Hello all, I have been a lurker here for several months now and feel I, and
most certainly my '91 XJ40, have benefited greatly from the overall wisdom
of this mailing list. You all talked about control arm bushings, so I
changed mine, put some P4000s I got at Discount Tire on it and took it to
the dealer to get an "official"alignment. Changed the differential and
brake fluids, had the transmission flushed out, resoldered the bulb modules,
stopped the HSMO leak at the “Y” hose (I thought), did the brakes, rebuilt
the calipers, changed rotors, wheel bearings, some hoses, ect, ect.
Thought I had my cat in tip-top shape and let my wife take a trip by herself
and the kids up to our parents in Illinois (we live in the Dallas/Ft. Worth,
TX area). She calls me Sunday night from my mom’s farm to tell me the car
won’t start. For two hours I tried to tell my brother (a much better
mechanic than I will ever be and who runs a motorcycle shop specializing in
Nortons and Triumphs) what to check out and how things should be according
to the Haynes manual. He checked connections, relays, fuses, pressure, ect.
Right away it was apparent that he was getting nothing out of the fuel pump.
No pressure, noise, or continuity from the pump side of the connection.
Being the good lurker I try to be, I had a spare Crankshaft Position Sensor
in the car which did not help either. There was also good voltage at the
fuel pump connection in the trunk for a few seconds after the key was turned
on. Had to be the fuel pump we both decided. Of coarse the nearest dealer
is close to a hundred miles away and next day delivery from mail order is
just not going to happen out in the middle of nowhere.
I threw what tools I thought I’d need in our Escort, stopped at Moore Jaguar
in St. Louis for a fuel pump the next morning and changed out the fuel pump
that afternoon. I plugged in the new fuel pump at the trunk connectors
before removing the tank and the pump ran fine when the key was turned on.
BTW, Haynes calls for dropping the drive shaft and center bearing to get at
the fuel lines when removing the fuel tank. All I could think about was the
trouble reported on the list with vibration because it was hard to get the
center bearing lined up right. I found the pins holding the fuel lines onto
the fittings at the bottom of the tank were easy to remove and re-install
with the drive shaft in place, though the connectors themselves were stuck
into the fittings and took considerable effort to free them I doubt it would
have been any easier to drop the drive shaft.
Bled the air out of the fuel lines and the Jag was purring again. Drove it
35 miles to the my in-laws that evening with no problems. My bride decided
she’d rather drive her and the kids back in the Escort at the end of the
week (as they had originally planned to do in the Jaguar) and I could take
the Jag (what a blow to my ego). Next morning the Jag started right up and
ran great for about 50 miles until it died as I was going 75MPH down I74 on
my way back to Texas. No sputter, no warnings, no gradual loss of power -
just a dead engine. No VCM codes, nothing! It coughed a few times as I
cranked it as if it wanted to go, but that was it.
I had notice the previous day that the power steering hose was leaking again
where it connected into the pump, which is right over the crank position
sensor (CKPS), but decided it could wait until I got the car home. Didn’t
even change out the CKPS because the car was running fine after installing
the new fuel pump. I decided I would cut off the offending section of the
PS hose, splice a new section of hose in and change out the CKPS to the new
one I carried in the car. Still nothing! One of the many things I did not
have with me was a multi meter and was pretty limited in running electrical
test. Even if the fuel pump was bad again, I figured there had to be
something else causing it to go bad.
I had to call the wife to come out and get me and run me into an auto parts
store for the steering hose. After a few hours of trying to get the beast
going I had to do the unthinkable. I had to call the closest dealer (“those
guys in Peoria”, as Bill calls them) and have them load my pride and joy up
for an indignant journey to their garage. I shall always recall the site
of the Jag sitting on the shoulder of the Interstate in my rearview mirror
as I pulled away from her.
In the fourteen and a half hour drive back to Texas (with all of us crammed
into the Escort) I still could not come up with what went wrong. It does
not so much bother me that I had a break down, but rather that I couldn’t
figure out what was wrong and was forced by circumstances to leave my
problems with someone else. Sure it would have been better to have had it
happen closer to home, but stuff happens. I still am at a loss what it
could be. I do wish I had thought to check, or better yet since I had one
with me, change out the fuel filter; but doubt that is the problem since
after the pump was changed out the day before I had such good pressure going
into the fuel rail. I also wish I could have cleaned up the CKPS holder
better, or at least had something better than the coolant out of the
radiator hose above it to flush it clean with.
So tell me, what should I have checked or done before giving up? If it is
indeed the fuel pump that has gone bad again, what could have caused it?
Failed to mention earlier that the old fuel pump ran just fine after pulling
it out of the tank. We figured just banging and moving it around getting it
out could have knocked an obstruction loose or allow a circuit to complete
enough to get it running again.
'91 XJ40 (broke down in the Land of Lincoln)