1994 JAGUAR XJ fuel pump

AJ16 Engine Service Manual
Exhaust Manifold
Exhaust manifold to cylinder head
Heatshield to exhaust manifold
Lifting eye setscrew (slave item only)
.~ Fuel System
Fuel pressure regulator to bracket
Fuel rail connecting nut
. i------
44,5 - 59.5
21.5
- 28,5
21.5 - 28,5
~- 30.5 - 41,5
12,5 - 15,5
Fixing
- Adjuster bracket to oil pan
Adjuster sleeve
to generator
Generator mounting bracket pivot bolt
Sleeve to adjuster bolt
21,5 - 28,5
17 - 23
34
- 46
11 - 15
__~___.___ 21.5 - 28,5 __ ~~ ~ Generator
Mounting
bdjuskr bolt to timing cover
Intake Manifold
Blanking plate to intake manifold (in place of adapter) 9,5 - 12,5
8,5- 11,5
9,5 - 12,5
36 - 44
14.5
- 19.5
LBreather adapter to intake manifold (4,O liter normally aspirated)
l EGR adapter to intake manifold
EGR pipe to adapter
EGR sensor to intake manifold 1
1 Intake manifold steady screw (4,O liter supercharged)
Intake manifold
to cylinder head
Pedestal to throttle body
22 - 28
21,5 - 28,5
9,5 - 12,5
Pressure regulator to intake manifold
Pressure regulator to intake manifold
(4.0 liter supercharged)
9,5 - 12,5
5-7
Throttle linkage baseplate to pedestal
assembly nut
Purge adapter
to intake manifold
Throttle body to intake manifold
9,5 - 12,5
21,5 - 28,5
9,5 - 12.5
1.8 - 2,2
'Throttle cable abutment to intake manifold
Throttle linkage actuator nut
9,5 - 12,5
Throttle stop screw locknut
Miscellaneous Hoses
Hose clamp, breather hose to restrictor
Hose clamp, heater return hose to throttle body
4,3 - 5,7
1.5
- 2,5
1,5
- 2.5
Hose clamp, hose to cam cover 2,5 - 3.5
' Hose clamp, restrictor to throttle body
I Oil cooler clamp screw 5-7
1.5
- 2,5
Oil
cooler pipe bracket screw 1.5 - 2.5
l Hose clamp, thermostat housing to restrictor ~
Hose
clamp, water pump
Oil Cooler (4.0 Liter Supercharged)
Hose clamp, oil cooler hose to radiator cradle
..
Oil cooler pipes to engine 14-18
1,5
- 2,5
2,5
- 3.5
7
-10
Oil cooler to body
Tube nut, all except those shown below 17 - 23
17
- 23
16 - 20 ,Tube nut, transmission pipes to transmission
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AJ16 Engine Service Manual
0 GENERAL DESCRIPTION - The engine is available as a 3,2 and 4,O liter unit. A 4,O liter supercharged version is also available. Fuel is supplied
to each cylinder via an injector fed from a regulated fuel rail. To comply with statutory regulations in some countries
and to reduce emissions during the warm
-up period, secondary air is delivered to the exhaust manifold by an electri- cally operated air injection pump. This improves oxidation until the catalytic converters are fully effective. All engine
functions are controlled by an integrated engine management system, which incorporates the on-board diagnostic
system (OBDII).
1.1 Construction
The skirted design crankcase is manufactured in cast aluminum alloy with shrink fit dry cast iron cylinder sleeves.
Thecrankshaft ismanufactured from cast
ironforthe3,2 literengine,forged steel forthe 4,O liter engineand is nitro-car-
burize treated to give a very high quality finish on the bearing surfaces and increase the life of the journals.
The crankshaft is supported by seven iron bearing caps having bearings, which are lead bronze on split steel backed
shells with a lead indium overlay.
Crankshaft end
-float is controlled by half thrust washers fitted on each side of the center main bearing journal. The
connecting rods are manufactured from carbon manganese steel, forged in an 'H' section. The small end bushes are
lead bronze with steel backing, machined to size after being pressed into the connecting rods. The connecting rod bear- ings are of a lead bronze alloy on split steel backed shells and with lead indium overlay.
The pistons are of monometal construction (aluminum) and have a spring assisted micro
-land oil control ring situated
below a barrel-faced internally tapered chrome plated compression ring and an externally stepped taper-faced second-
ary ring.
