The conversion is stalled. No pun intended! I attached the 420 steering column and the operating lever contacts the under dash mounting fitting. At present I am uncertain if I have a RHD or LHD steering column. Once I can get some photos of a 420 steering column LHD and see how it is installed, I can possibly figure out what is wrong.

It appears now that the spring in the rear trans mount should be from a 420 and not an XJ6. I have to take it apart and see why it is not moving properly.

Again, if anyone has a complete 420 steering column LHD for sale please contact me.

Thanks

I will post all the parts used once I finalize the design

Bob

 

I think a complete transmission support assemby from a S type should work, you don't neccesarily need one from a 420.

 

"JPG" I have a 1962 Jaguar MK2 3.8 with a DG250, that I would like to get converted to the T700R4 with John's Cars Dallas Kit. I live in Tampa FL but have been away and will be returning soon. I would love to know which Transmission shop you used and any help/advice on it, including where you sourced your T700R4, and your thoughts on the suitability.

 

Hi rdssdi, I'm a newbie & in OZ, I know this is an old post, but I'm about to install a BW66 from a 1984 XJ6 Series 3 into my 1960 RH Drive MK2 3.8L Jaguar, can you advise how you resolved the rear transmission mount issue.
cheers
Pierre

 

The transmission swap is fraught with difficulties. Getting the transmission mounted is the easiest part of the swap. Requires sourcing a Borg Warner transmission mount from a MK2 platform car such as the 3.8s. See photo. Then the obstacles are revealed. The BW66 requires a transmission fluid heater / cooler. It consists of a finned tube placed in the bottom tank of the radiator. It cools the fluid when hot and warms it when cold. The BW66 kick down also senses the throttle position adjusting the shift "hardness" required. Therefore the cable must be registered to the throttle position. The gear selector mechanism will not match the BW66 detents. The BW35 gear selector mechanism can be used but that will require the steering column mounting pedestal be changed. That will require sourcing a cut out pedestal from a BW car such as the 3.8S and removing your MK2 pedestal and replacing with the "new" pedestal. The associated bracketry is also required. That way the column remains on the same angle but there is more clearance for the longer gear selector arm. Confusing? I chose to modify the transmission tunnel to mount the XJ6 console selector. It would be far easier to find a BW35 transmission with all associated parts from a late production MK2. I believe that transmission did not require a fluid cooler/ heater. The kick down component which mounts on the carbs would be included. I finally found this part. Took months. Any other questions contact me.

Kickdown.

The rear mount fits on the threaded nuts mounted on the car by the factory. Be certain you have them. My car is a 1963.

 

Hi rdssdi, Bob thanks for your reply & photos, that helps a lot.

So, does, that kickdown bracket bolt onto the front or rear carb & do the carby's have to be removed to fit it?
How is that bent rod on the bracket attached?
Is it attached to the second arm of the throttle linkage & does the arm on the throttle pedal bar have to be rotated 90 degrees?
If you have some photos of it the in-situ set-up that would be a big help.

From the research I've done so far, the following have been suggested :-
1) use the selector gate from a 420 at the steering column,
2) change the plastic indicator piece to suit, (use a 420 or just print one up)
3) use the DG250 Shifter Cable
4) use a Series 3 Kick Down Cable.
5) orientate the gear selector lever on the transmission downwards 90 degrees from original position

Your point about the rear chassis threaded nuts is noted, will check that out.

Transmission Seals to check & replace before installation:-
1) Shifter Seal
2) Speedo O-Ring
3) Throttle Cable O-Ring
4) Front & Rear Main Seals

cheers
Pierre

 

Oops, one other question Bob, what did you do with respect to the oil filler tube/dipstick location?
Pierre

 

The filler tube / dipstick remains in the same location although the tube bends require minor bending. Difficult to not kink the tube a tube bender with sand packed into the tube may be required. I did not do the bending. A friend did in his shop. I was not there. I will have it cad plated.



