I can smoke them down if I want, one tire that is....

So who is gonna do the LSD swap?
Almost bout a Lincoln LS rear and was gonna give it a try but missed the auction

 

Still learning the STR. Is the Lincoln LS LSD and is the pumpkin the same part? If so I might have to hit up some salvage yards and look for one I'd be willing to try it.

 

Spoke to Stiegemeier this morning. My kit is on the way back home. Hope to install
this coming Saturday. Will take and post photos. Stiege recommended running
NGK model BKR7E plugs, stock no. 6097 (Rock Auto - $1.76ea. in a pkg. of 10) gapped
at .032"-.035" for use with Snake Bite modification to your STR supercharger.

 

Is the LSD an optional differential ? Where would you find one ?

 

My concern with Steigemeier is just how much he knows about our cars. He's a Mustang guru without a doubt, but how many Jaguar Eaton's has he worked on. On what basis is he recommending these plugs?

 

well Its a Trac-loc sold by Ford racing, I'll do it once I can confirm the spline count on our jags I have a 28 spline trac-lock for the 8.8 rear IRS. I was going to put that in my MArk VIII

 

Are you going to retain the stock supercharger pulley? If not, I wonder if it would be too much boost to run an aftermarket pulley combined with the Snakebite porting and internal regearing.

 

they do the math and max out the step up ratio. You won't want to overspin it via a smaller pulely if it's already maxed out.

 

I have had many Jaguar superchargers upgraded by Bob over the years & never had a problem with one. In addition to superchargers he has also done porting on Jaguar cylinder heads for me. I am sending him a supergharger for a 2007 XKR next week to have the Snakebite done. I would highly recomend Bob to anyone, he has been doing Eaton blowers for years.

 

He says he used to do maybe two Jaguars a month, but now he's doing several a week.

I hate to appear so dumb, but I'm going to ask two questions: How do you remove
the spark plug covers ? and Where is the supercharger coolant reservoir located ?

 

Okay, I answered the reservoir question myself - It sets on the top of the radiator!
Mine's off, so I didn't see it, but when I looked at the blower coolant system in my
JTIS I could see it.

I still don't know how to remove the covers over the spark plugs ?

 

if you have a 4.0 they unbolt, so Im assuming your at least that smart so your must have a 4.2 which the covers just push down over posts. pull up evenly to remove

 

I pondered the coil covers for a few minutes initially also...then stuck a LARGE flat head screw driver under the cover from the top and gently pried inward (pushing the handle towards the block) and it pops off. Don't pull outward, you'll break the cover. There are two connection points, each about 1/3 the way into the cover.

 

@ttwotees
There seems to be some consensus that for high heat/high boost setups a copper plug is safer to use, as it seems they fire better in these conditions than Iridium’s. Another thought (not confirmed) I had was that the very small tip of the iridium’s could become a hotspot and thus a source of pre-ignition (again only in high heat combustion/high boost). As I am running mild boost with the KB, and haven't noticed any of the issues I just haven't experimented with this, so also continue with th e Iridums. However a copper plug may be a good idea for eaton high temp/boost conditions (just have to replace them more often).
Here is the recommendation from KB:
http://www.kennebell.net/techinfo/ge...SPARKPLUGS.pdf

 

Forgive what may be a silly question, but does adding more boost in effect change the compression ratio from the stock 9.1 nearer to (or past?) the 11.0 of the 4.2 NA engine?

If so, wouldn't the plugs used in the NA be fine?

 

It is the dynamic compression ratio that counts, as the actual compression depends on the time that the camshaft closes (which is usually after the piston is already in a compression cycle) and the amount of boost you apply.
As example here a link to a DCR calculator:
http://www.rbracing-rsr.com/comprAdvHD.htm

Next to that the heat is much higher with a faster spinning eaton. When I take the eaton website as example, the discharge air of the SC is about 300F above ambient, not sure how much the intercooler can cool this down, but it would still be much higher then the NA engine.

 

Thank you! I figured I must be asking a silly question but couldn't figure it all out

 

Did this ever pan out?

 

No this will not work. If you are interested the Lincoln LS forums can answer the question in detail. The early 2000-2002 LS can have the center section swapped out for a LSD but when the Lincoln LS was upgraded in 2003-2006 the rear end was changed also. We "think" much like the S Type was. So the LS guys with a 2003-2006 either can swap the early rear end assembly in or use a Lincoln Mark VIII center section with custom mounts,drive shafts etc. No one has tried that with the S Type yet. The LS rear end was changed because of vibration and gear whine complaints.

Further problems-if changing the rear end ratio in the LS then no problem but the S Type will be put into limp home mode with a rear gear ratio change. No programmer yet for the S Type to over come this.
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Thanks for the detailed answer.

It's not quite terrible news for a X308 owner wandering into this section though

Time to hit the Lincoln fora.