Hello Jaguar fans, My name is Mykk. I don't have a Jaguar. What I do have is a BMW; and I'm currently building a BMW V8 that has robbed an XJ8 of it's supercharger. Using an adapter the jaguar lower injection manifolds, intercoolers and blower everything bolts down to the BMW V8.





I've hit a snag I'm hoping you guys can shed some light on. The adapters bolt to my heads just fine, and the Jaguar lower/ injectors manifold bolts to the adapters.





However the intercoolers won't fit the lower manifolds.



I've come to the conclusion that my supercharger and intercoolers/manifolds must have come from a 4.2L instead of the 4.0L. I've already sourced a pair of the early 4.0L intercoolers/manifolds.

My question is: This is the Gen V Jaguar Eaton M122 with the bearing caps that go into the inlet port of the supercharger off of the 4.2L, will it still line up and work with the early 4.0L intercoolers? Is there anything different with the spacing between 4.0L Eaton M112 and 4.2L Eaton M112? Will the bypass valve in the Gen V inlet duct still line up and work with the early 4.0L intercoolers?

Thanks for checking out my thread and for any insight you may have.

 

^^^ I meant Eaton M112, not Eaton M122....

 

EDIT: I reread and looked closer and you actually have the 4.0L intercoolers and so on pictured. The 4.2L has a different sc outlet plate and different looking intercoolers. I'm leaving the compatibility info I posted earlier in case it's still useful. Here's how the 4.2 parts look: http://www.jaghelp.com/2014/01/2006-...r-removal.html

The GenV Eatons can be dropped into a 4.0L car with almost no modification. You will need the new GenV blower intake gasket. The only thing I've heard some people note is that this can move the TB out a couple mm which sometimes causes issues with mounting the TB back to the engine mounting bracket. So, with 4.0L intercoolers, TB, elbow, the GenV will work.

I think you have to match generation for the 4.0L/4.2L induction elbows, so the 4.0L elbow has to go with the 4.0L intercoolers, etc. The 4.0 has a "y" bypass pipe going to the intercoolers where the 4.2 has one straight pipe (from what I'm seeing on images).
4.0:
https://www.jaguarclassicparts.com/u...8-supercharged

4.2 pics:
https://www.jaguarforums.com/forum/s...-p0174-149418/

 

So the Gen IV and Gen V blowers themselves are interchangable. Thats good news. But the inlet and outlet ducts might not be.....I suppose I just need to cross that bridge when I get there. Thanks for responding and the resources.

 

There are (basically) three different supercharger/intercooler setups;

4.0L XJR and XKR
4.2L XKR
4.2L XJR, S-Type R and XF SV8

The 4.0L XJR/XKR system looks very much the same as the 4.2L XKR, but the lower manifold is different as you see in your pics. Looks like you've got them mixed together.

The 4.2L XJR, S-Type R and XF SV8 is a totally different arrangement, not the one you want.

 

Aren't you on the bimmer forums? I've seen quite a few members using the m112 for their engines.

 

Found an early set of manifolds that appear to fit A-Ok with the Gen V inlet, bypass & outlets and bolt down to the lower manifolds. Now to begin clean-up and paint. Thanks for the info and resources.








Yes I am. I'm on all the forums soaking up as much info as I can, and of course showing off my own build

 

Almost complete on the engine build. Just the nickle & dime stuff remains.





I'm currently researching how to seal up the supercharger silencer ports, what do you guys do to the silencer ports?

 

Leave them? I've heard of people porting them but all that does is make the SC whine louder, it has been tested to not give any improvements in performance. I'd imagine plugging the ports would do more harm than good (assuming you are talking about the two slots in the outlet).

 

Cracking job! Love the exhaust manifolds. The Eaton has it's drawbacks compared to TVS, one of them noise, you weld seal the ports and it may create issues, I'd trust Eaton on that feature and leave them alone.

 

Dude that is SICK!! What BMW is this going in to?

 

I originally started putting it together to go into my E34 540i/6:







...as I was moving along with the project I think I'm going to build a little old school hot rod Track-T roadster kit car for it and use the BMW 6spd manual.

 

Looks awesome. What BMW engine is it? Any reason you decided to go with an EATON, instead of a TVS or Kennebell?

 

Thank you, it's a late 90's M62B44 4.4L block with early 90's M60B40 4.0L heads and cams.

The only aftermarket supercharger kits for these engines are centrifugal S/C's, although they have some advantages the cost of kits is not one of them. I wanted to go the old school hot rod roots blower route for that instant low end torque. I do wish the Jag Eaton M112 had twin screw lobes, but I'll take what I can get within my budget with the parts available by my means.

 

That's awesome dude, thanks for sharing.

 

I see. You would just get more performance with a bigger displacing supercharger, and the eaton reaches its efficiency limits fairly quick (unless you compensate with adequate intercooling). Bur regardless, it's about what's actually doable and that works and it looks like you've made it work. Could you make the manifolds fit any better, or will you leave them as is for now?

 

I don't think I see the same issues you do, what fitment problems do you see?

 

Would you guys know the flow rate of those jag injectors?

 

You mentioned that the "early set of manifolds that appear to fit A-Ok with the Gen V inlet," I was referring to that.


As for the fuel injectors: "AJ26 XJR/XKR injectors flow 355-360cc at 43.5PSI. AJ27 injectors 5-10cc more." From "https://www.jaguarforums.com/forum/xj-xj8-xjr-x308-27/fuel-injectors-118096/"

 

AJ26/AJ27 SC: 360cc at 43.5PSI