XJR6-AJ16S knowledge
#21
If you get length dimensions you would have to ensure it is from a NA or SC engine as the SC has an extra pulley on the crankshaft for the blower
A air to air intercooler would be much larger and you already have a installation done for you with the original liquid coolant to air intercooler
Some have put a higher flow capacity electric pump ( Bosch # X ) in place of the original which can be expensive, this is needed for the intercooler beyond the engine block common mechanical water pump
Your ordinal Datsun engine was cast iron so you have an even weight trade so you might get away with your original front springs
A air to air intercooler would be much larger and you already have a installation done for you with the original liquid coolant to air intercooler
Some have put a higher flow capacity electric pump ( Bosch # X ) in place of the original which can be expensive, this is needed for the intercooler beyond the engine block common mechanical water pump
Your ordinal Datsun engine was cast iron so you have an even weight trade so you might get away with your original front springs
I offer a specification for tuned exhaust primary pipes lengths and diameters, and secondary diameters, from a computer simulation in GT Power software to optimise peak power at 5,000rpm.
If you were to keep the air-water-air inter-cooling, then I would recommend replacing the Hella pump with a Bosch pump , as it increases coolant flow from 7litres/min to 11litres/min.
If you decide to change to air-air inter-cooling and mount the throttle downstream of the inter-cooler, then the bypass valve for the supercharger will experience boost pressure. This does not happen in the standard installation. I do not know if the vacuum capsule is designed to be exposed to boost pressure.
Please also note that the bypass valve does not perform the same function as a "dump valve", or a wastegate in a turbocharged engine. The bypass valve operates in a closed circuit, to minimise pumping work by the supercharger when the engine is operating at part load. The air passing through the bypass circuit should be recirculated in order to achieve good fueling control, as the air being recirculated has already been measured by the air flow meter. If the throttle is mounted downstream of the inter-cooler, there is a risk that the recirculated air could flow "backwards" through the air meter, depending on the details of your bespoke installation. Personally, It is not clear why you wish to replace the air-water-air inter-cooling system with air-air. It seems a lot of work, and introduces several problems, not present with the standard installation. Air-air inter-cooling a supercharged engine is more complicated than air-air inter-cooling a turbocharged engine, due to the function of the bypass system.
If you were to keep the air-water-air inter-cooling, then I would recommend replacing the Hella pump with a Bosch pump , as it increases coolant flow from 7litres/min to 11litres/min.
If you decide to change to air-air inter-cooling and mount the throttle downstream of the inter-cooler, then the bypass valve for the supercharger will experience boost pressure. This does not happen in the standard installation. I do not know if the vacuum capsule is designed to be exposed to boost pressure.
Please also note that the bypass valve does not perform the same function as a "dump valve", or a wastegate in a turbocharged engine. The bypass valve operates in a closed circuit, to minimise pumping work by the supercharger when the engine is operating at part load. The air passing through the bypass circuit should be recirculated in order to achieve good fueling control, as the air being recirculated has already been measured by the air flow meter. If the throttle is mounted downstream of the inter-cooler, there is a risk that the recirculated air could flow "backwards" through the air meter, depending on the details of your bespoke installation. Personally, It is not clear why you wish to replace the air-water-air inter-cooling system with air-air. It seems a lot of work, and introduces several problems, not present with the standard installation. Air-air inter-cooling a supercharged engine is more complicated than air-air inter-cooling a turbocharged engine, due to the function of the bypass system.
For purely curiosity sake: has anyone ever removed the supercharger and built this engine with a turbo, instead? I would think Mr. Andy would have the best idea of how to make that work tuning-wise. Also a side thought on that, would anyone local to me be able to tune this thing once I get it running? I would think that'd mean Mr. Andy divulging some secrets, so maybe not?
#22
I initially thought the AJ16 used engine coolant for the cooler, so removing it seemed the easier option over trying to modify it or mess with it; I suppose I also assumed it impeded flow more than a larger air-air would. Given your responses, it now seems like I am wrong on both counts, so I am reconsidering this option.
For purely curiosity sake: has anyone ever removed the supercharger and built this engine with a turbo, instead?
For purely curiosity sake: has anyone ever removed the supercharger and built this engine with a turbo, instead?
A turbo has been done: https://www.jaguarforums.com/forum/x...l-done-238278/
#23
Hmm. Would it be worth making my own entirely separate circuit? Thinking about it, I'm not sure if I'll have the coolant pump anyway. Is it mounted to the engine, or in the bay? If the latter... I'll likely be needing to make my own circuit from scratch anyway, as I only have an engine to work from, not a whole car.
That turbo is awesome! I'll have to read all the details when I have a moment. Did he ever post a dyno with it? I'd love to see that power curve vs SC!
That turbo is awesome! I'll have to read all the details when I have a moment. Did he ever post a dyno with it? I'd love to see that power curve vs SC!
