Engine (Without Supercharger): Other Jaguar XKR II

Cylinder Block

The cylinder block is an 'Enclosed V' design, which provides an inherently rigid structure with good vibration 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' bank, and the left hand as 'B' bank. The cylinder bores are numbered from 1 to 4, for bank 'A' and 5 to 8 for bank 'B', starting from the front of the engine.

Scheme 257

Engine data is marked at 3 locations, 2 on the cylinder block (shown) and 1 on the engine front cover, which consists a label displaying the engine number. Component diameters are represented by alpha and numeric codes; keys to the codes are in the Service Repair Procedures (SRP).

Scheme 258

The connecting rods are manufactured from sinter-forged steel and have fracture-split bearing caps. 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 reassembled the fractured surfaces interlock to form a strong seamless joint. The cylinder position is marked on adjoining sides of the joint to identify matching connecting rods and bearing caps. The connecting rod bearings are aluminum/tin split plain bearings.

The pistons are of the open-ended skirt design with a dished crown. Three piston rings, two compression and one three-piece oil control ring, are installed on each piston. Each piston is installed on a gudgeon pin located in a bronze bushing in the connecting rod.

Scheme 259

The piston grade number is stamped on the crown of the piston and must coincide with that for each cylinder bore. The piston must be assembled in the correct orientation for the designated cylinder bore

1. Bank 'A' - piston grade number and the thick flange of the connecting rod must face the front of the engine
2. Bank 'B' - piston grade number and the thin flange of the connecting rod must face the front of the engine

Scheme 260

The CKP sensor is installed at the rear of the sump. It is a variable reluctance sensor that provides an input of engine crankshaft speed and position. For additional information, Refer to Electronic Engine Controls article.

Scheme 261

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. For additional information, Refer to Electronic Engine Controls article.

Scheme 262

The engine starter motor is installed at the rear right side of the engine, at the cylinder block to bed plate split line. For additional information, Refer to Starting System article.

Scheme 263

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.

On vehicles destined for Canada, the coolant heater is installed during engine manufacture. For Scandinavian vehicles the heater is supplied in kit form to be installed at the dealership.

Scheme 264

The coolant pump is installed between the 2 cylinder banks, on the front face of the cylinder block.

Scheme 265

The thermostat housing and coolant outlet duct are combined into an aluminum alloy coolant outlet assembly, which is installed between the 2 cylinder banks, immediately above the coolant pump. A hose connects the coolant outlet assembly to a coolant inlet housing attached to the coolant pump intake on the cylinder block. The thermostat controls the flow of coolant through the radiator.

Scheme 266

Scheme 267

Six counter-balance weights ensure good vibration levels from the 4 throw, 5 bearing crankshaft. Manufactured in cast iron, the crankshaft also has undercut and rolled fillets for improved strength.

The crankshaft rear oil seal is a press fit in the bed plate to cylinder block interface.

The main bearings are aluminum/tin split plain bearings. An oil groove in the upper half of each bearing transfers the oil into the crankshaft for lubrication of the connecting rod bearings. An aluminum/tin thrust washer is installed each side of the top half of the center main bearing.

Scheme 268

The bed plate is a structural casting bolted to the bottom of the cylinder block to retain the crankshaft. The use of a bed plate further improves rigidity. Iron inserts, cast into the main bearing supports of the bed plate, minimize main bearing clearance changes due to heat expansion.

Two hollow dowels align the bed plate with the cylinder block.

Beads of sealant seal the joint between the bed plate and the cylinder block.

Scheme 269

The aluminum alloy structural sump is bolted to the bed plate. A windage tray attached to the underside of the bed plate 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 in the pressed steel oil pan, which attaches to the underside of the aluminum alloy structural sump.

A bead of sealant seals the joint between the structural sump and the bed plate.

Scheme 270

The oil pump is installed on the crankshaft at the front of the engine. The pump outlet port aligns with oil passages in the bed plate (See lubrication section for more information).

Scheme 271

The starter drive plate is attached to the rear of the crankshaft. A timing disc, for the CKP sensor, is spot welded to the front face of the drive plate.

Scheme 272

Timing Gear

Multiple link primary and single row secondary chains drive the camshafts of each cylinder bank. The primary chains transmit the drive from 2 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.

A key locates the 2 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 a hydraulic tensioner operated by engine oil. The primary chains are lubricated via oil squirt tubes located at the front of the engine block near the crankshaft drive sprockets. A jet of oil from the end of each secondary chain tensioner lubricates the secondary 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.