The cylinder head is cast from aluminum alloy with pent
-roof shaped combustion chambers with cross-flow valve
porting. Running directly in the cylinder head are
twocast iron camshafts retained by machined aluminumcaps. Each
camshaft uses chilled cams to drive two valves per cylinder via chilled cast iron bucket tappets with shim adjustment.
Control of each of the four valves per cylinder is maintained by single valve springs.
The camshafts are operated by a two stage 'duplex' chain drive from the crankshaft. Each stage is controlled by a hy
- draulic tensioner operating through a pivoted rubber-faced curved tensioner blade. The first stage incorporates a three
point drive via the crankshaft, intermediate shaft and auxiliary shaft. The intermediate shaft is live and provides a 0.75 x crank speed drive through the timing cover. This drive access is blanked off. The 'live' auxiliary shaft is driven at
crankshaft speed and is situated on the right hand side of the engine (looking from rear). In addition to driving the
engine position sensor via a set of 2 : 1 reduction spiral gears, it provides an external drive for the power assisted steer- ing pump at the rear. The second stage is a three point drive via the intermediate shaft and two camshafts. The 2:l reduction ratio from crank speed is achieved by the combined ratio of the intermediate and camshaft sprockets sizes.
The oil pump is a rotor
-type mounted on the underside of the front of the crankcase and driven by a 'simplex' chain
from the crankshaft nose. The pump incorporates a built-in pressure relief valve. Below the line of the crankcase, but
abovetheoil pan
oillevel aretwowindagetrays; these prevent oil beingsucked upand thrown into thecrankcasethere- by alleviating windage and power losses through oil surge.
At the rear of the crankshaft is
a new design of lip-type PTFE oil seal which provides a high degree of oil retention. It also allows the use of higher engine speeds and easier serviceability.
1.2 Cylinder Head Design
The four valves per cylinder are smaller in diameter than on a conventional two valve per cylinder engine and have a greater combined effective area. They are also lighter and apply less stress to the operating gear. The design in- creases the power at high engine speeds and allows an efficient combustion of the fuel. It also allows the spark plug
to besituated in its ideal central position which creates efficient combustion and consequently enhancesfuel economy.
1.3 Crankcase Breather
Blow-by gases are recycled via the air intake system to maintain a crankcase depression and so prevent their escape
to the atmosphere. A baffled vent from the camshaft cover is used for both full and part load breathing. For full load
breathing,
a connection is made direct to the clean side ofthe air filter upstream ofthe throttle disc. Part load breathing is provided by a spur off the full load pipe to downstream ofthe throttle disc via the water heated restrictor. In this way,
a crankcase depression is maintained at all throttle settings.
1.4 Lubrication System
Oil is drawn from the oil pan via a gauze filter. Pressurized oil, having been regulated by a relief valve, is then fed via
internal galleries on the left hand side of the cylinder block. Pressurized and filtered oil is fed into the main oil gallery,
the seven main bearings are fed and thence via crankshaft drillings to the connecting rod bearings. The intermediate
shaft, auxiliary shaft and camshaft bearings are pressure lubricated by means of internal drillings directly fed from the
front of the main oil gallery. For some markets an oil cooler is fitted to vehicles with
4,O liter supercharged engines.
The pistons run on hardened steel piston pins offset from the center line of the piston towards the thrust face.
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AJ16 Engine Service Manual
1.5 Coohg System
The engine is liquid cooled by a mixture of water and anti-freeze circulating around the coolant passages. The coolant
pump is mounted on the left hand side of the cylinder block and is driven from the crankshaft nose by a three point
belt drive (which includes the generator). The pump is a fully assembled bolt
-on unit. The coolant is fed into the cylin- der block at two places via an external delivery pipe. The coolant is drawn from the cylinder head via a self-contained
thermostat housing back to the radiator or recirculated according to the thermostat position.
7.6 Supercharger
The supercharger optionally available on the 4,O liter engine is a Roots blower type which gives better engine efficiency
at part throttle conditions and responsive off
-boost performance. The principal changes to the engine for the super- charged version are to the piston, valve timing, intake manifold and the additional drive to the supercharger. A lower
compression ratio
of 8.5:l is used which provides the optimum balance between high speed performance and fuel
economy.
