XJS TH400 to TKO500 conversion from your friendly Ohio redneck.
#21
#22
#23
#24
![Default](/forum/images/icons/icon1.gif)
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.
#25
![Default](/forum/images/icons/icon1.gif)
Great looking kit, I am full of admiration and dying to hear all about the installation.
What are the ratios please on the gearbox and are you keeping the 2.88 differential?
I have heard that with a manual the standard V12 HE over-run cutoff on the fuel injectors can cause funny problems and driveline shunting on a trailing throttle. No idea if it is true or not. But the great Roger Bywater of AJ6 Engineering does acknowledge this possibility, and offers a fix he can do to the ECU if it turns out to be a real problem. Not expensive, just a matter of unsoldering something on the circuit board apparently.
Anyway, time to start saving/buying lottery tickets more frquently...
Good luck with the whole thing
Greg
What are the ratios please on the gearbox and are you keeping the 2.88 differential?
I have heard that with a manual the standard V12 HE over-run cutoff on the fuel injectors can cause funny problems and driveline shunting on a trailing throttle. No idea if it is true or not. But the great Roger Bywater of AJ6 Engineering does acknowledge this possibility, and offers a fix he can do to the ECU if it turns out to be a real problem. Not expensive, just a matter of unsoldering something on the circuit board apparently.
Anyway, time to start saving/buying lottery tickets more frquently...
Good luck with the whole thing
Greg
I am sure somebody will chip in with more info if I mix this with another engine.
![Icon Blah](https://www.jaguarforums.com/forum/images/smilies/icon_blah.gif)
#26
#27
![Default](/forum/images/icons/icon1.gif)
On the bright side, pulling trans on V12 is easy.
#28
![Default](/forum/images/icons/icon1.gif)
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?
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?
#29
#30
![Default](/forum/images/icons/icon1.gif)
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.
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.
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
#31
#32
![Default](/forum/images/icons/icon1.gif)
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
If asked to give up the 5-speed XJ-S or my first born son...my response is...Kid, you're on your own
![Icon Lol](https://www.jaguarforums.com/forum/images/smilies/icon_lol.gif)
The following users liked this post:
plums (01-22-2013)
#33
![Default](/forum/images/icons/icon1.gif)
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.
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.
#34
#36
#37
![Default](/forum/images/icons/icon1.gif)
![Smile](https://www.jaguarforums.com/forum/images/smilies/smile.gif)
#39
![Talking](https://www.jaguarforums.com/forum/images/icons/icon10.gif)
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.
#40
![Default](/forum/images/icons/icon1.gif)
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.
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.