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I have a no start issue on my 94' XJ40.
The car started perfectly until just lately sitting out in the snow this winter.
I have been trying to fix it with the help of several on-line mechanics.
The fuel injectors just are not pulsing! and no fuel is getting from the rail to the cylinders.
I am in need of the details describing the ECM input/outputs from its 25 pin blue connector.
If anyone out there has a copy of the Jaguar Repair Manual JHM 1130 repair manual (disk) and can somehow copy the needed diagram, I would appreciate a pdf copy very much.
There may be other sources to find these input/output diagrams, I just don't know what they are.
I have a complete set of the 93 XJ6 original mechanics manuals, but they are of no help.
Be aware that Jaguar issued TSBs for all sorts of issues.
The 'crappy' Blue Hella relays were a major 'pain' back-in-the-day.
We spent countless hours replacing them when I worked at the dealer.
I replaced all the faulty relays when I had my 1992 XJ40.
bob
Forgot about those damn blue relays, replaced all of mine with sealed units back when I got the car!
The one in the group on the firewall that switches the oxygen sensor heater can shut off the fuel if it's faulty or has a bad connection and of course the fuse boxes are very problematic on the late cars too.
Regarding your no-start, the most common cause in Jaguars is low battery voltage while cranking. If the voltage falls much below 11V while cranking, the ECM will not trigger the ignition to fire.
Can you hear the fuel pump run briefly to prime the fuel rail when you turn the key to position II (ON) without cranking the engine? If not, I can post a diagnostic procedure that will help you determine whether the problem is the pump or its electrical circuit.
Don,
I was wondering if anyone (including Gus of course) out there has a copy of the foldout mentioned on Fig 30.
That would tell me what I am looking for in regard to the output voltage to the fuel injector.
Right now, while cranking, I am only getting 5 volts to the injectors.
Maybe that is enough for the VCM to send a ground signal to the injector, I just don't know.
So, a copy of that foldout would be very helpful and much appreciated.
Maybe of no use, but, one thing I read said that IF the ecu sees a wide open throttle signal from the TPS during cranking, it prevents the injectors from firing apparently to prevent engine flooding ...
Don,
I was wondering if anyone (including Gus of course) out there has a copy of the foldout mentioned on Fig 30.
That would tell me what I am looking for in regard to the output voltage to the fuel injector.
Right now, while cranking, I am only getting 5 volts to the injectors.
Maybe that is enough for the VCM to send a ground signal to the injector, I just don't know.
Hi Wayne,
Sorry for the delay in responding, but we just moved and I had to track down my printed copy of the 1993 Electrical Guide. There is indeed an additional foldout page for Figure 30 that was not scanned into the pdf version of the guide we've all used for years.
First of all, the Injector Supply is shown at the bottom of the Figure 30 Data page at Output code FE40-12 and FE40-17, and it is battery voltage, so 5 volts would definitely be low. However, since the ground signal is pulsed via the ECM, to measure your injector supply you need to measure between one of the Pink wires with Blue tracer lines (color code KU) and a good ground, such as one of the intake manifold studs. If you measure across the two terminals in an injector electrical connector, the ground via the ECM is pulse-width modulated (PWM), so you're measuring a type of Alternating Current rather than Direct Current, so your reading will be off.
The Injector Drive signal is also shown at the bottom of the Figure 30 Data page as Output code FE40-13; this is the PWM ground via the ECM, and the spec is "Pulsed Signal (2.6 MS IDLE)." I assume this means the pulse width is 2.6 milliseconds at idle. The foldout page that is missing from the pdf scan shows the redundant Injector Drive Output from the ECM, FE40-25, with the same spec as FE40-13.
Once I get the scanner back up and running, I'll try to remember to scan the foldout and add it to the pdf and post it here at JF. Thanks for catching that it was missing from the pdf, Wayne. You have a sharp eye!
Don,I was not able to get the Jag started, so I had to push it out into the lot.I have been having problems with my other cars, so I had to get at them.I will try to get back to it, with luck, in a week or so.Thanks again for your help,Wayne
Don,
I was wondering if anyone out there knows if a ".3" reading on the 200m volt scale is enough to tell the cpu to allow the activation of the fuel injector pulse?????
When cranking the voltage goes up a very little bit, but tells me that the circuit is intact.
Just about ready to push the car back out into the lot and forget it.
Wayne
Don,
I was wondering if anyone out there knows if a ".3" reading on the 200m volt scale is enough to tell the cpu to allow the activation of the fuel injector pulse?????
When cranking the voltage goes up a very little bit, but tells me that the circuit is intact.
Just about ready to push the car back out into the lot and forget it.
Wayne
Hi Wayne,
It's been awhile, so forgive me if I've forgotten what symptoms you have. Where are you measuring "0.3" on the 200mV scale? At a fuel injector connector? Or somewhere else? Was your meter set to AC or DC?
Jaguar Repair Manual JHM 1130
