensors that provide
inputs to detect and locate detonation during
combustion.
Accelerator Pedal Position Sensor

ELECTRONIC THROTTLE SENSORS
The accelerator pedal position sensor is
connected to the input shaft in the electronic
Accelerator Pedal Position throttle. It is a dual track potentiometer that
and Mechanical Guard provides inputs of driver demand at the
Position Sensors accelerator pedal.
Throttle Position Mechanical Guard Position Sensor

Sensor The mechanical guard position sensor is a single
track potentiometer connected to the mechanical
guard in the electronic throttle. It provides an
input of the position of the mechanical guard.
Throttle Position Sensor

The throttle position sensor is a dual Hall effect
sensor in the motor end of the electronic throttle.
It provides inputs of the position of the throttle
valve.
303-090
50
ENGINE SENSORS
Knock Sensors ECT Sensor
Camshaft Position Sensor Engine Speed Sensor

303-127
51
ENGINE MANAGEMENT SCHEMATIC
ECM Inputs and Outputs

1. Intake Air Temperature Sensor
2. MAFS
3. Throttle Position Sensor
4. (Throttle) dc Motor
5. EGR Valve 1
6. Fuel Injector
7. Camshaft Position Sensor 2
8. On-plug Ignition Coil 12 13
9. H02S
10. 02S
11. Engine Speed Sensor
12. Accelerator Pedal Position 3
Sensor
13. Mechanical Guard Position M 4
Sensor
14. ECT Sensor
15. Knock Sensors
5
6 6
7
8 8
14
15
9 9
10 10
11
303-130
52
Electronic Throttle
The electronic throttle enables the ECM to • headlamps and side lamps
perform the following functions: • windshield and backlight heaters
• engine air flow (ie. power) control • radiator cooling fans.
• engine idle speed control The ECM detects gear shifts, headlamp status
• vehicle cruise control and side lamp status from their related status
• stability/traction control (in response to messages on the CAN data bus. The ECM
ABS commands) directly controls the A/C compressor clutch and
• engine power limiting the radiator cooling fans. The windshield and
• vehicle speed limiting backlight heaters are controlled by the ACCM
• reverse gear torque reduction upon consent of the ECM via the heater
request/load inhibit circuits.
Engine Air Flow Control If a fault develops in the idle control function, the
During normal operation, when the accelerator ECM goes to open loop control. During open loop
pedal is above idle, the ECM positions the control, rpm is within +100 and -0 rpm of the
throttle valve in response to the inputs from the target speed for a warm engine (ie. when the
accelerator pedal position sensor. The throttle coolant temperature is >30 ˚C (86˚F).
valve follows or leads at a minimum distance the Idle Target Speeds
mechanical guard as the guard is moved by the
Intake Air Temperature, ˚C (˚F) Engine Speed, (rpm)
accelerator pedal. Thus engine power output is
directly related to driver demand. With the Drive/Reverse Park/Neutral
engine running, the time for the throttle to travel >-10 (14) 600 ± 25 650 ± 25
from idle to fully open is approximately 120 ms -10 to >-20 (14 to >-4) 625 ± 25 675 ± 25
maximum, and from fully open to idle
-20 to >-30 (-4 to >-22) 650 ± 25 700 ± 25
approximately 140 ms maximum.
≤-30 (≤-22) 675 ± 25 725 ± 25
Idle Speed Control

During engine idle speed control, the ECM
operates in a closed speed control loop to
maintain a given target idle speed. The ECM
uses gear selection, intake air temperature and
battery voltage to determine the required target
idle speed.
Gear selection is derived from the input of the
Park/Neutral switch in the transmission rotary
switch.
Battery voltage is monitored and, if low voltage is
detected (11.8 V and below), target idle speeds
are increased by up to 50 rpm to increase the
output from the generator.
When the ECM selects a change of target idle
speed, overshoot is kept to 50 rpm maximum.
Certain vehicle services/functions cause a
significant change in engine load as they are
selected on and off. To minimize the effect on
idle speed, the ECM anticipates the change in
load rather than correct the subsequent change in
rpm. The services/functions the ECM anticipates
load changes for are:
• A/C compressor clutch
• gear shifts between Park/Neutral and
Reverse/Drive
53
CRUISE CONTROL MASTER SWITCH

Vehicle Cruise Control
The ECM operates the vehicle cruise control
system, in all forward gears, in response to driver
inputs through the master, SET+, SET-, CANCEL
and RES switches.
When the master switch is pressed, two 12 V
ignition supplies are connected to the ECM, one
direct and one via the brake switch. The LED in
the switch comes on to indicate the system is
armed.
With the system armed, a momentary press of
either the SET+ or the SET- switch engages
cruise control, provided the vehicle speed is
303-132 28 km/h (17.5 mph) or above. The ECM
memorizes the current road speed as the `set’
speed and signals the vacuum system to operate
CRUISE CONTROL STEERING WHEEL the mechanical guard. The inputs from the
SWITCHES position sensors in the electronic throttle allow
the ECM to monitor and adjust the mechanical
guard and the throttle valve to maintain the set
speed.
The vacuum components are installed in a line
connected between the induction elbow and the
vacuum actuator on the electronic throttle. In the
vacuum system:
• the check valve isolates the system from
the induction elbow at wide open throttle
when there is little or no vacuum available
• the reservoirs extend the time (to
approximately 20 minutes) that, at wide open
throttle, sufficient vacuum can be maintained
in the system to operate the vacuum
303-131 actuator
• VSV 1 regulates the vacuum applied to the
vacuum actuator to control the position of
the mechanical guard
• VSV 2 connects the vacuum actuator to
atmosphere to release the mechanical guard
when cruise control is disengaged
• VSV 3 is a back-up for VSV 2 (because cruise
control disengagement is safety critical)
• filters on the atmospheric ports of VSV 2 and
VSV 3 prevent moisture ingress.
54
CRUISE CONTROL SCHEMATIC
B+ Ignition
Driver’s Facia Fuse Box

