[x-type] Performance Upgrades

Hello to all,
As a new Jaguar X-type owner(2002 3.0) and an avid Hot Rodder my
question is for the performance aspects of these auto’s.
Looking for any suggestions on what has worked for other owners of
X-type car’s.
Spark plugs, air filters, computer chip’s, etc…maybe some
supplier names/websites.
Trying to get a little more performance and horsepower/miles per
gallon but also keep the modifications to a ‘‘bolt on nature’’
without changing the integrity of the auto. Also do any members
know where to get an ‘‘X-type Repair Manual’’.
Thank You,–
Mike Neuman
Niagara Falls,NY, United States
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In reply to a message from whale sent Wed 25 Feb 2009:

Mike,

Spark plugs - no

Air filters - definitely NOT! (Cannot beat the stock design, don’t
waste your money).

Chips - Non-existent

etc. - NONE

Sorry, probably not what you wanted to hear. The X-Type was
designed as a family commuter sedan with the convenience of an
urban AWD for the occasional inclement weather. In that light, it
is an excellent design and a very cool looking car. For aftermarket
high performance accessories the X does NOT have:

  1. The volume production
  2. The drive train
  3. The engine layout
  4. The AWD component layout/design

to add more HP/Torque than the factory has provided in the 3.0L
version.

BTW - being an old ‘‘performance guy’’ myself, you’re going to find
it quite difficult (meaning impossible) to gain both HP and MPG
improvements. This car, and any modern OBDxx managed engine is
designed for maximum HP/Fuel efficiency, given emmissions
requirements as an added factor.

Hope you don’t hate me, but those are the facts.–
Steve Hannes - 02 XK8 - 96 VDP - 02 X-Type - BMW Z3
Phoenix, AZ, United States
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In reply to a message from skhannes sent Wed 25 Feb 2009:

Hi Steve,
I believe that if the jag motor is the same as all other internal
combustion motors it is a ‘‘Giant air pump’’ and with that said more
air in and more air out = efficiency which = HP gains which = less
fuel burned which = MPG increase.
To further that ‘‘indexing spark plugs’’ will also help with the
above mentioned theory.
All I was asking in my first post was had any owners tried a ‘‘K&N’’
or other high flow air filter or possibly the New ‘‘E3’’ spark
plugs,maybe a set of headers or real dual exhaust.Maybe hooking up
a Lap top computer to change some of the shift points or fuel flow
rates.Bigger injectors or throttle body to name a few more.
I’ve been building ''more efficeint/custom auto’s and cycles for 30+
years,everything can be improved somewhat…But it needs
experimentation and I thought someone on this site had beat me to
it.–
The original message included these comments:

Spark plugs - no
Air filters - definitely NOT! (Cannot beat the stock design, don’t
waste your money).


Mike Neuman
Niagara Falls,NY, United States
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In reply to a message from whale sent Thu 26 Feb 2009:

Nice formula if you’re not dealing with an ECM, catalytic
converters and emmissions requirements in all 50 states, But it did
work well on my 65 Mustang…in 1965.

Here are some facts for you, and yes, I and others have beaten you
to it, but please don’t let that stop you:

The Duratec engine used in the X-Type was designed by Ford as a low
emmissions unit with performance in second chair. Ford did that, at
the time, anticipating federal emmissions requirements would
superceed performance requirements in a FAMILY sedan. It
accomplishes low emmissions in a number of ways two of which are
high compression and high heat. The high heat is inherent in the
orientation and layout of the cat converters, and controlled by an
ECM with tight tolerances. So tight, as a matter of fact, that when
aftermarket air systems are added (like cone filters), the
additional flow past the MAFS exceeds its tight output tolerances
and immediately sets the CEL.

Now getting to that K&N you might want to add: I know of an
individual with access to a dyno that tried three air flow tests
(and no I cannot produce documentation). He claims the difference
between a new stock air filter as designed by the factory and a run
with no air filter at all produced less than 1 full HP difference.
An aftermarket ‘‘oiled’’ cartridge in the factory design produced
negligible performance difference to the paper filter. With all
your experience, what would you conclude by that? Hopefully you’d
say the gate to air flow is further downstream. Either the TB,
intake manifold or the flow charactistics of the head design (both
intake and/or exhaust) and past that, but I’m guessing with 30
years experience you know that already. And, BTW, I have 40+ if
we’re comparing resumes, and yes, both high performance bikes and
cars.

All I was sharing with you in my reply was some simple reasons why
the X-Type powertrain layout is NOT the same as all other internal
combustion motors, but there is an old saying ‘‘There is a new
person born every minute’’…or something like that. That said, I
will enjoy reading about any performance experiment on which you
wish to embark. In fact, let me encourage you.