Scheme 273

The aluminum alloy timing cover accommodates the crankshaft front oil seal (a PTFE lip seal). Silicon rubber in-groove gaskets seal the joint between the timing cover and the front face of the engine.

Scheme 274

Cylinder Heads

The cylinder heads are unique to each cylinder bank. Deep-seated bolts, to reduce distortion, secure the cylinder heads to the cylinder block. Two hollow dowels align each cylinder head with the cylinder block.

The 14 mm (0.55 in) spark plugs, one per cylinder, locate in recesses down the center line of each cylinder head.

The engine-lifting eyes are bolted to the cylinder heads, 2 on the rear (1 per head) and 1 at the front.

Scheme 275

The camshaft covers are manufactured from thermo-plastic. The A bank camshaft cover incorporates an outlet for the part load engine breather and the Pressure Control Valve (PCV). The B bank camshaft cover incorporates an outlet for the full load engine breather and the engine oil filler cap. Identical oil separators are incorporated below the breather outlet in each cover. For additional information, Refer to Electronic Engine Controls article.

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.

Cylinder Head Gasket

The multi-layered steel cylinder head gasket has cylinder specific water flow cross-sections for uniform coolant flow.

Scheme 276

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.

Scheme 277

Timing rings for each camshaft position sensor are located at the rear of both intake camshafts. A flat, machined near the front of each camshaft, enables the camshafts to be locked during the valve timing procedure.

Scheme 278

The camshaft position sensors are installed in each cylinder head at the rear of the intake camshaft. It is a variable reluctance sensor that provides an input to the ECM regarding the position of the camshaft. For additional information, Refer to Electronic Engine Controls article.

Inlet and Exhaust Valves

Each cylinder head incorporates dual overhead camshafts operating 4 valves per cylinder via solid shimless valve lifters.

The lightweight valve gear provides good fuel economy and noise levels. Valve head diameters are 31 mm (1.220 in) for the exhaust and 35 mm (1.378 in) for the intake. All valves have 5 mm (0.197 in) diameter stems supported in sintered 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.

Scheme 279

Eight, top fed, twelve-hole, 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. For additional information, Refer to Electronic Engine Controls article.

VARIABLE VALVE TIMING (VVT)

The continuously VVT unit turns the intake camshaft in relation to the primary chain to advance and retard the timing.

The system improves low and high-speed engine performance, engine idle quality and exhaust emission.

The VVT system changes the phasing of the intake valves, relative to the fixed timing of the exhaust valves, to alter

1. the mass of air flow into the engine's cylinders
2. and the engine's torque response and emissions.

The VVT unit uses a vane device to control the camshaft angle (refer to VVT operation). The system operates over a range of 48 degrees and is advanced or retarded to the optimum angle within this range.

The ECM controls the VVT, using engine speed and load, and engine oil temperature signals to calculate the appropriate camshaft position. For additional information, Refer to Electronic Engine Controls article.

The continuous VVT system provides the following advantages

1. Reduces engine emissions and fuel consumption by further optimizing the camshaft timing, this improves the engine's internal exhaust gas re-circulation (EGR) effect over a wider operating range
2. Improves full-load torque characteristics as the camshaft timing is optimized at all engine speeds for superior volumetric efficiency
3. Improves fuel economy by optimizing torque over the engine's speed range.

This system also has the added benefits of operating at a lower oil-pressure and faster response time when compared to a non-VVT system.

Scheme 280

The VVT unit is a hydraulic actuator mounted on the end of the intake camshaft, which advances or retards the intake camshaft timing and thereby alters the camshaft to crankshaft phasing. The oil control solenoid, controlled by the ECM, routes oil pressure to either the advance or retard chambers located either side of the three vanes interspersed within the machined housing of the unit.

The VVT unit is driven by the primary chain and rotates relative to the exhaust camshaft sprocket. When the ECM requests the camshaft timing to advance, the oil control solenoid is energized moving the shuttle valve to the relevant position to allow engine oil pressure, via a filter, into the VVT unit's advance chambers. When the camshaft timing is requested to retard, the shuttle valve moves position to allow oil pressure to exit the advance chambers, while simultaneously routing the oil pressure into the retard chambers.

