AJ-V8
The Jaguar AJ-V8 is a compact DOHC - V8 - petrol engine , the automotive brands Jaguar , Land Rover and Lincoln used (Ford). The AJ-V8 is only the fourth engine generation developed by Jaguar itself.
The AJ-V8 unit replaced the in- line six-cylinder AJ6 (AJ16) and also the V12 in all Jaguar vehicles from 1997 onwards. Other engine variants were only used later. It was installed in various Jaguar series such as the XJ8, the XK8 (X100) , later the XK (X150) , the S-Type and the F-Type. It was and is still available in various Land Rover versions, in the Lincoln LS and in the Ford Thunderbird .
The AJ-V8 is manufactured in Bridgend . However, one version is being built in Cologne and has been used exclusively in the Aston Martin since 2003. It has hardly any parts in common with the original Jaguar engine. In Bridgend, 3.5 to 5.0L-V8s are built based on the AJ-V8. The Jaguar department is housed as an independent department in the Ford engine plant.
Special features of the AJ-V8
The V8 weighs around 200 kg. It was one of the first series engines in which the intake tract was made of plastic instead of the traditional aluminum. In addition, the common rail injection was poured into the manifold in the early models , which saved components and manufacturing processes. The naturally aspirated version of the engine has a camshaft adjustment . With the compressor version (SC for Supercharger, or S), this has no advantages because of the higher pressures in the intake pipe, which is why it was not used.
Motives and considerations in advance of the development
When Jaguar was still part of the British Leyland Group, the Jaguar management wanted to use the Rover V8 instead of the V12, which Jaguar saw as an attack on sovereignty. The Rover V8, which was based on a Buick engine, was not considered cultivated. As a result, the body of the XJ40 sedan was designed from the outset in such a way that the Rover V8 would never have fit into it.
Jaguar's 6-cylinder AJ6 and AJ16 had very good running smoothness and performed little less than the V12. The V12 was more prestigious, but a very large unit that took up an enormous amount of space.
Future developments should go in the direction of a shorter engine in order to lengthen the crumple zone and thus create safety reserves. Furthermore, the cylinder head design should enable the operating temperature to be reached quickly in order to increase comfort, but also to reduce pollutant emissions. The efficiency should also be increased and friction losses reduced in order to be able to better control fleet consumption and emissions.
Development history of the AJ-V8 - the AJ12 project
With these above-mentioned specifications, some alternatives were examined, including a V6 - as a "cut off" V12, which was supposed to compensate for the loss of power with two turbochargers, a two-stroke V6 engine, which should have the same smoothness as the V12, since it had the same number of ignitions per engine revolution. A single-cylinder engine was built under the internal code "AJ12" in order to be able to test various options for combustion chamber, intake and exhaust and camshaft options. The data showed that a cylinder volume of 500 cm³ with inlet and outlet channels inclined by 26 ° and four valves provided the best result in terms of efficiency and performance. However, these findings did not flow into the construction of the AJ12 immediately; instead, the data was used to study several configurations based on a modular engine design: primarily a four-liter eight-cylinder, a three-liter V-six, but also a two-liter in-line four-cylinder , a five-liter V10 and finally a six-liter V12. However, the data collected clearly indicated that one should focus on V6, V8 and V12 engines. This project was now officially called AJ26 (6 + 8 + 12 = 26)
Development history of the AJ-V8 - the AJ26 project
Chief developer Dave Szczupak and his team had put an enormous amount of development work into the V8 engine at the Jaguar development center in Whitley in order to build an engine that was also perceived as a Jaguar engine by potential customers, because the V12 and the AJ6 in-line six ( AJ26) were considered to be very cultivated and smooth-running. Jaguar was independent at the time and financially not exactly in a position to invest large sums in the development. Ford bought Jaguar in 1990, which brought about drastic changes in development and production.
Two different versions are rumored about the further development history of the AJ-V8.
Alternative development stories of the AJ26 after Ford joined Jaguar
Version 1
Ford looked at the previous development data of the AJ-V8, was impressed so far and gave Jaguar the money it needed to develop it for series production, only with the condition that it was limited to the V8.
Version 2
Ford wanted to persuade Jaguar management to stop all attempts to develop their own engines. One should use engines from the group in the future. Jaguar was granted a budget to develop the variable camshaft control (VVT) for the newly developed Ford V8 in order to cultivate the unit. Jaguar accepted the money, but continued to work on the AJ-V8 and then, much to the displeasure of the Ford Group, sent the engine to the development center in Dearborn , where it was tested against the Ford V8. The Jaguar engine performed much better than its corporate brother in terms of power, smoothness and torque. Jaguar was then commissioned to develop a slimmed-down version for the Lincoln LS. Ford's own V8 has now been installed in commercial vehicles.
Further developments
There were other developments of the AJ26. In the following, the variable camshaft control was further developed and different versions with displacements from 3.2 to 5.0 liters were also built with an alternative oil sump. All version designations (AJ26, AJ27 etc.) are grouped under the engine types "AJ-V8" and communicated by Jaguar. Often the AJ-V8 is also operated in a compressor variant with a screw compressor from Eaton and a water-cooled intercooler.