F14
To Dimmer Switch
ECM
Brake Accelerator Pedal

Master Switch
Cancel Position and
Switch Mechanical Guard
Ignition Switched Position Sensors
Ground
Brake VSV 2 Throttle Valve
Steering Wheel Switch Position Sensor
Switches
SET+

SET-
VSV 3
CANCEL
Vacuum M
RES Actuator dc Motor
VSV 1
Parking
Brake
Switch Check Valve
Engine
Speed
Sensor
-VEHICLE SPEED
-TRACTION STATUS
Reservoirs
-GEAR POSITION SELECTED
CAN
55
303-133
Once cruise control is engaged, a further The ECM disengages cruise control, immediately
momentary press of the SET+ or SET- switch returns control of the throttle to the driver and
increments or decrements the set speed by retains the set speed in memory, if any of the
1.6 km/h (1.0 mph). The ECM then accelerates or following occur:
decelerates the vehicle to the new set speed. • the brake pedal is pressed
The ECM stores a maximum of five incremental • the vehicle decelerates too fast (ie. as
or decremental commands at any one time. Once under heavy braking, to guard against
the ECM has actioned the first stored command, sticking contacts in the brake switch)
a further command can be added. On momentary • the gear selector moves to neutral, park
operation of the opposite sense switch, the ECM or reverse
deletes the last command from memory. • after resuming cruise control the vehicle
Pressing and holding the SET+ or SET- switch accelerates to only 50% of the set speed
causes the ECM to increase or decrease the set (eg. due to a steep hill)
speed, and smoothly accelerate or decelerate the • the stability/traction control system
vehicle, until the switch is released. To protect operates
against switch failure in the closed position, if • vehicle speed decreases below 26 km/h
either switch is held for longer than 10 minutes, (16 mph).
the ECM disables cruise control until the next On receipt of an input from the RES switch, if a
ignition cycle. set speed is stored in the ECM memory, the
The throttle pedal can be used to accelerate the cruise control function is re-engaged and the
vehicle beyond the set speed, without vehicle accelerated or decelerated to resume the
disengaging cruise control (since the diaphragm set speed in a controlled manner.
actuator is holding the mechanical guard, there is The ECM continuously monitors the cruise
a noticeable reduction in accelerator pedal load control switches. If a switch fails closed, on the
up to the point at which the input shaft in the initial failure the input is treated as a driver
electronic throttle begins to turn the mechanical command and the system responds accordingly.
guard). When the pedal is released the ECM However, after subsequent disengagement then
returns the vehicle to the set speed in a re-engagement of the system, the input from the
controlled manner. Alternatively, a momentary failed switch is diagnosed as a fault. On detection
press of the SET+ or SET- switch causes the of a switch fault, operation of cruise control is
increased vehicle speed to be adopted as the inhibited until the fault is corrected.
new set speed. The ECM also conducts internal checking
On receipt of an input from the CANCEL switch, procedures to ensure that only permitted outputs
the ECM disengages cruise control and clears the are generated for given input conditions.
set speed from memory. Disengagement is in a
controlled manner to provide a smooth return of
throttle control to the driver.
The ECM disengages cruise control, clears the
set speed from memory and immediately returns
control of the throttle to the driver if any of the
following occur:
• the master switch is pressed, to switch the
system off
• a fault is detected in the electronic throttle
system, the brake switch or the cruise
control switches
• the parking brake is applied
• the engine overspeeds.
56
CRUISE CONTROL VACUUM SYSTEM
Reservoirs
Check Valve
VSV 2
VSV 1
VSV 3
303-121
Stability/Traction Control
If the CAN- TORQUE REDUCTION THROTTLE
message from the brake control module requests
torque reduction, the ECM reduces the throttle
valve opening. It also changes the CAN-
TRACTION ACKNOWLEDGE message to confirm
that torque reduction is in progress.
Engine Power Limiting

If the TCM detects a fault in the transmission, it
changes the CAN- TRANSMISSION OVERLOAD
message to request an engine torque limit. The
ECM then limits throttle valve opening to 18˚
maximum in all forward gears.
Vehicle Speed Limiting

The ECM uses throttle control to limit the
vehicle's maximum speed to 248 km/h (155
mph).
Reverse Gear Torque Reduction

