I have transplanted a 2009 4.2XFR SC engine in a 2003 4.2 SC (blown engine)
You have to use the original harness, reuse the original MAP sensor on the trhottle body (drill a hole and plug the MAP)
Reuse the original knock sensors
Use a PWM (duty cycle) piggy bag to change the cam status (2 status position advanced/retarded) depending on the RPM (easy way)
To set the right RPM you have to dyno the car two times ( advanced and retarded) to find the cross point of the two curves
This is the right RPM to switch the cams
this is my experience, the car is quite finished, VCM reset all the errors, but I have to go to jag dealer to test the different modules because my cloned VCM is not so efficent ( excetp error resetting and reading)

 

Very good, thanks for posting.

What piggyback unit did you use?

Begs the question, do you have the dyno slips? It would be interesting to see what the power differences where in advanced/retarded position.

The cloned VCM should work as normal; otherwise there is something wrong with your device itself.

 

Wow that's awesome information, thank-you!

 

I had a water injection control unit that drive in PWM the water pump

I used this one to drive the two VVT valves

This is unit tunable with a 2 axis diagram depending on rpm MAP or any other V+ signal

But first we have to finish the job, next week the first results

 

Wow! U got ***** crocodile dundee. I too, wonder if power is up?

 

We will dyno the car so we will have the exact power coming out to the wheels
We have a Rotronics 4 wheel drive 1000 HP

 

There is one more problem that I didn't considerate
The high pressure sensor on the A/C tube is in 2009 A/C deleted and is included inside the A/C compressor directly (new generation)
My A/C refuses to work because the ECU feels this error......
Now
A) put a resistor on the ECU harness to simulate a working sensor?
B) sold a plug for the old resistor on the new piping ( I had to change the piping due to the new compressor type)

Except this the engine runs, the car runs and so on

I rebuild the torque convertor to support the HP increase that a new TS S/C will give
AVOS keep in touch
My engineer will send you what he has already done

 

Hey Crocodile, any updates on this one?

 

Ditto, crocodile got big yongies for tackling this kind of feat.

 

New problem is A/C compressor
The old system has the HIGH PRESSURE SWITCH connected to the ECU and on the pipe
The new system has the switch inside the compressor and automatic ( not talking to the ECU)
I have to foolish the ECU with a resistance on the Switch connector

 

I have a1999 xk8. the intake is varuable controled by the ECU the exhaust is fixed. The intake is closed loop to the ECU. Can any HP gained by changing cam timing?
Changing the intake whould mean a diferent progrom in the ECU. The exhaust would be just setting the cam up different

 

I am very upset.....
Head gasket blown!!!!! F....OFF
Blocked thermostat valve, high pressure in the pipes, water leak....gasket blown......


I am very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very very
UPSET!!!!

 

Oh man, that sucks...i'm so sorry to hear that...is it bad? Oil/water mixed?

 

not so bad,no water/oil mixed
But the gasket is blown, the water is boiling in 2 minutes after the engine start
But we have to open both heads to see how they are
I hope not to have a cracked head or it will be a big problem

 

So it could have been worse. Good luck with it mate. Fingers crossed.

 

I missed what happened next?

 

To all concerned about Jag performance here are some thoughts. Mind you, I started with car speed pre BL! Approximately 55yrs ago. The most 'missed' opportunity for speed has always been the stock exhaust, no matter the make! I'm talking about ALL production cars. Intake has always taken a (wrongful) priority with our attention. The exhaust is always a total compromise. Any engine with a power adder is choked to start with. As we increase what is being burned we must increase what is being exhausted. Or we won't get full benefit from what is being burned. This is not about size. It IS about flow. (And reduced pumping loses) I am a strong advocate of fast and lean burn, high compression engines. I just bought 2003.5 VDP and I'm attacking the electronics for mileage and the exhaust for flow (power) for starters. The stock X350 muffler chokes 16-18 hp, the rear mufflers waste some more, the cats don't flow well enough, and the exhaust manifolds are attrocious. I'm going to replace them all. And I love all you guys and gals.

 

First dyno before you change anything otherwise your HP change is going to stay just another guess and wow are there a lot on here and elsewhere.

 

I was told my my Jaguar Tech, that the dual intake induction and a slightly larger fuel delivery system.

 

Thread resurrection!

Finally found (accidentally) the 420HP - yes, XKR with AJ40 engine. Twin air intakes, twin air boxes, twin MAFs.