Engine System - General Information: Other

ENGINE - (3.0L/4.2L)

Special Tool(s)

Oil pressure testing adaptor, 303-1166 Oil pressure testing gauge, 303-871

Scheme 42

Scheme 42: ENGINE - (3.0L/4.2L)

Scheme 43

ENGINE OIL PRESSURE CHECK - 4.2L

Note. Prior to checking the engine oil pressure, a road test of 6 miles (10 kilometers), must be carried out. Do not attempt to attain engine normal operating temperature by allowing the engine to idle.

Scheme 44

Scheme 44: ENGINE OIL PRESSURE CHECK - 4.2L

Disconnect the battery ground cable. Refer to: «Charging System - General Information»(ref-568476) .
Remove the engine oil pressure sensor. Refer to: «Oil Temperature Sensor»(ref-568420-S31684486602013072200000)
Install the special tool.
Install the special tool gauge and tighten the union.
Check and top-up the engine oil if required.
Connect the battery ground cable.
Start and run the engine.
Note the oil pressure readings with the engine running at idle and 3500 RPM.
Turn off the engine.
Connect the battery ground cable.
Remove the special tools. the special tools. Clean the components.
Install the oil pressure sensor. Refer to: «Oil Temperature Sensor»(ref-568420-S31684486602013072200000) .
Check and top-up the engine oil if required.
Connect the battery ground cable.

ENGINE OIL PRESSURE CHECK - 3.0L

Note. Prior to checking the engine oil pressure, a road test of 6 miles (10 kilometres), must be carried out. Do not attempt to attain engine normal operating temperature by allowing the engine to idle.

Disconnect the battery ground cable.
Remove the engine oil pressure sensor.
Connect the oil pressure gauge and adaptor in place of the oil pressure sensor.
Check and top-up the engine oil if required.
Connect the battery ground cable.
Start and run the engine.
Check the oil pressure.
Turn off the engine.
Disconnect the battery ground cable.
Remove the special tools. Clean the components.
Install the oil pressure sensor.
Install the oil pressure sensor.
Connect the battery ground cable.

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 Ultraviolet test

Fluorescent Oil Additive Method

Clean the engine with a suitable cleaning fluid (brake cleaner).
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.
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.
As necessary, pressurize the main oil gallery system to locate leaks due to incorrectly sealed, loose or cocked plugs. If the flywheel bolts leak oil, look for sealer on the threads.
Repair all leaks as necessary.

General Remarks

Note. Removing fuses and disconnecting electrical components may cause the Engine Control Module (ECM) to log Diagnostic Trouble Codes (DTCs). After the measurements have been carried out, DTCs should be cleared from memory by connecting to the Manufacturer Approved 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 normal operating temperature.

Check the Compression Pressure

WARNING

Move gear selector lever to 'P' position. Failure to follow this instruction may result in personal injury.

Remove the fuel pump relay.
Start the engine - the engine will start, run for a few seconds then stall.
Remove the spark plugs.
Install the compression tester.
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.
Repeat the test on each cylinder, cranking the engine approximately the same number of compression strokes.
Install the removed components in reverse order, observing the specified tightening torques.
Clear all DTCs from the ECM.

Interpretation of the Results

Note. Due to the possibility of loose carbon that has become trapped between the valve face and seat effecting the pressure readings, when carrying out a compression test and cylinders are found to have low pressures, install the spark plugs, road test the vehicle and re-test the suspect cylinders. If the correct pressures are restored, no further action is required.

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

If the cylinder pressures are found to be low, carry out a leakdown test to determine the location of the fault (if any leakback can be heard through the engine breather system suspect the piston rings, if any leakback can be heard through the inlet system suspect the inlet valve or seat, if any leakback can be heard through the exhaust manifold suspect the exhaust valve or seat. 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).

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 45

Scheme 45: Interpreting Vacuum Gauge Readings

NORMAL READING: Needle between 51-74 kPa (15-22 in-Hg) and holding steady.
NORMAL READING DURING RAPID ACCELERATION: When the engine is rapidly accelerated, 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.
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.
WORN RINGS OR DILUTED OIL: When the engine is accelerated, the needle drops to 0 kPa (0 in-Hg). Upon deceleration, the needle runs slightly above 74 kPa (22 in-Hg).
STICKING VALVES: When the needle 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.
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.
POOR VALVE SEATING: A small but regular downscale flicking can mean one or more valves are not seating correctly.
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.
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.
LATE VALVE TIMING: A steady but low reading could be caused by late valve timing.
IGNITION TIMING RETARDED: Retarded ignition timing will produce a steady but somewhat low reading.
INSUFFICIENT SPARK PLUG GAP: When spark plugs are gapped too close, a regular, small pulsation of the needle can occur.
INTAKE LEAK: A low, steady reading can be caused by an intake manifold or throttle body gasket leak.
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.
RESTRICTED EXHAUST SYSTEM: When the engine is first started and is idled, the reading may be 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.

