Rebuilt V8 engines

[Duke Thrust]

Chaps,

I remember reading about a chap (in the south west if I recall correctly) who rebuilds the Jag V8 - I can't find the details now (thinking about 4.0 to 4.2)

Does anyone have the details? (Or of any other Jag V8 builder)

Thanks

[a8hex]

I know that Race Green Cars have rebuilt some 4L engines to 4.2 spec.

I'm sure there have been other people on here who have also rebuilt these engines. NormanD's man is bound to have if you look at his other posts this morning.

[NormanD]

a8hex said:

I know that Race Green Cars have rebuilt some 4L engines to 4.2 spec.

I'm sure there have been other people on here who have also rebuilt these engines.
NormanD's man is bound to have if you look at his other posts this morning.

That is true, contact Tom @ TLJaguar 0118-976-2899
Post code RG40 4TS

He has the knowledge and the contacts

[Duke Thrust]

NormanD said:

That is true, contact Tom @ TLJaguar 0118-976-2899
Post code RG40 4TS

He has the knowledge and the contacts

Just spoken to him, very helpful chap

[designXKR]

We also rebuild engines and have done various upgrades to them.

Kevin is a specialist in the Jaguar V8

designXKR
Andover
01264 333523

[avos]

And here some free info if you want to do it yourself:

http://www.jaguarforums.com/forum/general-tech-hel...

[RW774]

This bothers me. I run a Jaguar business and have contributed on problem solving and direction, where the public need direction.Very few specialists contribute here because on the whole the public don`t like the truth and indies have little time to contribute. Sad we see even less Jaguar engineers contributing either.At one time we had engine designers contributing here.
Regarding issues during manufacturing,service items outside the loop of the indie or the dealer,it is important the owner is kept informed. Any business recieved is a bonus but we trade shouldn`t actively ssek it in my opinion. It is more important that the public are informed of issues in all models to enable more owners to remain in the loop wherever they maybe in the UK or world for that matter.
Promoting your business for free is good but is not what Pistonheads is all about surely. One guy here has a financial involvement with said company and activley promotes them to death, another promotes himeslf as the only specialist in the world, maybe universe even . After some 37 years in this profession I`ve seen it all before, but, If you are trade, you do have to pay for advertising on this forum.
Just be sure the motives are clear before you make an informed move.

[designXKR]

RW774 said:

This bothers me. I run a Jaguar business and have contributed on problem solving and direction, where the public need direction.Very few specialists contribute here because on the whole the public don`t like the truth and indies have little time to contribute. Sad we see even less Jaguar engineers contributing either.At one time we had engine designers contributing here.
Regarding issues during manufacturing,service items outside the loop of the indie or the dealer,it is important the owner is kept informed. Any business recieved is a bonus but we trade shouldn`t actively ssek it in my opinion. It is more important that the public are informed of issues in all models to enable more owners to remain in the loop wherever they maybe in the UK or world for that matter.
Promoting your business for free is good but is not what Pistonheads is all about surely. One guy here has a financial involvement with said company and activley promotes them to death, another promotes himeslf as the only specialist in the world, maybe universe even . After some 37 years in this profession I`ve seen it all before, but, If you are trade, you do have to pay for advertising on this forum.
Just be sure the motives are clear before you make an informed move.

Perhaps you misunderstood my post. DesignXKR is the only dedicated XK8 / XKR company in the UK. There are obviously other Jaguar specialist companies however we do not work on any car other than the XK.

The post made was not an attempt to "drum up" business for designXKR but to provide a number that someone thinking rebuilding an engine can call for advice.

We have seen on other forums cases where questions have been answered by other owners whose answers are not always technically correct.

Kevin is always happy to provide advice and this is given without the thought that the business would gain from it. He has spent hours talking to an XK owner in Malaysia and the workshop where he had taken his car in order to sort out a problem. He has also given advice to an owners in Austraila and the Middle East. All done with no thought of gain for the business. As well as being the force behind the company he is also an XK owner and passionate about the car.

Part of the reasoning behind my posts earlier were in response to a constant promoting of a company that does not participate in any forum.

S

[XKRacer]

I rebuilt my 4.0 to a 4.2, very simple really once you have the parts.



