Planned V8 E Type conversion; Your thoughts?
Discussion
Firstly, just let me begin by saying that I WILL be converting this car, so please do not hit me with the 'but it is sacrilege' line. I will be doing the conversion without carrying out any permanent mods so that I can re-fit the original engine and gearbox should I need to.
So far, I rather favour using the modern 48 valve Jaguar 4.2 V8 but am also considering an Audi 4.2 V8. I would like to use a BW T5 manual gearbox but the decision will more than likely be dictated by the bell housing options available at the time.
The car is a Series I 4.2 FHC and started life as a LHD and was in Finland. I am trying to create MY interpretation of the model and am hopelessly smitten by the V8 motor (I already have 5 X V8 engined cars and am also looking to convert a Volvo 960 to Rover V8 to use as a tow car).
Any ideas / info is much appreciated, thanks
So far, I rather favour using the modern 48 valve Jaguar 4.2 V8 but am also considering an Audi 4.2 V8. I would like to use a BW T5 manual gearbox but the decision will more than likely be dictated by the bell housing options available at the time.
The car is a Series I 4.2 FHC and started life as a LHD and was in Finland. I am trying to create MY interpretation of the model and am hopelessly smitten by the V8 motor (I already have 5 X V8 engined cars and am also looking to convert a Volvo 960 to Rover V8 to use as a tow car).
Any ideas / info is much appreciated, thanks
, my apologies (please mentally amend) I have seen at www.RacingGreenCars.com ETypes and Mk2s using XJ8/R & XK8/R running gear.
Maybe give Chas a ring eMail.
Maybe give Chas a ring eMail.
NormanD said:
I have seen at www.RacingGreenCars.com ETypes and Mk2s using XJ8/R & XK8/R running gear.
Maybe give Chas a ring eMail.
Maybe give Chas a ring eMail.
I've seen the E-Type there and it looked great. Personally I'd have chosen the real E sitting next to it, but that just personel preference.
It was based on a Series III (V12) car which would be an easier options probably since it is already a based around a V engine so the width won't be a problem. Having said that it wasn't too uncommon for people to drop American V8s into E's anyway.
The biggest problem you might have trying to drop the Jaguar V8 in is that the engine management unit is very connected to the auto box. The Beacham Jags from RacingGreenCars use the auto boxes that come attached to the new Jag engines. If you look back through this forum you will find a lot of posts about wanting to have manual boxes in the XKRs. I've only noticed one posting from someone who has managed this. Several companies claim to be investigating doing this.
In terms of the donear car, I'd have though a SII would have made more sense as these are cheaper. Yes it's sacrelidge but you know that already.
Another place to look for information on a project like this would be www.jag-lovers.org and then look in the "lumps" forum, which I think is where they discuss dropping other lumps into Jaguars. You could also look in the X300 and XK8 forums for info on the engines and gear boxes. Then there is the XK8/R club which is also pointed to a lot from here. Again for information on seperating the Jag AJ26 engine from it's auto box.
Not deliberate, I did write a post and sent it last night but did not check that it had gone through, pressed wrong button or something 
I have spoken to Tony (at Paragon I think) and he has given me a price of circa 6K for all but an ECU. They have pioneered a T56 6 speed gearbox install with a modified auto bellhousing, an AP twin plate organic clutch and a hydraulic release bearing amongst other stuff so I will probably be calling them later in the year when I am ready but would still be interested in learning any other info in the meantime.
Thanks to one and all that have so far contributed
I have spoken to Tony (at Paragon I think) and he has given me a price of circa 6K for all but an ECU. They have pioneered a T56 6 speed gearbox install with a modified auto bellhousing, an AP twin plate organic clutch and a hydraulic release bearing amongst other stuff so I will probably be calling them later in the year when I am ready but would still be interested in learning any other info in the meantime.
Thanks to one and all that have so far contributed
GTWayne said:
Not deliberate, I did write a post and sent it last night but did not check that it had gone through, pressed wrong button or something
I have spoken to Tony (at Paragon I think) and he has given me a price of circa 6K for all but an ECU. They have pioneered a T56 6 speed gearbox install with a modified auto bellhousing, an AP twin plate organic clutch and a hydraulic release bearing amongst other stuff so I will probably be calling them later in the year when I am ready but would still be interested in learning any other info in the meantime.
Thanks to one and all that have so far contributed
I have spoken to Tony (at Paragon I think) and he has given me a price of circa 6K for all but an ECU. They have pioneered a T56 6 speed gearbox install with a modified auto bellhousing, an AP twin plate organic clutch and a hydraulic release bearing amongst other stuff so I will probably be calling them later in the year when I am ready but would still be interested in learning any other info in the meantime.
Thanks to one and all that have so far contributed
I still think it's sacrilege!
I know you have a perversion for V8s, but have you considered just what the venerable old XK engine is capable of? There are people out there who will get you as much power out the E's original engine as Jaguar shipped the supercharged 4.0 V8. And make it extremely usable, not just some race tuned animal.
