Anybody know if it it's possible and/or what it would take to turbo a 2010 Jaguar XF? It's a 4.2L V8... I've seen some on sale online that say they are specifically for this model but not sure what it would take to do, just seeing if anyone has done this or knows anything about doing this. Any feedback would be great!

 

It's certainly possible, but not without a lot of work.

First thing to bear in mind is that a lot of sellers online will advertise something as specifically for a certain model when in fact they have no idea whether it would fit - so you're doing the the right thing by coming to the forums to check.

Most people will tell you that it will cost you more to turbo your existing engine than it would be to simply sell your car and buy a more powerful one (like the 5.0 V8 Supercharged), but I appreciate that's not the question you asked. I'd imagine that to do this, you will need at a minimum:

* Forged pistons (these are available online)
* 2x turbos (because it's a V8). And don't cheap out on these buying turbos listed on eBay as fitting this car unless you want bits of metal in your engine. I'm sure people with more turbo knowledge could recommend some.
* Custom exhaust manifolds. These definitely won't be cheap.
* Likely bigger injectors
* Custom engine management, including mapping
* All the ancilliaries: oil feed/returns for both turbos (and finding a place to tap these safely), intake piping from turbos, intercooler, etc.

All of this is likely to add up to a huge amount of money (and time, which depending on your skillset can equal more money) whichever way you look at it, which is why people almost always recommend just buying a more powerful car in the first place.

It's only when you start with the most powerful car as your base and you're looking for BIG power that it makes remote economic sense to consider this kind of work, and then of course you're into big money.

 

Thanks so much for the timely reply!


I had figured it was going to be complicated and that thinking it would be easy would be simply naïve, which is why I thought the forums would be a good place to come to.. and I'm glad I came!


Sounds like a lot more than my budget would allow anyways, just thought I'd see if there was any simple way for it to be done. I've just barely been looking into things I can do in terms of upgrading my car, I've had a lot of fun just researching and I'm just trying to learn as much as possible before actually doing anything.


Again thank you so much for the help!

 

you could go the squires turbo route. it is remote mounted in the rear.

 

This community doesn't believe in turbos or you can turbo n/a cars. They rather have a bulky heat soaking roots supercharger. It's better to take it to a tuner shop and get their opinions on it. 4.2 is a decent motor, just not explored much. I've been looking at turbo mustang and Camaro setups. Relocating the fuse box to the trunk and coolant res on the front like the mustang. I have a sc so that will clear up coolant hose nest on the front.

There is a centrifugal supercharger option as well. Much simpler, just a custom bracket for it. N/a 11:1 should be okay until you go higher boost. Possibly 90-100ishp+ or more depending on dyno tune.

 

Good luck and do post back with your turbo Jaguar!
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I'm all about Davetibbs recommendations. But when I think back on the experience interfacing with this wonderful machine for over a decade some things stand out starkly. One, the S/C is amazing and drives the experience and I don't think it is necessary to go that far to get to your goal.

You know, I have thought seriously about removing the heat soaked TVS1900 off my XFR and placing two small twins where the primary cats are. With the small billet turbos out these days I could easily get some serious power out of this setup without building my engine. The TVS1900 is heat soaked, and airflow limited, that needs extensive mods to get the IAT's under control. Then the system is flow limited. I have personally seen IAT's above 180 degrees on track in my car which is insane. Turbos, with some ceramic coatings, header and turbo wrap could help manage all the heat and keep the heat out of the engine bay. Sounds great on paper. But having owned and driven this car daily for over a decade, I can't let go of the power delivery that the TVS blower provides. Its truly something else and I have driven so many different types of performance machines across the automotive landscape. When I get in something else, it feels underwhelming even if it is faster overall.

So I ultimately came up with a solution. Twin-Charging the engine. That way the driving characteristics are preserved with the power that I have been craving on the top end can both be achieved at the same time. I think the easiest way to do it would be a belt driven Pro-charger. The most room in my engine bay is down low in the front of the car under the bumper support and that is where I could plumb in a F1X blower straight into a custom inter-cooler manifold that will merge the TVS and the F1X boost. The TVS has full boost off idle w/full torque band, the procharger has a linear power band that peaks at red-line. I could potentially upgrade my pulley and belt to a 10 rib grip-tech and order a custom belt that drives both chargers on the same belt.

Voila, TVS driving characteristics and efficiency preserved, and big power up top. Minimal modifications under the hood. Would not even technically have to switch out the TVS for anything else. Special mounting bracket, belts/pulleys, custom inter-cooled intake manifold and fuel system. Run a piggyback computer like F-Con V-Pro that will run the factory ECU in all driving situations and just allow for power tuning for the F1X up top.

Doing it this way eliminates extensive/expensive mods needed for a S/C delete kit, custom turbo manifolds/inter-coolers/adapters, down-pipes, and Standalone ECU's with custom tuning driveability issues. I was a big Single Turbo Supra guy back in the day, and there are so many things you need to make a car survive with big turbos especially custom kits. Bigger radiators/venting , Boost creep, heat soak, Rich AFR's. **** drive-ability, lag, high octane fuel, spiky power-bands, coupler failures, spark plug fouling, clutch failure, the list goes on and on, to no end. You have to be a turbine engine technician to keep your car running well. Did I mention expensive? Modifying my XFR with TT, would cost in excess of $30k and may not make more power than $15K in mods and a new blower and ruin the driving experience.

Part of the reason we stick to S/C is the simplicity, efficiency, drive-ability, torque, and ease of knowing what it will be at a specific RPM. So predictable and easy to drive. It will make the same boost at the same RPM every single pull. Its hard to drive a big turbo car because the car puts a different amount of power every pedal position and RPM constantly based on load and traction. The heart of this car experience is this engine's characteristics and how it interfaces the drive-train. I wouldn't ruin that just to get a bigger number under the wheels. I want my cake AND I'm eating it!

my $0.03