ENGINE - (5.0L NA V8 - AJ133/5.0L SC V8 - AJ133)

Special Tool(s)

Oil pressure testing adaptor, 303-1451 Oil pressure testing gauge, 303-871

Scheme 46

Scheme 46: ENGINE - (5.0L NA V8 - AJ133/5.0L SC V8 - AJ133)

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 Ultraviolet test

Clean the engine with a suitable cleaning fluid (brake cleaner).
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.
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.
As necessary, pressurize the main oil gallery system to locate leaks due to incorrectly sealed, loose or cocked plugs. If the flywheel bolts leak oil, look for sealer on the threads.
Repair all leaks as necessary.

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 normal operating temperature.

WARNING

Move gear selector lever to 'P' position. Failure to follow this instruction may result in personal injury.

Remove the fuel pump relay.
Start the engine - the engine will start, run for a few seconds then stall.
Remove the spark plugs.
Install the compression tester.
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.
Repeat the test on each cylinder, cranking the engine approximately the same number of compression strokes.
Install the removed components in reverse order, observing the specified tightening torques.
Clear all DTCs from the ECM.

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

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.

NORMAL READING: Needle between 51-74 kPa (15-22 in-Hg) and holding steady.
NORMAL READING DURING RAPID ACCELERATION: When the engine is rapidly accelerated, 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.
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.
WORN RINGS OR DILUTED OIL: When the engine is accelerated, the needle drops to 0 kPa (0 in-Hg). Upon deceleration, the needle runs slightly above 74 kPa (22 in-Hg).
STICKING VALVES: When the needle 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.
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.
POOR VALVE SEATING: A small but regular downscale flicking can mean one or more valves are not seating correctly.
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.
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.
LATE VALVE TIMING: A steady but low reading could be caused by late valve timing.
IGNITION TIMING RETARDED: Retarded ignition timing will produce a steady but somewhat low reading.
INSUFFICIENT SPARK PLUG GAP: When spark plugs are gapped too close, a regular, small pulsation of the needle can occur.
INTAKE LEAK: A low, steady reading can be caused by an intake manifold or throttle body gasket leak.
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.
RESTRICTED EXHAUST SYSTEM: When the engine is first started and is idled, the reading may be 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.

ENGINE OIL PRESSURE CHECK

Disconnect the battery ground cable. Refer to «BATTERY AND CHARGING SYSTEM - GENERAL INFORMATION»(ref-568476-S16195586072013072200000)
Remove the engine oil filter element Refer to «Oil Filter Element»(ref-568451-S27129992922013072200000) article.
Install the oil filter element into special tool (Oil filter adapter number 303-1451)
Install the special tool (Oil filter adapter number 303-1451) to the engine. Torque: 25 Nm
Install the special tool (Oil pressure testing gauge, 303-871) and tighten the union
Connect the battery ground cable
Refer to owner hand book, check and top-up the engine oil if required
Start and run the engine
Note the oil pressure readings with the engine running at idle and 3500 RPM
Turn off the engine
Disconnect the battery ground cable
Remove the special tools Clean the components
Install the engine oil filter element Refer to «Oil Filter Element»(ref-568451-S27129992922013072200000) article. NOTE: Ensure the oil filter element is not contaminated during this procedure
Connect the battery ground cable
Refer to owner hand book, check and top-up the engine oil if required

Scheme 47

Scheme 47: BEARING INSPECTION

Inspect bearings for the following defects. Cratering - fatigue failure Spot polishing - incorrect seating. Imbedded dirt engine oil. Scratching - dirty engine oil. Base exposed - poor lubrication. Both edges worn - journal damaged. One edge worn - journal tapered or bearing not seated.

CAMSHAFT JOURNAL CLEARANCE

Position on a length of plastigage on the bearing cap. Insert the camshaft, without lubrication, into the cylinder head. Position a plastigage strip, which should be equal to the width of the bearing cap, on the bearing journal.
Install the camshaft bearing caps. Follow the relevant tightening sequence.
Remove the camshaft bearing caps. Follow the relevant loosening sequence.
Using the special tool, read off the measurement. Compare the width of plastigage with the plastigage scale. The value that is read off is the bearing clearance. If the values are not to specification install a new camshaft.

Scheme 48

Scheme 48: CAMSHAFT BEARING JOURNAL DIAMETER

Determine the diameter of the camshaft journals. Using a micrometer measure the diameter at 90 degrees intervals to determine if the journals are out-of-round. Measure at two different points on the journal to determine if there is any tapering. If the measurements are out of the specified range, install a new camshaft.

Scheme 49

Scheme 49: CAMSHAFT END PLAY

Using the special tool, measure the end play. Slide the camshaft in both directions. Read and note the maximum and minimum values on the dial indicator gauge. End play = maximum value minus minimum value. If the measurement is out of specification, install new components.

CAMSHAFT LOBE LIFT

Measure the diameter (1) and diameter (2) with a vernier caliper. The difference in measurements is the lobe lift.

CONNECTING ROD CLEANING

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

CONNECTING ROD LARGE END BORE

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.
Measure the bearing bore diameter in two directions. Verify the bearing bore is within specification.