#24
#25
#26
#27
A good source for manifolds is the local salvage yard , no shipping
nOTICE THE PORTING FOR THE SECONDARY AIR INJECTION AND egr
The cylinder #s ARE #1 AT THE VERY FRONT
Genuine Exhaust Manifold-3.2/4.0 Litre For Jaguar Xj 1995 - 1997 (from 720125 To 812255) Classic | Jaguar Land Rover Classic Parts
tHE DOWN POINTING STUDS i ORDERED FROM wELSH usa
nOTICE THE PORTING FOR THE SECONDARY AIR INJECTION AND egr
The cylinder #s ARE #1 AT THE VERY FRONT
Genuine Exhaust Manifold-3.2/4.0 Litre For Jaguar Xj 1995 - 1997 (from 720125 To 812255) Classic | Jaguar Land Rover Classic Parts
tHE DOWN POINTING STUDS i ORDERED FROM wELSH usa
Last edited by Parker 7; 09-01-2022 at 10:29 PM.
#30
I'm concerned about routing around different things in a much different (smaller) engine bay. I'm going to be down to inches of spare room, by the looks of it.
Hopefully I'll have a photo of the AJ16 suspended in the Datsun soon. That'll be a very, very telling day of how much pain I have to look forward to. The oil pan shape and size already has me pretty concerned...
Hopefully I'll have a photo of the AJ16 suspended in the Datsun soon. That'll be a very, very telling day of how much pain I have to look forward to. The oil pan shape and size already has me pretty concerned...
#31
#33
Someone on this forum also offers fabricated manifolds for AJ16 engines.
I can reprogramme your engine ECU to European specification. You could them delete the EGR valve and pipework, which would give you more space between the engine and bulkhead. I can programme the ECU as manual specification, which would stop the engine ECU retarding the ignition timing by 5 degrees, due to being in limp-home mode, as a result of the missing signal from the automatic transmission ECU, that is no longer present.
I can reprogramme your engine ECU to European specification. You could them delete the EGR valve and pipework, which would give you more space between the engine and bulkhead. I can programme the ECU as manual specification, which would stop the engine ECU retarding the ignition timing by 5 degrees, due to being in limp-home mode, as a result of the missing signal from the automatic transmission ECU, that is no longer present.
#34
Someone on this forum also offers fabricated manifolds for AJ16 engines.
I can reprogramme your engine ECU to European specification. You could them delete the EGR valve and pipework, which would give you more space between the engine and bulkhead. I can programme the ECU as manual specification, which would stop the engine ECU retarding the ignition timing by 5 degrees, due to being in limp-home mode, as a result of the missing signal from the automatic transmission ECU, that is no longer present.
I can reprogramme your engine ECU to European specification. You could them delete the EGR valve and pipework, which would give you more space between the engine and bulkhead. I can programme the ECU as manual specification, which would stop the engine ECU retarding the ignition timing by 5 degrees, due to being in limp-home mode, as a result of the missing signal from the automatic transmission ECU, that is no longer present.
I'm currently debating selling the Datsun car I have now and trying to purchase a '75 instead. Then I can be exempt from the smog testing and be able to get rid of all those bits. If not, then I'll probably have to consider keeping them on...
Any tricks you know for getting the engine to run cleaner? I could even try to find another ECU and have one programmed for emissions, then swap to an every-day version...
#35
You only need one engine ECU calibration to give both good emissions and good performance. I don't know what is required where you live in terms of "in-use" emissions testing for a car built in 1978, but fitted with an engine from a 1995-1997MY car. I would think that any exhaust system with a functioning 3-way catalysts and closed loop fueling control would pass, any emission test that was applicable to a car built in 1978. The best way to ensure that you have "clean emissions" - build an exhaust system with new catalysts and have an engine management system with a mass air flow sensor and functioning close loop fueling control (ie retain the engine ECU from the XJR6 engine).
#36
#37
Do you have an ECU that came with the engine ?
Search Genuine Engine Management Control Module Parts For Jaguar Xj 1995 - 1997 (from 720125 To 812255) Classic | Jaguar Land Rover Classic Parts
It might be advisable to get a standard set up sc engine to run first in the different chassis
Get the kinks worked out
Then build out from there
Your mechanical TDC is on the front crank pully as a mark at the 4 O'clock position , the white marks are for a different subject
The CKPS missing gear tooth gap will match on a standard bracket but not a Andy bracket ( 5 degree offset )
the crank nut is either a 33 or 34 mm
Search Genuine Engine Management Control Module Parts For Jaguar Xj 1995 - 1997 (from 720125 To 812255) Classic | Jaguar Land Rover Classic Parts
It might be advisable to get a standard set up sc engine to run first in the different chassis
Get the kinks worked out
Then build out from there
Your mechanical TDC is on the front crank pully as a mark at the 4 O'clock position , the white marks are for a different subject
The CKPS missing gear tooth gap will match on a standard bracket but not a Andy bracket ( 5 degree offset )
the crank nut is either a 33 or 34 mm
Last edited by Parker 7; 09-03-2022 at 01:03 PM.