When reverse gear is selected the CAN-
TRANSMISSION OVERLOAD message from the
TCM requests an engine torque limit. The ECM
then limits throttle valve opening to 18˚
maximum.
57
Fuel Injection
The ECM operates eight injectors to provide the
FUEL PUMP CONTROL
engine with fuel. The amount of fuel required is
determined from a base air:fuel ratio which is
then adjusted for specific operating conditions.
B+ Battery
The ECM varies the number and duration of
B+ Ignition injector pulses per engine cycle to regulate the
fuel flow. Injector timing is synchronised with
engine rotation, except during starting and
acceleration.
Fuel Pump Feedback signals from the two HO2S in the
Relay vehicle's exhaust system enable the ECM to
exercise closed loop fueling control and adaptive
fueling. Separate channels in the ECM control
each bank of injectors.
Adaptive fueling accommodates engine efficiency
variations, system tolerances and engine ageing.
Trunk Adaptations are produced at idle speed and four
ECM F7
Fuse Box other points through the RPM/load range, on a
fully warm engine, when the adaptive fueling
function centralizes the feedback range. The ECM
retains the adaptations in memory, for use in
subsequent driving cycles. If the difference
between the new and previous adaptations is
Fuel Pump excessive, a DTC is logged in the ECM memory.
If the battery supply to the ECM is disrupted (eg.
battery disconnection), the adaptations are lost
from memory. On restoration of the battery
supply, engine operation may be uneven until the
adaptations are restored, especially at idle speed.
303-134
The two O2S in the vehicle's exhaust system
provide inputs which enable the ECM to monitor
Fuel Pump the efficiency of the downpipe catalytic
converters. These inputs also enable the ECM to
An output from the ECM controls the relay that modify the HO2S inputs, to optimise the life of
operates the fuel pump. At ignition on, the pump the catalytic converters.
will operate for 2 seconds without the ignition
switch being set to crank, after which time the Base Fuel Map
pump will be de-energized. Similarly, if the engine The ECM contains a base fuel map that corrects
stops with the ignition on, the pump will be de- the base air:fuel ratio to the optimum mixture for
energized after 2 seconds. The pump operates a nominal engine throughout the engine speed
continuously while the ignition switch is set to and load ranges.
crank, or to on with the engine running.
Battery Voltage Correction

Fuel flow through the injectors changes with
voltage, so the ECM monitors their supply
voltage and compensates for any variation from
the nominal.
58
Starting Engine Overspeed Protection

The fueling start strategy operates independent The ECM disables fuel injection if engine speed
of accelerator pedal position or movement, with reaches 7100 RPM. Fuel injection is re-instated
the exception of a wide open throttle. The ECM when RPM falls to 7050.
produces steady state running at the target idle
speed within 2 seconds of firing, after an Stability/Traction Control
overshoot of 200 to 300 RPM maximum. If the CAN-FAST TORQUE REDUCTION
If the accelerator pedal demands a wide open CYLINDER message from the BCM requests fuel
throttle during cranking, the ECM disables fuel intervention, the ECM reduces engine torque by
injection (and signals the throttle valve to the fully disabling fuel injection until the throttle valve
open position) to clear the fuel vapor from a reaches its required torque reduction position. It
"flooded" engine. also changes the CAN-TRACTION
ACKNOWLEDGE message to confirm that torque
Warm-up Enrichment reduction is in progress.
During engine warm-up, the ECM determines the
fuel required from maps which modify an
enrichment factor for coolant temperature,
engine speed and load.
Transient Fueling
During acceleration and deceleration, the ECM
adjusts fueling to optimise the air:fuel ratio for Ignition
exhaust emission, response and economy. This
function operates over the full temperature range The ECM supplies two ignition amplifier
for all acceleration and deceleration rates. modules, which each supply four spark plug
mounted ignition coils. The ECM varies the
Full Load Enrichment ignition timing to optimise power, emissions and
At full load, the ECM inhibits closed loop fueling driveability at all operating conditions.
and increases the fuel supply to enrich the air:fuel A diagnostic signal from each amplifier module
ratio. Full load is derived from throttle valve enables the ECM to monitor the supply to each
position and engine speed. The degree of ignition coil. If the ECM detects a failure it
enrichment is dependent on engine speed. disables fuel injection to the affected cylinder.
Over-run Fuel Cut-off

IGNITION AMPLIFIER MODULES
When the throttle is closed at high engine
speeds, the ECM disables fuel injection until the
engine is at a lower speed. The speeds at which
fuel injection is disabled and re-instated are
mapped against coolant temperature.
On re-instatement the ECM uses a lean air:fuel
ratio, to provide a smooth transition between the
two states, which it then progressively returns to
the nominal. The initial injector pulses are given a
correction value to compensate for cylinder wall
wetting. The ECM derives the air:fuel ratio for re-
instatement from throttle valve position and
engine speed.
During over-run fuel cut-off, operation of the
EVAP valve, EGR valve (where fitted) and closed
loop fueling are inhibited.
303-091
59
Base Ignition Map changes the CAN-TORQUE REDUCTION