I hear what you are saying a8hex but consider the remit:
I love all V8 motors (some more than others, but I do mean ALL).
Never really been a fan of the Jaguar in line six, nothing wrong with it, just does not excite me.
I am not looking for extreme or even big power (I have a 650bhp Ultima for that
)so the amount available from a tuned 6 is irrelevant.
This will be an ongoing project that will see me into my old age and although I am keen on a vast array of different cars, like most, I find the E Type the epitome of car design in ethic as well as proportion / actuality. Only thing that is wrong; It has the wrong type of motor installed as standard (surely I am not completely alone here?)
The last and possibly most important factor here is that I can do this thing BECAUSE I WANT TO!
Simple
I love all V8 motors (some more than others, but I do mean ALL).
Never really been a fan of the Jaguar in line six, nothing wrong with it, just does not excite me.
I am not looking for extreme or even big power (I have a 650bhp Ultima for that
)so the amount available from a tuned 6 is irrelevant. This will be an ongoing project that will see me into my old age and although I am keen on a vast array of different cars, like most, I find the E Type the epitome of car design in ethic as well as proportion / actuality. Only thing that is wrong; It has the wrong type of motor installed as standard (surely I am not completely alone here?)
The last and possibly most important factor here is that I can do this thing BECAUSE I WANT TO!
Simple
There was a e-type replica called wildcat, they had various engine options including a V8. Might be worth checking out for info, although its probably rover V8's rather than more modern options. www.jprwildcat.co.uk/
GTWayne said:
I hear what you are saying a8hex but consider the remit:
I love all V8 motors (some more than others, but I do mean ALL).
Never really been a fan of the Jaguar in line six, nothing wrong with it, just does not excite me.
I am not looking for extreme or even big power (I have a 650bhp Ultima for that)so the amount available from a tuned 6 is irrelevant.
This will be an ongoing project that will see me into my old age and although I am keen on a vast array of different cars, like most, I find the E Type the epitome of car design in ethic as well as proportion / actuality. Only thing that is wrong; It has the wrong type of motor installed as standard (surely I am not completely alone here?)
The last and possibly most important factor here is that I can do this thing BECAUSE I WANT TO!
Simple
I love all V8 motors (some more than others, but I do mean ALL).
Never really been a fan of the Jaguar in line six, nothing wrong with it, just does not excite me.
I am not looking for extreme or even big power (I have a 650bhp Ultima for that
)so the amount available from a tuned 6 is irrelevant. This will be an ongoing project that will see me into my old age and although I am keen on a vast array of different cars, like most, I find the E Type the epitome of car design in ethic as well as proportion / actuality. Only thing that is wrong; It has the wrong type of motor installed as standard (surely I am not completely alone here?)
The last and possibly most important factor here is that I can do this thing BECAUSE I WANT TO!
Simple
Why not just go out a buy a XKR.
The E Type was designed in the 50s, a great car in it's day (although it never did much for me, the C type and D Type yes)
With the XKR you have all of the modern handling and breaking with the style. There plenty of places where you can get aftermarket options including a decent exhaust to give you that V8 burble
NormanD said:
Why not just go out a buy a XKR.
Don't like 'em.
NormanD said:
With the XKR you have all of the modern handling and breaking with the style. There plenty of places where you can get aftermarket options including a decent exhaust to give you that V8 burble
As you don't really care for the E Type, I feel the same about the XKR. I don't hate it, it just does nothing for me.
The reasons for choosing the E are many and some have been previously mentioned already but a large part of the appeal of the car that I own at least is it is a 1965 model (the year I was born) and this also makes it feel a little more personal and special. Ever since I can remember, the E Type has been always been 'there' and so has been a constant all the way through my motoring interest. The more that I try and convey my reasoning behind the ethos, the more pansy it seems but I know what I mean!
As for the handling / breaking issues, this should not pose a problem if power levels of 300bhp or so are adhered to with only minor upgrades necessary (the car already has Coopercraft brakes and Koni classic shocks). As for the exhaust, I will be trying to keep it a little subtle as the game plan is to go abroad and tour some: long distance and loud do not go hand in hand!
Also need to consider the wants and needs of Mission Control (that is if she is interested in touring?).
GTWayne said:
I hear what you are saying a8hex but consider the remit:
I love all V8 motors (some more than others, but I do mean ALL).
--------8<-----------
The last and possibly most important factor here is that I can do this thing BECAUSE I WANT TO!
Simple
I love all V8 motors (some more than others, but I do mean ALL).
--------8<-----------
The last and possibly most important factor here is that I can do this thing BECAUSE I WANT TO!
Simple
I understand the "BECAUSE I WANT TO!"
and I'm sure you understand the fact I WANT to think it sacrilege :-)
But then I love the sound of a straight 6, I love the burble of a cruciform V8, but only at low revs. I love the yowl of a flat crank V8 as it screems towards the red.
