Re:82 xj6 U-joitn replacement

[Emore345@aol.com]

"Date: Thu, 13 Feb 1997 13:39:46 +0000
From: Luis.Magdaleno@polaris.pacificnet.net
Subject: 82 xj6 -U-joitn replacement

I want to replace the U-joints on my 82XJ6 SIII.  I haven't done it 
before and would appreciate it if someone could walk me through. I 
don't want any special surprises like the windshield being glued to 
the car on a glass replacement.  Do I need any special equipment?

Thanks to all"


Once the drive shaft has been removed from the car each joint can be removed
with two sockets, WD-40 and a large C-clamp (you might need a snap ring
remover).  The outside diameter of the first socket should be about the size
of the diameter of the caps of the u joint (if not a hair smaller).  the
other socket should be have an INSIDE diameter larger than outside diameter
of the cap.  the object is to use one socket to push the U joint out far
enough to take the caps off and remove it.  The smaller socket does the
pushing and the larger socket braces the other side of the C clamp opposite
the smaller one without getting in the way of the movement of the U joint.  

With this being said, place both sockets on opposite sides of the U-joint and
the C-clamp on the sockets.  Use plenty of WD-40 on the joints to make it
move easier.  Tighten the c-clamp  so that the smaller socket pushes  the U
joint and it starts to slide toward the larger socket and into the inside of
it.  At the first opportunity, you take the caps off the U joint.  Once all
the caps are removed the U joint will come out of the center.

When installing,  make sure that all the surfaces where the caps will be
sitting are VERY clean and rust free.  Some people will not recommend this,
but I use a very fine emory cloth to remove the debris.  If you change the
integrity of the metal, you have ruined the surface and the U joint will
fail, so only remove the rust.   You can use the C- clamp method  to install
the caps, always checking the alignment of the cap as it goes into the yoke
and the spider as it slides into cap.  

Now...this is very important.  Please, please, please mark each side of every
part of the drive shaft assembly that you remove (i.e. each yoke on a U joint
and yoke to pinion flange) with something (white out).  It has to go in with
the exact alignment that it came out.  It is very important to eliminate the
possibility of drive shaft vibration.

The last tip.... put the C clamp in the vice and the shaft accross the bench.

Jeff XJSC

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	  Sat, 15 Feb 1997 17:02:29 -0500 (EST)
Date: Sat, 15 Feb 1997 17:02:29 -0500 (EST)
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To: Jag-lovers@sn.no
Subject: Re:Suspension rattle and RE:Clunk when engaging 
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Date: Thu, 13 Feb 1997 10:01:21 +1100
From: Matthew Waite <MWaite@tasman.com.au>
Subject: Suspension rattle and RE:Clunk when engaging

I have the same problem....engage reverse and a very nasty clunk.....all
U-joints, replaced and new all shafts. Definatly sounds like it is from
the back and it is so annoying..

Also I had the fron suspension rebushed with the 'coloured bushed' and
new shocks and now a horrid rattle is occuring when you go over uneven
ground. Sounds like a tapping.....


--->My theory on this mysterious clunking noise is the differential carrier
needs to be adjusted. It sounds like there is too much play between the ring
and pinion.

As far as the rattle is concerned it sounds like whoever did the shock
bushings didn't tighten the nuts all the way down and the washers are moving.

Jeff XJSC

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From: Randy Wilson <randy@taylor.infi.net>
To: jag <jag-lovers@sn.no>
Subject: Re: Rear Brakes XJS
Date: Sat, 15 Feb 1997 17:03:26 -0500 (EST)
In-Reply-To: <199702152041.OAA04997@mail.utexas.edu> from "jag-lovers-owner@sn.no" at Feb 15, 97 02:38:56 pm
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>
>Somone on the list suggested a failing flexable brake line.  I cant see a
>thing under there, but IS there a flexable brake line on the rear brakes of
>the XJS?  It would seem since the diff is solidly mounted there would be no
>need for a flexable line.


Yep, it's there. It's on the left side; runs from the unibody to the 
suspension cage.



