Question about Jaguar S-Type
miss indicates one of three things: a cylinder that isn't firing because of an
ignition problem, a cylinder that isn't firing because it isn't receiving fuel
(multipoint fuel injected engines only), or a cylinder that has lost
compression.The first step in diagnosing this kind of problem is to identify
the dead cylinder. A professional mechanic can do this quickly by hooking the
engine up to an ignition oscilloscope and displaying an ignition raster
pattern. The dead cylinder will show a firing voltage that is significantly
higher or lower than its companions depending on the nature of the problem. He
might also do a "power balance" test and/or a compression test to
find the dead cylinder.One way you can find a weak or dead cylinder is to
momentarily disconnect each of your engine's spark plug wires one at a time
while the engine is running. When the plug wire is removed from the spark plug,
there should be a big drop in idle speed and idle smoothness. When you pull a
wire and there's little or no change in idle speed or quality, you've found the
bad cylinder.It makes no difference whether you remove each plug wire from the
spark plug or the distributor (or coil pack on distributorless ignition
systems). The idea is to simply disconnect each cylinder for a moment to see if
it makes any difference in the way the engine runs. The one that makes no
difference is the problem cylinder.CAUTION: Disconnecting spark plug wires
while the engine is dangerous because you risk getting shocked. You can
minimize this danger one of several ways. One is to wear rubber gloves and use
insulated spark plug wire pliers to momentarily disconnect each plug wire.
Another is to make sure no part of your body is touching or leaning against any
metal surface on the vehicle (the fender, hood, grille, etc.). Or, you could
turn the engine off, remove a plug wire, restart the engine, note any change in
idle, then repeat for each of the remaining spark plugs
If you disconnect the plug wire from the spark plug and hold the end of the wire close to the plug terminal or other metal surface, you should see a spark and/or hear a crisp snapping noise if voltage is getting through the wire. No spark would tell you the plug wire is bad, voltage is arcing inside the distributor cap (remove and inspect the cap for cracks and carbon tracks -- replace if any are found) or a dead coil on a distributorless ignition system (Note: on most distributorless ignition systems, each coil fires two cylinders. So if both cylinders are dead, you know for sure the coil is not working. If only one cylinder is dead, however, it's not the coil).
If all of the plug wires seem to be sparking okay, the next step would be to remove the spark plug in the problem cylinderIn any event, if the plug is fouled you should probably remove, inspect and clean or replace all of the spark plugs.
If the dead cylinder is receiving spark through the plug wire and the spark plug itself appears to be okay (not wet or fouled), and your engine has multipoint fuel injection you may have a dead fuel injector.
To check for this kind of problem, start the engine and place your finger on the injector. You should feel a buzzing vibration if the injector is working. No buzz means the injector is either defective or it is not receiving a voltage signal through its wiring harness. You can check for the presence of voltage with a 12 volt test light or voltmeter. Disconnect the injector wiring connector and attach the test light or voltmeter between the injector and connector. If the light doesn't flash or you don't see a voltage reading when the engine is running, it indicates a wiring or computer problem that will require further diagnosis. If voltage is getting through but the injector isn't working, then the injector is defective and needs to be replaced.Sometimes the injector will appear to be working but really isn't. It will be receiving voltage and buzzing as normal, but because it is clogged up with varnish deposits little or no fuel is actually being squirted into the cylinder. If ignition and compression are both okay in the bad cylinder, therefore, it would tell you the injector is clogged. On-car cleaning may reopen the clogged injector is the varnish isn't built up too thick. But a completely clogged injector usually doesn't respond well to this type of cleaning. It either has to be removed for off-car cleaning (which may or may not succeed id reopening it) or be replaced.
If the dead cylinder is getting spark and fuel, the only thing that's left is a compression problem. The most likely causes here would be a leaky valve (probably an exhaust valve since they run much hotter than intake valves and usually fail or "burn" first), a blown head gasket (this usually involves two adjacent cylinders, however), or a rounded or badly worn cam lobe.A compression check will verify if the cylinder is developing its normal compression. Little or no compression would verify any of the above problems. A leakage test could also be used to further diagnose and identify the nature of the problem (valves, head gasket or cam). Air leakage through the exhaust port would indicate a bad exhaust valve. Air leakage back through the intake manifold would indicate a bad intake valve. Air leaking into an adjacent cylinder would indicate a blown head gasket. Minimal leakage would indicate a rounded cam lobe.Leaky valves would require removing the cylinder head and having a valve job performed. A leaky head gasket would require removing the head and replacing the gasket (and probably resurfacing the head to restore flatness). A cam problem would require removing and replacing the camshaft and lifters (old lifters should never be reused with a new cam).
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Posted on Jul 30, 2010
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Posted on Jan 02, 2017
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