5.3 to 6.0
#1
5.3 to 6.0
i would like to upgrade from a 5.3 to a 6.0. i have be looking on the net and found some going from 2,500 to like 3,500. is this a good price
with 43,000 miles
Quote # 10100927
Vehicle 1995 Jaguar XJS
Part Used Engine - 6.0L (VIN 3, 7 digit, 12 cyl)
Price $1995.00 - Used Engine
3 Year Parts and Labor warranty included image
Shipping Free Shipping in the Continental U.S.
(*There is a $75 charge for all residential deliveries)
Mileage
with 43,000 miles
Quote # 10100927
Vehicle 1995 Jaguar XJS
Part Used Engine - 6.0L (VIN 3, 7 digit, 12 cyl)
Price $1995.00 - Used Engine
3 Year Parts and Labor warranty included image
Shipping Free Shipping in the Continental U.S.
(*There is a $75 charge for all residential deliveries)
Mileage
#3
I paid $3k for my 6.0L. Be aware that any engine you buy will need to be checked and possibly rebuilt. Mine needs new valves and guides. Head gasket was toast and BE bearings were scored. Not an issue as I was going to rebuild anyway.
The crank is perfect and does not even need polishing. With a few minor mods the 6.0L will make just over 400hp, but best it makes lots of torque in the 2000-4500rpm range.
The 6.0L has many upgrades over the 5.3L.
O ringed injector rail
Later 6.0L had EDIS coil packs and cast crank, not an issue unless you are looking for 900hp I think.
As Jagbio said the trans bolt pattern is different, but the TH400 pads are there all you need to do is to re-drill the 6.0L block for the TH400, the dowel pin locations are standard GM so they are the same for both engines/trans combos. My 6.0L has been re-drilled for the TH400 pattern so it will bolt to my 4L60 spacer on the current 5.3L.
The crank is perfect and does not even need polishing. With a few minor mods the 6.0L will make just over 400hp, but best it makes lots of torque in the 2000-4500rpm range.
The 6.0L has many upgrades over the 5.3L.
O ringed injector rail
Later 6.0L had EDIS coil packs and cast crank, not an issue unless you are looking for 900hp I think.
As Jagbio said the trans bolt pattern is different, but the TH400 pads are there all you need to do is to re-drill the 6.0L block for the TH400, the dowel pin locations are standard GM so they are the same for both engines/trans combos. My 6.0L has been re-drilled for the TH400 pattern so it will bolt to my 4L60 spacer on the current 5.3L.
#4
#5
Rgds.
A.
The following users liked this post:
Greg in France (02-20-2017)
#6
Greg
Last edited by Greg in France; 02-20-2017 at 02:49 PM.
#9
My 6.0L came from a US XJ40.
Last edited by warrjon; 02-20-2017 at 03:36 PM.
The following users liked this post:
Greg in France (02-21-2017)
#11
#12
5.3 to 6.0let me know how yu get on
with 43,000 miles
Quote # 10100927
Vehicle 1995 Jaguar XJS
Part Used Engine - 6.0L (VIN 3, 7 digit, 12 cyl)
Price $1995.00 - Used Engine
3 Year Parts and Labor warranty included image
Shipping Free Shipping in the Continental U.S.
(*There is a $75 charge for all residential deliveries)
Mileage
Quote # 10100927
Vehicle 1995 Jaguar XJS
Part Used Engine - 6.0L (VIN 3, 7 digit, 12 cyl)
Price $1995.00 - Used Engine
3 Year Parts and Labor warranty included image
Shipping Free Shipping in the Continental U.S.
(*There is a $75 charge for all residential deliveries)
Mileage
#13
Welcome to the forum Mad mick,
It looks like you've hit the button to report a post in this thread instead of replying to it?
Please follow this link New Member Area - Intro a MUST - Jaguar Forums - Jaguar Enthusiasts Forum to the New Member Area - Intro a MUST forum and post some info about yourself and your vehicle for all members to see. In return you'll get a proper welcome and some useful advice about posting to the forum.
Graham
It looks like you've hit the button to report a post in this thread instead of replying to it?