>                                                          Jim


   Randy K. Wilson
     randy@taylor.infi.net

From jag-lovers-owner@sn.no Sun Feb 16 11:33:20 1997
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Date: Sat, 15 Feb 1997 18:35:11 -0500
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Subject: Re: (1) Rear Rotor Replacement XJ6 Series 3  
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> From:          Kyle Chatman <kchatman@mail.coin.missouri.edu>:
> I replaced one rear rotor because of physical damage during an unrelated
> repair and I replaced the damaged rotor with an after-market variety (not
> sandwich).

The rear rotors on the XJ-S are described as "externally damped".  They have 
an iron ring in a groove around the outer edge, trapped but not attached so 
it can rattle, and if you grab it with your fingers you can slide it around 
the disk.  I would presume that this thing would be fairly effective at 
preventing some types of sounds from the brakes.  However, it does MAKE some 
sounds -- if you stand next to the parked car and bump it, you can usually 
hear the things clang around a little.

Does this feature have anything to do with why the stock rotors are 
sandwiched?  Do the aftermarket non-sandwiched rotors also have this feature? 
 And if not, will it be missed?

 -- Kirbert      |     If anything is to be accomplished,
                 |     some rules must be broken.
                 |          - Palm's Postulate

From jag-lovers-owner@sn.no Sun Feb 16 11:33:31 1997
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From: "Kirbert" <palmk@mailer.gadcomm.net>
To: "'JagLovers'" <jag-lovers@sn.no>
Date: Sat, 15 Feb 1997 18:35:11 -0500
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Subject: Re: Yet another XK8 sighting report
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> From:          Victor Naumann <jagdoc@erols.com>
> Is the point that Jag could spend the money and develop a new,more
> efficient V 12.

No, the point is that they already HAVE an excellent V12, and with only minor 
upgrades it could still compete with the best the world has to offer, and 
without any significant change in cost.  With more significant upgrades -- 
i.e., 4-valve heads -- it could be a world-beater.  But rather than take 
one of these routes, either of which would be in keeping with the marque 
that William Lyons established, a Ford-like route was taken: abandon their 
showpiece powerplant, and design an ordinary car with an ordinary engine and 
tell us it gets "acceptable fuel economy."

> Sure they could, and it is possible that they will.

Don't count on it.  At least, not as long as Ford is in charge.

> It remains a fact that V 12 sales were only a very small part of Jag's
> worldwide sales, and the company must sell cars to generate
> profits,improve their products and stay in business.

Heard the argument before, and it still smacks of accountants in charge.  It 
doesn't matter if Jaguar NEVER sells a V-12, it's still the engine that 
brings the customers into the dealership.  Only after they are there do they 
decide that the V-12 is more than they really want, and agree to settle for 
the more practical six.  You get rid of the V-12, and there's gonna 
be a LOT less people coming in at all, and sales of the sixes will 
fall off.

> There are a lot of
> Mercedes in my area, but only one in 15 of the Sl models is a V12.

And Mercedes has decided to develop a newer V-12?  Guess what -- Ford doesn't 
own Mercedes!  Mercedes knows the value of a showpiece automobile, whether it 
sells well or not.

> Jag sold
> many more XJ S when they offered the AJ 6 engine.

Boy, that's news to me!  Every mag report I've seen on the car said it 
sucked, recommended people buy the V-12 instead.  I, personally, have never 
understood why they sold any at all.

> As for legendary Jaguar
> engines, I believe that most of Jag's legend is built on their XK series
> engines from the 120 to the C and D types and the E type.

That's where their legend began, that's true.  But, at the time, their XK 
engine was one of the most outstanding powerplants the world had ever seen -- 
on the track or on the street -- and Jaguar gained a reputation for offering 
such outstanding workmanship to the public while other companies' products 
were either not available at all or only at exhorbitant prices.

When the XK was no longer the epitome of engineering the world over, Lyons
didn't replace it with something with "acceptable fuel ecomony" -- he
designed ANOTHER engine that was better than anything else available at
twice the price.  It wasn't until the man was dead and buried that Jaguar
started losing sight of what made them what they once were.

> Most of the V 12
> racing was by independants with lots of modifications.

Well, one could argue that point.  The fact is, a "factory" entry doesn't 
look as much like a factory entry as it once did.  But what is the point?  
The V-12 won races, and was considered the ultimate endurance racing engine 
in terms of performance and durability up until fuel economy limits (yes, 
that damned "acceptable fuel economy" requirement made it into endurance 
racing) rendered it unusable.

