Engine System-General Information: Other Jaguar X-type I

Cylinder Block Dimensions 2.0 litre and 2.2 litre diesel.

CYLINDER BLOCK DIMENSIONS CHART

Piston Dimensions 2.0 litre and 2.2 litre diesel.

PISTON DIMENSIONS CHART

Piston ring gap - piston ring installed 2.0 litre and 2.2 litre diesel.

PISTON RING GAP SPECIFICATION CHART

Piston ring gap position: Distribute the piston ring gaps evenly around the circumference of the piston. This also applies to the oil control scraper ring elements. Position the ring gaps offset at 120 degrees to one another. Piston Pin Dimensions 2.0 litre and 2.2 litre diesel.

PISTON RING GAP SPECIFICATION CHART

Crankshaft Dimensions 2.0 litre and 2.2 litre diesel.

CRANKSHAFT DIMENSIONS CHART

Connecting Rod Dimensions 2.0 litre and 2.2 litre diesel.

CONNECTING ROD DIMENSIONS CHART

Camshaft Dimensions 2.0 litre and 2.2 litre diesel.

CAMSHAFT DIMENSIONS CHART

Valves 2.0 litre and 2.2 litre diesel.

VALVES SPECIFICATION CHART

Cylinder Head 2.0 litre and 2.2 litre diesel.

CYLINDER HEAD SPECIFICATION CHART

Cylinder Head and Valve Train 2.0 litre.

CYLINDER HEAD SPECIFICATION CHART

Cylinder Head and Valve Train 2.5 litre.

CYLINDER HEAD SPECIFICATION CHART

Cylinder Head and Valve Train 3.0 litre.

CYLINDER HEAD SPECIFICATION CHART

Connecting Rod Cleaning

1. Mark and separate the parts and clean with solvent. Clean the oil passages.

Scheme 14

Scheme 15

1. Measure the bearing bore in two directions. The difference is the connecting rod bore out-of-round. Verify the out-of-round is within specification.
2. Measure the bearing bore diameter in two directions. Verify the bearing bore is within specification.

Scheme 16

1. Using the Dial Indicator Gauge with Brackets, measure the end play. Measure the end play by lifting the crankshaft using a lever. If the value is out of the specification, install new thrust half rings to take up the end float and repeat the measurement.

Scheme 17

Scheme 18

Scheme 19

Scheme 20

1. The main bearing machine codes are displayed on the Crankshaft (1) and the Cylinder Block (2)
2. Read the identification numbers from the crankshaft (1). The first two numbers represent the code for Main bearing number 1. The second pair of numbers represents the code for Main bearing number 2. The third pair of numbers represents the code for Main bearing number 3. The last pair of numbers represents the code for Main bearing number 4.
3. Read the identification numbers on the cylinder block (2). The first two numbers represent the code for Main bearing number 1. The second pair of numbers represents the code for Main bearing number 2. The third pair of numbers represents the code for Main bearing number 3. The last pair of numbers represents the code for Main bearing number 4.
4. Using the select fit chart, for each Main match the Crankshaft code (1) and the Block code (2) with it's corresponding column or row. By reading across the Crankshaft code row (1) and down the Block code column (2) select the correct grade bearing for each main. 1 Crankshaft code. 2 Block code.
5. E.g. if the Crankshaft code is *8580*8082* and the Block code is *0609*0711*, main bearing 1 should be assembled with a grade 1 bearing, as determined by the intersection of the number 06 block column (2) and the number 85 Crankshaft row (1). main bearing 2,3 and 4 would all be asembled with a grade 2.

Crankshaft Main Bearing Journal Diameter

Micrometer

Scheme 21

1. Measure the diameter of the main bearing journals and the big-end bearing journals. Repeat the measurement with the offset by 90°, in order to determine any eccentricity which may be present. Measure the journal at two different positions to determine any conicity which may be present.

Scheme 22

1. Using a Straight Edge and a Feeler Gauge, measure the cylinder block/cylinder head distortion. Measure the mating face distortion. If the value is not to specification rework the mating face (if permitted).

