The ethanol content is similar to the previous method of alcohol injection. The difference is that it is already in the fuel straight from the pump.

 

A bit of a thread revival here

I don't normally visit the Engine forum much but thought I would take a look

I know for a fact the XJR engine has been fitted to XJS's a few times, JagWorld magazine done a write up on it some time back, not the easiest thing in the world but do-able

I took a slightly different route, shame I dont have any finished pics!





Not a lot was standard about my XJS, I fitted the XKR engine with a tranny from a Dodge Viper (6 speed manual), had the whole lot running on a Motec M800 ECU..... Time passes, I did that 12 years ago!!!

 

I know this is a very old thread now but people might be interested to know that several DIY AJ16SC XJS conversions have been performed. I helped get one of these running myself. It was LHD. When I worked at Jaguar we actually built an AJ16 powered XJS prototype but the project never went any further. As Doug suggested the best quality conversion would use the complete powertrain from and XJR6, but you could cross your fingers and retain the ZF4HP24E gearbox. It isn't really up to the job which is why the XJR6 uses the GM Hydramatic 4L80E. However, I would accept that using the 4L80E and its TCM will make the wiring much more complicated. I would still argue that putting an AJ16SC engine in an XJS is easier than turbocharging an AJ16 NA engine or fitting a different engine that was never designed to go in an XJS.

 

Aston Martin used a supercharged AJI6 engine in their DB7 which was built on a platform of an evolved Jaguar XJS. Left hand drive cars were exported to the US and Canada.

 

I have given a bit of thought as to why Jaguar did not put the super charged AJ16 in the XJS. It dawned on me that it probably had as much to to with the upcoming release of the XK8 as anything. How would it have looked to have a in line 6 putting out more horse power the a new V8 would?

There is no doubt that Jaguar could have made it work if they had put the energy into the conversion but on the LHD cars it would have taken a bit of fit work with the brake booster etc. I am sure with just a year left to go before the release of the XK8 that Jaguar just could not justify the resources to get it done. Oh well, as the saying goes " what could have been".

 

I have a xjs with aj16 xjr6 motor in it. the standard aj16 differs from the S/C motor. different comp ratio etc. best to find a complete unit from a xjr6 and take the ecu and harness too.

 

This is a very interesting idea. While reviewing the documentation for my recently purchased 4.0, I found that the transmission (Getrag 290) came from an XJR (although nothing more than a coincidence as it'd be the same manual in the NA X300).

Point being... it's something to consider. XJRs seem to be available, and not terribly expensive (there was one local to me for 3.5K). Theoretically I could by one, swap, and have both an absolute supercar rivalling an Aston Martin, and a leftover XJ6 (XJR with the rare "supercharger delete option") for getting groceries (or sell for cheap). Tantalizing thought.

Obviously I'm a Jaguar novice, and these things always sound so easy on paper, and it will be a full year before I even have my car up to snuff and where I want it - so a total pipe dream at this point. But a very intriguing one.

For XJR Engineer and Hippy, and anyone else, what are you thoughts on the SC AJ16 XJS? Sometimes there is too much of a good thing, and radically increasing power can change a vehicle's dynamics and wear it out. But the XJS can obviously handle a (heavier?) 6.0 V12 putting out similar or more HP depending on tune - I don't think brakes and suspension would be overstressed. Drivetrain / diff?

Hippy, care to comment the driving experience? Did you build your car or buy it that way? What are some of the hurdles here? Obviously you'd want all the engine management from the XJR. I've read the immobilizer can be problematic but I bet XJR engineer could disable that function or there's another workaround? On an LHD car, was there significant engineering required to deal with the steering?

Like I said, it's an intriguing proposition. I'm already halfway there with the correct transmission, and the actual motor wouldn't require much (I don't think?) in the way of fabrication or anything. It seems like it should just "drop right in" although of course it's never that easy.

If anyone knows of any write-ups, or can find that JagWorld article, I'd love to see more on this. I found an article in German here: XKJaguar | Jaguar XJS SC

" During the renovation of the unit because of the modular Jaguar construction method well is hardly encountered any significant problems, but also the ECU, so swapped the engine management system and connected according to the wiring harness of the vehicle had to be what was probably the real challenge of the project."

The engine looks to sit in there quite nicely.

 

Supercharged AJ16s been done many times



This one is working OK now

I'm fitting anothers XJS right now with a XJR V8..... There is some talk about it on another thread

 

Very cool XKR, looks right at home in there.

Any comment on the process or the result?

Also, PatsEtypes.co.uk/index.html

 

Yeah its not bad, the car goes well but you do hit a wall unless you pump in serious money...... Sure it feels faster than any other standard XJS I have been in.... Much quicker than the V12s however the characteristics of the car have changed the sound of the supercharger and the intake is most noticeable..... Don't get me wrong it's not bad..... Just different.....

However the V8 will be another animal again....... If you facebook you can follow the progress and of other models at Modified Jaguar

 

On topic but off. I have had a little bit of experience with the m112 on a v6 as opposed to the m90 and well...The m112 just never seemed to perform well or any better than the M90. Now I had a 4.6 v8 with an s port m90 and it hit a wall at a bit under 400rwhp. Now I have absolutely no experience with the inline jag 6 however I had purchased a magnum powers MPX (m90 case) and had the inlet modified to work. Picked up close to 30rwhp at the same blower drive ratios. Has anyone here tried out the Magnum Powers MPX case? Basically it takes the Eaton M90 design and adds the latest inlet port technology from eaton to it. Worth a shot if you are hell bent on keeping an M90 but want more power.

 

interesting project;

i wonder which is a better engine for turbocharging, the Jag XJR-6 or the smaller Toyota 2JZ inline 6, 3.0L.

could the xjr6 make 1000hp , a lot of 2jz are that and more!

pix of a lowly 720hp all wheel drive Nissan Skyline. i cared for it at my Daytona shop, but driving it was to aggresive for my liking!

 

Did you ever complete this project ??

 

Far cheaper and really not harder would be to turbocharge the 4.0.
A good T3/4 turbo is about $130 on EBay or Amazon. You would also need a waste gate 50mm will cost about $50 for the mechanical one. Or $150 for the electronic one.
( those turbo’s are really are pretty reliable, the waste gates you take apart to make sure the bolts are tight ( real easy job)
If you use E85. You don’t have to open the stock



engine up. ( assuming you have 30,000 miles or more on it ).
Nor will you need a intercooler. Saving a lot of plumbing. ( and adding some extra horsepower).
The stock exhaust manifold will be fine.
Yes you will need to fabricate the exhaust pipe. If you can’t do it, the local muffler shop will. Not horribly expensive either !
You will need bigger injectors ( use the injectors from a flex fuel Atlas engine & fuel rail. ).

400 horsepower is going to be easy and extremely reliable.
If you want silly power. The stock engine with a bigger turbo can make 1000 hp at the flywheel.
any engine that has the GM transmission will give you almost endless transmission choices. From manual to overdrive automatics.

 

it is a little easier and a lot cheaper to make 1000 flywheel horsepower with a Jaguar than the 2 JZ engine