Been advised by Doug Dooren (doing a fantastic thread on transplanting an XJR into a '61 Mk2) to check on this XJR forum in regards to my basic questions:

1) I have a complete rolling chassis 1956 XK140 FHC with no engine or trans;
2) I have an 03 XKR nearby at very good price (80K miles) - $1500 for engine/trans, all wiring harness, etc. (interior otherwise shot;
3) While it is a relatively simple conversion to use another Ford 302ci / 5L engine and autotrans, the sex appeal of putting in a Jag supercharged V8 is hard to emotionally overcome.

3) Question is, is it not only POSSIBLE, but is it EASY (!!) to transplant the XKR eng/trans into this bare rolling chassis? I DO NOT WANT ANOTHER 1+ years project!
- a corollary to this question is: Are there any recipes for doing this (being aware that there is a technical complexity of interacting sensors, black boxes, and strange electrical things going on with these modern Jags);
- Is there anyone out there who has done this sort of transplant (other than Beacham of New Zealand) who might be willing to offer tips, advice, etc.?
- Are there ways to block sensors or is there an aftermarket ECU to control the XKR engine and tranny (much like there are aftermarket CPU's for Ford Mod engines and the GM LS series)?

Thanks for any inputs.

 

Why not just use the ECU from the donor car?

 

Robman,
Yes, I planned to do just that, but was told by several questionable experts that numerous sensors' inputs are required to make the engine/trans operate -- otherwise, the car will remain in the limp-home mode.
I have no idea if this is true, but want this sorted out before committing to this transplant (vs the Ford V8).

ANy idea about this question?

 

So long as nothing has been removed from the engine and trans then all the sensors the ECU needs should still be there.
Throttle position sensor, intake air temp sensor, coolant temp sensor, crankshaft (and cam shaft ?)position sensors. There’s posssibly a few that I have missed on the engine side and then there’s the ones for the trans computer.

 

The ENTIRE CAN bus will make the modules 'happy'.
I don't how you would pick and choose the modules to use and keep the system working properly.

Without the ABS, the other modules will NOT have speed input. Without the INST PK the modules will not have a gateway connection. et cetera. etc. etc...............

bob

 

See I said there would be a few missing

 

Hi stasha,

I love the idea of a brawny XKR engine in a sexy XK140 body, but the challenges of making it work would be many. In addition to the items Bob mentioned (the ABS system (which would be imperative to stop any car with the XKR engine), Instrument Cluster and entire CAN), other critical components include the catalytic converters and oxygen sensors, and the entire evaporative emissions system. The Engine Control Module even interacts with the security system, the radiator fans, the fuel pumps, and the A/C compressor.

To get an idea of what the '03 V8 requires to operate properly, check out the Engine Management System manual, which you can download here:

Service Training Course 881 V6 / V8 Engine Management

Cheers,

Don

 

If you want a project of less than one year, then I'd be dubious about undertaking what you've outlined. Unless you are lucky enough to not have to work and be able to fund the project I'd budget a lot more than one year for the project. But I would say it is possible, I've seen so many "Old body, new chassis" conversions done mainly on Mustangs but also Chevys and Jaguars. The best thing to do would be to do your research and make sure you are aware of what may need to be changed. The Engine is just the first part, there are also the suspension and more importantly the brakes to think about too.

 

Thanks to all. I have heard from other quarters that lacking the ABS would be a fatal weakness in a conversion.
I think I have gotten my answer, many thanks to all of you for your inputs.

HOWEVER!!!! Not really wanting to let go of the possibility of a real Jag V8 going into this classix XK140...
Is it possible for one of the earlier normally aspirated Jag V8 engines/trannies to be adapted to the XK140, in that possibly they are not so integrally connected with ABS and other systems that are not present on my car??

 

No, the management system is just as complicated.

 

OK, thanks.
Well, that ends my bid for a Jag V8 -- until they come up with an aftermarket ECU like for the Ford and LS V8 engines....

Thanks to all -- adieu.