Kickdown bracket bolts on the front of the rear carb. I replaced the bent rod with a rod and small rod end and a length adjuster. I will photograph and post later. It attaches to the rear carb linkage lever see photo. I did not use the lever on the throttle rod that goes between the left and right side of the trans tunnel. I have a LHD car and I am uncertain if there are any differences. These parts are not presently installed. I will get more photos later. I had a custom kick down linkage copied from the BW66 made longer. I sourced a kick down gate from a MK2 with a BW35. I also had to use a different steering column due to the lever on the shaft that rotates with the gear sector is no longer at the bottom of the selector rod and outside the firewall. Therefore the factory solution was raising the mounting pedestal. Using new bracketry and a strange design to control the shift cable which enters the trans tunnel from the top and to the trans selector arm. The arms must be modified to be clocked differently as the cable actuates in a different position. In order to maintain the correct steering column position and utilize the longer selector arm clearance had to be created by lowering the mounting pedestal height. As in the 420/3.8S. I suppose you could use the DG250 design by fabrication a bracket that attaches to the firewall. The kick




down lever would also have to be modified. My memory is not good and there was other reasons why that would not work. You will have to sort that out.
I am having difficulty sizing the photographs. Try to make sense of them.

 

Hi rdssdi, thanks for the reply. Just trying to work out what that bracket is for in the 3rd photo. What's it from & where have you used it?
Pierre

 

That is a bracket that attaches to the steering column to the "pedestal". The fifth photo is the correct pedestal. This was used on the 3.8s/420. It is lower height than the MK2 pedestal shown in the second photo with additional parts clamped in place. Of course the 420/3,8s pedestal would have to be attached. Along with a section of the rail which has holes for the lever shaft to traverse the pedestal. On RHD cars the design is different. Look at the parts book. With the lower pedestal height the bracket shown in second and third photos allows the longer arm on the gear selector shaft to rotate and not hit the pedestal while maintaining the steering column position. If you look closely and analyze what I have written you will understand. Given these complexities I choose to use the XJ6 console mounted gear selector as done with other specialist conversions. All of this becomes moot in the event that the BW35 selector gate does not match the BW66 shifter detents. My console trans tunnel mods and a photo of a restored RHD car with the console gear selector. Good luck. If you find a late production MK2 with a BW35 it MAY be easier to fit that into your MK2. Will require the pedestal replacement and the kick down mechanism installed. No cooling / heating fluid issue. Would be easier. Good luck.

 

Hi rdssdi, I have what I believe to be a BW66 auto trans from a 1984 Series 3 XJ6 to put into my MK2. Unfortunately, it has no dipstick or ID plate to confirm it is in fact a BW66.
I understand the BW66 has a deeper pan, therefore do you think you could provide me with a measurement on the depth of your BW66 pan please.
This will help determine what I have.
All I have to identify it are the casting numbers MCC 04 65065900 Z & a tag on the RH side stamped 42995.
Appreciate your help
regards
Pierre

 

 

Hi rdssdi, thanks for doing that check for me, that confirms exactly what I have, a BW66, great news.
I ordered a SH dipstick & tube, bit the only one I could get was a BW65, so I'll just have to mark a fill line on it that corresponds to the level at the sump gasket for now.
Apparently, the filler tube & dipsticks are the same length, but level markings are slightly different due to sump sizes,
I've got the BW66 auto box rear support bracket from the 1984 XJ6 Series 3 & I'm hoping this will work on the MK2, will trail fit underneath later in the week, .
cheers
Pierre

 

Your rear mounting is going to transmit vibration into the car. The centre rod just floats in the lower bush. No nut, no washer ~ no splitpin etc.



The Jaguar way.

 

I'm planning on using this XJ6 mount Glyn.

 

Glyn, I see the setup is similar with the centre rod, do you have any suggestions?
Pierre

 

As long as there is freeplay for the spring & shaft. No restriction of movement or it will effect NVH badly. A friend just left the assembly split pin in his in error & it caused bad transmission of vibration into the car. If you look back to older versions of that mount and assembly procedure. The split-pin was supposed to be temporary during assembly. I would use the S Type mount you have with appropriate spring for gearbox weight. There is a selection of them over the years. Stay away from the early straight mounting. You want the deep dish mount you show above. You are working with a Mk2 floorpan which is very similar to the S Type.

 

OK, understand thanks Glyn?

 

So you saying your friend left the split pin out of the assemble Glyn?

 

I'm saying my friend left the split pin in after assembly in error. It must come out so nothing restricts movement of the shaft/stem in the bush. It is there purely to aid assembly/disassembly & then should be removed. I've seen so many cars wrong that I wonder if people actually read & comprehend the Service Manual. One problem is there are multiple Manuals printed at different times. The NVH was nowhere near as good on early Mk2's as it was on later S Types with the deep dish mounting.