The wires that will be used are listed on my integration chart. The more complicated stuff will be listed later!
Tuesday, February 15, 2011
The Electricals
When I first did the LT1 conversion, I had no idea what made a Chevy or a Jaguar tick. I wasn't sure if the two body parts were going to be able to communicate with each other. This turned out to be easier than I thought it would be.
The Jaguar has a large bundle of wires that travel behind the glovebox. This is where you will mate your connections. The wires you will be connecting to come from the C204 and C205 connector which comes off of your LT1 harness. They are big multi pin connectors.
The wires that will be used are listed on my integration chart. The more complicated stuff will be listed later!
The wires that will be used are listed on my integration chart. The more complicated stuff will be listed later!
Wednesday, January 12, 2011
The Conversion Begins
First things first: you need to find an LT1 engine and T56 driveline! Thankfully, these are more than plentiful. They were used in Corvettes from 1992-1996, Camaros from 1993-1997 and Impala's, Caprice's and Cadillac Fleetwoods from 1994-1996. They are hearty engines (if you keep them oiled that is!), produce lots of torque and are incredibly easy to work on. Everything is very intuitive as to placement, and since the Jaguar's engine bay is quite large there is plenty of space to work around when the engine is in the car.
For my second project I chose a 1993 Camaro with T56. Granted, this is an older LT1 setup -- the oldest for F-body LT1s. This means I will be missing some of the upgrades (upgraded camshaft, a few extra ponies and a different opti-spark.)
Since I already had integrated my engine electrical harness into the Jaguar, I wanted to keep the harness in place. This meant I had to swap intakes on the Camaro, with my old Impala intake. Thankfully these bolt right up -- GM made this easy for the end user. If you were to be more horse-power inclined, an LT4 intake could be swapped in along with an LT4 hotcam. You will also need an LT4 knock module (more on this later.) For now, the stock setup will be fine.
Once the broken engine was pulled from the Camaro, the swapping and cleaning began. I scraped out alot of gunk that had sprayed from the old LT1 engine into the Jaguar's engine bay. This will make the set-up a little nicer on the hands.
LT1 engines have 2 bolt patterns for engine mounts. BE SURE TO USE THE FORWARD BOLT HOLES. For engine mounts, you use generic GM engine mounts. They were used in the 1970s on pick-ups. (PART NUMBER NEEDED). Once these mounts are screwed into the block (leave some room for lash -- it will make lining the mounts up with the adapter pads much easier) .
More in the next installment!
For my second project I chose a 1993 Camaro with T56. Granted, this is an older LT1 setup -- the oldest for F-body LT1s. This means I will be missing some of the upgrades (upgraded camshaft, a few extra ponies and a different opti-spark.)
Since I already had integrated my engine electrical harness into the Jaguar, I wanted to keep the harness in place. This meant I had to swap intakes on the Camaro, with my old Impala intake. Thankfully these bolt right up -- GM made this easy for the end user. If you were to be more horse-power inclined, an LT4 intake could be swapped in along with an LT4 hotcam. You will also need an LT4 knock module (more on this later.) For now, the stock setup will be fine.
Once the broken engine was pulled from the Camaro, the swapping and cleaning began. I scraped out alot of gunk that had sprayed from the old LT1 engine into the Jaguar's engine bay. This will make the set-up a little nicer on the hands.
LT1 engines have 2 bolt patterns for engine mounts. BE SURE TO USE THE FORWARD BOLT HOLES. For engine mounts, you use generic GM engine mounts. They were used in the 1970s on pick-ups. (PART NUMBER NEEDED). Once these mounts are screwed into the block (leave some room for lash -- it will make lining the mounts up with the adapter pads much easier) .
More in the next installment!
Monday, October 11, 2010
Introduction!
Welcome to my Jaguar XJ6 LT1 Conversion website! Here you will find pictures, instructions and other information on turning your old Jaguar XJ6 into a modern day vehicle.
My Jaguar XJ6 is from 1984 -- I purchased it in the Spring of 2008. Almost immediately I began to have serious problems requiring hundreds of dollars in maintenance. My fuel pump went out due to a sticking relay, my power steering hose burst, the steering bushings were cracked and old and required replacement and the cruise control went out.
Within a month, I had a catastrophic engine failure, resulting in me almost being stranded in the middle of no where (the I5 corridor in Central California), in the middle of the night! I managed to limp the car home, where it sat for several months.
During these months, I came across the fabulous site, Jag Lovers. The section on "Lumping" a Jaguar became of particular intrigue. The gentlemen on the forum were fabulously helpful in getting my project started. In the Spring of 2009, the Jaguar began it's mechanical face lift!
After about 6 months of picking away at the project on the weekends, the car was turned on for the first time. After the exhaust was put on, the car was driven around the block, on the freeway and through Santa Monica!
However, after a couple months, tragedy struck in the form of a spun bearing. Now begins the second engine install, with step-by-step instructions so that anyone can do it.
For this second engine install, I am going to be doing something a little different. Previously I went with a 1996 Chevrolet Impala SS LT1 engine w/ 4l60e automatic transmission. For this install, I will be going with a 1993 Camaro Z28 LT1 w/ T56 transmission.
That's right, a stick shift Jaguar XJ6!
My Jaguar XJ6 is from 1984 -- I purchased it in the Spring of 2008. Almost immediately I began to have serious problems requiring hundreds of dollars in maintenance. My fuel pump went out due to a sticking relay, my power steering hose burst, the steering bushings were cracked and old and required replacement and the cruise control went out.
Within a month, I had a catastrophic engine failure, resulting in me almost being stranded in the middle of no where (the I5 corridor in Central California), in the middle of the night! I managed to limp the car home, where it sat for several months.
During these months, I came across the fabulous site, Jag Lovers. The section on "Lumping" a Jaguar became of particular intrigue. The gentlemen on the forum were fabulously helpful in getting my project started. In the Spring of 2009, the Jaguar began it's mechanical face lift!
After about 6 months of picking away at the project on the weekends, the car was turned on for the first time. After the exhaust was put on, the car was driven around the block, on the freeway and through Santa Monica!
However, after a couple months, tragedy struck in the form of a spun bearing. Now begins the second engine install, with step-by-step instructions so that anyone can do it.
For this second engine install, I am going to be doing something a little different. Previously I went with a 1996 Chevrolet Impala SS LT1 engine w/ 4l60e automatic transmission. For this install, I will be going with a 1993 Camaro Z28 LT1 w/ T56 transmission.
That's right, a stick shift Jaguar XJ6!
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