I'm getting ready to attempt to convert my 89 XJS over to a 5-speed Tremec manual transmission and was going to do it through the purchase of a Driven Man kit. And then I read the following thread and get scared out of my wits: https://www.jaguarforums.com/forum/x...redneck-88323/

A shop will be doing most of this conversion for me (I might assist but I will definitely not be the lead on it) but our ability to craft specialty parts or do major surgery to the parts supplied by Driven Man will be quite limited. As much as possible, I need this to be plug-and-play.

I've noticed several people talking about sourcing your own kit, but I've yet to see a complete list of parts I'd need. Has anyone actually sat down and created such a list? I'd love to see one, or at least be given hope that Driven Man has improved its own experience in the years since the thread I linked was written.

Jess

 

The Jaguar Specialities guy seems to have a very good handle on this. Why not contact him?
Greg

 

I just looked at their page and they seem to be concerned with swapping both transmission AND engine over to Chevrolet components. I don't want that; keeping the V12 engine is a must. Does Jaguar Specialties work with the factory powerplant at all, or is it all engine conversion?

Jess

 

I understand that, but even so he is a really helpful bloke and might well have useful info on just the gearbox aspect. Worth a call I would have thought?
Greg

 

Andrew from Jaguar Specialties is pretty nice and he might at least have some ideas.

Did you check out Vintage Jag Works' website? They seem to offer parts for conversions too:

http://www.vintagejag.com/Parts/Transmission_Conversions.html

I have no idea what it's like to deal with them, though.

 

I wrote my experience that should be in the archives somewhere. In short, the manual change over is not that hard . Doing it yourself will save you a big buck. If getting it done, get someone that did it before & knows the job. Going with a complete kit will save hunting down parts, shipping and total "fitting/wrong parts" aggravation. Cost for parts through DM should be around $6K USD. Ratios, flywheel type, shiftier, ECU, are before ordering homework.

 

1. Yes, definitley, Andrew of J-S is a good guy and while T5 to V12 not in his regular inventory, he just might have acquired some stuff. And surely might have ideas.


2. The XJS uses a GM TH 400. GM has sold a bunch of SBC's with manual T5's. Interesting swap. Not that easy, but just maybe. Unfortunately, The Jag bound TH400's use a different bolt pattern than those that are GM power bound. Close, I don't know. Adapter plate feasible, I don't know. If I had ths swap in mind, I'd look there.


3. Dwomby posts on J_L. His XJ6 is T5 equipped. Might look there. Even if it was formerly BW equipped, there might be some commonality. Early V12's were BW equipped.


His makes use of the detachable BW bell housing. An adapter plate and a lot of Mustang architecture and parts. The clutch mechanism is mechanical. A more modern hydraulic throw out bearing might ease the design and install.


Carl

 

Jess,

I tried to 'deal' with The Driven Man but I did not like the attitude of Robert Hall: I was supposed to know that they shipped internationally despite the fact that their website said they did not ship internationally - go figure................

This is my list & the only thing that is not on the list is a modified ECU (without fuel injector overrun cut off) as my car did not need it:

ABS manual pedal box
Clutch Master Cylinder
Clutch Pedal Return Spring
Master Cylinder to throw out bearing hydraulic line
Throw Out Bearing Remote Bleed Line
Bellhousing
Hydraulic throw out bearing
10.5" Clutch cover
10.5" Clutch plate
Aluminium flywheel
Clutch to flywheel bolts
Flywheel to crankshaft bolts
Flywheel to crankshaft dowels
Flywheel bolt locking tab plate
Spiggot bush
5ltrs ATF For Gear Box
TKO 500 or 600
Gear lever
Yoke to connect popshaft
Speedo drive blanking plug
Extra throw out bearing shims
Gear knob
Gearbox Rear Rubber Mount

Manual geabox rear mount

propshaft

Ski slope
Rubber gear lever boot
Transmission tunnel top plate

Rgds.

A.

 

Thanks for that list! What was the determining factor for your car not to need ECU modification? Is it year-specific, etc.?

Jess

 

Lucas 36CU ECU on a 6.0ltr car.

 

The ECU modification is for the closed throttle fuel cut. In a manual this will turn off injectors when you change gears and the engine will stall.

A simple modification to prevent this would be to short the wires to the fuel cut micro switch on the throttle capstan.

The Jaguar TH400 is actually a Jeep bellhousing casting. Dellow in Sydney Australia manufacture bellhousings for the T5 to V12.

 

Warren, is this a Marelli thing? My Lucas does not have this item, and I always presumed that on my car the ECU knew the revs from the Amplifier white wire.
Greg

 

My car's ECU is not modified & the car does not stall between gear changes - the revs between gear changes do dip below the level of normal tick over but the engine doesn't stall - Roger Bywater told me that the 36CU ECU of the 6.0ltr cars did not need the modification.

Hopefully Dellow's bellhousings are still cast aluminium - from what I've seen, The Driven Man have now moved to pressed steel bellhousings.

Rgds.

A.

 

My 1989 Marelli doesn't either... Just in the throttle cable assembly the kickdown switch near the end (not attached to the capstan but to the throttle cable).

 

Deleted due to seniors moment

 

On USA cars, at least, that's the 'full load' switch. When the throttle capstan turns to about 75% open, the switch closes and enriches the mixture by 10% or so. It's wired together with a vacuum switch that does the same thing.

We didn't get a fuel cut-off switch. Not in that configuration, at least. Not sure about other markets.

Cheers
DD

 

OK you are right maybe mine is not adjusted correctly as it activates as soon as the throttle is turned.

 

I am building my own conversion "kit" sans pedal box and transmission mount- it's an 85 motor going in a 60s ferrari replica. I'm hoping to put the whole thing together for under $2000. I have the 5speeds bell, fidanza FW, and a v6 mustang box already. I have not determined what input shaft, pilot bearing, and clutch I will use. I'm waiting for my bearing retainer to be machined down by a shop before I can figure all that out. If there's interest I can make a thread with what it all took to put together. Paying $6k for a conversion kit with cheap parts and a transmission that only holds 450tq is not for me.

 

Correcting that should improve your fuel consumption Warren!
Greg

 

275!!!


Slick. Can you post up progress in a very interesting project!!!


I wandered in to a You tube piece on tractors. One, a big old Massy Ferguson. clean, and well painted. Powered by a V12 Jaguar. Could not quite see the intakes. Appeared to be multiple big down drafts carbs. Top line craftmanship.




Carl