A base ignition map contains optimum timing for ACKNOWLEDGE message to the TCM to trigger
a nominal engine throughout the engine speed the gear shift.
and load ranges. Corrections are then added to
adjust for specific operating conditions. Transient Interaction
A correction is applied to the ignition timing
Temperature Corrections during throttle transients. The correction is
Corrections are added to the ignition timing to against rate of change for both opening and
compensate for variations in intake air closing of the throttle.
temperature and engine coolant temperature.
Stability/Traction Control
Knock Control If the CAN-FAST TORQUE REDUCTION
Between 700 and 6800 RPM, the ECM retards IGNITION message from the BCM requests
the ignition timing of individual cylinders if it ignition intervention, the ECM retards the ignition
detects detonation. Also, during acceleration at by the amount requested until the throttle valve
critical load and speed conditions, the ECM reaches its required torque reduction position. It
retards the ignition timing to prevent the onset of also changes the CAN-TRACTION
detonation. ACKNOWLEDGE message to confirm that torque
reduction is in progress.
Full Load Advance
At full load, the ECM advances the ignition timing
at the same time as fuel enrichment is applied. EVAP System
The degree of advancement is dependent on
engine speed. The ECM operates the EVAP valve to purge the
fuel vapor from the carbon canister. Purge rates
Fuel Cut-off Interaction (ie. the amount the EVAP valve opens) are a
Immediately prior to over-run fuel cut-off, the function of engine operating conditions and the
ECM retards the ignition timing to provide a vapor concentration level.
smooth transition between the two states. On The engine operating conditions that affect the
fueling re-instatement the ECM progressively purge rate are:
returns the ignition timing to the nominal. • speed and load
Throttle valve position and engine speed • coolant temperature
determine the rate at which the timing is returned • time from start-up
to the nominal. • closed loop fueling.
To determine the vapor concentration level, the
Starting ECM applies stepped opening signals to the
The ECM incorporates separate timing values for EVAP valve and monitors the subsequent fueling
starting. correction. This is usually performed prior to
purging, so that when purging starts, the EVAP
valve can immediately be set to the optimum
EGR
position. If the ECM is unable to determine the
The ignition timing is advanced while the EGR
vapor concentration before purging, it uses a
system is active. The degree of advancement is
default value which it then modifies while purging
dependent on engine speed and load.
is in progress. During purging, the ECM applies a
correction to the basic fueling calculation based
Gear Shift Management on the vapor concentration level.
When the TCM decides a gear shift is necessary,
Purging is inhibited during fuel cut-off and
it requests a percentage torque reduction using
stability/traction control fueling intervention.
the CAN - TORQUE REDUCTION REQUEST
message. The ECM then retards the ignition
timing sufficient to achieve the torque reduction
requested. As the ECM retards the ignition, it
60
Variable Valve Timing

The ECM energizes the valve timing solenoids to
VARIABLE VALVE TIMING MAP
advance the intake valve timing and de-energizes
them to retard it.
The ECM uses engine load and speed maps to
decide when to advance and retard the timing.
The maps incorporate hysteresis for both engine
load and speed to prevent "hunting".
Between 1250 and 4500 RPM (nominal), at
engine loads greater than approximately 25 % of
the maximum, the timing is advanced. At low
engine loads and at the two ends of the RPM
Engine Load
range, the timing is retarded.
System operation is inhibited at engine coolant
temperatures below -10˚C (14˚F). System
operation is monitored using the input from the
camshaft position sensor. If a fault is detected
the ECM defaults to the retarded (de-energized)
condition.
EGR System 1 2 3 4 5 6 7
Engine Speed, RPM x 1000
The ECM operates the 4 pole stepper motor in
Retarded Advanced
the EGR valve to control the recirculation of
303-135
exhaust gases. Unlike previous systems, there
are no temperature or position feedback signals
from the valve. The ECM monitors EGR operation
using changes of mass air flow.
Engine Starting
At ignition on, if the gear selector is in Park or
Neutral, the ECM enables the fuel injection and
ignition functions. It also outputs a hard wired
digital security acknowledge signal to the BPM to
enable engine cranking. While the engine cranks,
the BPM outputs a hard wired digital engine
cranking signal to the ECM, which employs
engine starting strategies for the duration of the
signal.
If the gear selector is not in Park or Neutral at
ignition on, the ECM inhibits the fuel injection and
ignition functions, and withholds the security
acknowledge signal to prevent cranking.
61
H02S Heaters Windshield and Backlight

Heaters
The ECM energizes the heater elements of the
HO2S during engine warm-up to shorten the time When the windshield heaters and/or the
it takes for them to produce accurate outputs. backlight heater are requested on, the A/CCM
sends a screen request signal to the ECM.
Provided the engine is not at idle speed, the
Instrument Cluster coolant temperature is not above 119˚C (246˚F)
and the throttle valve is not fully open, the ECM
The instrument cluster uses CAN messages from takes no action and the A/C control module
the ECM to operate the trip computer, subsequently energizes the heaters.
tachometer, engine coolant temperature gauge If the engine is at idle speed, the coolant
and the BRAKE, CHECK ENG and general temperature is above 119˚C (246˚F) or the throttle
warning lamps. is fully open, the ECM outputs the load inhibit
signal (the same one as used for the A/C
Note: The CHECK ENG lamp is commonly compressor clutch operation) to the A/CCM to
known as the MIL. delay energising the heaters. At idle speed the
delay is only momentary while idle speed
compensation is implemented, after which the
load inhibit signal is removed. At coolant
A/C Compressor Clutch temperatures above 119˚C (246˚F) or with a fully
open throttle, the delay is for the duration of the
Operation of the A/C compressor clutch is inhibiting condition.
controlled by the ECM, to prevent unnecessary Similarly, with the heaters already energized, if
loads on the engine during unfavorable operating the engine coolant temperature exceeds 119˚C
conditions. (246˚F) or the throttle goes to fully open, the
On receipt of an A/C request signal from the ECM outputs the load inhibit signal to the A/CCM
A/CCM, the ECM immediately energizes the A/C and the heaters are de-energized until the
compressor clutch relay provided the engine is inhibiting condition is removed.
not at idle speed, the coolant temperature is not
above 119˚C (246˚F) and the throttle valve is not
fully open. When the A/C compressor clutch relay
energizes, the relay output is sensed by the Radiator Cooling Fans
A/CCM, confirming that the A/C compressor
clutch is engaged. The ECM monitors inputs from the A/C single
If the engine is at idle speed, the coolant and triple pressure switches, and from the ECT
temperature is above 119˚C (246˚F) or the throttle sensor on the engine, to control the operation of
is fully open, the ECM outputs a load inhibit the two radiator cooling fans. Outputs from the
signal to the A/CCM and delays energising the ECM control two relays contained in the radiator
A/C compressor clutch relay. At idle speed the fans module, to operate the fans in off, slow or
delay is only momentary (in the order of 50 ms) fast mode. In the slow mode the fans are
while idle speed compensation is implemented, connected in series; in the fast mode the fans are
after which the load inhibit signal is removed. At connected in parallel. Hysteresis in the
coolant temperatures above 119˚C (246˚F) or with temperature and pressure switching values
a fully open throttle, the delay is for the duration prevents "hunting" between modes.
of the inhibiting condition.
Similarly, with the A/C compressor clutch relay
already energized, if the engine coolant
temperature exceeds 119˚C (246˚F) or the
throttle goes to fully open, the ECM de-energizes
the A/C compressor clutch relay and outputs the
load inhibit signal to the A/CCM until the
inhibiting condition is removed.
62
To counteract the increase in engine coolant