And, if you’re really interested in headers you might want to have
a peek at my blog:

http://jagmotorproject.blogspot.com/2006/03/motor-project-14-
waiting-to-exhale-1st.html

You’ll have to copy/paste the entire string in your browser.

BEST to you, and I look forward to your future experiments with the
X-Type’s performance.–
Steve Hannes - 02 XK8 - 96 VDP - 02 X-Type - BMW Z3
Phoenix, AZ, United States
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In reply to a message from skhannes sent Thu 26 Feb 2009:

Read the blog,hows it going ,did the headers work,is april 07 the
last or is there more I can’t get?–
Mike Neuman 02 x-type, 55 dodge Hemi, 04 mountaineer V8
Niagara Falls,NY, United States
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In reply to a message from whale sent Fri 27 Feb 2009:

If the headers worked then why do you think I’m trying to
discourage you?

At the time this project took place, the X-Type was still
relatively new and because of the very low production numbers there
was not a lot known about its drivetrain reliability/capabilities.
As numerous reports started coming in from actual owners about
failing transfer cases (along with my own examination of it),
driveshafts constantly going out of balance, wheel bearings
failing, automatic transmissions failing, axle seals failing, etc.,
I decided not to pursue that project any longer.

Still, there were those who had lofty hopes they could get gobs of
HP/Torque to reside under this hood, purchased the engine and all
of the components I had…I’m still waiting for the results and
its been over two years.

I’ll repeat, I don’t want to discourage anyone from trying
anything they’re willing to throw money at. Let me know how it
turnns out and I’ll celebrate with you if you come up with
something.

I apologize again if I sound negative or if it is not what you
wanted to hear. This is a beautiful car and far exceeds its
designed expectations.–
Steve Hannes - 02 XK8 - 96 VDP - 02 X-Type - BMW Z3
Phoenix, AZ, United States
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In reply to a message from skhannes sent Thu 26 Feb 2009:

Please understand I am not tryin to raise any hair with you Steve
but I feel the need to show you this…

http://www.espritv6.co.uk/index.php?
option=com_content&view=article&id=22&Itemid=29

Seems the primary engineering for the engine actually came from
Porsche…theres a couple other sites out there that support this.

On the mod topic…the only reputable site to order from in the
US that I have found is Minia Gallery…sorry if thats spelt
wrong. They have a limited amount of intake and exhaust bolt on
stuff. None of which I have had the pleasure of trying out. There
is also a thread on here about modifying the existing air box to
get a little more air flow…something about trimming off the
baffles inside. Makes it louder though.

Theres one other thing they dont tell you about the mod
thing…apparently the transmission/transfer case are not designed
to handle a substantial increase in power. They tend to blow up. I
may be wrong but I thought I saw it somewhere here. The search
funtion is your friend.

Good luck…my X just hit 150k miles and it runs like its new.
Plenty of get up and go…try holding it at a light at 2.5krpm and
then launch…puts a mile on my face everytime ; )–
The original message included these comments:

The Duratec engine used in the X-Type was designed by Ford as a low


Pete’s X
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1 Like

In reply to a message from whale sent Wed 25 Feb 2009:

Hi Mike,
I’m afraid that Steve is correct on the Drive line being the weak
link. One mod that you may find useful is replacing the mufflers to
Borla or Blue flame , makes for a nice sound but does little to add
zip, sounds fantastic and it drowns the driveline noise. I wonder
how the Stype 3.0 has 5 additional HP. I have a BRG manual 3.0
sport that is a great in the snow and a blast to drive. Have had
some issues but X-type is a low cost used ride. It has great looks
inside and out. If you figure out how the Stype 3.0 gets the extra
HP let me know. Thanks

http://cgi.ebay.com/ebaymotors/2002-Jaguar-X-Type-Borla-Catback-
Exhaust-
140024_W0QQcmdZViewItemQQ_trksidZp3286Q2em20Q2el1116QQitemZ220364922
221QQptZMotorsQ5fCarQ5fTruckQ5fPartsQ5fAccessories–
JagX2008
Burnsville, United States
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In reply to a message from Pete’s X sent Sat 28 Feb 2009:

That’s all kind of a bummer. I’d like to increase the HP in my 3.0
too. But I have also heard the Tranny can’t handle more than 262HP.
However, these guys did it to a 2004
http://www.jagdriver.com/picturesB/Boonspeed.htm
According to them, They did air in, Air out and Superchips
programmed it for a estimated additional 30hp.

But, I’m no expert…

I do have a question for you guys with fat resume’s though: How do
you think the 3.0 X-Type will respond to an upgraded torque
converter? I found 2 US companies that have them.–
KennyJag
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Do you still have your X Type? There are options now like performance chips and others things I don’t know if you could get in '09 then.