When directed by the ECM, the VVT unit will be set to the optimum position between full advance and retard for a particular engine speed and load. This is achieved when the ECM sends the energizing signal to the oil control solenoid until the target position is met. At this point, the energizing signal is reduced to hold the solenoid position, and as a result the position of the shuttle valve. This function is under closed-loop control, where the ECM will assess any decrease in shuttle-valve oil-pressure, via signals from the camshaft position sensor. The ECM will increase the energizing signal, when required, to maintain the shuttle-valve hold position.

Engine oil properties and temperature can affect the ability of the VVT mechanism to follow demand changes to the cam phase angle. At very low oil-temperatures, movement of the VVT mechanism is sluggish due to increased viscosity, and at high oil-temperatures the reduced viscosity may impair operation if the oil pressure is too low. To maintain satisfactory VVT performance, an increased capacity oil pump is installed, plus an engine oil temperature sensor to enable monitoring by the ECM. The VVT system is normally under closed-loop control except in extreme temperature conditions, such as cold starts below 0°C. At extremely high oil-temperatures, the ECM may limit the amount of VVT advance to prevent the engine from stalling when returning to idle speed.

The VVT does not operate when engine oil-pressure is below 1.25 bar (18 psi), as there is insufficient pressure to release the VVT unit's internal stopper pin. This usually occurs when the engine is shutting-down and the VVT has returned to the retarded position. The stopper pin locks the camshaft to the VVT unit to ensure camshaft stability during the next engine start-up.

Scheme 281

Oil is drawn from the reservoir in the oil pan and pressurized by the oil pump. The output from the oil pump is then filtered, cooled and distributed through internal oil passages.

All moving parts are lubricated by pressure or splash oil. Pressurized 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 LH camshaft cover.

With the exception of the pump, all oil system components are installed on the structural sump.

Scheme 282

The fabricated steel oil pick-up is immersed in the oil reservoir to provide a supply to the oil pump during all normal vehicle attitudes. A mesh screen in the inlet prevents debris from entering the oil system.

Scheme 283

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 bed plate.

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).

Scheme 284

The oil filter is a replaceable cartridge installed on an adapter via the oil cooler. An internal bypass facility permits full flow bypass if the filter is blocked.

The oil pressure switch connects a ground input to the instrument cluster when oil pressure is present. The switch operates at a pressure of 0.14 to 0.3 bar (2.0 to 4.5 psi).

Scheme 285

The oil level gage locates along the left side of the oil pan, supported in a tube installed in the sump. Two holes in the end of the gauge indicate the minimum and maximum oil levels. There is a difference of approximately 1.0 liters between the 2 levels.

Scheme 286

The fabricated stainless steel twin skin exhaust manifolds are unique for each cylinder bank.

Each exhaust manifold assembly includes 2 metal gaskets, located either side of the inner heat shield, 2 heat shields and a connection for the Secondary Air Injection (SAI) system. Refer to Engine Emission Control article.

Spacers on the securing bolts allow the manifolds to expand and retract with changes of temperature while maintaining the clamping loads.

Engine - Diagnostic Procedures

For additional information, refer to Engine System - General Information article.

Valve Clearance Check - General Procedures

1. Remove the cover and disconnect the battery ground cable. Refer to «Specifications»(ref-312541) article.
2. Remove the LH valve cover. See «Valve Cover LH»(ref-312581-S03245759192009041400000) .
3. Remove the RH valve cover. See «Valve Cover RH»(ref-312581-S04047224842009041400000) .
4. Rotate the engine clockwise to position the camshaft lobe away from the valve tappet
5. Using the feeler gauge set, measure the clearance between the camshaft and the valve tappet.
6. Repeat the above procedure for the remaining 31 tappets.
7. Adjust the clearance as necessary.
8. For cylinder head data, refer to «Specifications»(ref-312581-S38757526482009041400000) .
9. Install the RH valve cover. See «Valve Cover RH»(ref-312581-S04047224842009041400000) .
10. Install the LH valve cover. See «Valve Cover LH»(ref-312581-S03245759192009041400000) .
11. Connect the battery ground cable and install the cover. Refer to «Specifications»(ref-312541) article.