I have also done throttle body and manual conversions to them, more than happy to share the info

I just read Avos's info, very useful, I went a different route and changed my pistons, conrods and crank to the 4.2, afterall it is only a stroked engine, it was how I retained my nikasil liners.

The Range Rover 4.4 is a bored out Jag 4.2 but only in N/A form unless you want to go mad and lower the compression. Better still use the Aston 4.7 that is the maximum a Jag block can go to as far as I am told which is why the new 5.0ltr is an all new engine.

Edited by XKRacer on Thursday 24th March 18:35

[NormanD]

Please let me reply to two previous posts

Yes I admit to promoting Tom at TLJaguar but I do that in my right as a Member of PistonHeads in answer to other Members questions.
Other Members have the same right to give replys quoting other companies that they also have had the same knowledgeable service from Jaguar Specialists

Please note though I am not involved in or part of TLJaguar

OK you could say we have become friends through joint enthusiasm because my XKR is a continuation of cars I have modified since the early 60's usually doing myself and later in the 80/90's involved with building my own cars. So I have the experience of the oily fingers and broken finger nails

I'm still enthusiastic about making my cars better, just now pay others to do the job. That doesn't mean I just say do it but I still have my input of ideas what I want done

This I have found Tom is happy to take on board, maybe not agreeing, but between us I feel we have developed my Jaguar XKR to be an even faster but road manageable car

Likewise being in the for front of making the car go faster I have had Andre (Avos) with his KB Supercharger and Spires with their Coil overs use my car for development so I have in the past kept then updated on how things were going yet with Tom's help done a bit of fine tuning

One of the other mod's I was involved in was to get Quaife to make their Limited Slip Diff available for the XKR and the XJR. Again I was in the for front of that and since Tom has now made the modifications of the LSD for the S-Type Jag

[Marquis Rex]

RW774 said:

This bothers me. I run a Jaguar business and have contributed on problem solving and direction, where the public need direction.Very few specialists contribute here because on the whole the public don`t like the truth and indies have little time to contribute. Sad we see even less Jaguar engineers contributing either.At one time we had engine designers contributing here.

Perhaps engineers who were actually involved in the development of various engines no longer contribute because it is a thankless task, often met by rude oiks who continually contradict. On another Jaguar forum I cited the reasons why the eaton rootes type blower was picked over the twin screw type system, methodically and the benefits and issues only to be met by contradiction after contradiction by someone who was trying to pedal his own kits .
My experience is backed by years and years of dyno testing on the test cell, done fastidiously. I don't come here for affirmatiion and validation from others so after a while it becomes a wholly thankless task. So after a while it seems wiser to just focus on your own projects at hand, letting all the keyboard warriors, know it alls and greenie-electric car afficionados to battle it out for themselves...
My friends from within the engine design community pretty much feel the same way.

[avos]

My sincere apologies if I have put you off or that you think I would judge your experience, that was never my intention. I have merely given you my observations, there is no reason for me to lie about this, or should I have done so?

http://www.jaguarforums.com/forum/jaguar-engines-4...

[NST]

Marquis Rex said:

Perhaps engineers who were actually involved in the development of various engines no longer contribute because it is a thankless task, often met by rude oiks who continually contradict. On another Jaguar forum I cited the reasons why the eaton rootes type blower was picked over the twin screw type system, methodically and the benefits and issues only to be met by contradiction after contradiction by someone who was trying to pedal his own kits .
My experience is backed by years and years of dyno testing on the test cell, done fastidiously. I don't come here for affirmatiion and validation from others so after a while it becomes a wholly thankless task. So after a while it seems wiser to just focus on your own projects at hand, letting all the keyboard warriors, know it alls and greenie-electric car afficionados to battle it out for themselves...
My friends from within the engine design community pretty much feel the same way.

Really interesting, I think this is common in all industries, I experience this all the time in the industry I work in.

The thread on jaguarforums is interesting, the question I have for you Marquis is, what is the best way to improve the power of the 4.0/4.2 without touching the supercharger? Would changing the exhaust make a difference (a real difference).

Regarding the supercharger, would it be possible to replace the Eaton M112 with a new TVS 4 lobe be a possibility?