#38
You only need one engine ECU calibration to give both good emissions and good performance. I don't know what is required where you live in terms of "in-use" emissions testing for a car built in 1978, but fitted with an engine from a 1995-1997MY car. I would think that any exhaust system with a functioning 3-way catalysts and closed loop fueling control would pass, any emission test that was applicable to a car built in 1978. The best way to ensure that you have "clean emissions" - build an exhaust system with new catalysts and have an engine management system with a mass air flow sensor and functioning close loop fueling control (ie retain the engine ECU from the XJR6 engine).
As an aside, a number of years ago when there was an "earth day" and free emissions testing was offered. At the time I had a 1964 E Type and it met the 1982 emissions standards being on carbs and having no emissions control equipment, so I'm sure an EFI engine with a catalyst would have no trouble.
Do you have an ECU that came with the engine ?
Search Genuine Engine Management Control Module Parts For Jaguar Xj 1995 - 1997 (from 720125 To 812255) Classic | Jaguar Land Rover Classic Parts
It might be advisable to get a standard set up sc engine to run first in the different chassis
Get the kinks worked out
Then build out from there
Your mechanical TDC is on the front crank pully as a mark at the 4 O'clock position , the white marks are for a different subject
The CKPS missing gear tooth gap will match on a standard bracket but not a Andy bracket ( 5 degree offset )
the crank nut is either a 33 or 34 mm
Search Genuine Engine Management Control Module Parts For Jaguar Xj 1995 - 1997 (from 720125 To 812255) Classic | Jaguar Land Rover Classic Parts
It might be advisable to get a standard set up sc engine to run first in the different chassis
Get the kinks worked out
Then build out from there
Your mechanical TDC is on the front crank pully as a mark at the 4 O'clock position , the white marks are for a different subject
The CKPS missing gear tooth gap will match on a standard bracket but not a Andy bracket ( 5 degree offset )
the crank nut is either a 33 or 34 mm
As I recall, if Andy is reprogramming the ECU anyway, he can put that advance into it without the bracket, correct?
Sadly, I probably won't have a good chance to dig into the AJ for a while. Work is taking me out of town next week, and it's been just too hot to get any meaningful work done outside. I still need to locate a rebuild kit of some kind, as well. A gasket set at the very least. I'll weld up the cracks in the manifold logs for now, just to get this hunk to a point where it can be fired up once it's mounted in the new home. (I'm also still waiting on the transmission to show up).
Does anyone know if the bellhousing and flywheel from the XJS fits the AJ16? I have the engine and the Getrag 290 5-speed... just not certain on the bits in the middle.
#39
Search Genuine Flywheel And Clutch Parts For Jaguar Xj 1995 - 1997 (from 720125 To 812255) Classic | Jaguar Land Rover Classic Parts
AND
Search Genuine Gearbox Assembly-manual Gearbox Parts For Jaguar Xj 1995 - 1997 (from 720125 To 812255) Classic | Jaguar Land Rover Classic Parts
AMD
Genuine Transmission Adaptor-3.2/4.0 Litre For Jaguar Xj 1995 - 1997 (from 720125 To 812255) Classic | Jaguar Land Rover Classic Parts
AND FOR XJS
Search Genuine Transmission Adaptor Parts For Jaguar Xjs Sports Coupe/convertible 1975 - 1996 Classic | Jaguar Land Rover Classic Parts
The XJS WAS MADE WITH BOTH AJ6 AND THE LATER AJ16 , the difference being a distributor cap on the fwd right SUPERSEEDED BY A 2 WIRE cAMSHAFT POSITION SENSOR
AND
Search Genuine Gearbox Assembly-manual Gearbox Parts For Jaguar Xj 1995 - 1997 (from 720125 To 812255) Classic | Jaguar Land Rover Classic Parts
AMD
Genuine Transmission Adaptor-3.2/4.0 Litre For Jaguar Xj 1995 - 1997 (from 720125 To 812255) Classic | Jaguar Land Rover Classic Parts
AND FOR XJS
Search Genuine Transmission Adaptor Parts For Jaguar Xjs Sports Coupe/convertible 1975 - 1996 Classic | Jaguar Land Rover Classic Parts
The XJS WAS MADE WITH BOTH AJ6 AND THE LATER AJ16 , the difference being a distributor cap on the fwd right SUPERSEEDED BY A 2 WIRE cAMSHAFT POSITION SENSOR
Last edited by Parker 7; 09-03-2022 at 03:00 PM.
#40
Repair Manual - Jaguar Forums - Jaguar Enthusiasts Forum
sEE POST # 4
Page 12 of the 101 - 200 section
sEE POST # 4
Page 12 of the 101 - 200 section
Last edited by Parker 7; 09-03-2022 at 03:36 PM.