Scheme 23

1. Measure the cylinder bore with an internal micrometer. Carry out the measurements in different directions and at different heights to determine if there is any out-of-roundness or tapering. If the measurement is out of the specified range, hone out the cylinder block or install a new block.

Scheme 24

1. Measure the cylinder block/cylinder head distortion. Using the special tool, measure the mating face distortion. If the value is not to specification rework the mating face (petrol only).

Piston Diameter

Micrometer

1. Using a measure the piston diameter.

Scheme 25

1. Carry out a visual inspection. Clean the piston skirt, pin bush, ring grooves and crown and check for wear or cracks. If there are signs of wear on the piston skirt, check whether the connecting rod is twisted or bent.

Scheme 26

1. Measure the piston pin diameter. Measure the diameter in two directions. If the values are not to specification, install a new piston and a new piston pin.

Scheme 27

1. Measure the diameter of the piston pin bore. Measure the diameter in two directions. If the values are not to specification, install both a new piston and a new piston pin.

Scheme 28

1. Using the Feeler Gauge, measure the piston ring gap. The values given in the specification refer to .

Piston Ring-to-Groove Clearance

1. Using the Feeler Gauge, measure the piston ring clearance.

2.0L, 2.5L and 3.0L Engines

The 2.0L, 2.5L and 3.0L engines consists of

1. A six cylinder 60 degree 'V' configuration liquid cooled aluminium cylinder block with dry cast iron liners.
2. Aluminium pistons with cut-outs in the piston crown to clear the valve heads for any available combination of camshaft profile and valve phasing.
3. Two aluminium cylinder heads with square squish chambers.
4. Two cast iron overhead camshafts per bank.
5. Four valves per cylinder.
6. Mechanical tappets and top mounted steel shims.
7. Continuous variable camshaft timing (VCT) of the inlet camshafts.
8. Two silent timing chains with one hydraulic tensioner per chain.
9. Magnesium alloy camshaft covers with rubber seals.
10. A variable intake system containing two electrically controlled intake manifold tuning valves.
11. Plastic lower intake manifold with integral fuel rail and injectors.
12. Aluminium timing cover which accommodates the crankshaft front oil seal.
13. An oil pump mounted around the crankshaft.
14. An aluminium bed plate.
15. An aluminium oil pan.
16. A steel crankshaft (2.5L and 3.0L engines only).
17. A cast iron crankshaft (2.0L engines only).
18. Fracture-split connecting rods in sintered-forged steel.
19. A single, six ribbed vee belt drives the front end accessories.
20. A water pump belt pulley mounted directly to the exhaust camshaft of the left-hand cylinder head.
21. A single, three ribbed vee belt which drives the water pump.
22. A water pump mounted on the rear of the left-hand cylinder head.
23. An advanced engine management system incorporating electronic throttle control.

The unit meets the requirements of the CARB OBDII USA legislation.

The engine code and serial number is located on the left-hand side of the bed plate near the oil cooler assembly.

2.0L and 2.2L common rail diesel engine

The 2.0L and 2.2L common rail diesel engine consists of

1. a four cylinder cast iron cylinder block
2. a aluminium cylinder head
3. a separate camshaft carrier
4. a forged steel crankshaft with eight counterweights
5. lightweight aluminium alloy pistons
6. fracture split connecting rods
7. a multi link drive chain which drives the camshafts and the high pressure pump
8. a single link chain which drives a gear-type oil pump
9. hydraulically operated timing chain tensioner
10. fabricated camshafts with sintered lobes
11. roller rocker valve actuation
12. two exhaust valves and two inlet valves per cylinder
13. a plastic composite camshaft cover
14. a pressed steel timing cover which must be aligned using the special tool
15. a engine oil cooler is mounted to the left hand side of the engine
16. a water pump is mounted to the left hand rear of the engine and driven via the rear of the power steering pump
17. a power steering pump is mounted to the left hand rear of the engine and driven by the rear of the intake camshaft via a multi-vee belt
18. a variable vain turbocharger.

