Hi, 1968 RHD 240 automatic. I'm currently aiming to reconnect the kick down cable 29 on Martin Robey illustration to the throttle linkage. The cable is currently running into the driver's footwell (RH) through the same grommet as the automatic gear selection controls, I'm thinking that is not correct. I cannot for the life of me identify the plate marked 26 on the illustration and therefore cannot connect the open ended connector with clevis pin 31 nor stabilise the cable with the clip 28 until I can at least identify the fixing plate. Could anyone detail the position in the vehicle of the plate 26? I am assuming engine compartment drivers side bulkhead as there is nothing in the RH footwell??

Thanks in anticipation.

Frank

Looking for where 26 is situated in the vehicle. Thanks

 

My guess would be between the carbs. I think plate 26 would bolt between the carbs, but I'm not sure.

 

Thanks for that, it’s got to be around the accelerator levers or throttle control but I’m just not seeing it. Will search around the carbs tho.

 

Number 26 is attached to the carb at the rear of the engine. The plate fits over the top studs that hold the carb to the inlet manifold. Attached are a couple of photos showing its position. The cable itself runs from the side of the gearbox over the top of the bell housing and up to this plate where it attaches to the lever. It does not go inside the car but remains in the engine bay.

 

Thank you so much Cass3958.
That’s a perfect description of its location and also the photographs.
Just a matter of getting the cable back out of the transmission tunnel and then over the bell housing. It might take more than a sunny Sunday afternoon to do that one!
Very much appreciate your help.
Frank

 

Hi, unfortunately still struggling with the 240 Automatic RHD kick down.
I have been to a couple of car shows and have seen a manual 240 but no automatics and I haven't found one for sale with pictures. Ideally I would appreciate a photograph of the front carburettor of an automatic 240 or possibly a 340 as I think the 340 also uses SU H6 carbs.
Following on from Cass3958, the 2.4 and 3 series had the automatic linkage fixed to the rear carburettor but the addendum in the manual refers to releasing the split pin and clevis pin from the front carburettor.
I have attached the kick down plate to the front carburettor the only way round it will fit and that does leave the "S" shaped linkage directly above the throttle linkage camber which is attached at the front of the front carburettor. However the kick down cable will never ever reach this position either over the engine or over the bell housing and round as it does for the 2.4
My pre-restoration photograph does not show the automatic kick down plate but there was a box of previously removed parts that came with the car and that is where I found this plate.
I am hoping that maybe a member with a 240 or 340 automatic maybe able to photograph the front carburettor or where the kick down cable goes to. Ignore the pancake filters and modified fuel pipes on the on the carbs, they are only there until I can get the whole thing set up and tuned with the large air filter out of the way. Hopefully my pictures and those supplied by Cass3958 will explain my dilemma.

Thanks for all your help. Frank


Cass3958 rear carb with magnifying loop around the clevis pin attachment to kick down cable

Cass3958 side view.

Pre-restore showing front carb but no auto linkage that I can see.

Image from addendum CC.s.1

Linkage fitted to front carb, the only way round it will fit

Kick down cable "miles" away from reaching the linkage plate either over the engine or around the back over the bell housing.

Linkage fitted to front carb, only way round it will fit and leaving the "S" shaped rod directly over the throttle link

 

Completely different bracket to that found on the S Type Auto. Are you sure that this 240 did not originally have the Solex carbs and someone has done an SU conversion which might account for the way the bracket is and the length of the kickdown cable? The only 240s I have seen have all had Solex carbs but some might have had the SU's from factory.

 

Thank you. I don’t know is the answer. I thought the 240’s had the SU HD6 but haven’t researched that.

There maybe a very simple explanation for the length of the kick down cable. I had the gearbox reconditioned and that included a new kick down cable as the previous one was very frayed. It’s possible that they replaced it with a 2.4 cable. However I’ve tried to find out if the 240 should have a longer cable and apparently not, but I’ve not given up on trying to find that out. I’m loath to just arrange a longer cable, if that is even possible, without being certain the bracket is in the correct position.
Im really hoping that a 240 Auto owner might see the post and send a photo.It just seems a bit odd that it wasn’t fitted to the front carburettor before any restoration would have taken place.
The vendor told me the car may have previously been used for racing. Would a kick down be beneficial or better without for racing? Frank

 

The 240, that is the 2.4 with narrow bumpers and a 240 badge, had SU carbs; I thought they were HS6. The MK1 and Mk2 2.4 cars had Solex.

 

Thank you for clarifying that, I had meant HS6 which is what they are.
Frank

 

Looking at the parts book the kickdown cable for the 2.4/240 is part number C28851.
For the 3.8/3.4/340 it is part number C26839. This is the same for the S Type.

Unfortunately the parts book does not stipulate which gearbox is fitted either DG250 or BW35 so I do not know how accurate this information is.
SNG list C26839 and state it fits Mk II / Mk 2 3.4, 3.8 & 340 S-Type 3.4, 3.8.
They also list C28851 but don't state which vehicle it fits. Might be worth asking them to compare the lengths but it shows that C28851 is a special order so they might not have one on the shelf. C28851 is also £40 more expensive than C26839.

 

Thank you, that’s really helpful and I will do that. I had contacted SNG to check the cable they had was 240, but as you say they have them on back order and they would check with Jaguar but, “that might take some time”. I will follow it up with SNG and maybe other parts suppliers.
I am coming to the opinion that the bracket must hang from below rather than above as it just doesn’t look right. I think I will probably strip down again and look at any other option.
Thanks Frank

 

Spot on Peter ~ straight port head & SU Carbs. Those Solex carbs & manifold/head were crap.

The more significant changes affected the 240, whose engine now boasted a power increase from the earlier 120bhp to 133bhp and a small torque increase from 144lb ft to 146lb ft at 3,700rpm. The main benefits of this were that the car could now exceed 100mph with ease for the first time and that its high-speed acceleration was improved. The heart of these improvements lay in the straight-port cylinder head of the 4.2-litre E-type engine that had replaced the old B-type cylinder head. However, the 240 engine also had a new water-heated inlet manifold, which carried two SU HS6 carburettors in place of the Solexes on earlier 2.4-litre engines.
Credit ~ Taylor.

 

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I will be very pleased if I can get it going at a steady 50 mph but will make sure the brakes are right before I go for the 100.

 

Wise decision. Brakes, shock absorbers (which hugely aid braking to the surprise of many) and tyres.

As long as you can stop the thing safely you are OK. Goes for any car.

 

... it seems it might also increase top speed. At least, this was the claim made many years ago by a friend of mine with a severely clapped out Ford Escort Mk1 after the MoT inspector forced him to replace some totally ineffective dampers.

 

Keeping the drive wheels in contact with the road ~ maybe ~ not sure.

 

It may be a matter of which condition has the greater rate of energy dissipation and, thereby, the greater induced drag.

 

Indeed!