temperature that occurs after the engine stops,
at ignition off:
• if the fans are already on, the ECM keeps
them on for 5 minutes, or until the ECT
decreases to a pre-determined value,
whichever occurs first
• if the fans are off, the ECM determines, from
ECT and intake air temperature inputs, if the
fans need to be switched on. If they do, it
switches them on for 5 minutes, or until the
ECT decreases to a pre-determined value,
whichever occurs first.
Radiator Fan Switching Points

Mode Coolant Temperature, ˚C (˚F) A/C System Pressure, Bar (psi)
On Off On Off
Slow 90 (194) 86 (187) 12 (174) 8 (116)

Fast 97.5 (207.5) 93.5 (200.5) 22 (319) 17.5 (254)
Diagnostics
The ECM performs self test routines and To prevent false DTC being logged, the
monitors engine functions, inputs and outputs to monitoring of some inputs and engine functions
ensure correct operation of the engine and the is inhibited while the vehicle is above a given
engine management system. Hard wired inputs altitude:
and outputs are monitored for short and open • at altitudes of 2438m (8000ft) and
circuits, and sensor inputs are also monitored for above,the ECM inhibits diagnostics on:
range. EGR valve and EGR flow; EVAP valve and
Additional checks are run on the more critical EVAP purge flow; idle speed control; misfire
sensor inputs to ensure their validity. Some of the detection; catalytic converter efficiency.
more critical inputs have substitute or default • at altitudes of 2652m (8700ft) and
values which the ECM adopts if the input is above, the ECM also inhibits diagnostics on:
diagnosed as faulty. HO2S; MAFS; O2S.
Any faults detected are logged in the ECM
memory as DTC. The ECM also outputs engine
malfunction messages on the CAN and adopts a
default mode of operation. Most default modes
retain some degree of engine operation (limp
home).
The ECM also stores OBD II related DTC
detected by other control modules on the CAN.
Non-OBD II related DTC are retained in the
memory of the control module that detects the
fault.
63
Additional Input Checks

Input Additional Strategy Action, Substitute or DefaultValue
Accelerator pedal Accelerator pedal position input 1 compared to If one input fails, the input of the other
position (x 2) and accelerator pedal position input 2. two is used.
mechanical guard Both accelerator pedal position inputs compared to If two inputs fail, ECM adopts fixed
position mechanical guard position input. throttle mode.
Throttle position 1 compared to input 2. If either input fails, ECM adopts

(x 2) Input 1 compared to target value (target value mechanical guard mode of operation.
depends on operating mode, eg. normal running,
cruise control, traction active).
Engine coolant After engine start, checks that expected If fault detected, uses substitute value
temperature temperature increase occurs, then monitors for derived from transmission oil
excessive temperature decrease. temperature.
Mass air flow Compares input with predicted air flow (derived If fault detected, uses throttle angle as
from a map of throttle angle against engine speed). load measurement.
Intake air Monitors for too fast change of input and for fixed If fault detected, uses a fixed intake air
temperature input. temperature of 50˚C (122˚F).
Default Modes
Mode Effect General CHECK Message
Warning ENG
Lamp Lamp (MIL)
Engine shutdown Activates fuel cut-off to stop engine Red On ENGINE FAULT
Fixed throttle Fixed throttle valve angle of approximately 2.5˚ Red On ENGINE FAULT
set, producing maximum engine speed (unloaded)
of approximately 1200 RPM.
Mechanical guard Engine speed increases as throttle valve goes to Red On ENGINE FAULT
mechanical guard position; idle speed increases to
approximately 1400 RPM; full throttle available
Engine speed Engine speed limited to 3000 RPM Amber On ENGINE FAULT
limiting
Redundancy Substitute or default value adopted; no noticeable Amber Off ENGINE FAULT
difference in performance
Exhaust emission Substitute or default value adopted; potential None On None
difference in performance
Note: In mechanical guard mode, fuel intervention smooths the transition from normal to default mode, to prevent sudden
acceleration of the vehicle. Also, fuel intervention limits idle speed. Without fuel intervention idle speed would be
approximately 2000 RPM and cause excessive shock loads on the transmission when shifting out of Park or Neutral.
When engine load increases, idle speed fuel intervention is progressively withdrawn.
64
Transmission AJ-V8/5HP24
Introduction
The new ZF 5HP24 automatic transmission system features five forward gears and one reverse gear.
It also features a filled-for-life oil system. Gearshift management is achieved using a Transmission
Control Module (TCM).
TRANSMISSION
Rotary Switch Connector Rotary Switch and Oil Inlet Pipe
Level/Filler Plug
Oil Outlet Pipe and Selector Cable

