Al, I am sorry for how I took your reply and how I acted about it. I was being over-defensive and realized it right away. Your post was targeted and helpful, as they have been in the past and I appreciate it.

I inferred too much from false assumptions based on the details of your response.

I didn't understand the SIII reference at the time. Now that I do, I am curious about these kits. Not because it serves any purpose for any application I ever plan to have, but because I find it interesting.

The car in the link is cool of course. When I first visited this forum I saw other LS-swapped X308's being discussed. A Chevy to Jaguar bolt pattern that does match up is the wheels. I like the wheels on the one in the link and how the car sits on them. I have 17" Cragar SS wheels with super skinny low profile tires on my Chevelle that would probably look really cool on a hot-rod X300/X308.

Thanks again and again my apologies.

 

Perhaps I picked a bad example, but all I was trying to illustrate is that non-Jaguar engine swaps can be a subject that can provoke very strong reactions and emotions, so it's a subject that is best approached with caution and a light touch.

No, hot rods are not illegal. However, if you live in a place that does emissions testing and you have a 2000 XJ8 and swap a carb'd 350 into it (for example), there is no way it will meet emissions. Some of the members on other lists have said that they are subject to a visual inspection and the engines are compared to build photos when that model was new and if it's not as original it can't be registered. That was a German requirement.

In some jurisdictions in order to qualify for a vintage or historic plate the vehicle can't be modified, same with collector car insurance. I have a friend with a Rolls Royce Corniche and in order to keep his historic plate even the radio must be original. There is a checklist of things that must be as it left the factory in order to qualify.

There is a different category for modified cars, but the rates are higher than an original car.

 

... yeah, and it sounds like one of the states in Australia (can't remember which) is the worst. There was a thread that mentioned cutting a hole the rear package shelf for easier access to the fuel pump (or say, for a speaker) and a member from there shared how that would fail inspection if discovered as it was considered a compromise to the structure of the car. Wow huh?


Regarding GM SIII engine swaps, the following are some examples of kits/services that are available. They are from a quick Google of the subject, so I'm not offering any opinion on any of the vendors. If one wanted to really look into LUMPing an SIII, the guys in the SIII sub-forum would have a wealth of knowledge.

Jaguar V-8 Mounting Kit, Jaguar V8 Conversion, Stealth Conversions

http://www.johnscars.com/jaguars.html

Jaguar Chevy V8 Conversion Kit from John's Cars

Jaguar V8 Kit


.

 

The X300 AJ16 inline 6 uses an ADAPTER PLATE to mate the engine to the gearbox.
The 3.2 and 4.0 NA engines use EBC9337 (to the ZF gearbox).
The 4.0 SuperCharged uses NNA1205BA (part number has been superseded).

The adapter plate bolts to the engine and carries the rear crank seal as well as mounting the gearbox.

Whether the Jaguar 4L80E has the same bolt pattern as a GM car is something I can't tell you because I don't work on GM cars!!

A call to a knowledgeable transmission shop might get the answer you are looking for.

bob

 

The example itself was why I called you a troll. I am sorry for saying that. I do understand what you are saying.

motorcarman's post about the adapter plate answers my question. The 4L80E is a transmission that uses a 1-piece case/bellhousing and I could only find one type of replacement case anywhere online. Many engine swaps are made simpler by interchangeable bellhousings.

In my initial thought when I learned about Jaguar's use of the 4L80E was that maybe the ZF-5HP24 was the same bolt pattern and if it were to be then I would forever mad at myself for letting my X308 body and blown drive-train go for $100 instead of playing with it. I was setting myself up for failure in starting this thread really.

The only Jaguar's that my idea would be possible for are cars that already have motors that their owners are happy with and therefore will not be attempted.

On the hot-rod point:

Here in Maryland we have registration for modified vehicles specifically in addition to historic vehicles. There are model and age restrictions. There is an unenforced mileage limit and driving is limited to weekends, but this stipulation has so many loopholes that enforcement is minimal. These vehicles are emissions exempt.

Emissions tests on OBDII vehicles are simple. Check Engine light on is a failure, off passes. P1000 and similar will fail you. Clearing codes within 14-days of test will fail you. I do not know if the ECU identifies itself to the computer as a certain type of vehicle and I do not know if the engine will tell on itself and give you up if its a swap-in, but I also do not know if that is something that their computer was looking for in the first place.

They do not actually test the actual exhaust unless the vehicle is pre-OBDII. (Maryland)

 

But not all of them use the same case! Rolls Royce has used both the TH400 and the 4L80E, but with a case unique to Rolls Royce. Jaguar is the same. The 4L80E in the 6 cylinder XJR uses an adapter plate because the Jaguar Version of the 4L80E uses the 6.0 V12 bolt pattern, which is different than the 6 cylinder engine's bolt pattern. Also different again than the 5.3 V12, which used the TH400 with it's own bolt pattern.

 

I did see on a RR forum a discussion of using non-RR GM trans. I searched and could only find one case. That does not mean there is only one out there. With the lengthy list of vehicles that use the 4L80E, I would have expected a very long list of different cases if they were vehicle-specific.

The TH400 is a very strong transmission. Originally matched with the big-block engine option in Chevelles and others. My Chevelle is a small block though (SS350) so it came with a TH350, which I shredded twice before swapping it out for a fully built Powerglide with a manual valve body (2-speed). I don't think the TH400 would have been destroyed as easily.

 

The TH400 failed at 160,000 km behind my 5.3 V12 Series III sedan. Actually every single GM component that Jaguar used in that car failed, so I'm not particular fond of the junk GM pushes out. Never had a Lucas part fail on the car...

 

TH400 transmission....

"Strong" and "long lasting" are two different things . The TH400 is strong in that it can safely absorb a lot of input without coming apart.

Long lasting...not always.

I spent thirty years at GM dealerships, many of them back in the day when the Th400 was still commonplace. Overhaul at 100k miles was the norm. The vast majority were set up for soft shifts in heavy-ish cars. The clutches simply wore out. Hard failures were less common.

Of course exceptions are out there. The TH400 Mom's Buick GS400 was still working well at 225k miles when we sold the car. There are many others with similar luck, no doubt.

OTOH, the TH400 in both of Dad's Olds Ninety Eights needed overhaul at about 100k miles. The TH400 in my XJS needed overhaul at 88k miles.

Things were different back then. 100k miles was considered a good long life for any part of a car. Nowadays we regularly run cars to 150-200-250k miles, quite often on original engines and transmissions.

My 1995 Honda has 270k miles on the original engine and trans. I was hoping to hit 300k before opening the engine but just last week the head gasket started leaking. Damn!


Cheers
DD

 

Totally understandable. I am not particularly a GM fan myself. I am a Chevelle fan because I own one.

The 4L80E is normally the life-ender for GM trucks/SUVs. People may have them rebuilt or replaced several times before the vehicle is worth too little to do it again. $4000 is the price I have heard.

Because of the power I am making in my Small Block, a modified Powerglide is about the only thing that can hold up to it. I have not even really tested it too much. That car is the only asset I have at this point and I cannot afford the risk of driving it.

 

Do you know about removing the driver side motor mount to allow motor access through the wheel well? That made the last Honda head gasket job I did a breeze.