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A professional specializing in this engine will need to pull the cam covers and examine the chains for stretching and the tensioners and slips for wear. Exactly how much of the timing system was replaced 60,000 miles (miles, right, not kilometers?) ago? If all parts were changed, especially with the third generation metal secondary tensioners, you are probably safe for many more miles . . . But this maintenance is not on the schedules I have seen.
Hopefully some techs with experience on high mileage engines will provide better insight.
XK engine in my avatar was fully rebuilt on original chains and sprockets, but new guides and tensioner . . . at 125,000 miles.
It was bored & stroked and had re-profiled, far more lumpy cams . . . and in that guise, ran up a total of 250,000 miles.,
More modern top ends, even with 4 valves per cylinder per bank, impose no greater burden.
The sole concern was with the early plastic guides originally fitted to early V8s.
Provided these were replaced with full metal sets, the actual chains & sprockets wear well.
If you don't mind me saying, you sound somewhat vague about precisely what was done 11 years and 60,000 miles ago, so I suggest you follow Jim's advice and get it checked. Top end is not a huge job to check; more so if needing replacing . . . but bottom end is PIA and/or expensive.
2409828]A professional specializing in this engine will need to pull the cam covers and examine the chains for stretching and the tensioners and slips for wear. Exactly how much of the timing system was replaced 60,000 miles (miles, right, not kilometers?) ago? If all parts were changed, especially with the third generation metal secondary tensioners, you are probably safe for many more miles . . . But this maintenance is not on the schedules I have seen.
Hopefully some techs with experience on high mileage engines will provide better insight.
Originally Posted by cat_as_trophy;[url=tel:2410234
2410234]+1 to Jim's sound advice.
XK engine in my avatar was fully rebuilt on original chains and sprockets, but new guides and tensioner . . . at 125,000 miles.
It was bored & stroked and had re-profiled, far more lumpy cams . . . and in that guise, ran up a total of 250,000 miles.,
More modern top ends, even with 4 valves per cylinder per bank, impose no greater burden.
The sole concern was with the early plastic guides originally fitted to early V8s.
Provided these were replaced with full metal sets, the actual chains & sprockets wear well.
If you don't mind me saying, you sound somewhat vague about precisely what was done 11 years and 60,000 miles ago, so I suggest you follow Jim's advice and get it checked. Top end is not a huge job to check; more so if needing replacing . . . but bottom end is PIA and/or expensive.
Best wishes,
I will get the car checked this week, hopefully.
attached is the 11 year old invoice.
See attached Invoice.
the work done.
Last edited by asjdhsajhdfj; 06-29-2021 at 08:24 AM.
attached is the invoice and pictures of (somewhat) the timing chain.
That serpentine belt is not . . . repeat, NOT a timing chain !!! Timing chains are shy . . . they hide inside, well away from interference !!!
You may think this a moot point, but underlines what any reasonable person may interpret as insufficient cause for any claim or counter claim by amateurs and thus, find insufficient grounds to award any recompense whatsoever.
I regret that this 2 cents has fully expended my budget on this topic . . . I need to lie down!
That serpentine belt is not . . . repeat, NOT a timing chain !!! Timing chains are shy . . . they hide inside, well away from interference !!!
You may think this a moot point, but underlines what any reasonable person may interpret as insufficient cause for any claim or counter claim by amateurs and thus, find insufficient grounds to award any recompense whatsoever.
I regret that this 2 cents has fully expended my budget on this topic . . . I need to lie down!
I like to obtain information from every source. I've been booked in with a Jag Specialist to get their answer.
Thanks anyway.
Searching the part number of the tensioner, I can confirm it is metal. As mentioned on the previous post, the seller still lied and I shall be proceeding on this matter.
Last edited by asjdhsajhdfj; 06-29-2021 at 08:27 AM.
A professional specializing in this engine will need to pull the cam covers and examine the chains for stretching and the tensioners and slips for wear. Exactly how much of the timing system was replaced 60,000 miles (miles, right, not kilometers?) ago? If all parts were changed, especially with the third generation metal secondary tensioners, you are probably safe for many more miles . . . But this maintenance is not on the schedules I have seen.
