Döner Kebab enthusiast
- Jul 20, 2009
- 42 miles outside of Chicago
- ‘18 VW Golf GTI, '87 Mercury Colony Park
I know someone who tried to put one in a Mark VII/M and I've seen other attempts. Mostly it doesn't work out well because the IRS subframe takes up quite a lot of space vertically and you either have to cut the body/mod the frame or get quite a large rake. Most people don't want to do either.Has anybody retrofitted an IRS into one of the older Jaguar Mark sedans (Mk.9 or older)?
I did say that the entire class has problems with rollover.It is not just GM 15 passenger vans that have the rollover problem. The Roadmaster video Spectre links even points out that the GM vans are a superior design. Anytime you get the weight that high up above the centerline, you will have problems. But the van you linked is a conversion, it will never have 15 people in it.
Have fun changing the water pump. Or the front drive belt. Or anything on the front of the motor.The frame is completely different from the truck platform, although it does use suspension components from the RWD truck.
Maintenance is more expensive on any full size van. Tune ups are the worst, but I have not done it on any LS powered version. It should be easier than on the previous SB versions.
Professional fleets would disagree with you - more importantly, their insurance companies disagree with you. Same thing with schools - there's a reason standard-bodied 15 passenger vans are banned from use as school buses.If you treat it like a sports car, it won't take it. Drive like a reasonable person and it will be fine.
Actually, the predecessor to the Express (pre-96 G-van) was unibody. The T600 and T610 are body on frame.The GM full size vans are uni-bodies*, the trucks use a full frame. It uses the front suspension A arms from the RWD truck with different springs and shocks. The rear suspension is different.
*- I think all from the Big 3 are.
Except as noted in above videos, sometimes you have to lift the body off to do work. Not to swap the motor, but to get to things.Again, all full size vans are a bit of a pain when it comes to more than an oil change. But when you are going to change the water pump, the coolant gets drained anyway, just remove the Damn radiator and the grill. You just made it as easy as a full size truck.
Actually, TxDOT did a study several years ago after a rash of rollovers occurred in highway work crew vans. As few as 6 or 7 men with their work tools could make a 12-15 passenger van badly unstable and want to roll, even with a professional driver.Yes, with 10 or more passengers and someone careless driving, they are potentially dangerous. The way that conversion van is laid out, it is all but impossible to make that unstable. There is not enough room behind the rear seat to put a lot. Maybe a water tank that goes to the ceiling would be a problem, but again, no sane person would do that.
Again, professional fleets and their insurers disagree with you. Fleets have largely moved on to the more stable coachbuilt van-buses (of the US style vans - the E350/450 base for the one below is still on sale along with the Transit in the US) with dually rear axles; they're also rapidly adopting the more stable Euro-style vans now on offer here.I have either owned or operated full size vans of every size from all of the Big 3 configured just about any way you can think of. There is nothing wrong with that conversion van posted when it is used by a driver with common sense.
IIRC from discussions a while back, if you completely strip the engine bay it does fit but the hood doesn't clear. The slope of the body over and ahead of the wheel wells is the problem. And of course like all engine swaps on the X100, you lose all the active suspension, instruments, and some of the neat gadgets with it.Is the engine bay of an XK8 long enough to fit an AJ16, specifically the supercharged one? I have occasional dreams of doing a drivetrain swap from my XJR into an XK8 with a blown engine or transmission. Given that the XK8 is part XJS I'd hope that there's some compatibility.
It's a 4L80E - the V12 never had a 350, 700R4 or relative behind it (of GM transmissions), only 400s and 4L80Es.I wonder if simply Dremeling out some detents in the shifter gate (the way Reverse already is) is one solution. Incidentally, is the 4L60E shifter in the 6-liter V12 XJS different from the earlier ones?