> I was really sorry
> not to see the XJ 13 raced by the factory, I think it had lots of promise in
> it's time.

Well, first off, the XJ13 engine had very little to do with the V-12 we all 
know and love.  Second, the car DIDN'T have as much promise as was hoped, 
that's why it was withheld.

 -- Kirbert      |     If anything is to be accomplished,
                 |     some rules must be broken.
                 |          - Palm's Postulate

From jag-lovers-owner@sn.no Sun Feb 16 11:33:36 1997
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From: "Peter Morris" <pmorris@tfb.com>
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Date: Sat, 15 Feb 1997 15:53:09 8
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I know this issue (tanks which seem to be connected and maintain a 
common level due to one or more valves stuck open) has recently been 
discussed here. I just didn't think I'd need the information so 
soon... Didn't keep the messages...When I look at Nick's page, the 
archives there doesn't contain '97 stuff yet...where is the 
searcheable archives located?

Thanks,

Regards,

Peter Morris

From jag-lovers-owner@sn.no Sun Feb 16 11:33:41 1997
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Date: 15 Feb 97 19:09:15 EST
From: John Elmgreen <100353.1733@CompuServe.COM>
To: Jag  Lovers <jag-lovers@sn.no>
Subject: XK8 - S. Stone
Message-ID: <970216000915_100353.1733_JHC74-5@CompuServe.COM>
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Re the XK8 sightings: my wife tells me that Sharon Stone has bought a
convertible. (Sorry if this is old news).  Regards, John Elmgreen


From jag-lovers-owner@sn.no Sun Feb 16 11:33:50 1997
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Date: Sat, 15 Feb 1997 17:15:14 -0800
To: jag-lovers@sn.no
From: stephen kurtzman <stephen@kurtzman.com>
Subject: Re: Yet another XK8 sighting report
Cc: David Engelbach <widi@artnet.net>
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>I believe my 96 XJS convertible has the same size rear seat as the new
>XK8.  And I wouldn't ask anyone to ever ride back there.  In fact, it's a
>tight squeeze for my German Shepard.  Didn't Jag used to have a carpeted
>rear instead of the seats a few years back?

Yes, they used to have a package shelf. The switched to the cruel seats
because customers wanted a rear seat. The only half-reasonable explanation
for this desire that I have heard is that insurance is lower for 2+2's than
for 2-seaters. Personally, I would prefer a package shelf.

SJK
95 XJR
97 XK8



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Date: Sat, 15 Feb 1997 21:26:48 -0500
From: "Jan Wikstrm" <104707.3644@CompuServe.COM>
Subject: Shifting the XJ-S
To: "Jag-lovers" <jag-lovers@sn.no>
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Message text written by Steve Draper
>Will I tear up the car if I give in to the temptation to blaze away in
first gear and manually shift up?<

The simple answer is: no. That GM box is so tough it's not funny; I have to
date racked up three Serious Mistakes, i.e., shifting into reverse instead
of second (from top) at around 60 km/h (35 mph and small change), each time
with a shoeful of throttle. SHRIEK! from the rear wheels and the engine
comes to a sudden dead stop - only to start up again as I shamefacedly move
the lever in the right direction. No harm has come to light, and the first
Serious Mistake was four years ago. That lever should have a reverse
lockout to protect the car from dickheads like me...

I leave the slushbox to go about its business most of the time, but always
use hand-shifting when extra acceleration is called for (not because I'm in
a hurry but because it's fun). It takes the 0-60 acceleration time (77
XJ12C) down from 11sec to 7.9.
NB: with the standard settings, this box refuses to stay in first
regardless of lever position when you hit around 5,500 rpm, even with the
full-throttle kickdown activated. I had what my slushbox man called a
"stage 1 shifter kit" fitted when I had mine overhauled, which has done
away with that nuisance and also produced firmer, quicker shifts. Yes,
5,500 is about the best 1-2 shift point for fastest acceleration, but I
want it to happen when *I* say so. Besides, shifting at 6,500 is *much*
more fun...

