I'm thinking not enough air flow though the EGR valves, or stuck throttle ( if the 2.2 has one, 3.0d does for EGR purposes so it can reduce the airflow through the throttle body, and add if from EGR at low power/idle )

How about changing more modules to make a full set ( I'm thinking at least VIM ( steering lock), BCMs, and KVM ) as well as the PCM and IPC. Then use the keys from the donor car too.

IPC and PCM are part of the PATS so I doubt you can use them without at least reprogramming the stored VIN

 

Thanks Phil!
I will ask if he changed the EGR already. You are right. I focused on the MAF.

Good point with changing more modules at once. But I'm not sure if I can add the PCM with my Mangoose clone. But it will be an interesting mix changing PCM, BCM, VIM and leaving the others with the old VIN i.e. BCMB.
But you are right, it's an idea to think about.

Cheers
Dirk

 

It looks like the 2.2 does have a throttle too, so that could be sticking too as far as I understand they are pretty much use exclusively in combination with the EGR, so if they stick shut when the egr closes, or egr doesn't open as expected when the throttle is shut it'll choke the engine.

Throttle Housing Jaguar XF 2.2 Diesel (2012-15) PIERBURG OEM - C2Z15660 | Ashwood Jag Parts

Throttle Housing Jaguar XF 2.2 Diesel (2012-15) PIERBURG OEM - C2Z15660Fits Models: X250- XF, 2.2 Diesel - All Years (2012-15)Equivalent to Jaguar part number (s): C2Z15660Quantity: 1The Throttle Housing on your Jaguar is a device that is operated by the Engine Management System to regulate...

www.ashwoodjagparts.co.uk

Sorry when I said BCMs I meant both BCM, and BCMB.
It it a facelift i.e. does it have DX23-14B476-?? BCM an DX23-14D628-?? BCMB for which the VIN could be edited as long as you have a suitable BDM programmer, though it you have the bought the whole donor car, it's probably quicker just to swap them.

 

Thanks Phil!
I got you right with the BCMs . I found already a not so uncommon issue with the broken spring at the EGR on youtube. So we collected already a few hints to proceed our Cat-walk .
Thanks!
And yes, it is really an option to take many of the donor control units. If they really fit. But according to the information Michael got, it should be the same model and year.

Cheers
Dirk

 

I think that spring is for the EGR cooler (i.e a separate flap / value that diverts the gas via the cooler or bypasses the cooler ), there'll also be the EGR valve itself ( which controls how much gas is recirculated). On the 3.0d at least, the EGR valve is electrically controlled, while the cooler is vacuum operated with spring return ( vacuum line has a solenoid in )

Have you run the air path test ( if it applies to the 2.2 ) as in https://www.jaginfo.org/posts/2858603/

 

I believe Michael didn´t perform an airpath setup routine. I didn't give him this hint so far. It's not so easy if the car is 600 km away and Michael just begins to learn about SDD and XF. He is excellent in restoring/refurbishing real Oldtimer Jaguars. The new stuff with control modules and the XF is New Wolrd stuff
And I'm not so familiar with the 2.2D.
But the information you gave so far, leads me to the decision not to buy a complete donor XF. I still believe the PCM/ECU + BCM is working right and the problem is linked to air, fuel or injectors.

Cheers
Dirk

 

It's a test rather than setup routine I mentioned, I think it's full name is something like "Turbo EGR and Air Path Dynamic Test" The OP of the thread I linked above, can probably tell you it's correct name. There is a video of someone running it, ( but I don't claim to understand the non-english text in it ) -

Yes 600km is going to make it difficult, is Michael in the UK then? ( just wondering given your mentioned potentially acquiring a donor car from the UK )

I'd be kind of reluctant to blame injectors ( but can't claim to be experienced enough to rule it out completely), as presumably they are being controlled just fine at higher RPM, and it'll be the same control circuits, wiring etc.

I'm much more leaning towards something air path related, or a sensor that only provides significant input at low revs. I wonder if it still runs without stalling at higher RPMs all the way to warmed up ( i.e. after it switches to closed loop operation ) - Just theorising it might go to closed loop operation sooner at idle.

 

Picture of the test option in this thread

Freel2.com - View topic - SDD help required

www.freel2.com

 

Thanks Phil!
I will have a call with Michael this week. Check what to do next. He is living in Germany but buys Jaguar parts and complete Jaguars in the UK. He is driving there one or two times a month.
The air path test routine will fail. It demands about 220 seconds idle But maybe the setup routine might work. I have done this on several 3.0D. It demands only a warm engine and ingnition on.

Yes, we suspected the injectors, too. But if it comes to this, he will have to wait till September. His mechanic with more knowledge about this will return from holidays then.

Cheers
Dirk

 

A diesel only needs fuel and air to run, so I wonder if something is turning the fuel pump off when it should not? Or does the ECU think the car is in gear and decelerating, and so shuts off the injectors?

 

That's why we suspected the HP pump and exchanged it. No joy so far.
We measured the desired and actual rail pressure. Desired pressure during idle is about 350 bar. Normal. Actual value will just cut off after 10 seconds. No DTCs so far. But I will try to get Michael to the point, clearing all old DTCs again, perform a air path setup and idle again. Maybe we find a miscommunication from BCM to ECU and the ECU shuts down the engine. But then I would expect a DTC.

Cheers
Dirk