Please follow this link New Member Area - Intro a MUST - Jaguar Forums - Jaguar Enthusiasts Forum to the New Member Area - Intro a MUST forum and post some info about yourself and your vehicle for all members to see. In return you'll get a proper welcome and some useful advice about posting to the forum.
Graham
#14
Just some of the differences are:
The fuel injection is semi sequential.
MAP (manifold absolute pressure) sensors for each cylinder bank, plus high altitude correction, O2 exhaust sensors before and after cat on each bank(total of four O2 sensors versus two on XJS V12)
apart from massively different wiring loom the major obstacle is that there is an additional sensor on one camshaft to provide timing information to the Nippon Denso ecu on the V12 in 95 model onwards engine in X300
Last edited by Paul_59; 02-21-2017 at 01:45 PM.
The following users liked this post:
warrjon (02-21-2017)
#15
The following 3 users liked this post by baxtor:
#16
#17
It would probably be cheaper to simply buy a 6.0 with a car around it, if you can't do it yourself. Also, you'll be wanting to change an awful lot of parts. New tranny means new prop. New wiring harness for the engine. Possibly alterations in the AC system piping. Etc.
By the time you buy all the parts and pay for the labor and co, you'd be cheaper off buying a good condition 6.0l car...
By the time you buy all the parts and pay for the labor and co, you'd be cheaper off buying a good condition 6.0l car...
The following users liked this post:
ronbros (02-23-2017)
#18
Beacham in New Zealand come to mind, but you're probably looking into 6 figures to do what you're thinking of.
#19
For a 6.0L you have 2 options
1) Buy a 6.0L engine and swap them, be aware the 6.0L might not be in good nick, mine needed rebuilding, every valve leaked, valve stems and guides were worn elliptical, head gasket was shot and big end bearing were worn. If the 6.0L is XJ40 Marelli you could use either Marelli or Lucas dissy and all the wiring is very similar, so the swap would be relatively simple.
2) Bore the 5.3L to 6.0L, Norman Lutz has a kit for doing this. He is doing my 6.0L to make it 6.7L.
Fueling for both can be done with the stock 6CU or 16CU by adjusting fuel pressure with an O2 gauge on the exhaust.
Transmissions, the Jaguar 4L80e is a BIG transmission and will not fit the XJS tunnel without a FBH. Better option is to use a heavy duty 4L60/700R4, much smaller and lighter, infact my car with the 4L60 sits higher than with the T400. Either way will require a new tailshaft.
Installation of the 700R4 (non-electronic) would be easier than the 4L80 which will require a TCU and wiring. Again Norm sells an adapter to bolt the 700 to the 5.3L bolt pattern, and it's cheaper than the Dellow adapter. I used his adapter to fit my 4L60. There are companies in the USA that sell kits to install 700R4 on a V12.
1) Buy a 6.0L engine and swap them, be aware the 6.0L might not be in good nick, mine needed rebuilding, every valve leaked, valve stems and guides were worn elliptical, head gasket was shot and big end bearing were worn. If the 6.0L is XJ40 Marelli you could use either Marelli or Lucas dissy and all the wiring is very similar, so the swap would be relatively simple.
2) Bore the 5.3L to 6.0L, Norman Lutz has a kit for doing this. He is doing my 6.0L to make it 6.7L.
Fueling for both can be done with the stock 6CU or 16CU by adjusting fuel pressure with an O2 gauge on the exhaust.
Transmissions, the Jaguar 4L80e is a BIG transmission and will not fit the XJS tunnel without a FBH. Better option is to use a heavy duty 4L60/700R4, much smaller and lighter, infact my car with the 4L60 sits higher than with the T400. Either way will require a new tailshaft.
Installation of the 700R4 (non-electronic) would be easier than the 4L80 which will require a TCU and wiring. Again Norm sells an adapter to bolt the 700 to the 5.3L bolt pattern, and it's cheaper than the Dellow adapter. I used his adapter to fit my 4L60. There are companies in the USA that sell kits to install 700R4 on a V12.
The following 3 users liked this post by warrjon: