I'll see if I can do the complete walkthru. Here's some overview:
I didn't take notes! I was surprised how easy it was. I have a lot of
tools, but the only special one needed is the engine hoist, which I hired.
There was a writeup in Practical Classics several years ago, and
I have a reprint of it. I didn't need or refert to it though.
SAFETY: the engine is very heavy. If it moves uncontrollably,
it will break whatever is in its path, including arms, legs and heads.
So don't put them in the way, and DON'T try to stop it!
Take it all slowly and carefully, and think before you act.
- Get the manual, and follow it. I won't reproduce the details here.
Whatever you do, be well organised, and have lots of containers for
all the bits you remove.
- You need a hoist that can lift 322 Kg (about 6.5 cwt, or 750 lbs)
The engine is HEAVY. You also need a jack on rollers (to support
the back of the gearbox when pulling it out) and a way to remove the
rear engine/gearbox mount without dropping the engine on the ground.
The Jaguar way is using the Engine Support Bracket to hold the back
of the engine/gearbox up while you remove the mounting.
- You can strip off lots of parts (manifolds, water pump etc.) to reduce
the weight before removing the engine. It also makes the remaining
parts smaller and less likely to break or be broken if the engine sways.
However, having done it once, I wouldn't bother again. You can control
the engine's movement when it's hanging from the hoist. See next item.
If you take the engine out complete, you have the advantage that you
can follow one set of instructions in the manual, so you can work back
when you replace it; if you strip it down, you've followed several sets
at once, and it's harder to follow them all backwards without missing
something. Remove the water and engine and gearbox oils,
- The Jaguar manual for my '81 XJ6-III says to remove the front lifting
bracket (on RHS front two cylinder head studs), and put a different
bracket ACROSS the engine on the second row of studs. This new
bracket turns out to be the same part number as the old, so I bought a
spare one (about o1) and bent it to the required width with hammer and
vice. Lifting by this ensures the engine hangs vertically, so it's more
easily manouvred. Also, on the hoist I hired (o30 for a week) as I lifted
the engine, the front of the cylinder head rose under the lifting arm
until it actually stopped the engine swaying. Not sure it's what Jaguar
intended, but the resulting lift was much more controllable as a result.
- You have to raise and lower the jack to ensure the deep bit of the
sump clears the steering rack as you hoist it all out. This is fairly
clear as it comes out. You ALSO have to RAISE the jack as you
lower the engine back in. This is NOT obvious, and I spent an hour
trying to see how to get the engine over the rack!
- Once all the bits are out, you split the gearbox off. You should have
a trolley to roll it back; don't just lift it off, you may damage the
seals between the gearbox and the torque-converter drive shaft.
Ditto when replacing it.
- When it's out, get the gearbox overhauled; you had to take it out,
so unless you are confident of its state, it's a false economy to ignore it.
- New engines come VERY bare: no breather cover, no water pump,
no oil filter housing, no flywheel/drive plate, no crankshaft damper, etc.
So strip all these bits off, and keep very careful track of where they
came from (in particular the pipe and cable clips).
- Expect a new engine to be very shiny, and show up all the bits which
aren't new. I've used a couple of cans of spray black paint and several
evenings cleaning! It's a very good opportunity to clean the engine bay.
- Removing the engine took perhaps 1 day, with just 1 hour for the
actual lift. Putting it back took 2 hours for the lift, and more like 2 weeks
for cleaning everything up (such as distributor, fuel injectors (take them
to a Lucas or Bosch agent for ultrasonic cleaning and checking)).
Check the Jaguar prices for an exchange engine; you may be
pleasantly surprised! There are several other sources, of course.
PS About the bellhousing to engine bolts ...