TH400 is out, took only 2 hours. I was ready for a lot harder fight, but there was no surprises from the Brits at all.
BTW, it looks like there is at least 30KG in weight savings, between the gearboxes.

 

Many congratulations, Mish. Looks really clean and solid under there. Please take loads of detailed pics of the install, if you can, I am very intersted in seeing exactly how the flywheel, clutch and bellhousing all bolt in, and so on.

Greg

 

how were you able to get the trans out ? I always heard it was a massive problem with the engine and it all still in the car.

 

My friend and I used very basic tools and electric impact gun. No problem at all, however I did expect to have trouble, due to the whole British and V12 thing.
One slight problem was pulling off flywheel, because it had two brass guides that needed to be pulled. I used couple of large washers and one of rear mount bolts as pulling device.

 

Memory is more than a little foggy, but I "think" I read somewhere there was a model year when the injection system was set up to cut the fuel flow completely on a trailing throttle down to a certain engine speed when it was re-introduced too abruptly. It was later changed to "something" smoother.

I am sure somebody will chip in with more info if I mix this with another engine.

 

I have a seal leaking like crazy in there. The only way to change it is to remove the trans. Not thrilled.

 

If it is rear main, then it is not just the transmission, but also oil pan has to come out, along with oil pan housing and rear crank support thingy.
On the bright side, pulling trans on V12 is easy.

 

1. So I got bunch of slow leaks from up top, to exhaust manifolds and all the way to side walls of the block. These seem very slow and do not form any wetness of the oil pan, or under bellhousing, however some oil gets on exhaust manifolds and makes them smoke a little, when car warms up.
What are the typical places, is valve cover gaskets, or camshaft housings?
I tried to locate noticeable leaks today, but only found a little bit of oily goo everywhere.

2. Installed new flywheel, but before that I weighed old components and new stuff. Weight difference on the crank is 15 kilogram, which is due to insanely heavy torque converter of turbo 400. So, how much difference will 15 kilo (33 lb) make on power and throttle response?

 

I forgot to say that im leaking trans fluid like crazy. from the inside where it bolts to the engine. i hope its easy enough to remove. im thinking of doing it myself.

 

Mish
You may have missed my reply and pics to this question. You had mentioned it in the 'Tower that holds the pressure switch and sender broke' thread. My reply is dated 1/17/2013 10.14pm, in that thread.

Basically you have to take off the induction (as a unit all complete); then clean the V and the outside of the heads/tappet block; then remove cam covers, fit new beskets, and fix the leaky half moon seals at the cabin end of the tappet block; then (if you are me) do the high temp silicone fix on the tappet block head join. otherwise it is a major cam removal job to seal this join. The oil seepage is coming from both the cam cover seal and the tappet block/head join.

Anyway, before and after pics are in the thread. Well worth doing, even if a pain. Really works. Can be done in car if a little more difficult, but now you have the trans off, engine removal is a doddle...

Greg

 

I would like to drive this g-d forsaken car a little first. Perhaps next fall I'll get to pulling motor and making engine bay pretty as well.
Thanks for the info!

 

You will likely not part with the car once you have completed the conversion. I did mine 12-13 years ago, co-developed the kit with Shafi back then with prototype #1 and have had nothing but smiles since. Will not part with the car because it is such a positive transformation.

If asked to give up the 5-speed XJ-S or my first born son...my response is...Kid, you're on your own

 

Well, another minor setback is pilot bearing. Sure enough my crank is not what expected, so I need to shave off some of outer diameter off the pilot bearing. Luckily another member graciously agreed to dust off his lathe and help.
Thedrivenman is warning of such possibility, since Jaguar used multiple kinds of crank endings, within the same time period.

Here fun pic for you. Tomorrow I will start my car with open flywheel to see how she acts with light crank.

 

When you know, please share the final OD of the pilot, as well as the year model of your engine. Maybe we can start to pin down the variants, and save some future heartache...

Dave

 

Mine is '82 H.E. and it is 1.700 opening, however bearing must be sized at 1.703" to fit snug.

 

Excuse my embarrassing ignorance, but what is a pilot bearing and where exactly does it go in the manual gearbox setup? Pic if possible!

Thanks
Greg

 

Right in the middle of flywheel, it presses in. Tip of transmission input shaft goes in it. Will post pics when I start assembly, for now enjoy videos below

 

Two videos of her running in the air, with no transmission. Rattling is exhaust wind in the microphone.
+

 

Have you got to the stage yet of checking that the hole for the transmission in the bellhousing is concentric with the crankshaft pilot bush?

If so, was it all but concentric or are you going to have to fit the bellhousing on adjustable dowels to get it within the tolerance limits?

Following this thread with great interest as I'm currently amassing the parts to do my own conversion - with shipping costs, import duty & vat, it is just way too expensive to import a Driven Man kit into the UK.

Regards

Andy.

 

There is something on that in installation manual, but I will keep you posted on that.