307-012
65
AJ-V8/5HP24 Transmission
Tecnical Data
Transmission weight in the transmission casing are the input shaft
including fluid and speed sensor (turbine speed) and output shaft
torque converter 95.8 kg (211 lbs) speed sensor (vehicle speed). The torque
Oil Type ATF Esso LT71141 converter is a lightweight unit which, because of
Oil Capacity 10 liters (2.645 US. gals) its low mass, improves engine responsiveness.
Gear Ratios 1st Gear 3.571:1 The torque converter bell housing is bolted to the
2nd Gear 2.202:1 transmission casing. Mounting of the
3rd Gear 1.505:1 transmission is conventional by bolting the torque
4th Gear 1.000:1 converter bell housing to the engine. The rear
5th Gear 0.803:1 extension housing is bolted to the transmission
Reverse 4.095:1 casing and forms the rear engine/transmission
mounting point. It also carries the output shaft oil
Gearshifting seal.
The electro-hydraulic module contains three
Driver gear selection is transmitted from the gear solenoid valves and five pressure regulators for
selector lever by cable to a lever fitted to a gear shifting. Each of the three solenoid valves
selector shaft in the transmission casing. This control the flow of transmission fluid to the
shaft moves the manual valve and the rotary selected clutches. One pressure regulator serves
switch. The rotary switch signals all gear as master pressure control for the entire system
positions except D to 4. A separate switch in the and one is used exclusively for torque converter
driver gear selector mechanism detects clutch lock-up operation.
movement of the selector between D and 4. The Replacement transmission units are shipped
communication of driver gear selection to the complete with the torque converter and housing,
TCM is made by the rotary switch. Gear shift extension housing, coupling flange and rotary
points are selected by the TCM in response to position switch. They are also fully filled with
output speed, engine load, selector position, 10 liters (2.645 US. gals) of oil. Consequently,
accelerator pedal position and driver mode when undertaking a transmission replacement,
selection. Driver control of the shifting is via the oil replenishment should not be necessary. The
selector lever, throttle pedal position, kickdown exterior of the transmission is coated with a non-
switch and mode switch. Two shift modes are drip corrosion protection oil, which must not be
available, sport and normal, controlled by the
driver from a switch on the gear selector
surround. During kickdown, gear upshifts occur at
6800 RPM engine speed.
Mechanical Description
The unit is an oil filled-for-life system therefore no
dipstick is fitted to the transmission. A filling/level
plug is located at the right-hand side rear of the
casing for service oil level checking and
replenishment, if required. To achieve effective
cooling, the oil is pumped from the transmission
casing at the front left-hand side of the casing to
the car mounted oil cooler. The oil is returned
from the cooler to the inlet connection on the
front right-hand side of the casing. The cooler is a
plate-type design made from aluminum and is
located in the car radiator outlet tank. To detect
changes in oil viscosity which occur as the oil
temperature changes, an oil temperature sensor
is located in the unit casing sump. Also located
66
Transmission AJ-V8/5HP24
Electrical Description
mistaken for an oil leak.
BAYONET CONNECTOR
Electrical Connections EM046
Bayonet Connector
A round, 16-pin, bayonet electrical connector is
fitted at the rear left-hand side of the
transmission which communicates with the 5 1 2
3 5
pressure regulators, 3 shift solenoids, oil
6 9
temperature sensor and the input and output 13
10
14 16
EM 046
BLACK 307-023
Connector/
shaft speed sensors.

EM046 006 Turbine Speed Sensor (-) 012 Solenoid Valves (+)
001 Output Speed Sensor (+) 007 Pressure Regulator 3 013 Analog Ground
002 Pressure Regulator 1 008 Shift Solenoid 1 014 Oil Temperature Sensor
003 Pressure Regulator 2 009 Shift Solenoid 2 015 Pressure Regulator 5
004 Shift Solenoid Valve 3 010 Output Speed Sensor (-) 016 Regulator (+)
005 Turbine Speed Sensor (+) 011 Pressure Regulator 4
Rotary Switch Connector

ROTARY SWITCH CONNECTOR
The rotary switch, mounted on the right-hand
side of the casing, has a spline arrangement
EM047
which prevents misalignment with the selector H
shaft. A locating pin and two bolts secure the
F G J K
rotary switch to the transmission casing. This
locates the switch with the transmission casing
and the shaft in one place only. The switch
requires no other setting up procedure.
A 10-way connector with flying lead connects the
rotary switch to the engine management E D C B A
SOCKET
harness. The connector is retained on a multi- EM 047
BLACK
connector bracket bolted to the transmission 307-024
casing/torque converter housing joint.
Connector/
EMO47
00A Position L1 00E Digital Ground 00J 12V Power Supply
00B Position L2 00F Not Used 00K Park & Neutral Switch
00C Position L3 00G Not Used
00D Position L4 00H Not Used
67
AJ-V8/5HP24 Transmission Management
Transmission Management
The transmission management system uses both
TCM
analogue and digital signals, to control the
operation of the transmission. Digital signals are
processed by the TCM to and from the vehicle
multiplex network. Other input/output analogue
signals are hardwired to the TCM. This
information is used primarily by the TCM to
decide which shift program to implement, which
gear to select and for shift energy management.
If a fault occurs, the TCM will take default action
and inform the driver via the Message Centre and
amber warning light.
Harness Connector
The vehicle harness connector for the TCM is an
88-way latching connector. The TCM is wired to
the electrical pressure regulators/solenoids, oil
temperature sensor and shaft speed sensors in
303-009
the transmission casing.
Sport Mode
When sport mode is selected by the driver using
the mode switch, the sport pattern is only
activated when a set cornering force is achieved,
or the kickdown switch is pressed. The vehicle
speed and the difference in speeds between the
two front wheels is used to calculate the amount
of cornering force.
Torque Convertor Lock-up

