Looking to buy an XK in the near future. Not sure XK8 or XKR. Leaning R.
I have so many questions, most of them not especially incisive.


First questions are about the plastic//metal cam tensioners.

- They stopped making them out of plastic in late 2001, Aug 13?,
but you can still end up with plastic at a later date in 2001, is that correct?

- By 2002 model year are you guaranteed metal?
I know someone who got a 2002 for just that reason.
Is 2002 considered a safe year before the engine/tranny changeover?

- Are XKR's plagued with the same problem?
I heard only XK8s but want more than hearsay.


- Who thought it was a good idea to make valve-train components,
inside the engine, out of plastic? What else did he design?
I'm thinking hardwood crankshaft? Good solid oak maybe.
Is this a typical example, seriously, of Jaguar engineering?

 

03 as I am to know it are is when the timing chain stuff was no longer an issue due to the old design. Hell my 1974 Delta 88 olds 350 has nylon coverings on parts of the timing chain set up.
Some here may know me by now as not being a XKR fan. these cars have enough crap that goes wrong with them that is already hard to get too in the motor compartment, thow that super charger on it and that game gets harder and some of the parts on the XKr are not on the xk8. As these get older the parts will be even harder to find.
Yes they have more power, but for me, this car was never about buying power as it was having those great looks, some power, handling, and comfort and the COOL factor.

 

We were an Oldsmobile family growing up.
Dynamic 88 in 1965 (I think something like 425 horsepower). Light blue.
Then Delta 88 in 1970-72 timeframe if I recall. Brown w/beige top.
I really liked that one.

Man, cars used to rust out in 5 years back then. Short lifespans.
A couple Cutlasses after that. And Buicks.

I take it your vote is for normally aspirated over supercharged XK.
I've kind of been leary of s/c over the years, but I've heard a few Jag owners suggest the s/c over not and I don't hear a lot of real maintenance problem with them. That's why I'm leaning R. You're the first to say n/a.

 

The super charged car prob is fun to drive but I think there is just more involved in dealing with ANY motor repairs with that SC sitting on top of it. Just my opinion.

 

I know the newer 4.2 engines came out in 2003.
That's why I'm looking at mostly 2003-2006.
But there are some really good deals on 2000-2002.
So is 2002 a good (metal tensioner, reliable, etc) year?

And more generally are 2000-02 models, with known metal, a solid purchase.
That's the last years of the 4.0 and I would think by then the engines would be pretty bulletproof if you knew they had metal tensioners, whether built that way or upgraded.

I'm about to look at a 2001 XKR, and the owner never heard of a tensioner.
So he wouldn't have replaced them, but maybe the XKR's came with metal?

 

The XKR tensioners are identical and subject to the same timeline as the XK8. That the XKR is different is 100% myth. I changed out the plastic tensioners in my own 2001 XKR.

2002 is probably safe, and the engine number is a very good indication, but the only guarantee is to inspect them, because you never know what may have been serviced in the car. The is one vendor in the UK who is still trying to sell his old inventory of plastic tensioners!

Mercedes had a similar disaster with plastic tensioners in the 90's, and plastics can be used successfully inside engines with the right material selection and design...but that obviously was not the case here.

If you can afford it, a 2003 and later has a lot (but not all) of the issues of the earlier cars resolved, and the 4.2 is a significantly improved and more rugged design.

 

XKRs did not come with metal tensioners until the change in the normally aspirated cars also happened. I just purchased a 2000 XKR and it had plastic tensioners and I am currently having them replaced.

 

Tim and White, thanks. I'll focus even more on 4.2,
but some of these deals on 2001-02's are hard to pass up.
Oh and White, what is 'not all of the issues' were resolved?


Halveb, the problem obviously didn't stop you from 4.0. What's your take on 4.0 vs 4.2? Did you take the valve covers off beforehand? How much is this going to cost to have it done?

I'm interested to know how a prospective seller reacts to 'this car needs $2000 worth of work right away'. Or, we need to remove the valve covers. Probably not well. I'm going to be faced with that this afternoon when I look at a 2001 XKR
whose owner never heard of tensioners


I'll ask this again, as both you and White bought 2000-01 with plastic to be replaced.
With known metal, what do you think of 4.0 reliability/performance ...
either in XK8 or XKR form?

 

Re the 4.2...
On the convertible, the top latch hoses still fail too frequently, especially in warmer climates.

On the normally aspirated cars only, the plastic thermostat housing assy, though different on the 4.2, should be considered a service item every 8 years or so because the plastic starts to crack.

If it has not been done, your 6-speed may need a software update to shift smoothly.

The seat modules and headrest often need fixes which are well documented on the forum.

 

OK thanks. Overall, those don't sound too bad. I'll look for the hoses if I see the car (internet purchases, uggh).

 

You do not appear to be inclined to work on the car yourself. The Jags, like most luxury cars can be a very expensive proposition if you are going to have a shop take care of the maintenance and repairs.
Take tensioners, for instance. The secondaries can by replaced by anyone with basic mechanical skills for about $200, where a shop would ask $800 or more.

 

Most everybody here has their tensioners done from what I've read.

Used to work on my cars all the time. Now though no garage and no tools here.
I may be able to remedy that somewhat (metric tools?), but I'd probably have valve-train stuff done by a pro. I'd like few repairs and am inclined to probably have much done. I would probably do general maintenance, but not much more.

Hopefully with my minimal driving I won't put too much stress on, so I'm hoping that an XK with moderately fast but low-mileage driving will be reliable enough. I sense that these cars are more reliable now than they have had the reputation for in the past.


And what about primary tensioners?
Not as important, but if done at the same time, how much?

 

Primaries eventually fail to, as do the chain guides. It is a good idea to update those also, but the difference is when they fail there is usually audible rattling and in most cases it does not cause serious engine damage like the secondary failures usually do.

You may find this document of interest: Jaguar XK8 and XKR buyers and owners guide and tutorial - TheJagWrangler

 

So it's good to have all three replaced at the same time. As I thought.

How much would that be, and is it something you would only have a Jag dealership do, or I'm guessing a good independent would be sufficient? Seems not too hard.
Is this something you'd DIY to save bucks?

You did this very thing White, so how and how much?

 

I have only done the secondaries on mine.

Price at an indy for the secondaries alone is probably around $800, a full timing job is in the $2000 neighborhood. There is a lot more labor in a full timing job because the timing cover and front rotating components all need to be removed.