Camshafts LH - In-Vehicle Procedures

Special Tools Tool Illustration Tool Name Tool Number Camshaft setting/locking tool 303-530 Crankshaft locking tool 303-645 Timing chain tensioning tool 303-532 Tappet hold-down tool 303-540 Tappet hold-down tool adaptor 303-540/02 Fan nozzle - air gun 303-590

Scheme 287

Scheme 288

1. Remove the cover and disconnect the battery ground cable. Refer to «Specifications»(ref-312564-S31890761012009041400000) article.
2. Raise and support the vehicle.
3. Remove the timing drive components. See «Timing Drive Components»(ref-312581-S16090481162009041400000) .
4. Remove the special tool from the LH cylinder head.
5. Remove the camshaft bearing caps. Remove the 20 bolts.
6. Remove the camshafts.

Camshafts RH - In-Vehicle Procedures

Special Tools Tool Illustration Tool Name Tool Number Camshaft setting/locking tool 303-530 Crankshaft locking tool 303-645 Timing chain tensioning tool 303-532 Tappet hold-down tool 303-540 Tappet hold-down tool adaptor 303-540/02 Fan nozzle - air gun 303-590

Scheme 289

Scheme 290

Scheme 291

Scheme 292

Scheme 293

1. Remove the cover and disconnect the battery ground cable. Refer to «Specifications»(ref-312564-S31890761012009041400000) article.
2. Raise and support the vehicle.
3. Remove the engine front cover. See «Engine Front Cover»(ref-312581-S29027518762009041400000) .
4. Remove the crankshaft position (CKP) sensor. Refer to «Crankshaft Position (CKP) Sensor»(ref-312544-S34852218182009041400000) article.
5. Lock the crankshaft. Install the special tool. Install the screw.
6. Remove the RH variable camshaft timing (VCT) control solenoid housing. Remove the 3 bolts. Remove and discard the O-ring seals.
7. Install the special tool to the RH cylinder head. Rotate the crankshaft until the flats on the camshafts are parallel with the cylinder head joint faces. Install the 3 bolts.
8. Install the special tool to the LH cylinder head. Install the 3 bolts.
9. Remove the RH primary timing chain tensioner. Remove the 2 bolts.
10. Remove the RH upper and lower primary timing chain tensioner guides. Remove the 2 bolts.
11. Remove the RH primary timing chain.
12. Release the RH camshaft sprocket assembly. Remove the 2 Torx bolts.
13. Remove the RH secondary timing chain, tensioner and sprocket assembly. Remove the 2 retaining bolts.
14. Remove the special tool from the RH cylinder head. Remove the 3 bolts.
15. Remove the camshaft bearing caps. Remove the 20 bolts.
16. Remove the camshafts.

Scheme 294

Scheme 295

1. Install the camshafts. Clean the component mating faces. Replace the valve shims, with the smallest shim available. Lubricate the journals and camshaft lobes.
2. Install the camshaft bearing caps. Clean the component mating faces. Evenly and progressively tighten the bolts in the sequence shown to 10 Nm (7 lb.ft).
3. Install the special tool to the RH cylinder head. Install the 3 bolts.
4. Install the RH secondary timing chain, tensioner and sprocket assembly. Clean the components. Install the Torx bolts, but do not tighten fully at this stage.
5. Install the RH secondary timing chain tensioner retaining bolts. Tighten the bolts to 12 Nm (9 lb.ft).
6. Install the RH primary timing chain. Clean the components. Make sure the timing chain slack is on the tensioner side of the timing chain.
7. Install the RH primary timing chain tensioner guides. Tighten the bolts to 12 Nm (9 lb.ft).
8. Install the RH primary timing chain tensioner. Clean the components. Using 3 mm diameter metal rod, retain the chain tensioner piston. Tighten the bolts to 12 Nm (9 lb.ft). Remove the retaining rod.
9. Install the special tool to the RH exhaust camshaft sprocket. Tighten the intake camshaft sprocket retaining bolt to 120 Nm (88 lb.ft). Tighten the exhaust camshaft retaining bolt to 120 Nm (88 lb.ft).
10. Install the RH VCT control solenoid housing. Clean the components. Install the new O-ring seals. Tighten the new bolts to 22 Nm (16 lb.ft).
11. Remove the special tool from the RH cylinder head.
12. Remove the special tool from the LH cylinder head.
13. Remove the crankshaft locking tool. Remove the screw.
14. Install the CKP sensor. Refer to «Crankshaft Position (CKP) Sensor»(ref-312544-S34852218182009041400000) article.
15. For cylinder head data, refer to «Specifications»(ref-312581-S38757526482009041400000) .
16. Rotate the engine clockwise to position the camshaft lobe away from the valve tappet.
17. Using the feeler gauge set, measure the clearance between the camshaft and the valve shim.
18. Repeat the above procedure for the remaining 15 shims.
19. Install the special tool 303-540, to the cylinder head. Tighten the 2 bolts to 10 Nm (7 lb.ft).
20. Attach the special tool 303-540/02 to 303-540. Secure with the 2 wing nuts.
21. Position the special tool to the tappet as shown.
22. Using the special tool, compress the valve spring.
23. Remove, clean and measure the shim. Surround the immediate working area with a cloth, to retain any loose shims displaced by the compressed air. Use the special tool 303-590, aimed at the edge of the shim, to lift it from the tappet. Note the position of each one.
24. Install the new shim. Clean the components. Lubricate the shim with clean engine oil. Release and remove the special tools as required.
25. Using the feeler gauge set, measure the clearance between the camshaft and the valve shim.
26. Repeat the above procedure for the remaining valves.
27. Install the engine front cover. See «Engine Front Cover»(ref-312581-S29027518762009041400000) .
28. Connect the battery ground cable and install the cover. Refer to «Specifications»(ref-312564-S31890761012009041400000) article.