The torque convertor lock-up clutch is engaged
as a function of throttle position, output speed,
oil temperature, gear shift and shift program.
Lockup is possible in 2nd, 3rd, 4th and 5th gears
but is usually restricted to 4th and 5th gears.
During a gear shift the TCM controls the amount
of slip of the lock-up clutch to enhance shift
quality.
Oil Temperature
When the engine coolant or transmission oil
temperature exceeds set thresholds a hot mode
program is selected which locks the torque
convertor clutch, minimising the amount of heat
entering the engine cooling system from the
transmission oil.
68
Transmission Management AJ-V8/5HP24
Gear Shift Interlock Fault Monitoring/Diagnostics

Gear shift interlock is controlled by the BPM, part The TCM constantly monitors the transmission
of the SCP network. The gearshift release will system for faults. In the event of a fault
only be activated when the ignition is in position occurring, the transmission is protected by a limp
II, transmission is in Park and the brake pedal is home mode. This mode allows use of P, R, N,
depressed. Once transmission is out of Park, the and 4. It also signals the ECM to switch on the
brake pedal has no effect on gearshifting and the CHECK ENG (MIL) lamp.
interlock is disabled. The TCM is able to diagnose faults in
components which affect exhaust emissions.
Reverse Inhibit Communication with the PDU is through the
Selection of reverse with the vehicle moving J1962 connector which allows accurate diagnosis
forwards above walking pace is electrically of transmission problems. Additional diagnostic
inhibited, unless the vehicle is in the default functions facilitate fast repair of faults. All
"limp-home" mode. transmission OBDII information is stored for
future data analysis in the ECM.
Kickdown
A floor mounted switch/pedal position sensor
signals the TCM to select the lowest gear to give
maximum torque for acceleration.
Torque Control
The TCM synchronises the operation of the
transmission clutches and invokes shift energy
management to control engine output torque
during a gear shift (Refer to EMS, page 60).
Traction Mode
The traction program compliments the traction
control system and is implemented whenever
traction control intervenes to maximize wheel
stability.
Cruise Mode
Cruise mode reduces unwanted hunting of the
transmission gearshifting and is activated when
cruise control is resumed and when the vehicle is
cruising near the set speed.
Gradient Mode
The gradient program enhances vehicle
performance, driveability and cooling when the
vehicle is climbing a gradient.
Start Inhibit
The rotary switch also provides the start inhibit
function to the ECM, which will not allow an
engine start until the gear selector is in either
Park or Neutral.
69
AJ-V8/5HP24 Transmission Management
TCM
T.C.M
28 1
55 29
88 56
EM 007
BLACK
307-022
Transmission Control Module Pin Connections
Connector/
EM007
001 Pressure Regulator 2 023 Shield (Input Speed Sensor) 045 Mode Switch Pin A
002 Mode Switch Illumination 024 Not used 046 )
003 Not used 025 Not used 047 Not used
004 Pressure Regulator 4 026 Battery Feed 048 )
005 Pressure Regulator 1 027 Not used 049 )
006 Power Ground 028 Digital Ground 050 )
007 Not used 029 Pressure Regulator 3 051 Pressure Regulator 5
008 Position Switch L2 030 Shift Solenoid 1 052 Solenoid valve + ve
009 Position Switch L4 031 Not used 053 Pressure regulator + ve
010 Not used 032 Shift Solenoid 3 054 Fused Ignition + ve
011 Not used 033 Shift Solenoid 2 055 Fused Ignition + ve
012 Mode Switch Pin B 034 Power Ground 056
013 Drive to Fourth Switch 035 Not used to
014 Turbine Speed (-) 036 Position Switch L1 081 Not used
015 Shield (Output Speed Sensor) 037 Position Switch L3 082 CAN Link In - ve
016 Output Speed (+) 038 ) 083 CAN Link In + ve
017 Not used 039 Not used 084 CAN Link Screen
018 Kickdown Switch 040 ) 085 CAN Link Out - ve
019 Not used 041 ) 086 CAN Link Out + ve
020 Not used 042 Turbine Speed (+) 087 Not used
021 Analogue Ground 043 Not used 088 Not used
022 Oil Temp Sensor 044 Output Speed (-)
70
Transmission Management AJ-V8/5HP24
Can Messages
Messages on the CAN data bus used or output by the TCM are detailed below:
Note: This list does not include network monitoring or diagnostic related messages.
Message Used by TCM Source/Used by Message Produced by TCM
TRACTION STATUS Brake Control Module TRANSMISSION INPUT SPEED

ABS STATUS TRANSMISSION OUTPUT SPEED
FRONT LEFT WHEEL SPEED TORQUE CONVERTER SLIP
FRONT RIGHT WHEEL SPEED KICKDOWN SWITCH
GEAR POSITION ACTUAL
TORQUE CONVERTER STATUS
TRANSMISSION SHIFT MAP
TRANSMISSION FAULT CODES
Instrument Cluster GEAR POSITION ACTUAL

