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Discussion Starter · #141 ·
Thanks John, yes I think we've figured it out. I gather this isn't actually fitted to the turbo, which means when they checked it last time and said it wasn't sticking, it wasn't actually this one they had checked.

Just had a text from the garage as I'm typing, they've found the location of this one. Says he had an apprentice looking for it originally, which is probably what I would have said. :D

Thank you for clearing that up, it all makes sense now.
 

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Thanks John, yes I think we've figured it out. I gather this isn't actually fitted to the turbo, which means when they checked it last time and said it wasn't sticking, it wasn't actually this one they had checked.

Just had a text from the garage as I'm typing, they've found the location of this one. Says he had an apprentice looking for it originally, which is probably what I would have said. :D

Thank you for clearing that up, it all makes sense now.
Haha that old chestnut. Glad they’re moving forward with it.
 

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Discussion Starter · #143 ·
Well I've got the car back, and unfortunately the RP problem hasn't gone away. In fact as soon as I accelerated it kicked in almost immediately. I tried to recreate it but there was too much traffic so I'll have to go out later on.

As for the DPF, the garage thinks the software is over-reporting the soot level, and it doesn't appear to be blocked. They did a run to the next town and back, only around 10-12 miles, but said after resetting it the soot level reads 6g and it didn't change during the run. It wouldn't accept a forced regen as the soot level wasn't high enough. It was 35g when I took it in. I have to say, it doesn't drive as though it's blocked.

This RP issue is becoming a pain though, there's nothing left that we can think of that hasn't been checked. Might have to take it in to a Jag expert who have a better idea of what to look for.
 

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Well I've got the car back, and unfortunately the RP problem hasn't gone away. In fact as soon as I accelerated it kicked in almost immediately. I tried to recreate it but there was too much traffic so I'll have to go out later on.

As for the DPF, the garage thinks the software is over-reporting the soot level, and it doesn't appear to be blocked. They did a run to the next town and back, only around 10-12 miles, but said after resetting it the soot level reads 6g and it didn't change during the run. It wouldn't accept a forced regen as the soot level wasn't high enough. It was 35g when I took it in. I have to say, it doesn't drive as though it's blocked.

This RP issue is becoming a pain though, there's nothing left that we can think of that hasn't been checked. Might have to take it in to a Jag expert who have a better idea of what to look for.
Damn, that is not great news!

I think your next step of Jag Indie is a good shout.

Within SDD you can export the vehicle conditions, variables when a fault code occurs. Have you looked at exporting this beforehand as it can really help the indie to identify where to look. I’ll keep my fingers crossed for you.
 

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Discussion Starter · #145 · (Edited)
I've given diag reading from an iCarsoft LR v2, and later an Autel 200 which I got because the iCarsoft was giving silly soot readings in the DPF, but nothing is reading out of place. Everything has been checked, leaks, pressures and so on and we can't find anything wrong with it. The only symptom is the DPF filling up quickly, and of course the RF issue.

I've just done a short motorway run of 4 x 7 miles stretches, using cruise control at 60mph the soot level went from 10.5 to 10.7.

Then in a 50 zone it stayed steady at 10.7

I turned around and came back, 14 miles, the first half at 50mph and again it remained at 10.7, so I upped the speed to 65 for the last 7 miles and it started to drop and was down to about 10.2 near the end. At that point I booted it and RP kicked in straight away.

I did find something interesting. I left the Autel running so I could save the live data when I got home. I've yet to have a look at that, but I had the screen showing the Turbo Shut Off Valve opening position. This shows a percentage, which is either 0% which I assume is closed, and 100% when open.

When running, the 100% position, which I assume is when the turbo kicks in and the valve opens, is at the top (straight up) position, which reads 100% and I've marked in amber.

At the far left of the dial I think the reading shows 200%, marked in green.

I noticed the following:
  • During normal driving, below 300 revs or so, the position was at zero, the blue pointer at the far left of the dial as in the photo.
  • As soon as the 2nd turbo fires up the dial instantly jumps to the top - 100% position.
  • As soon as the RP fault kick in the dial pointer jumps to the MAXIMUM position, which I think read 200%.
  • As soon as I stop, i.e. at traffic light, the dial drops back to zero which suggests to me that the valve has closed again. However, as the computer has put the car in limp mode for safety, the RP still displays on the dash in red, and the car remains in limp mode. Switching off the car for a minute or so and restarting resets RP as I'm sure most people are aware.
Can anybody interpret this? It was the fact that the dial jumped from the top to the right, 100% to 200% or MAX position, that surprised me, I expected it just to stay at 100% when RP came up.

Watch Product Clock Font Measuring instrument
 

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OK, so it looks like the turbo valve actuator hasn't been the culprit.
From the DPF loading figures it does suggest that the fuel/air mix isn't right and there's too much fuel to be effectively burned, ending up as carbon in the filter. A hole somewhere in the induction pipework would seem to be a possible cause, so less air than is being measured by the MAF sensors is actually getting into the engine.
 

