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The 4.2s are nearly bullet proof, the supercharged version has uprated parts grades such as forged rods and pistons and a metal thermostat housing. Sometimes the Bosch supercharger coolant pumps fail, but easy to swap out. Take care of it and it will last with little issue. Its lack of power in stock configuration is primarily the Eaton M112 blower which’s an archaic design and highly inefficient (doesn’t move enough air fast enough and gets too hot in the process).
The 5.0 produces more power not just because of increased displacement, but a vastly more efficient Eaton TVS blower. Early versions had timing chain issues. Water pumps are known to fail and the cooling circuit uses a number of hard plastic pipes which don’t hold up well to heat and age. And it’s a direct injection engine and as such carbon build up can cause some problems. Some have reported failures of the Bosch fuel injectors as well. That’s about it. Like any engine, take care of it and it will last.
JLR engineered these for longevity and occasional spirited driving and not intended to have super car performance, though they got close with the GT and F-Type Project 7, so not really fair to compare to uprated high performance Mustangs.
EDIT: A warning to those seeking gobs of power from ANY engine. Besides the build cost be prepared for higher maintenance cost, as stock parts tend to wear out faster or fail completely or earlier than expected. It’s part of the cost for more power.
The following 6 users liked this post by jahummer:
guy (11-04-2021),kj07xk (10-09-2021),Sean W (10-09-2021),steve_k_xk (10-09-2021),Stuart S (10-09-2021),v8moise (11-03-2021) and 1 others liked this post. (Show less...)
The 4.2s are nearly bullet proof, the supercharged version has uprated parts grades such as forged rods and pistons and a metal thermostat housing. Sometimes the Bosch supercharger coolant pumps fail, but easy to swap out. Take care of it and it will last with little issue. Its lack of power in stock configuration is primarily the Eaton M112 blower which’s an archaic design and highly inefficient (doesn’t move enough air fast enough and gets too hot in the process).
The 5.0 produces more power not just because of increased displacement, but a vastly more efficient Eaton TVS blower. Early versions had timing chain issues. Water pumps are known to fail and the cooling circuit uses a number of hard plastic pipes which don’t hold up well to heat and age. And it’s a direct injection engine and as such carbon build up can cause some problems. Some have reported failures of the Bosch fuel injectors as well. That’s about it. Like any engine, take care of it and it will last.
JLR engineered these for longevity and occasional spirited driving and not intended to have super car performance, though they got close with the GT and F-Type Project 7, so not really fair to compare to uprated high performance Mustangs.
EDIT: A warning to those seeking gobs of power from ANY engine. Besides the build cost be prepared for higher maintenance cost, as stock parts tend to wear out faster or fail completely or earlier than expected. It’s part of the cost for more power.
That is great information! What would guess is the typical longevity in miles with the stock V8?
From what I’ve read, powder forged rods are stronger and capable of high horsepower. Somewhere in Jag’s literature they’ve noted the differences between the n/a and the supercharged engine and the rods were one of the parts listed.
From what I’ve read, powder forged rods are stronger and capable of high horsepower. Somewhere in Jag’s literature they’ve noted the differences between the n/a and the supercharged engine and the rods were one of the parts listed.
n/a version The engine featured: fracture-split forged powder metal connecting rods, hollow one-piece cast camshafts and a reinforced Polyamide composite plastic intake manifold
n/a version The engine featured: fracture-split forged powder metal connecting rods, hollow one-piece cast camshafts and a reinforced Polyamide composite plastic intake manifold
Glad that’s been sorted. Now, have your questions been adequately addressed? Does this now give you an idea of what it would take?
It does. I figured it wouldn't be worth it but wanted to find out if anyone has done it/ if it was possible. Appreciate everyone's responses it was interesting to hear what you had to say.
My 09 XKR has about 130k on the clock so I figured things will continue to break as I drive it often and put miles on it so might as well get something a bit newer with more HP better handling and brakes. I'm looking into a 2013 XKR at the moment. The race car (Not a jag, most likely a vette) will come after I get a new XKR and when I'm done building my classic car.
Having done multiple transplants in various Jaguars from XKE to XJS along with a few sedans I had once given this a thought. As all have mentioned the possible roadblock would be the SW. But reading this thread made me take a relook. If I were to undertake something like this I would first look at adapting an LS to the Jag transmission . Should not be a major issue machining an adapter to fit the engine to the transmission. Next look at all of the engine sensors used in the Jag and see if they can be installed in the LS. The unknown here is the sensor values and whether they would allow the engine to run. I would suspect most would be the same but don't know how you would find this out. would be fun to try but pretty costly. Just my 2 cents here. Enjoy the ride.
I have only done one LS swap and I have an XKR and after finding out that most of the SW looks for PWM signals theoretically if its just a V8 for a V8 then its adapting solenoids and updating PCM or ECM inputs to accept the signals from the donor motor - then all the other stuff is left alone.
Not to over simplify, but the pulse signal codes can be obtained for the dealer of the donor vehicle then its just a software update to the ECM. HP tuners might have the default tables for the donor vehicle then its just tune it from there - after all the inter-workings are similar its just engine management. and of course wiring changes... another person swapped an entire Tesla into a '72 Plymouth satellite so anything is possible.
I for one will just fix what I have and keep it original.
always wanted a Holden which is why I bought one,you Aussies always got the coolest models that werent sold here.
moved afterwards of buying it and needed money for my new enterprise so had to sell it..
If i ever get another one it would be a ute or Maloo.. There is a company here that converts them for LHD.. https://lefthandutes.com/index.html
Originally Posted by steve_k_xk
Wow don't see them in LHD too often .
The 2dr hsv (vxr8) has absolutely skyrocketed over here in Oz now I would expect much change out of $150k-200k for low km examples .
I'm always going to have a soft spot for these as obviously I'm from Australia and they are just so simple aka pushrod
10-09-2021, 07:20 AM
