So I've been in Touch with Squire Turbo who makes some of the Hottest new Turbo systems on the Market. After some chatting with them I'm curious if any of you would be excited about a Direct Fit Turbo System specific to your s type? If you guys show enough interest They are willing to consider building one for us. So please take a peak on there site and post any thoughts here so i can forward it to them cause I'd love a clean 40% more Hp for my Kitty

Www.ststurbo.com.

 

I would be interested in knowing what the longevity of the engine would be with their set up. From my experience, turbocharging belongs on the race track as the engines are torn down after a certain number of races and parts inspected for impending failure.

If you want more power, there is always the S-Type R, or one of the other R variants of various Jaguar models. There is also the XKR-S for you to consider.

 

Come to think of it, I would be interested in knowing how they intend to 'engineer' a system: where is the placement of the turbochargers; what is the size of the turbochargers; how long is the 'plumbing' to the inlet manifold; where is the placement of the MAF in their system and finally, how do they intend to dissipate the heat build up and stop engine oil breakdown?

If they intend to add an intercooler, how big is it and where is it located? Is the intercooler by air or part of the cooling system of the vehicle?

 

i don't think it will be cost effective, even if the initial purchase and install was cheap enough (which i don't think it would be) what about brakes, suspension and maintenance ? better going with the R.

 

Well i love the STR but my s type already has custom race pads lowering spring exhaust shocks and upgraded fluids. Through out i track it about 18-20 times a year. There system allows remote mounting by the mufflers and cool via piping to the intake basically I'm trying to prove to them there is a market for s type owners because i love their product and i love my non STR I just need more HP. As far as wear to the Engine I have 118,000 miles on my 01 s type and by keeping high end fluids I've never had any problems with the Motor or Transmission and by switching to Performance Friction Z Rated Brake Pads The Brakes hold up Through everything ive been able to put them Through..

 

Beware that a turbo kit will give a huge amount of compression to an already high compression motor wether it be the 3.0 or 4.2.

 

That is a very interesting arrangement. What is remote mounted by the mufflers?

Good luck to you.

 

just been doing a bit of reading about these type of systems and the turbo is actually mounted at the rear of the car and not under the bonnet/hood.

well that's a new one on me

STS Turbo, Inc. - Benefits of STS Systems

 

It's been done to a Lincoln LS at least once already. The guy took it off after a while. It did work and yes the turbo is mounted remotely at the rear of the car. Fairly complicated and as was said above be very careful how much boost you try to run. Keep it real low like 5-6 psi max.

With the STR version out there and getting cheaper everyday it becomes difficult to justify spending several thousand dollars to get less performance.

The other big thing is you can't just modify in isolation. Take a look at what Jaguar did to the STR. You need/should bring the rest of the car up to that level. And that's not cheap!

That's why I gave up modifying my 2003 LS and purchased an STR. There is no comparison!!!
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You really have had some good advice here. Turbo mods will cost many $'000 and your N/A engine is already at a higher compression ratio than the STR, so 5-6 psi is about all you can safely plan on. As a general rule of thumb, Jag engineering doesn't seem to readily tolerate efforts to add significant power.

Don't let your heart rule your head on this one - trade in for an STR.

 

Ditto to an STR in your garage for X-Mas.

 

That is indeed the strangest set up I have ever seen!

I have done extensive testing of various turbocharging layouts for racing engines over the years and there are several major engineering hurdles to overcome in a street application that do not exist with a racing set up.

First is piston cooling. We experimented with moving the ring land to various positions to change the compression and assist with controlling temperature. Additional oil passages were added to the piston skirts to help with cooling and to maintain cylinder wall coverage and avoid oil starvation of some cylinders at high rpms. Unless the engine is disassembled and internal modifications are made such as forged connecting rods, the stock engine will not withstand the additional stresses very long.

Second is oil temperature and breakdown. Cooling the turbocharger bearings with engine oil will cause the oil to 'coke' in some places, especially as the engine hot soaks immediately after being shut down. Using the engine's cooling system to cool the turbocharger bearings and reduce oil temperatures adds complexity, weight and cost to the system.

Third is the emissions profile. If the vehicle is being used for street use, recalibration of the fuel injection may make passing emissions tests difficult or impossible.

Fourth is 'turbo-lag'. If the turbocharger(s) are mounted at the back of the exhaust, the plumbing required and the mass of the turbocharger units to compress all the air in that plumbing will lead to quite a delay in response. This is why turbochargers are mounted as close as possible to the inlet manifold and throttle plate.

In the final analysis, cost aside, turbochargers for street application work best on diesel engines while superchargers are best for petrol engined vehicles.

If one wants to use their own vehicle as a 'test-bed', I would be interested in seeing the net results when compared with the output of the Jaguar works supercharger set up.

 

We had a few members experiment with the STS kit on their Camaro and firebirds; they worked just fine. We even had a member add about 150rwhp to his lt1 (think traditional small block 350) with what I can remember 4 or 5 psi. Overall the lag was very minimal, and the best part was how easy it was to install while keeping the engine bay tidy. I can share his results here if requested. The best part is the sound, in person, very memorable. However I agree with everyone else, simply take the plunge for an STR for the aforementioned reasons.

 

I think my biggest concern for buying an str is parts for my regular s type cost me enough how are the repair bills gonna be on a tracked str and the fact that I've already upgraded me s I realize this option may not be for every one but there has to be a lot of us that just need more power after we have done all are other upgrades

 

I have a feeling that if you have to ask then you can't afford it!

 

If you think parts prices for a regular S-Type are expensive, consider the cost of rebuilding the motor and upgrading internals and putting a thicker head gasket and reprogramming the ECU and such in order to build a reliable turbo engine for a car that wasn't designed for it. After that, it would also be smart to get bigger brakes and stickier tires to handle all of the extra power and the need to stop quicker. The STR has all of these things already and is a proven setup. It would be far cheaper to sell your car and get an STR and deal with the parts cost (which really isn't that much) and already have everything you want power and safety wise. Another option would be to just get a different platform all together if you want track use, as S-Types are luxury sport sedans, not track stars.

 

Ditto. Fraid it's an STR for you son. Could've been worse.

 

I hate to burst your bubble but STS is total garbage. I had a huge post typed out about just how bad they suck, but I lost it.

STS is local to me, and no one ever has good things to say about them. Its obvious they just don't understand or care about how turbos work.

There turbo setups just have not impressed me one bit. I got to see a STS turbo C5 on the dyno and it made 400 RWHP, then minutes later a bolt on LS1 Camaro laid down 375 RWHP. The kit looked like ****, they guy had spent thousands of dollars upgrading crap components of the kit including a FMIC. The oil return looked like ****, 10 different brass parts from home depot plumbing then a 90 with a hole drilled into the plastic oil cap.

 

Thanks for all The Input It help my Descion making
I went Down today and Placed an Order for an F Type ..
p.s I should have Mentioned My S type is Strictly my Track car
Everything is upgraded Brakes rims Tires cooling system
Pirelli Trofeo R Tires Fluids are all Royal Purple Coil overs Botla cat back
And all new end links ball joints wheel hubs that are aluminium not abs plastic

 

a jag specialist who raced jags for 20 years told me these s type engines are not man enough to handle modifications to that extent, even the newer 4.2 engines ar not massivley strong, which is also very apparent witht the number of problems s types come with.