Engine Oil Leaks

Note. Before installing new gaskets or oil seals, make sure that the fault is clearly established.

If the oil leak cannot be identified clearly by a visual inspection, carry out an UV test

Fluorescent Oil Additive Method

1. Clean the engine with a suitable cleaning fluid (brake cleaner).
2. Drain the engine oil and refill with recommended oil, premixed with Diesel Engine Oil Dye or equivalent. Use a minimum 14.8 ml (0.5 ounce) to a maximum 29.6 ml (1 ounce) of fluorescent additive to all engines. If oil is not premixed, fluorescent additive must first be added to the crankcase.
3. Run engine for 15 minutes. Stop the engine and inspect all seal and gasket areas for leaks using a 12 Volt Master UV Diagnostic Inspection Kit or equivalent. A clear bright yellow or orange area will identify leak. For extremely small leaks, several hours may be required for the leak to appear.
4. As necessary, pressurize the main oil gallery system to locate leaks due to incorrectly sealed, loose or cocked plugs.
5. Repair all leaks as necessary.

General Remarks

Note. Removing fuses and disconnecting electrical components causes the engine control module (ECM) to log an error message. After the measurements have been carried out this error message should be cleared from memory by connecting to approved Jaguar diagnostic system.

Note. Only check the compression pressure with the valves set to the prescribed clearance (if this can be adjusted).

The compression pressure should be checked with the engine at operating temperature.

Check The Compression Pressure

1. Remove the fuel pump relay.
2. Start the engine - the engine will start, run for a few seconds then stall.
3. Remove the spark plugs.
4. Install the compression tester.
5. Install an auxiliary starter switch in the starting circuit. With the ignition switch OFF, using the auxiliary starter switch, crank the engine a minimum of five compression strokes and record the highest reading. Note the approximate number of compression strokes required to obtain the highest reading.
6. Repeat the test on each cylinder, cranking the engine approximately the same number of compression strokes.
7. Install the components in reverse order, observing the specified tightening torques.
8. Reset the ECM fault memory.

Interpretation of the Results

The indicated compression pressure are considered within specification if the lowest reading cylinder is within 75% of the highest reading.

If the measurement on one or more cylinders is much lower than the specified value, spray some engine oil into the combustion chamber and repeat the compression measurement.

If the reading greatly improves then the piston rings are damaged.

If the reading stays the same then the cause is either damaged valve seats or valve stem seals.

If the measurements for two cylinders next to each other are both too low then it is very likely that the cylinder head gasket between them is burnt through. This can also be recognized by traces of engine oil in the coolant and/or coolant in the engine oil.

Excessive Engine Oil Consumption

The amount of oil an engine uses will vary with the way the vehicle is driven in addition to normal engine-to-engine variation. This is especially true during the first 16,100 km (10,000 miles) when a new engine is being broken in or until certain internal components become conditioned. Vehicles used in heavy-duty operation may use more oil. The following are examples of heavy-duty operation

1. Trailer towing applications.
2. Severe loading applications.
3. Sustained high speed operation.

Engines need oil to lubricate the following internal components

1. Cylinder block cylinder walls.
2. Pistons and piston rings.
3. Intake and exhaust valve stems.
4. Intake and exhaust valve guides.
5. All internal engine components.

When the pistons move downward, a thin film of oil is left on the cylinder walls. As the vehicle is operated, some oil is also drawn into the combustion chambers past the intake and exhaust valve stem seals and burned.

The following is a partial list of conditions that can affect oil consumption rates

1. Engine size.
2. Operator driving habits.
3. Ambient temperatures.
4. Quality and viscosity of oil.

Operation under varying conditions can frequently be misleading. A vehicle that has been run for several thousand miles on short trips or in below-freezing ambient temperatures may have consumed a "normal" amount of oil. However, when checking the engine oil level, it may measure up to the full mark on the oil level indicator due to dilution (condensation and fuel) in the engine crankcase. The vehicle then might be driven at high speeds on the highway where the condensation and fuel boil off. The next time the engine oil is checked it may appear that a liter of oil was used in about 160 km (100 miles) per liter oil consumption rate is about 2,400 km (1,500 miles) per liter.