Hopefully some techs with experience on high mileage engines will provide better insight.
I bought my '01 sedan from a local Jag shop, selling it for an elderly customer, that had years of repair documentation. Because chains and tensioners are a "known fault issue", I was especially concerned with tensioner service since the car had 150K. Sure enough, the repair documents showed service done 40K ago. Thought I was safe. Here's my point...
Even though the shop is a Jag-only specialist that did the work, only the top tensioner was serviced, not the complete service that should be done! Doing top-only service is the "cheap" service and doesn't address the whole issue. 6 months into owning the car, I noticed the telling hint of cold-start rattle. Being the nervous sort, I brought the car to my long-time Jag guy and he pulled the front bits to find a total catastrophy on the verge of happening. Chains stretched, guides broken, bottom tensioner trashed, pieces everywhere. The car was just miles away from a total loss. They even found bits in the oil pan! $4K later, I have a car that will go another 150K.
In for a penny, in for a pound. Just a word for the wise here.
I think that is good advice: even with everything done on Alphabet's car, there are lots of miles. One of the things I am finding on this forum is that many of the current participant are now buying and driving cars with lots of years and lots of miles, unlike earlier participants who are long gone: along with excess temperature change, these are what destroy mechanical devices. Cars and airplanes, especially. And those of us who have participated here for years (loitering for 12 to learn and 8 for advice) are learning that old technical bulletins are being replaced by hard, known, and common-sense mechanics of keeping old stuff working -- not unlike some of us. Bolts rusts and freeze, wires break, rubber dries out and tears, plastic (especially in these Jags) crack and crumble . . .
Your mechanic will test for chain stretch and then examine the primary slips for broken plastic -- money well spent if you like the car. I suggest he look at some of the cooling system at the same time: pieces need to be removed or set aside to get at the top of the engine and you can save future labor if some of these need replacement.
Did you ever get your lurching when accelerating sorted out? Did you ever figure out what the issue was with your "header tank."
I think that is good advice: even with everything done on Alphabet's car, there are lots of miles. One of the things I am finding on this forum is that many of the current participant are now buying and driving cars with lots of years and lots of miles, unlike earlier participants who are long gone: along with excess temperature change, these are what destroy mechanical devices. Cars and airplanes, especially. And those of us who have participated here for years (loitering for 12 to learn and 8 for advice) are learning that old technical bulletins are being replaced by hard, known, and common-sense mechanics of keeping old stuff working -- not unlike some of us. Bolts rusts and freeze, wires break, rubber dries out and tears, plastic (especially in these Jags) crack and crumble . . .
Your mechanic will test for chain stretch and then examine the primary slips for broken plastic -- money well spent if you like the car. I suggest he look at some of the cooling system at the same time: pieces need to be removed or set aside to get at the top of the engine and you can save future labor if some of these need replacement.
Did you ever get your lurching when accelerating sorted out? Did you ever figure out what the issue was with your "header tank."
Honestly, with the stress of this case going on, I have stopped looking into the lurching. I will conduct my research further and then get the car checked out by the Jag specialist - whichever comes first. As for the header tank, a generic yet recommended mechanic said the tank was leaking. But when I gave him the replacement, it was as if he confirmed that the hole on the side was supposed to be clogged up. (turns out this is a BIG NO.) For the love of God I could not hear a word he was saying as the garage was full of noise and I had already asked him twice so I made out that he said he may have blocked some hole (which sounds like a massive disaster if it is the leakage hole waiting to happen but luckily I hardly drive the car at all)..I need to get under the car this week but as I am seeing the Jag specialist, I'm going to tell him to take a look at everything; albeit I want to learn this car myself but I have been drained due to the case. I pray it does not end up like Mr XJ's issue!
As for the case, I have suggested dropping £3,000 in damages and instead am suggesting to sort this out privately by claiming a small sum back due to some missing documents (part service history, gearbox service and seat reupholstery receipts) as I know the next owner will try dropping the price on these points.
Last edited by asjdhsajhdfj; 06-29-2021 at 05:30 PM.
06-28-2021, 07:59 AM