But I still prefer the sound of a inline 6.
If any of you are ever down at racing green when they have their racing XK150 running then you see what I mean.
But they run that with the earlier "B Type" head rather than the later straight port one. The straight port one develops more power, but higher up the rev range, the B-Type head is more torquey and I think makes the better noise. Each to their own.
I still think it's sacrilege, but I was still prepared to offer pointers.
If it means one more classic Jag on the road then I'm for it. Even if it's a heathen one
a8hex said:
I understand the "BECAUSE I WANT TO!"
and I'm sure you understand the fact I WANT to think it sacrilege :-)
and I'm sure you understand the fact I WANT to think it sacrilege :-)
Did not mean to come across all bolshy, just trying to get the point across that I have not entered into this lightly (it has taken me three years to arrive at this decision) and I am through with that part of the process.
a8hex said:
Each to their own.
I still think it's sacrilege, but I was still prepared to offer pointers.
I still think it's sacrilege, but I was still prepared to offer pointers.
I do appreciate the in put
Just a quick thought, one of the biggest problems with 90 degree DOHC V8s is engine width. I know the Jag V8 is ~700mm across the cam-covers. And then there is getting the exhaust out. Are you sure it would fit without a bit of butchering?
Edited by wheeljack on Tuesday 27th February 19:07
wheeljack said:
Just a quick thought, one of the biggest problems with 90 degree DOHC V8s is engine width. I know the Jag V8 is ~700mm across the cam-covers. And then there is getting the exhaust out. Are you sure it would fit without a bit of butchering?
Edited by wheeljack on Tuesday 27th February 19:07
This has been one fact that has been bothering me to some degree but scouring the web just now and guess what I found? A 60 degree 4.4ltr V8 Yamaha motor that is being offered in the new X90 Volvo. It is transversely mounted in the Volvo hence the need for a narrower motor and because it is so new, I appreciate they will be fairly few and far to begin with but it will not hurt to be on the lookout 'eh?
If all else fails I may have to look at fitting a V12 frame to accommodate a 90 degree V8 and I will do this rather than cutting the car but this Yamaha motor has certainly put the cat amongst the pigeons.
GTWayne said:
wheeljack said:
Just a quick thought, one of the biggest problems with 90 degree DOHC V8s is engine width. I know the Jag V8 is ~700mm across the cam-covers. And then there is getting the exhaust out. Are you sure it would fit without a bit of butchering?
Edited by wheeljack on Tuesday 27th February 19:07
This has been one fact that has been bothering me to some degree but scouring the web just now and guess what I found? A 60 degree 4.4ltr V8 Yamaha motor that is being offered in the new X90 Volvo. It is transversely mounted in the Volvo hence the need for a narrower motor and because it is so new, I appreciate they will be fairly few and far to begin with but it will not hurt to be on the lookout 'eh?
If all else fails I may have to look at fitting a V12 frame to accommodate a 90 degree V8 and I will do this rather than cutting the car but this Yamaha motor has certainly put the cat amongst the pigeons.
If you look in the "Lumps" forum on Jag-Lovers, you might find the types of V8s other people have dropped into E-Types over the decades. Someone there might also be able to advise you on just how much width is available to play with. The V8 is going to be much shorter than the I6 so it would sit further back in the chassis, so it might sit behind the front suspension. Not sure what would happen with the steering column though. I'm not a E-Type expert.
There are a couple of albums, in their photo album section showing E's with US V8s in.
GTWayne said:
This has been one fact that has been bothering me to some degree but scouring the web just now and guess what I found? A 60 degree 4.4ltr V8 Yamaha motor that is being offered in the new X90 Volvo. It is transversely mounted in the Volvo hence the need for a narrower motor and because it is so new, I appreciate they will be fairly few and far to begin with but it will not hurt to be on the lookout 'eh?
If all else fails I may have to look at fitting a V12 frame to accommodate a 90 degree V8 and I will do this rather than cutting the car but this Yamaha motor has certainly put the cat amongst the pigeons.
If all else fails I may have to look at fitting a V12 frame to accommodate a 90 degree V8 and I will do this rather than cutting the car but this Yamaha motor has certainly put the cat amongst the pigeons.
The rumour was TVR (before all the trouble) was looking at the Volvo/Yamaha engine specifically due to the width issue. It's not a bad lump at all, it's looks like it's heavily based off the Jaguar V6 (same bore centres, same stroke & rod lengths, valve sizes, direct acting buckets) with 2 cylinders tacked on the back and a split-pin crankshaft which keeps the proper V8 burble!
As you say the front frame construction will allow some flexibility. Yank pushrod engines are attractive due to their compact dimensions across the rockercovers. I'll see if I can get some key external dimensions for the Jag V8 tomorrow. Must admit I'm not a fan of the Audi V8 due to its weird package constrained design to keep it as short as possible (i.e. quite tall & wide with narrow bore-centres and a rear-end camdrive)
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