The engine heat exchanger of the intercooler system is incorporated into the intake manifold. The blower incorporates
an air by
-pass system which improves efficiency under part throttle conditions. The by-pass valve is controlled by a vacuum actuator referenced to the intake manifold pressure.
2. SERVICE PROCEDURES
2.1 SPS )oint Control System
Afeature of the engine is the use of the SPS joint control system on the cylinder head bolts, crankshaft main bearing
bolts and connecting rod bearing nuts and bolts. This system ensures that the joints receive maximum clamp loading
for a given fixing size and type of material by tightening the fixing to its particular yield point. This greatly helps to
prevent premature cylinder head gasket failures.
0
CAUTION: All SPS fixings must be used only once. Discard
fixings on removal and replace with new bolts/
nuts every time a 'strip down' has been carried
out.
The SPS system in service requires the fixing to be
set to a specific torque initially; it must then be ro
- tated through 90 degrees exactly. The accuracy of
thiscannot betoo highlystressed. Toobtainthecor- rect setting, use Special Tool LST 122, or a self-man-
ufactured tool using the dimensions illustrated (Fig.
I).
SeeTorqueTightening Specifications in the Prelimi-
nary Pages for the correct torque figures.
b:
w:
2.2 Sealants
One of the specified sealants for use on this engine is the Marston compound known as Hylosil 102, a white amine cure
system rubber. Should this not be available an equivalent amine cure sealant must be used. Under no circumstances
should any acidtoxy cure system be used. Loctite sealants are specified for certain applications. See Service Materials
in the Preliminary Pages for the correct sealant for each application.
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AJ16 Engine Service Manual
FAULT DIAGNOSIS
3.1 Introduction
The following diagnostic procedures are provided to assist properly qualified persons to identify and rectify the faults
relating to the engine which are most likely to encountered. Reference is made to the Electrical Diagnostic Manual
(EDM), which should be consulted where necessary. Faults related to the cooling system are dealt with in Section 4.1
and to the fuel system in Section 5.1 in the appropriate Vehicle Service Manual (VSM).
3.2 Diagnostic Procedures
(fails to rotate)
I Engine rotates but 0 I will not fire
I
i
/Overheating
Overheating at tick-
Too cold
Loss of coolant Possible
Cause
Battery leads loose or ter
- minals corroded
Battery discharged
Starter motor inoperative
Starter motor speed too
low
Faulty ignition system
Fuel system defect
Oil requires changing
Worn crankshaft journals
Excessive crankshaft
end- float
Worn main bearing shells
Worn oil pump Oil pressure relief valve stick
- ing open
Oil pressure relief valve
spring too weak
Insufficient oil in oil pan
Engine overheating
Faulty gauge or sensor
Incorrect grade oil (viscosity
too low)
Water in oil Check
Check the condition of the
leads and terminals
Check condition of battery
with hydrometer
If the lights dim when ignition
switch is operated, the starter
may be jammed in starter
ring.
Check for loose and dirty con
- nections to the starter motor
Check battery leads and ter
- minals
Check state of battery charge
Refer to EDM
Remove the spark plugs
Check oil level and color
Listen for rumble or knock
Fit dial gauge and measure
Listen for rumble
Remove oil pump and check
the clearances
Remove valve and check for
sticking
Remove spring and check
spring rates
Check oil level
Refer to EDM
Check oil viscosity
Checkoil level and check if oil
is a milky white color
Check for leaking head gasket Remedy
Clean and tighten as necess
-
ary
Charge or renew battery as
necessary
Remove starter motor, free
off pinion and refit
Clean and tighten connec
- tions
Clean and tighten terminals
Charge or renew battery
as necessary
Rectify as required
Clean and re
-gap the spark
plugs, renew if worn out
Refer to Fuel System fault
finding in Section
5.1, VSM
Refer to Section
4.1, VSM
Refer to Section
4.1, VSM
Refer to Section
4.1, VSM
Refer to Section
4.1, VSM
Change oil and filter
Renew crankshaft
Renew thrust washers
Check crankshaft journals for
wear and renew shells
Renew oil pump
Renew valve
Renew spring
lop-up as required
Refer to Overheating fault
finding in Section
4.1, VSM
Rectify as required
Renew oil and filter
Renew oil and filter
Renew head gasket
Issue 1 August 1994 3