AJ-V8 Gen III
The current AJ-V8 Gen III 5.0-liter gasoline engine has an output of 283 kW (385 hp) as a naturally aspirated engine with direct injection. Fuel consumption in the combined cycle is 11.4 liters / 100 km and CO 2 emissions are 269 g / km. This was achieved through complete re-engineering , but also through direct injection working at very high pressure. Both versions (naturally aspirated and supercharged version) of the AJ-V8 Gen III meet the EU5 and US ULEV emission standards .
Overview of AJ-V8 engine and series
| engine | Displacement [l] | Period | kW | PS | Nm | feature | vehicles |
|---|---|---|---|---|---|---|---|
| AJ26 | 4.0 | 1997-1998 | 216 | 294 | VVT (Variable Valve Timing) | Daimler V8, XJ8 , XK8 , Vanden Plas | |
| AJ27 | 4.0 | 1999-2003 | 216 | 294 | CVVT (Continuous Variable Valve Timing) | Daimler V8, Jaguar XJ8 , XK8, Vanden Plas | |
| AJ28 | 4.0 | 1999-2002 | 210 | 286 | P-Tech ECU, intake path in front | Jaguar S-Type | |
| AJ26S | 4.0 | 1998-1999 | 276 | 375 | 525 | SC, no VVT | Jaguar XKR , Jaguar XJR, Vanden Plas supercharged, Daimler Super V8 |
| AJ27S | 4.0 | 2000-2003 | 276 | 375 | 525 | SC, no VVT | Jaguar XKR , Jaguar XJR, Vanden Plas supercharged, Daimler Super V8 |
| 3.2 | 3.2 | Jaguar XJ - no US export | |||||
| 3.5 | 3.5 | 195 | 265 | 345 | Jaguar XJ8 3.5 | ||
| AJ30 | 3.9 | 2000-2003 | 188 | 256 | 362 | Lincoln LS , Ford Thunderbird | |
| AJ35 | 3.9 | 2003-2006 | 209 | 284 | 388 | Lincoln LS, Ford Thunderbird, Ford Forty Nine Concept | |
| AJ33 | 4.2 | 2003-2003 | 219 | 298 | 411 | Jaguar XK-Series (X100) | |
| AJ34 | 4.2 | since 2003 | 224 | 305 | 420 | Jaguar XK-Series (X100, X150 ), S-Type, XJ8, XF | |
| AJ34S | 4.2 | since 2003 | 291 | 396 | 541 | SC | Jaguar XKR (X100, X150), XJR, Super V8, S-Type R, Daimler Super 8, Jaguar XF |
| Land Rover | 4.2 | 2006 | 290 | 394 | 550 | SC, old. Oil sump | Land Rover Range Rover Sport |
| AJ41 | 4.4 | 2005-2006 | 227 | 299 | 427 | old. Oil sump | Land Rover Range Rover, Discovery, Range Rover Sport |
| ON 43 | 4.3 | 2005-2008 | 283 | 385 | 409 | Dry sump | Aston Martin V8 Vantage |
| On the 47th | 4.7 | since 2008 | 310 | 422 | 470 | Dry sump | Aston Martin V8 Vantage |
| AJ133 | 5.0 | 2009-2013 | 276 | 375 | 510 | Land Rover Discovery 4 | |
| AJ133 | 5.0 | 2009-2014 | 283 | 385 | 515 | new VVT | Jaguar XK, XF |
| AJ133 | 5.0 | since 2009 | 287 | 390 | 520 | old. Oil sump | Range Rover, Range Rover Sport |
| AJ133 | 5.0 | since 2013 | 375 | 510 | 525 | Range Rover , Range Rover Sport | |
| AJ133S | 5.0 | since 2009 | 380 | 517 | 625 | new VVT | Jaguar XKR, XFR |
| AJ133S | 5.0 | 2010 | 390 | 530 | 655 | ZF 6HP | Jaguar XKR 75 |
| AJ133S | 5.0 | 2013-2014 | 364 | 495 | 625 | ZF 8HP | Jaguar F-Type V8 S. |
| AJ133S | 5.0 | since 2014, 2013–2014, 2013–2015 | 405 | 550 | 680 | Jaguar F-Type R Coupe, XKR-S (X150), XFR-S (X250) | |
| AJ133S | 5.0 | since 2014 | 405 | 550 | 680 | All-wheel drive, ZF 8HP | Range Rover SVR |
| AJ133S | 5.0 | since 2016 | 423 | 575 | 700 | Sport version m. Titanium Inconel exhaust system, ZF 8HP | Jaguar F-Type SVR |
Chain tensioner problem
Earlier versions of the AJ-V8 tended to increase wear on the chain drive and premature failure of the plastic chain tensioners. From August 13, 2001, metal chain tensioners were installed in all engines. Motors with serial number 0108140000 and above generally have metal chain tensioners, which are considered to be durable and unproblematic.
Web links
Individual evidence
- ↑ AROnline - Made in Britain ( Memento from July 21, 2012 in the Internet Archive )
- ↑ Jaguar engines. (No longer available online.) Formerly in the original ; accessed on October 24, 2019 . ( Page no longer available , search in web archives )
- ↑ xkjaguar.com: AJV8 - differences AJ26, AJ27, AJ33. Retrieved October 24, 2019 .