Cheers

NST

[Marquis Rex]

NST said:

Really interesting, I think this is common in all industries, I experience this all the time in the industry I work in.

The thread on jaguarforums is interesting, the question I have for you Marquis is, what is the best way to improve the power of the 4.0/4.2 without touching the supercharger? Would changing the exhaust make a difference (a real difference).

Regarding the supercharger, would it be possible to replace the Eaton M112 with a new TVS 4 lobe be a possibility?

Cheers
NST

I believe changing the supercharger out for the TVS is a real possiblity but it would require some fabrication and selecting of the correct unit.
You have to beware though- once you start to boost alot more the peak cylinder pressure will go above the design limit of 85 bar and the head gasket and other components become weak points over continual use.
You also need to keep an eye on knock with alot of boost- yes the engine has knock control, but at excessive amounts of boost too much retard can cause other problems- best solution is a remap by someone who knows what they're doing (i.e most of the after market DO NOT!)

I think changing the exhaust for a lower back pressure unit should make a big difference. The problem is Paramount performance, Borla etc all CLAIM to lower back pressure but you dont really know for sure. The back pressure of the stock exhaust system at peak power was about 750 m bar- if you could get this down to around 400-500 mbar it would be worthwhile.
The intake system can also be modified as it is quite lossy, the only draw back of both of these mods is that now the engine will sound boomy!

[XKRacer]

Who needs super chargers anyway




I know I have shown this before, but still looks good

[Marquis Rex]

Very impressive XJR racer (although I'm not sure the engine will perform well with those caps over the intakes ), but I prefer this project I was involved in:






• 4.5L (93mm bore, 84mm stroke)capacity
• 2003 Lima V8 block (Lincoln) (bored with new thin wall liner)
• 2003 Lima V8 cylinder heads - same as AJ41 (Land Rover)
• CNC machined ports
• 35.5mm intake valves (stock 35mm)
• 31.7mm exhaust valves (stock 31mm)
• 35mm tappet buckets (stock 31-33mm)
• Intake cam: 13.6mm lift, 256 deg duration (stock 9mm 240 IP)
• Exhaust cam: 12.7mm lift, 250 deg duration (stock 8.8 mm 230 EP)
• New steel crankshaft and rods
• Intake trumpets - 310mm to head face (Stock: Aston 4.3 litre used a 360mm length)
• 4 - 2 - 1 exhaust manifold (primary length approx 250 mm)
• 2 injectors / cylinder

This engine made 622 Bhp at 9000 rpm on the engine brake

[NormanD]

Marquis Rex said:

• 4.5L (93mm bore, 84mm stroke)capacity
• 2003 Lima V8 block (Lincoln) (bored with new thin wall liner)
• 2003 Lima V8 cylinder heads - same as AJ41 (Land Rover)
• CNC machined ports
• 35.5mm intake valves (stock 35mm)
• 31.7mm exhaust valves (stock 31mm)
• 35mm tappet buckets (stock 31-33mm)
• Intake cam: 13.6mm lift, 256 deg duration (stock 9mm 240 IP)
• Exhaust cam: 12.7mm lift, 250 deg duration (stock 8.8 mm 230 EP)
• New steel crankshaft and rods
• Intake trumpets - 310mm to head face (Stock: Aston 4.3 litre used a 360mm length)
• 4 - 2 - 1 exhaust manifold (primary length approx 250 mm)
• 2 injectors / cylinder

This engine made 622 Bhp at 9000 rpm on the engine brake

Looks and sounds good

What did it do in

[a8hex]

Was this run fitted transverse in the car?
The exhaust doesn't look like it was intended to run longitudinally.

Nice piece of kit.

Norman, does that give you a next target?

[Marquis Rex]

It was for racing, the Trans Am race series. It was mounted longitudinally in the car.

Anyway, I must focus back on my prehistoric Detroit push rod piece-of-Pig-Iron-project and not be distracted by all aluminium 32 valve "exotica" until I'm finished

[NormanD]

a8hex said:

Norman, does that give you a next target?

Yes

I've got all weekend to cut away the inner wings to fit that exhaust!!