Make sure the selected engine oil meets Jaguar specification and the recommended API performance category "SG" and SAE viscosity grade as shown in the vehicle Owner's Guide. It is also important that the engine oil is changed at the intervals specified for the typical operating conditions.

Interpreting Vacuum Gauge Readings

A careful study of the vacuum gauge reading while the engine is idling will help pinpoint trouble areas. Always conduct other appropriate tests before arriving at a final diagnostic decision. Vacuum gauge readings, although helpful, must be interpreted carefully.

Most vacuum gauges have a normal band indicated on the gauge face.

The following are potential gauge readings. Some are normal; others should be investigated further.

Scheme 29

1. NORMAL READING: Needle between 51--74 kPa (15--22 in-Hg) and holding steady.
2. NORMAL READING DURING RAPID ACCELERATION: When the engine is rapidly accelerated (dotted needle), the needle will drop to a low (not to zero) reading. When the throttle is suddenly released, the needle will snap back up to a higher than normal figure.
3. NORMAL FOR HIGH-LIFT CAMSHAFT WITH LARGE OVERLAP: The needle will register as low as 51 kPa (15 in-Hg) but will be relatively steady. Some oscillation is normal.
4. WORN RINGS OR DILUTED OIL: When the engine is accelerated (dotted needle), the needle drops to 0 kPa (0 in-Hg). Upon deceleration, the needle runs slightly above 74 kPa (22 in-Hg).
5. STICKING VALVES: When the needle (dotted) remains steady at a normal vacuum but occasionally flicks (sharp, fast movement) down and back about 13 kPa (4 in-Hg), one or more valves may be sticking.
6. BURNED OR BENT VALVES: A regular, evenly-spaced, downscale flicking of the needle indicates one or more burned or damaged valves. Insufficient hydraulic valve tappet or hydraulic lash adjuster clearance will also cause this reaction.
7. POOR VALVE SEATING: A small but regular downscale flicking can mean one or more valves are not seating correctly.
8. WORN VALVE GUIDES: When the needle oscillates over about a 13 kPa (4 in-Hg) range at idle speed, the valve guides could be worn. As engine speed increases, the needle will become steady if guides are responsible.
9. WEAK VALVE SPRINGS: When the needle oscillation becomes more violent as engine RPM is increased, weak valve springs are indicated. The reading at idle could be relatively steady.
10. LATE VALVE TIMING: A steady but low reading could be caused by late valve timing.
11. IGNITION TIMING RETARDING: Retarded ignition timing will produce a steady but somewhat low reading.
12. INSUFFICIENT SPARK PLUG GAP: When spark plugs are gapped too close, a regular, small pulsation of the needle can occur.
13. INTAKE LEAK: A low, steady reading can be caused by an intake manifold or throttle body gasket leak.
14. BLOWN HEAD GASKET: A regular drop of fair magnitude can be caused by a blown head gasket or warped cylinder head to cylinder block surface.
15. RESTRICTED EXHAUST SYSTEM: When the engine is first started and is idled, the reading maybe normal, but as the engine rpm is increased, the back pressure caused by a clogged muffler, kinked tail pipe or other concerns will cause the needle to slowly drop to 0 kPa (0 in-Hg). The needle then may slowly rise. Excessive exhaust clogging will cause the needle to drop to a low point even if the engine is only idling. When vacuum leaks are indicated, search out and correct the cause. Excess air leaking into the system will upset the fuel mixture and cause concerns such as rough idle, missing on acceleration or burned valves. If the leak exists in an accessory such as the power brake booster, the unit will not function correctly. Always repair vacuum leaks.