i'm new to the forum, new to jaguar and about to embark on a mechanical adventure - replacing the air suspension system with shocks and springs.

i'm all set to go, bend down to locate the front crossmember to lift the front end and encounter the plastic undercarriage cover.

can anyone tell me how to remove this, or is there a place for the jack with it on?

opinions, comments appreciated.

 

I've moved your post from the General Tech Section to the XJ (X350/X358) section where it will get better visibility and members with the same model can best assist

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The best thing to do is download the JTIS from the downloads section

This has the correct jacking points, removal of the undertray and replacement of the struts

To remove the undertray you need to tale off the 4 bolts ar the rear , 2 in the middle and 3 in the front

Make sure you use the correct jacking point so you done damage the chassis

Cheers
34by151

 

Hi xjeightist,

Welcome to the Jaguar Forums! The X350 Workshop Manual can be downloaded in six sections at the links below:

http://www.mediafire.com/download/md...f+contents.pdf
http://www.mediafire.com/download/aa...nformation.pdf
http://www.mediafire.com/download/n3...2.+Chassis.pdf
http://www.mediafire.com/download/9b...Powertrain.pdf
http://www.mediafire.com/download/0i...Electrical.pdf
http://www.mediafire.com/download/4j...+and+Paint.pdf


And the 2004 Electrical Guide can be downloaded here:

http://www.jagrepair.com/images/Elec...al%20Guide.pdf


As 34by151 states, it is critical that you use the correct jacking points on the X350 due to its mostly-aluminum construction.

Cheers,

Don

 

thanks Don B. the jag experience is new for me, never did i think it would be this challenging to find floor jack and jack stand points on a vehicle. the diagram i found online is too vague to be of use. i was about to use a magnet to find out what's steel and what's aluminum. thank you for the docs, i'm going to see if i can get familiar with the frame assembly and suss out where to place a floor jack.

 

xjeightist,

Welcome to Jaguar ownership!

Just as a matter of interest, why are you converting the car to steel springs? The x350 is a great handling car, much better than a car of its size might suggest and its flat cornering and compliant ride is a result of a really good air suspension setup. IMO, it's more reliable that the Land Rover system and the one weak spot of a worn compressor seal is a £25 repair. So, I was just intrigued as to why you were converting?

Paul

 

jaguar santa monica's estimate was $6,000 USD. 2 different non-dealership jag mechanics recommended the conversion. their quotes were $3,000 and $3,600.

 

Well, a Jaguar main agent is going to charge top dollar, we all know that. However it is possible to maintain the air spring system using internet-sourced parts. The expensive items are the air spring units, but Arnott Industries will sell you an exchange air spring with a new spring diaphragm for not all that much. Problem with fitting coil springs is if you have HID headlights like me. There is no height adjuster on the car as the air spring system does that automatically, whereas if you carry bags of cement in the trunk the headlights will point skywards and there is nothing you can do about it.

 

i'm afraid the train has left the station on this one. the good news, for the moment: no HID headlamps and the xj will be our weekend "drive the coast" car.

i'll post ride impressions after the job's done.

 

I'm sorry but even more for a "weekend drive the coast car" IMHO you need to keep the car how Jaguar made it.

 

IMHO, there are a lot of points that can malfunction with the air suspension system. And especially when it's awful awful cold outside and you don't want to be trying to figure out what's going on.

I installed the coil overs myself in response to the air struts needing to be replaced, and am very happy that I did. I agree she rides better with the air suspension, but I appreciate the peace of mind and investing once to fix the problems and keep them away.

 

conversion complete. billsteins. added cooper Zeon RS3-A tires. front and rear alignment and synthetic oil. all-in cost was $2,070 USD including a $149 3-ton lift, a 24" inch 1/2 inch ratchet with metric and torx bits and a six-pack of peroni's. test drive up and down the PCH from pacific palisades to northern malibu this morning. no traffic. 90mph plus thru a few turns with no worries. very happy with the shocks/springs and new tires. just found out my neighbors have a 1968 E-Series 4.2 in their garage under a tarp. moved once in 10 years. original paint, no accidents. it's calling to me.

 

Okay, but don't be trying to put an air suspension on that Series 1.5 / 2 E-Type eh?

 

Hah! I'm going to try and roll it out into the sunlight tomorrow to see what's what.

 

It will be interesting to see what shspe she's in. E-type restores can get pretty deep, pretty fast. Let us know if you end up doing something with it. My brother's been restoring a Mark IX for the last 2 years, and one reason folks don't go after Mark IX restores (as he has painfully discovered) is that they can be one of the priciest to restore, just cause there is so MUCH car, but don't return on the investment like a Mark II does. It's cool, cause it's a labor of love.