GEAR POSITION SELECTED
ESTIMATED ENGINE TORQUE ECM TORQUE REDUCTION REQUEST

THROTTLE VALVE POSITION TRANSMISSION OVERLOAD
ACCELERATOR PEDAL POSITION TRANSMISSION INPUT SPEED
TORQUE REDUCTION TRANSMISSION OUTPUT SPEED
ACKNOWLEDGE TORQUE CONVERTER SLIP
ENGINE SPEED KICKDOWN SWITCH
CRUISE STATUS GEAR POSITION ACTUAL
BRAKE PEDAL DEPRESSED TORQUE CONVERTER STATUS
ENGINE COOLANT TEMPERATURE GEAR POSITION SELECTED
ENGINE MALFUNCTION TRANSMISSION SHIFT MAP
TRANSMISSION FAULT CODES
71
AJ-V8/5HP24 Service Tools
New Tools
The table below lists the new service tools required for the AJ V8 engine. These are in addition to the
tools already in use on 6 and 12 cylinder engines, some of which can also be used on the AJ V8.
Details of new service tools for the 5HP24 transmission will be supplied at a later date.
Part Number Description
JD 215 Camshaft setting/locking tool

JD 216 Crankshaft setting/locking peg
JD 217 Timing chain tensioner tool
JD 218 Timing chain wedges (2 each)
JD 220 Dummy main bearing caps (5 each)
JD 221 Bore protector - connecting rod installation (2 each)
JD 222 Engine rear lifting brackets (1 pair)
JD 223 Engine stand mounting brackets (1 pair)
JD 229 Crankshaft rear oil seal remover/replacer
JD 230 Belt tensioner release tool
JD 231 Fuel injector remover
JD 232 Valve lifter hold-down tool
JD 233 Fan nozzle air gun
JD 234 Crankshaft front oil seal remover
JD 235 Crankshaft front oil seal replacer
MS 76-140-5 Valve seat 5 mm pilot (for use with existing MS 76 valve seat cutter tools)
18G 1437-2 Adapter (for use with existing front pulley lock tool 18G 1437)
- Cranked 13 mm box wrench, for starter motor upper securing bolt (eg. Snap-on part
number CXM 1113)
- Spring band hose clamp pliers (eg. Snap-on part number HCP 20)
- Torque/Angle disc, for yield tightening of bolts (eg. Snap-on part number TA 360)
- Valve seal pliers (eg. Snap-on part number YA 8230)
- 24 mm, 0.375 inch drive, open wrench, for knock sensors (eg. Snap-on part number
FCOM 24)
- 8 inch long, 0.375inch drive, angle extension, for use with 24 mm open wrench
(eg. Snap-on part number FXW 8)
72

AJV8 Engine 5HP24 Transmission

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Technical Guide

The following abbreviations are used in this document:

ABS anti-lock braking system

The transmission is a new ZF 5-speed, automatic, electronically controlled unit.

The engine and transmission meet OBDII USA environmental regulations.

1. Cylinder Head 3. Bed Plate

ENGINE DATA LOCATIONS

* Main Bearing Crankshaft

CYLINDER BLOCK, CRANKSHAFT AND BEDPLATE

SEALANT TRACK ON BEDPLATE

CRANKSHAFT REAR OIL SEAL Crankshaft

Connecting Rods and Pistons CONNECTING ROD AND PISTON

Sump SEALANT TRACK ON STRUCTURAL SUMP

STRUCTURAL SUMP AND OIL PAN

STARTER MOTOR Starter and Drive Plate

TIMING DISC STARTER DRIVE PLATE

Cylinder Heads The 14 mm spark plugs, one per cylinder, locate

A BANK CYLINDER HEAD

(Continued on Page 14)

Secondary Primary Chain

Timing Gear (Continued)

B BANK CAMSHAFT COVER

Note: Coolant is drained from the right bank of

COOLING SYSTEM DIAGRAM

1. Electronic Throttle 4. Coolant Pump 7. A/C Heater Supply

CAUTION: Use the correct torque (marked on

A/C Heater Matrix

COOLANT OUTLET DUCT

1. Valve Lifter Supply 9. Structural Sump/Bedplate Interface

OIL LEVEL GAUGE

Oil Level Gauge

OIL SYSTEM COMPONENTS ON STRUCTURAL SUMP

Variable Valve Timing

VALVE TIMING DIAGRAMS

VALVE TIMING UNIT

Body and Sprocket

Bush Carrier BUSH CARRIERS

VALVE TIMING SOLENOID

VARIABLE VALVE TIMING OPERATION

Engine Oil Pressure Engine Oil Pressure

This momentarily energises the valve timing

Note: With the vehicle stationary and the hood

Air Intake System

AIR INTAKE SYSTEM

Electronic Throttle Vacuum Actuator

SIMPLIFIED VIEW OF ELECTRONIC THROTTLE

Operating Modes (Refer to the figure, page 31)

ELECTRONIC THROTTLE OPERATING MODES

Fuel Tank Vacuum

Part Load Breather/

SECTION THROUGH INTAKE MANIFOLD

Intake Manifold Pressure

Crankcase Ventilation OIL SEPARATOR

The engine is ventilated through a part load and a

CRANKCASE VENTILATION SYSTEM

ACCESSORY MOUNTING BRACKETS

ENGINE ACCESSORIES AND DRIVE BELT

Accessory Drive AUTOMATIC TENSIONER

Connectors 11. PI002, Engine Management Harness (On vehicle)