Why a wind-up?;I converted a kitcar(which is all it is) from a Triumph six to a Ford four over a weekend.

It must be a windup.

An XK150 would be nothing without a Jag engine.

At moooooooooost it will do 3,000 miles/year - tops . At 18 mpg that is 167 gallons of petrol.

If the fuel consumption halved, it would save 83 gallons or £500 - tops.

Anyone who worries about 18mpg on 3,000 miles owns the wrong car...

The sheer logistics of changing speedo - the Jag will be cable driven, a BMW one will almost certainly be electronic, rev counter - impossible to use original instruments - the weight difference etc...and the loss of any Jaguar oily bits suggest the poster is not serious - or knows nowt about cars...

Edited by madf on 19/04/2010 at 16:03

Yep houtbay capetown - lovely- getting less so. Gunfire not an uncommon sound at night \!

Why not a 2.5 BMW petrol - must surely be easier to acquire, would manage low 30s MPG in a lightweight replica I'd imagine, and would get the 170-180bhp without the tedious lack of revs the diesel would offer.

Addendum! Now 2016 and diesel powered xk150 replica has covered some 15k miles in the past 2 years. Remapped tds 2.5 with bigger intercooler, and v12 back differential giving just over 2k revs at 70 mph. Hp is circa 190 torque significantly more than the 4.2 6 cylinder jag. Delivers just under 40 mpg, went to Monaco cannes last year and, St tropez, returning via the french alps.2500 miles trip. Fantastic torque and acceleration , installation fits like a glove but significantly less weight than the cast iron jag lump. Gearbox output rpm is 1:1 in 5th, same as jag box. Huge tyres and wires complete the gearing deal. Exhaust is stainless jag twin system. Lots of engine bay sound insulation, but also the well smooth bm 6 cylinder. Cruises happily at faster than you should and 600 mlies on a tank. Jobon. Galv chassis tax exempt old red leather interior oak dash all smiths instruments big old chrome bumpers and lucas tripod headlights. Seems to fool everyone, old English white. Aiming for s spain this year and across france down to Italy, 6 week trip. Absolutely love it's power, reliability and cost effective motoring. Did the removal and installation myself, kept the bm engine loom and essential 3 fuses, moved the coded key sensor and key to under the bonnet, and installed a second loom for lights etc, . And came 2nd at the south zeal classic car show last week dartmoor! ( but didn't lift the bonnet :) )

Edited by houtbai on 10/03/2016 at 22:58

Addendum!

Edited by houtbai on 10/03/2016 at 23:01

If I won the Euromillions one of my fantasies is to fit an original Jaguar E Type roadster (preferebly red) with a Ford 2.5 litre 4-cylinder direct injection diesel used in the Ford Transit until about 15 years ago - just because I could!

The one proviso would be that the car could be returned to its original specification so no cutting and shutting.

Next would be to revive the historic Lister-Jaguar name - easier than you might think - Mk2 Jag fitted with a 2-cylinder Lister diesel engine.

Edited by Sofa Spud on 11/03/2016 at 23:20

Removing the engine and ecu from the donor....I am not recommending others follow my method however, I in effect reverse engineered the wiring, removing every unwanted circuit, whilst checking the engine ran smoothly as each circuit and supplying fuse/ live feed was removed from the fuse box. First task was remove all upholstery sound proofing etc, and unpick the loom. Trace each wire back and remove it from the fusebox. Leaving only 3 final fuses which were essential to keep the engine running. Do away with the in tank pump- install a mono pump on a switch in case needed. Remove the ignition key sensor ring, and feed that through the bulkhead with key taped into it, break up the steering column lock and remove the ignition switch again take that through the bulkhead (cut a hole! ). And with ecu, ignition lock and key/sensor ring still attached, lift out engine and box. Took me a week but foc and it worked. Prise open the tabs on the ecu, remove the push fit chip and install the uprated chip. Replace ecu covers bend tabs over. Lovely torque gain, peaking at 5.5k which is pretty much the same as the old petrol engines. The sensors on the engine and their wiring remain in situ. The only sensor not on the engine itself was air temp on the chassis leg. Engine revs sender is via a hall switch and magnets added to the crank feeding the smiths tachograph via a 12v bulb to match the tachograph requirements. Speedo similar but hall switch and magnets on the prop shaft, via a clever mates tiny chip wired into the speedo housing driving a step motor. Absolutely loved the ingenuity challenges. Way better than sudoku!!