JAGUAR X-TYPE
Richard Burridge buys his second Jaguar X-TYPE from a leading used car dealer online with full documented Jaguar dealer service history – the same dealer used throughout the car’s life with MOT and no advisories.
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One of the last 2009 Diesel 2.2 autos with many features including electric sunroof, sat-nav, heated seats and Jaguar Valencia wheels (including the spare). Last serviced by Jaguar at 93,000 miles, the car was delivered at 96,000 miles with two keys and all the handbooks and documentation. No tow bar had been fitted – it had been very well looked after and always serviced by Jaguar on time by the previous owner.
The first job was to renew the pollen filter – so windscreen wiper puller to remove the wipers and the front fullwidth scuttle was detached to replace the filter in its push-fit box with a new one, fitted the correct way round. Some time was needed to clean out ten years of assorted rubbish and the pollen filter was not at its best either!
The next job was the non-working boot lamp – simple I thought, the bulb has blown. No, not that simple – after tracing out with a meter found no switched earth because the cable had broken inside the flexible rubber conduit to the boot lid due to the constant opening and closing that occurs here. Solder up and sleeve with heat shrink and all done – light now working.
The door mirror repeater lamps were not working on both sides. Remove mirrors carefully with plastic lever and replace the amber bulbs – thought this was checked on the MOT? Also, the mirrors were loose to the backing plates. As they are heated, I think this may weaken the adhesive over time.
Of the two keys supplied, one was working correctly in all modes but on the other key, two of the remote buttons were broken and not functioning. I tried replacing the switches bought from eBay but no joy, so I replaced the PCB from a complete blank cut key unit available on eBay for around £12 and reprogrammed in the car before renewing both batteries.
On collection of the X-TYPE (a 200-mile journey), the temperature of coolant stayed consistent, although the exhaust seemed to have slight boom. I thought this may be due to DPF regeneration and when cooled down seemed OK. I checked the oil level, and it was quite high on the dipstick full line, so next day using a motorised syphon unit sucked out via the dipstick tube 500ml of oil to restore the correct level. At least Shell Ultra Helix low-ash C1 oil for the DPF had always been used in the engine from the service records. I can confirm that the oil level has not risen since then so no need for concern with dilution of oil and fuel, etc.
The DPF and flexi front pipe were gas tight, but the area was quite rust