Crankshaft Pulley - In-Vehicle Procedures

Special Tools Tool Illustration Tool Name Tool Number Crankshaft pulley locking tool 303-191 Crankshaft pulley locking tool adapter 303-191/02 Crankshaft pulley/damper remover 303-588 Seal extractor 303-751 Seal installer 303-750

Scheme 296

Scheme 297

1. Remove the cover and disconnect the battery ground cable. Refer to «Specifications»(ref-312564-S31890761012009041400000) article.
2. Raise and support the vehicle.
3. Remove the oil filter housing. See «Oil Filter Housing»(ref-312581-S24641250672009041400000) .
4. Release the accessory drive belt. Rotate the accessory drive belt tensioner counter-clockwise, using a 3/8 " drive wrench.
5. Using the special tool, retain the crankshaft front pulley. Remove and discard the crankshaft pulley retaining bolt. Remove the special tools.
6. Using the special tools, remove the crankshaft pulley. Collect the locking ring. Remove the special tools.
7. Check the crankshaft pulley and locking ring for damage.
8. Using the special tool, remove the crankshaft front seal.

Crankshaft Rear Seal - In-Vehicle Procedures

Special Tools Tool Illustration Tool Name Tool Number Crankshaft rear oil seal remover/installer 303-538

Scheme 298

Scheme 299

1. Disconnect the battery ground cable. Refer to «Specifications»(ref-312564-S31890761012009041400000) article.
2. Raise and support the vehicle.
3. Remove the torque converter flexplate. Refer to «Flexplate»(ref-312582-S09814843192009041400000) article.
4. Install the special tools. Install the 2 bolts. Tighten the 2 nuts to retain the special tool.
5. Using the special tool, pierce the seal to create holes for the 6 self-tapping screws.
6. Using the special tools, remove and discard the crankshaft rear oil seal. Install the 6 self-tapping screws. Adjust the 2 nuts. Tighten the center bolt.

Timing Drive Components - In-Vehicle Procedures

Special Tools Tool Illustration Tool Name Tool Number Camshaft setting/locking tool 303-530 Timing Setting tool 303-645 Timing chain tensioning tool 303-532

Oil Filter Housing - In-Vehicle Procedures

Special Tools Tool Illustration Tool Name Tool Number Wrench, Oil filter 303-752

Scheme 300

Scheme 301

Scheme 302

Scheme 303

Scheme 304

1. Remove the cover and disconnect the battery ground cable. Refer to «Specifications»(ref-312564-S31890761012009041400000) article.
2. Raise and support the vehicle.
3. Remove the engine under shield. Refer to «Air Deflector»(ref-312542-S37767534682009041400000) article.
4. Drain the coolant. Refer to «Cooling System Draining, Filling and Bleeding - Vehicles Without: Supercharger»(ref-312545-S22371452422009041400000) article.
5. Disconnect the engine oil temperature sensor electrical connector.
6. Disconnect the engine oil pressure (EOP) sensor electrical connector.
7. Remove the oil filter. Position a container to collect the fluid.
8. Disconnect the 2 oil cooler hoses. Release the 2 clips.
9. Remove the oil filter housing. Remove the 3 bolts. Remove and discard the O-ring seal.
10. Remove the engine oil temperature sensor.
11. Remove the EOP sensor.