But that was the idea, try to use ceramic cylinder linings to dissipate heat like racing cars used. It was only unreliable if you used the wrong petrol. It was a great idea. Mine has the original engine and runs great with V Power. The only difference between the 4.0 and the 4.2 was that the cylinders were bored out and used steel linings instead of ceramic Nikasil. It was basically the same engine.

 

The extra 0.2 litre by boring out the cylinders only added 10BHP to the naturaly aspirated V8. 290 with the original XK8 and 300 with the 4.2 2003 XK8. The original R was 367HP and the 2003 model was 400. They made the lower pulley on the Eaton S/C slightly bigger and gave it a stronger and more heavy duty chain.

So yes I agree with you that the 4.2 was better, but in essence only an improvement on what was the original AJ26/27 V8 block.

Cheers 👍

 

I’m with you here. Only because I’m in my declining years physically. The only enjoyment I could get from the e-type now would be to look at it, or sell it and have a big bank account. I can’t hop in the e and truly enjoy a cross country romp as I used to do at the drop of a hat.

I was fortunate enough to own a couple of e types and numerous other fine cars and motorcycles back when I could use them as they were intended to be used.

Nowadays the XKR fills my needs best, and has more umph than I can use. So, recognizing what time does to us all, I still count myself lucky to be behind the wheel of a fine GT car, one that has a unique presence on the road.

Z

 

Zray
totally off subject, how much boost could you get out of that paxton SC?
Our shop used to install them in MB 450/500 and they could not flow enough air to really be worth it+ Granatelli wouldn't warrant them for more than 2 minutes...I had quite a few where the ball bearing drive system would rattle and die within 10 minutes. (The ***** actually flat spotted).

wj

 

Thanks bud.... the way I see it is that a well maintained XK8/R can still be a few times a week driver to enjoy, whereas an E-type is a few times a year to take to car shows and show off to Jay Leno 🤣👍
Thanks mate, take care...

 

Not an expert but is it root or twin screw? The Mercedes and Jaguar use different S/C systems. The Eaton provides the better torque across the rev range reaching max at 3.6k rpm but the torque on the AMG version is heavily biased towards max power at 6k plus a bit like a turbo.

 

Referencing the mustang's sc... sort of a turbo but with a mechanical drive system. Originally used to cool 'things' inside naval submarines.
wj

 

My favourite sound is that V8 from Steve McQueen in Bullit. The sound of the 67 (68? Correct me if I am wrong) Mustang Fastback was a symphony 🥰

I listened to my XKR with the window open the other day and she sounded like that.

I understand the environment and try to do my bit by recycling, walking to the shops, taking the bus etc, but I doubt I will get a Christmas card from Greenpeace 🤣

 

On an otherwise stock 289 ci V-8 Shelby GT-350 engine of a claimed 306 HP, it was good for an extra 110 horsepower @ 6,000 rpm. The boost was only 6 psi. Not much by modern standards.

To get my set-up to be reliable, and have decent longevity, I collaborated Craig Conley, who is the guy who bought the manufacturing and patent rights from Paxton for all of their vintage ball-drive superchargers.

as you experienced, the main flaw in the ball drive superchargers was lubrication, the type F ATF used for oiling got too hot and broke down. Once that happened the ***** would wear rapidly.

I solved the issue with two strategies;

1) by using a synthetic type F ATF, which like synthetic oils, can withstand higher temperatures easily without degrading its lubricating properties. I used the synthetic version of TrickShift, which is not an additive, but a stand-alone type F ATF.

2) also used a small Hayden brand external ATF fluid cooler, together with a small 12v pump to circulate the AFT in and out of the supercharger head unit.

not only did I get the longevity, but there was no power drop off once the unit got hot.


when I sold the Shelby that the supercharger was on, I sold the supercharger separately, first sending it back to Conley for refreshening.

Surprise ! After 80,000 miles, the drive ***** had no measurable wear. All the ball drive Paxton’s needed was a lubrication system up to the task. But time marches on, and the modern Paxton gear drive superchargers have none of the drawbacks the first ball drive units, and can produce more boost easily.


But it was nice to get the vintage Paxton to perform up to its potential.

Z

 

Yes superchargers are belt driven connected to the engine drive whereas turbos use the back pressure from the exhaust gases to drve the turbo
same theory.
Force hot air into the impellor which drives the propellor rotor ..goes to the radiator intercooler then to the engine, compressed oxygen, bigger bang, more power. Same principle

 

the biggest advantage to supercharging vs. turbocharging is that with a supercharger you don’t have to get the rpm as high to get the boost to come on. No turbo “lag”.

conversely, the turbos will generally have higher boost numbers at the higher rpm’s.

Z

 

Yes, S/C fan rather than Turbo... but the perceived wisdom is that S/C is old tech. Turbos are infinitely more tunable and more efficient and the lag can be overcome by a twin turbo as Porshe uses on the current 911.

 

The Eaton S/C provides max torque at 3.6k, exactly where you want it👍👍

 

my ‘02 XKR is my daily driver. So it’s used many times every day. After 4 years of constant use, it’s been as reliable as any other 20+ year old car I’ve owned.

Neither. The vintage Paxtons were classified as the “centrifugal” type.

Z

 

We had several 'extra' issues. The mb engine could and was often driven for miles and miles with the foot in it. The flow maps also showed that when our engine were spinning @ 6500 the paxton was basically pumping hot air, more boost no more power. We'd e also added hayden+pump. Don't think we had any proven lubrication type back then,1978~81. My personal 500 crashed the BB drive on the way home from installing it. The r eplacement was still going strong some 40k later.
wj

 

2000 Jaguar XK8 on Bring a Trailer with only 6,200 miles with a current bid of $14k says it all.
https://bringatrailer.com/listing/2000-jaguar-xk8-27/

 

what does it say?
wj

 

$14k for an extremely low mileage Xk8 doesn’t bode well for Xk8 values , point being enjoy the car for what it’s worth.

 

While I don't believe the xk8/r will ever become a high dollar collectable I also don't think using BAT to gauge 'real' value is a valid benchmark. The final bidding may go to 30k or it may sit at 14.
Enjoy your car whether to drive, caress, wrench or admire its lines.
wj

 

We will see

I reserve my opinion.

In 20 years time .... if I am still here God willing

S1 XKR will be worth a lot and very sought after.

Just my VHO. S1 cars are not always the best but they are the ones people want in the classic car market.