Make a pulley change, increase boost which is an increase in cylinder charge and not change the fuel mixture your asking for trouble.
Not to say there may be an issue with the ECM but those are few and far between, surely not an oil pump issue.
Making changes to a SC motor and where is the qualified tuner a lap top and a dyno run, A/F ratio and EGT?

 

Totally insider.... we have been watching you in the states for a LONG TIME.... muuuwahahahahahaahhahahaha Bo)

 

Well, the ECM can detect a low pressure if one (or both) high pressure fuel pumps are failing, but it can't detect a wrong readings of the failing fuel pressure sensor.
Also, if the HP pumps are going bad, the ECM have only a few things to do. Since this engines have a direct injection, if HP pumps fails, while engine revs are high enough, it can retard a timing (within a reasonable range, which may not be sufficent) and prolong an injection time (which is very limited, while the revs are high enough) and decrease a throttle. It all takes a long enough time (for an engine, not for a human) and under these condition and a high load the engine may fail. ECM can't just switch an engine off, it is a safety regulation.

 

Jaguar software is very adaptive. Even with a boost as high as 20-25psi (KB twinscrew+meth can do that) it is still able to supply enough fuel (if the fuel pumps are in an operating condition). HP pumps of AJ133 can feed engines twice as big as 5.0l, injectors flows very well, so it is a pretty safe to raise a boost w/o reflashing a ECU. The only thing you need to do after a pulley swap - is to reset and relearn a ECM.
A/F ratio on a AJ engines always had been on pretty rich side, and AJ133 is not an exclusion, even with a smaller pulley.
EGT is not an issue too, if ECM detects a high EGT it reduces a power.

But, as for me, it's pretty clear that there's no need in smaller pulley on a AJ133, since it's 510hp is just a software limiter. If you need more power you may just flash a software from XKR-S with 550hp limiter.

 

The fuel system and the whole engine mgmt of an AJ133 is a very sophisticated thing.
There's two HP pumps, two HP fuel rails, while only one fuel pressure sensor. There's also a pipe, which connects two fuel rails together, but, for example, if it is somehow bent - you can blew an engine in no time if one HP pump fails. The ECM will see normal pressure (but only for one bank), while there'll be low pressure on another bank. Also, the volume control solenoid on a HP pump may fail or stuck, e.t.c, e.t.c.

 

You are correct, if the sensor is bad, the ECM could not detect a fuel pressure fail scenario.

However, I am not seeing why the engine could not be switched to limp mode if falling pressures or other fuel-related issues were detected. Something like this happened on two of my cars. In case of Car 1, I accidentally filled the tank with reg, lower octane fuel. The car ran fine until I tried a full power pass at 4000' elevation, uphill with 4 person in it. Then the engine was cutting in and out, obviously reacting to the low octane. On level grounds, and with a refill of the required octane gasoline, no issues.

Similar thing happened with my XKR when I tried a full power acceleration steep uphill with 2 person in the car. Same engine power cut, in-out, (felt like a typical racing rev-limiter activated) that can not be duplicated on level grounds. In this case, I was using the required 91 octane (California) premium gasoline. So, it seems, there are some engine protective management features at work but, the question is what conditions activate them?

 

You're starting to ask what did the software guys do in 1MB or more of code. I expect it's a trade secret.

 

IF they are detected. I.e. FP sensor keeps telling a ECM that the fuel pressure is withing a target range, while a fuel pump is failing. The only way for ECM to recognise a lean condition is a knock sensor signal and O2S signal, but they may react slowly. At first ECM will try to retard an ignition, then it will try to enrich a mixture. In order to enrich a mixture it will try to open injectors for a longer time, but IF the HP pump gives less pressure, than pressure at cylinder TDC there'll be no additional fuel in cylinder. Bang, the engine is shot.
There's no way to make a fail safe tune for all scenarios

 

yes I have full history and called main dealer and previous owner , all was in order ,
I plan to strip the engine later in the month and see what the damage is , also had some quotes from various piston manufacturers , not that bad actually
I may use this as an excuse o upgrade further where I can

ill post pics up of what I find for you guys amusement
cheers

 

engine now stripped and it appears only one piston and bore is affected possible faulty injector?

 

now looking for a single piston if anyone can advise , unavailable from jaguar!

 

I have had luck through ebay, you would need to find a seller in your area that sells engine rebuild kits.

I would suggest internal engine parts group, but they are here in the US and I'm not sure if they will ship internationally.
You could always give them a call to find out. I might be able to help you ship that via the us postal service, they are much cheaper than fedex or ups for shipping in europe.
This is the number for their tampa, FL location: (813) 630 4646

Do you have a picture of the side on that piston?

 

Would this be another reason for the makeshift gauges to check on A/F ratio etc.?

 

PS
I would highly recommend removing a neighboring piston to have exact measurements of the piston, so you can call a manufacturer such as wiesco or mahle (mahle has sellers in europe)
With the measurements they might be able to cross reference the piston with a similar unit.

 

engine stripped and a lot more damage sustained than originally thought



opposite side piston also damaged , why?

 

Opposite side of same piston, or piston from opposite side of engine?

 

opposite bank

 

In that case, weird. It does seem that engine's either got some intrinsic flaws, or has been abused. The way that the top ring of the fractured piston is bent down, just above the missing chunk, might suggest that something got ingested into the cylinder and was trapped between the piston ring & the head, shoving the ring downwards and chipping a chunk of piston off. But that's just a guess - and if it was something like that, where's the foreign body gone?

 

What did the mechanic's say was the problem. It looks like the ring may have broken and taken out the piston. Could it have been a denotation problem ? Was this limited to just one cylinder or is there more damage. Is the cylinder salvageable or would they replace the block. Any info on how this happened would be worthwhile.

 

the mechanic ie me , I was driving it at the time ,cruising at aprox 80mph , flicked down shift and heard it pinking then it misfired on that cylinder and puffed smoke out exhaust . coasted to around 30 and drove home , stripped and foud this ,
I recon the injector wasn't correct or maybe a fuel pressure issue but that would affect all cylinders, doesn't explain the broken ring land on the opposite bank piston

all very strange , anyway , sample piston sent to various manufactures to see if I can get them made as they are unavailable from factory