CRANKSHAFT END PLAY

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 50

Scheme 50: CRANKSHAFT MAIN BEARING JOURNAL CLEARANCE (V6 3.0L PETROL)

Scheme 51

The main bearing machine codes are displayed on the crankshaft (1) and the cylinder block (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.
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.
Using the select fit chart, for each main bearing 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.
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 assemble with a grade 2.

CRANKSHAFT MAIN BEARING JOURNAL CLEARANCE (V8 4.2L PETROL/V8 S/C 4.2L PETROL)

CAUTION

THESES PROCEDURES SHOULD NOT BE CARRIED OUT DURING THE MANUFACTURERS WARRANTY PERIOD.

Scheme 52

Scheme 53

Read the grade letters from LEFT to RIGHT = FRONT to REAR of engine eg. for this example engine, the crank journal at the front of the engine is grade P, and at the rear is grade L. The selection of main bearing shells is described in the following chart.
Read the grade letters from LEFT to RIGHT = FRONT to REAR of engine eg. for this example engine, the crankpin at the front of the engine is grade A and at the rear is also grade A. Grade A = 56, 000 to 55, 994 mm (Bearing Shell Color Code - Blue). Grade B = 55, 994 to 55, 988 mm (Bearing Shell Color Code - Green). Grade C = 55, 988 to 55, 982 mm (Bearing Shell Color Code - Yellow).
Read the grade letters from LEFT to RIGHT = FRONT to REAR of engine eg. for this example engine, the crankpin at the front of the engine is grade A and at the rear is also grade A. Grade A = 53, 000 to 52, 994 mm (Bearing Shell Color Code - Blue). Grade B = 52, 994 to 52, 988 mm (Bearing Shell Color Code - Green). Grade C = 52, 988 to 52, 982 mm (Bearing Shell Color Code - Yellow).
The cylinder bore grades read from LEFT to RIGHT as follows: Bank 2 - Cylinder 1, Bank 2 - Cylinder 2, Bank 2 - Cylinder 3, Bank 2 - Cylinder 4, Bank 1 - Cylinder 4, Bank 1 - Cylinder 3, Bank 1 - Cylinder 2, Bank 1 - Cylinder 1. (Note, in earlier publications Bank 1 was described as A-Bank and Bank 2 as B-Bank) Grade 1 Bore = 85, 990 to 86, 000 mm. Grade 2 Bore = 86, 000 to 86, 010 mm. Grade 3 Bore = 86, 010 to 86, 020 mm.
Read the grade letters from LEFT to RIGHT = FRONT to REAR of engine eg. for this example engine, the crank journal bore at the front of the engine is grade W, and at the rear is grade N. The selection of main bearing shells is described in the following JOURNAL DIAMETER AND MAIN BEARING BORE CHART .
JOURNAL DIAMETER AND MAIN BEARING BORE CHART
The number in each diagonal band represents a PAIR of color coded main bearing shells which must be used with a specific journal, depending on the combination of journal diameter and crankshaft bore diameter. The color codes for each band are as follows: Blue / Green and Blue / Green Blue / Green and Blue Blue and Blue Blue and Green Green and Green Green and Yellow Yellow and Yellow Consider crankshaft journal 5 (from the example grade markings on the cylinder block) - the cylinder block bore is Grade N and the crankshaft journal diameter is Grade L. From the chart, it will be seen that the point of intersection is in Band 4 which equates to one Blue shell and one Green shell. When the appropriate pair of color codes have been selected for a journal, either color may be installed to the cylinder block or to the bedplate, but, the shell which is to be installed to the cylinder block must have an oil groove and the shell which is to be installed to the bedplate must be plain.
The thickness grade of all main bearing shells are to be selected to give a total running clearance of not less than 0.022 mm or greater than 0.040 mm. Each bearing bore in the block/bedplate assembly should be measured at two mutually perpendicular diameters 45° to the vertical in the middle of the bearing. The minimum diameter of the two is to be used. Each crankshaft main bearing journal should be measured dynamically at a point in line with the middle of each bearing. When the appropriate pair of color codes have been selected for a journal, either color may be installed to the cylinder block or to the bedplate, but, the shell which is to be installed to the cylinder block must have an oil groove and the shell which is to be installed to the bedplate must be plain.

CYLINDER BORE OUT-OF-ROUND

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 54

Scheme 54: CYLINDER HEAD DISTORTION

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.

PISTON PIN DIAMETER

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.

PISTON PIN TO BORE DIAMETER

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 55

Scheme 55: PISTON RING END GAP

Using the Feeler Gauge, measure the piston ring gap. The values given in the specification refer to a gauge ring used during production.

Scheme 56

Scheme 56: PISTON RING-TO-GROOVE CLEARANCE

Using the Feeler Gauge, measure the piston ring clearance.

VALVE SPRING FREE LENGTH

Using a vernier gauge, measure the free length of each valve spring. Verify the length is within specification.

Scheme 57

Scheme 57: VALVE STEM DIAMETER

Using a micrometer measure the diameter of the valve stems. If the measurements are not to specification, install a new valve.

Engine System - General Information: Other Jaguar XF I