Hi all
I need to order a set of aftermarket piston rings, the manufacturer has asked what the liners are made of.
I cant find the answer in Jaguar manual, I have seen it quoted as steel as well as cast iron.
does anyone have the answer?

 

Steel.

 

Quote from the S491 service bulletin describing the Nikasil issues:
Following an extensive development program, Jaguar has decided to introduce cast iron cylinder liners in lieu of plated bores for all AJV8 engines.

The liners I checked from an early 4.2 block looked cast iron, but I am no metallurgic, so I honestly can't tell for sure.

 

Engines with supercharger

The 4.2L engine with supercharger consists of:

·

an eight cylinder 90 degree 'Enclosed V' configuration liquid cooled aluminium cylinder block

with dry cast liners

·

pistons of open-ended skirt design, with two compression rings and a compact two piece oil

control ring

·

two aluminium cylinder heads, each incorporating two hollow camshafts manufactured in

chilled cast iron

·

four valves per cylinder

·

aluminium tappets and top mounted shims

·

valve covers manufactured from Thermoplastic

·

fuel injectors each with twelve holes

·

engine front cover manufactured from aluminium which accommodates the crankshaft front

oil seal

·

multi row primary and single row secondary chains drive the camshafts of each cylinder bank

·

an aluminium bed plate

·

oil spray jets in each cylinder bore

·

a cast iron crankshaft

·

fracture-split connecting rods in sintered-forged steel

·

brackets bolted to the front of the cylinder block which are used to mount all accessories

·

a single, multi-vee belt which drives the front end accessories

·

stainless steel exhaust manifolds

·

an advanced engine management system incorporating electronic

 

So, 4.0 has steel liners from Aug 18th, 2000 and 4.2 has cast iron liners. The copy above is from X350 Workshop Powertrain Manual. Page 26/3594.

 

Did the grinder test, and the early 4.2 block definitely has cast iron liners.

 

Very interesting thread!

Do you know, are the 4.2 liners cast into the block or pressed in?

Pressed would be unbelievably great for my project.

Regards Maxi

 

I've never seen liners that were part of a casting - I know there are replacement liners available - Avos sent me a P.M. regarding this - in which he mentioned - "I used a piece of broken off sleeve" - I hope this helps.
We used to run a weld vertically top to bottom for all dry liners to shrink them prior to removal

 

They are indeed cast in, not pressed.


I used a grinder to chop up the block for investigation, thats also how I got the sleeve partially out and where you can see how it cast in.

 

"Aston Martin hand-assembles a special version of the AJ-V8 for the 2005 V8 Vantage. This unit displaced 4.3 L (4280 cc/261 in³).

"In May 2008, Aston Martin released a new design that used pressed cylinder liners instead of cast-in liners. This allowed for thinner liners, and a higher capacity of 4.7L for the V8 Vantage"

 

Avos, do you know how thick are the cast in liners?
Thanks a lot!

 

Whats the plan?


The liners are about 2.5mm or so.

 

The Plan is to bore them out and put in pressed liners, like AM does.

 

My shop had investigated my chopped up block as well, and their view for street driving was it could be bored out to 90mm max, with using the darton ductile sleeves. How far will you go?

 

Replacement cast iron liners from one manufacturer have outer diamater of 89.79mm and inner 85.73mm which can be bored out up to 1mm. Using stock piston the wall would be ~3.8mm and with 86.5mm ~3.3mm. I guess this works for a bit bigger bore liners also. Ductile iron is another story then.

 

My research gave me the same results, with a thick enough wall you cant go over 90mm.
My next investigation will be to see if a conversion to a open deck block with wet liners (darton mid) is possible and if its helpfully.

 

5.1 litre is possible with right block and internals

 

5.1 would be interessting!
What kind of bore and stroke, which crank?
I know a crank with 95mm stroke, so in case you go with a 90mm bore you will get 4832ccm.

Which block would be needed to get the 5.1 setup?

Best regards from sunny Munich
Maxi

 

Well....

If you don't care any money spent, you just make it to 5.1 litre, TS, 10:1 compression pistons for E85, BIG injectors, ported heads, high lift cams, big MAF and TB, replace orginal ECU by fully adjusted one, big fuel pumps + maybe BAP, bigger E85 resistant fuel lines and you finally have 800++bhp. If that's not enough you simply add 100-150hp NOS kit.....hahaa....and you are quite fast then ...

PS. Since you are from Germany you know the exact crank located there.

 

The plan was to go with new crank, pistons, rods, sleeved cylinders.
Heads will be reworked by a guy who builts the early group B rallye engines for Peugeot, this includes vales, seats, guids, rework inlet/outlet etc.

What i should do with the cams, atm i dont know...

TS from Andre is a must!

Complete rework of the inlet section is mandatory ( atm i try to get access to a flow bench at my university )

Exhaust, is the smallest problem, but it will be equipped with a active vale system.

The issue with E85 is very interesting!So its super cheap and has some advantages over regular petrol.
On the other side its very aggressiv to the surrounding materials, like Al
So i need to think of it.
Bivalent operation mode would be a perfect compromise.

The biggest problem in my eyes will be the ECU , you need to completley program a configuration for this kind of setup and spend several hours on dynos, and that s very expensive!

Anditional to this, you have to look on the other corresponding electronic systems of the car. And what should be done with the communication between the ECU and the transmission?

And at the end of the Day it should be driveable and looks like a normal car.

Brakes/lim slip diff are obligatory

Best regards