With my x308 the tensioners were not cracked. The plastic guides however were completely shot. I changed all the guides, chains and tensioners whilst in there. Also upgraded the water pump and thermostat tower too.
Yes! I like to see it. I have a question for Adam; For a long time the straight six was synonymous with Jaguar. The shorter block 2.4 and 2.8 versions.And the full size block 3.4 , 3.8 and 4.2 versions. It was in Jaguar's "DNA". A large, torque, smooth and powerful six. Just like A Cobra or a Ferrari is associated with a certain engine type. So the question is basically. Would you rather have seen Jaguar keep the straight six, develop it. Maybe With a Supercharger. Or was it necessary for pragmatic reasons to go with the V8? 🤔🤔🤔😃
I've read at some places that for typical USA buyers of the time, a straight 6 was seen as too small, and the V12 too big. So they came up with the idea of a V8. For me, the AJ6 and AJ16 are excellent.
AJ6 and AJ16 are great engines (I have had both) but AJ16 and AJ16 supercharged were unable to be developed further to match the competition. V12, V10, and 6s were considered but the trend was for V8 at the time. Interesting to note that a pure Ford V8 was touted but rejected by Jaguar at the time as not having suitable levels of refinement. AJV8 was a Jaguar design even though it was assembled at Bridgend (Ford) facility.
@@toooldclassics Ok, Interesting that the existing Ford V8's were deemed, to unrefined so that they developed their own. Yes I can see how the V12 was phased out. Even though it is in a mechanical engineering point of view ; the "perfect" engine for a big luxurious car. NHV noice, harshness and vibration etc. But,, splitting hairs? A good ,balanced V8 Is probably not far behind. And the general buyer/owner doesn't care.
@@peterpanx1 I'm fortunate enough to have AJ6 (XJ40), AJDV6 (X356), V12 (XJ27) and AJ33S (X200). The supercharged Jaguar V8 is pretty refined, produces more power, and is lighter than the V12. V12 is still special though - just an older design from the late '60s and not comparable to something designed in the '90s.
Great video Adam. Guessing that engine is an AJ27S. I replaced the cam cover gaskets, coils, and spark plugs on my AJ33S recently. If you are lucky enough to have the original Denso coils then no issues getting them out. If OEM / Aftermarket coils used, then the boots can split and can be troublesome to remove. I used dielectric grease on the ends of the boots on the replacements to ensure that this does not happen again. I made a longer video documenting this as on the AJ33S left bank there are plenty of components to remove prior to getting access to remove the cam-cover. Just thankful that the upper tensioners are metal on the AJ33S like you say.
Yup, let’s see how to get these tensioners replaced. I have an early XK8 with low mileage (under 33K) and I’m pretty sure this work was never done by the original owner. I have heard the number of steps to get the new timing chains set on the cam shaft with TDC retarded correctly can be difficult. I will watch every step you take on this! Thanks from across the pond!
I was going to pass on this Adam . I think it highly unlikely that these will be on my "must have" list however you still made it very intersting to watch . Thanks
Hi Adam, Late 4.0s have the latest tensioner (metal) I don’t know about the XJ but for XK8/XKR it was AJV8 engines numbered from 0108130000 (built from midnight on 13 August 2001). My May 2001 4.0 XKR has the latest tensioners (and water pump and thermostat tower) but the 4.2 engine came in from MY03 in August 2002