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Inlet system smoke test?
 

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Discussion Starter · #148 ·
OK, so it looks like the turbo valve actuator hasn't been the culprit.
From the DPF loading figures it does suggest that the fuel/air mix isn't right and there's too much fuel to be effectively burned, ending up as carbon in the filter. A hole somewhere in the induction pipework would seem to be a possible cause, so less air than is being measured by the MAF sensors is actually getting into the engine.
No, in fact there was probably more movement in the actuator that was removed than the new one that was installed.

Funny you mention fuel mixture as I suspected there was too much fuel being used a few weeks ago. I can't remember what led me to that conclusion, it might have been the low MPG figures. I may have mentioned I thought it was running a little rich at times, but the computers make a decent job of compensating for these things now so it's not always easy to tell, especialy as I have no idea how it would run if it was set up as it should be.

Looking through the live data, nothing really jumps out but I can only compare figures with previous readings, whether they're right or not I wouldn't know. I took two sets of readings tonight, one before the RP fault and one after. All readings are at 700 rpm.

One thing that has changed significantly today is the Mass Air Flow reading. It's always read around 0.05 lb/s. Now it reads 18 lb/s (before RP) and 19 lb/s after.

The only other things that jump out slightly are:

Turbo Shut Off Valve Opening Position - both Commanded and Measured, have always read 100% previously. today I got a 0% reading after RP had triggered.

EGR valve position - Bank 1 is always 3.92%, but Bank 2 sometimes reads 3.92%, other times it reads 4.31%. I'm not sure half a percent is of any significance though.
 

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Discussion Starter · #151 ·
If it were me and I wanted to keep the car then I would either take it to a very reputable independent Jaguar specialist no matter what the distance, or get rid.
Yes that's the obvious next step and I have somebody in mind but I want to get a bit more info together first.

I know I tend to over-think or over elaborate these things, but I'm just trying to understand what's going on.

The one thing I wanted to avoid was getting into a situation where we're just swapping parts out until we find the right one. I'm convinced this is something minor, but finding it is proving to be very frustrating.
 

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I might be going over old ground here but without going back through the whole thread has anyone suggested a split intercooler? This typically fails along a seam and while looking OK on a visual inspection may be opening up when being put under pressure - when the second turbo kicks in.
 

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Where are you based, I use one of the best Jag workshops around, but he is based in Liverpool. Phil
 
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I would remove the throttle body & check the seam as these can leak underneath, you will know as there will be a carbon build up on the seam. This won't show with a smoke test as these leak under pressure.
 

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Discussion Starter · #155 ·
I might be going over old ground here but without going back through the whole thread has anyone suggested a split intercooler? This typically fails along a seam and while looking OK on a visual inspection may be opening up when being put under pressure - when the second turbo kicks in.
I've been thinking along the same lines. It's certainly pointing towards a pressure leak, we were discussing last night that it could be something that is opening up under pressure, a small split would do it. I'm surprised it hasn't got any worse though.
 

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Discussion Starter · #156 ·
I would remove the throttle body & check the seam as these can leak underneath, you will know as there will be a carbon build up on the seam. This won't show with a smoke test as these leak under pressure.
Thanks, throttle body was mentioned in another thread I read a while back, I was going to take a look for it.

I'm convinced it's nothing major, it's just finding it but I won't give up until I do.
 

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Discussion Starter · #157 ·
Where are you based, I use one of the best Jag workshops around, but he is based in Liverpool. Phil
Not that far away to be honest, I'm in Blackpool. If I can get into the centre without too much faffing about, there's bus and train services.

I was going to call at a place in Lytham who are Jag approved and work on a lot of premium marques, including Range Rover, but not had the time yet. I know they have a 4-6 week waiting list although I can't get it back in for a couple of weeks now anyway. But a recommend might be preferable.
 

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Hi, there is a bus stop just round the corner from the workshop that takes you into the city centre, or a 5 minute walk. If you call Martin on 07717154816 and have a chat with him, there is nothing he doesn't know about these cars and he only employs top mechanics not parts changers, he's just done a rear door lock for me this week. Phil
 

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Discussion Starter · #159 ·
Thanks, Phil, looks like just what I need. I'm going to give this guy a call. I'll try this evening or in the morning, hopefully while he's not tied up with work. If he feels confident he can find the problem, I'll give it a shot. Good excuse to give the car a run anyway.
 

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Thanks, Phil, looks like just what I need. I'm going to give this guy a call. I'll try this evening or in the morning, hopefully while he's not tied up with work. If he feels confident he can find the problem, I'll give it a shot. Good excuse to give the car a run anyway.
If you have a partner you can always bring her with you and then take her shopping round Liverpool One, any cost of the car will pale into insignificance then!:eek::ROFLMAO: Phil
 
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