I have a late 1999 V8 S Type. Only under 100 k miles
After picking it up today from having the second replacement
heater valve installed and module, I was told the LH cam cover
gasket was weeping … onto the ex manifold.
They pointed out that the cover is only plastic and prone to
distortion and they’ve have problems with getting the gaskets
to seal.
I have to decide whether to pour money into labour for
attempts to seal or pay for a new rocker cover. Which a quick
search hasn’t found anyway . Has anyone had a similar problem?
While they were in there they also replaced the water pipes,
plastic again , which had started to crumble.
Oddly, they told me that X Types have one plastic cam cover
and one alloy one.–
Ed Nantes SS
Melbourne, Australia
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In reply to a message from Ed Nantes sent Thu 13 Oct 2016:
I, too, have replaced that double heater control valve
(twice) and some plastic water pipes (cracked at molding
joints). Such is life with modern plastic cars.
When I fixed my valve timing solenoid I noticed there were
blobs of RTV sealant at places where the cam cover gasket
passed over a joint in the parts of the head. You probably
already know this, but for others reading this, these joints
are potential leak points. The gasket itself seemed to me to
be soft enough that it would overcome some amount of
distortion in the cam cover, though I did not detect any
such distortion in mine.
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In reply to a message from Rob Reilly sent Fri 14 Oct 2016:
The expensive saga continues. On a car not driven hard , at
150,000km.
While in to get the thermostat replaced [ 2nd time] and the
cam cover, it was noticed that the timing chain dept is now at
the end of its life… So timing chains , tensioners,[now ] 2
cam covers.
They advise that the similar engine on the big saloons were
fitted with shields between the ex manifolds and the cam
covers.
So I’ll get them to fit a pair.
But I have learnt that the temp gauge is not particularly
indicative of temperature. On the older Jaguars smallish change
in temp is noted on the temp gauge.
Like many modern cars the S Type re-assures the owner by
staying in the middle of the temp range and only waking up for
extreme changes.
So my latest thermostat only came to attention when I noticed
the rad fan staying on when parking it at midnight.
The infra red showed the temp on one side of the thermostat
to be higher than the other but none of this is shown on the
temp gauge… presumably it was intending to wait till I was
overheated by the side of the road .
Currently repairs are running [not including normal servicing]
at exceeding] $15,000.
Pretty poor for an expensive car at a low mileage. Even the old
pre war SS Jags did better than that.
Which leaves me with a decision on its future. It’s probably
worth almost nothing and I have to decide whether to get a bit
more use and risk even further costs or virtually give it away
and buying something [ else] new.–
Ed Nantes SS
Melbourne, Australia
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In reply to a message from Ed Nantes sent Tue 8 Nov 2016:
Is there any possibility this shop has marked you down as a
pigeon with deep pockets?
What do you think about the idea of doing more of this work
yourself?
My own car is now approaching 225,000 miles and is still
reliable. I love it and do not see anything in the showrooms
that I would trade for it.–
XK120 FHC, Mark V saloon, XJ12L Series II, S-Type 3.0
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In reply to a message from Rob Reilly sent Fri 11 Nov 2016:
I don’ t think so. I think some of these problems are well
documented
They showed me the water pipes with the plastic crumbling.
I knew the issues with timing chains and tensioners. I should
be grateful, a friend at the local dealers tells me of one of
the new V6s that broke 2 conrods before it was even sold . And
two similar engines in the RR Discovery that did similar at
150,000 km,.
I don’t really have any doubts that the problems were as
described.
But am reasonably sure that most modern cars have similar
issues. They seem to have succeeded in making the engine
internals extremely durable, probably with better ols and
better machining. But have lost all this by using plastic on
engine and other under bonnet parts.
One could hardly be surprised at plastic would not be durable
in the long term with heat and hot coolants.
Unfortunately while I do most of the work on the old cars
myself, when I take the S Type in, they first plug a computer
in under the dash to diagnose.
For someone who can’t even figure out how to insert pics on
JL posts, this is a few steps too far. Apart from which , all
our tools are Whitworth.: >(
It’s a V8 and pleasant to drive but except for power not
markedly more so than the XJ 40.
Trading it in . I don’t think they would take cars this old as
a trade in . But I saw the new FIAT Abarth Spider and I am
finding it hard to get out of my mind.–
The original message included these comments:
Is there any possibility this shop has marked you down as a
pigeon with deep pockets?
What do you think about the idea of doing more of this work
yourself?
My own car is now approaching 225,000 miles and is still
reliable. I love it and do not see anything in the showrooms
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In reply to a message from Ed Nantes sent Sat 12 Nov 2016:
Picked up the car, and they showed me the old parts.
The chain tensioners.
I had assumed it would have been wear of the tensioner face.
But the issue is that the whole assembly[s] is made of
plastic. The housings had split and the cracks were starting
to widen ,
As they said , eventually the split gets worse and the
tensioner itself falls out and then you see the bank manager.
They have now fitted heat shields as well as new cam covers.
Obviously a need as they are made for the engine in the bigger
saloon.
Jaguar must also be well aware of the tensioner housing
problem as the replacements now have alloy bodies.–
Ed Nantes SS
Melbourne, Australia
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