 

That little red XK140 coupe looks complete (less engine and box). Why not put an original XK engine back in there, it's crying out for a refurb/resto!!!
Any XK engine will do, the one I'd fit would be from a Series 3 XJ 4.2L - these had things like relief between the liners/bores to address cracks, big valve heads for performance and heavy duty connecting rods. The best of the XK Legend.
This engine along with twin or triple SU carbs, or Webers will give good honest power. An alloy adaptor plate and Getrag 5 speed from any sports 3 or 5 series BMW.
There are brake upgrades offered, but you can find the calipers/discs yourself with research and save a bundle, they're a compact volvo part from the 1980's from memory...

Look through this chap's website for inspiration on what can be achieved with the XK chassis - I've known Guy and his father Jem for 30 odd years and they produce XK's that can and do wallop XKR's on track....
Guy Broad - The World's Leading Classic Jaguar XK 120, 140 & 150 parts and services specialist

 

Sean,
1) You are absolutely correct - it's CRYING out for SOMEONE (someone else) to restore it or attempt to get closer back to originality! In fact, it used to be a show car! (see attached pic from its glory days)

BUT BUT BUT BUT -- it won't be me for a few reasons:
A) This car had a Ford 302ci with AT installed by the previous owner after the original engine "blew" -- engine has since been lost or whatever. So, the car is set up for a Ford 302ci with AT -- meaning minimal work to install another one, and certainly the Ford is a much much easier engine for me to get here in the States, PLUS anyone can work on it here in the States, etc. etc.

B) There have been some serious modifications made to the car already by the previous owner: It DOES have upgraded front disc brakes (rotors are vented); new modern dual master cylinder installed under the floorboards; new 2 1/2" dual exhausts; RonFrancis fusebox and wiring system installed (all new wires with their purpose imprinted on the wires(!)); Lokar automatic trans shifter installed; new chromed steering column installed with 15" steering wheel; installation of a custom-ordered rack and pinion steering from UniSteer, with power steering pump, reservoir and stainless braided lines; a full set of new "classic face" Stewart Warner gauges has been installed in the center dash piece; it WILL have AC (this is one of the few non-negotiable points, besides being an automatic transmission);

C) It MUST be back on the road, driving and licensed within THREE months. I keep saying this to myself to enforce it to myself: NO MORE years+++ projects!!! I already have 3 such projects that are probably 90-95% complete, and I am retired and can't quite seem to find enough time to finish any of them.
- YES, it will be a near-daily-driver, so reliability, service-ability, and comfort will be more important than looks or originality. (Shifting a manual transmission in stop and go traffic is only for 20 year olds.)

D) The things about the car that cry for a resto job are: new aluminum period-correct gas tank; the body is straight with no rust or cancers; all glass, trim, and most other parts are present and removed/stored in boxes (so a full paint job is much easier to perform); PERFECT chrome front and rear bumpers; all other chrome is in very good condition;

E) The things that just ring in incredible $$$$$, and which punt the idea of a restoration beyond reality are: an entire new interior is needed, including wood -- this is AT LEAST $9-10,000, includes the upholsterer's work; an in-line 6 Jag engine and trans would be AT LEAST $8-9000; a first-class paint job to be consistent with a near-original reconditioning would be on the order of $8-10,000. And then there are the sundries, which usually are not taken into account, but which often are major expenses of several thou dollars.
This adds up easily to $30K, even if I do much of the work myself. These cars are going for $40-50,000 per my recent research -- and likely LESS than that, because the final selling price of a car is seldom posted -- one can never assume that the asking price is the same as the selling price.


2) Yes, I am familiar with Broad's website -- I had bookmarked it a few months ago. It is great to have such a knowledgeable and specialized resource available.

3) HOWEVER, IF YOU WISH TO SAVE THIS CAR, I do have it up for sale until it goes for the engine transplant, with the firm intention of making $2000 above every penny that I have spent on it up to this point. IF seriously interested and you have figured a way to ship it to the UK, ping me a PM. Just remember, I know my bottom price and just making this into a daily driver is worth keeping it unless bottom price is met.