- Jan

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From: "BAYER" <gfb@ioc.net>
To: "Jag Lovers List" <jag-lovers@sn.no>
Subject: No Heat In My XJ6
Date: Sat, 15 Feb 1997 19:07:20 -0800
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 I just bought a 1986 XJ6 with 60,000 miles. The car is in great shape
inside and out, a totally rust free southern California car. There seems to
be a lot of Jags similar to the one I just bought around here in the
$6000-$7000 range. 
  I have a problem with the heater however. The air conditioner works great
but the climate control does not put out any heat when it should be calling
for heat. The fan will not run when the selector switch is placed in low,
high or auto. When the switch is in defrost only cold air comes out. When
in the cooling mode the fan works as it should.  
Any thoughts?
Craig
p.s. I'm new to the list and this is my first entry. This is my second Jag,
I had a 1957 Mk 1 which I had to sell a number of years ago.         


From jag-lovers-owner@sn.no Sun Feb 16 11:33:59 1997
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Date: Sat, 15 Feb 1997 21:26:41 -0500
From: "Jan Wikstrm" <104707.3644@CompuServe.COM>
Subject: jaguar-xj6
To: "Jag-lovers" <jag-lovers@sn.no>
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Message text written by William Moore
>the needle waives around and sometimes drops to zero<

Sounds very much like an intermittent contact. The tacho is connected to
the (+) terminal on the ignition coil; see if you can trace it from there
and clean up any dirty connectors. Check for loose spade connectors, too;
they go slack in time but can be rejuvenated by pinching gently with
pliers.

-Jan

From jag-lovers-owner@sn.no Sun Feb 16 11:34:00 1997
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Date: Sat, 15 Feb 1997 21:26:33 -0500
From: "Jan Wikstrm" <104707.3644@CompuServe.COM>
Subject: Missing Oil Cooler
To: Paul Dent <phdarch@pacbell.net>, "Jag-lovers" <jag-lovers@sn.no>
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Message text written by Paul Dent
>he didn't recommend reinstalling one. Does anybody have any thoughts on
this?<

The V12 oil cooler is a weird beast; it only cools what flows through when
the pressure relief valve opens. Think about it: when does it open? When
the pressure is high, i.e., when the oil is cold, or the engine is running
at high revs. In an elderly engine that maybe has to turn 2,500 rpm to get
60 psi when hot, there'll be precious little cooling.
This is one of the many little things I'd love to change when I get around
to rebuilding my spare HE engine: reversing the process, so the cooler
operates on the full flow but only when the oil is hot and thin; VW solved
this very neatly by having the relief valve partly bypass the cooler when
it opens.

- Jan

From jag-lovers-owner@sn.no Sun Feb 16 11:34:02 1997
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Date: Sun, 16 Feb 1997 00:12:45 -0600 (CST)
From: Larry Lee <leelarr@mail.auburn.edu>
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To: Hydee <hydee@underground.prestel.co.uk>
cc: jag-lovers@sn.no
Subject: Re: Oil level gauge
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On Sat, 15 Feb 1997, Hydee wrote:

> Hi all,
> Could you replace the dipstick with some sort of capacitive proximity 
> sensor type doo-dah thingummy.....
> 
> > I've given this some thought and did a LITTLE research. Can't find
> > anything off the shelf but the idea of sensors on the dipstick
> > sounds intriguing. My limited electrical experience tells me that
> > some small thermistors mounted at intervals along the dipstick and
> > connected to a few op-amps would do the job. The output could be a
<snip>

To everyone with dreams of a great product that will fully fund their
retirement account:

The idea of using thermistors (yes, that is a valid name for a real
device) along the dipstick, or any other type of electrical device INSIDE
the crankcase means that the device needs to be intrinsically safe
(voltage and current so low that it can not generate a spark), or
explosion proof (not very practical for autos), since it would be
exposed to the crankcase atmosphere, which can be flammable/explosive.

If you have never designed instrumentation for hazardous environments, you
probably want to leave this one alone.  Both you and your cat could live
longer.  And product liability lawyers will hate you for not doing it!

Larry Lee, P.E.
Auburn, AL, USA


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Is this the anti-conversion thing again?  Everyone knows that the V12 is 
like a turbine that winds up really well, and with factory gearing to 
suit, will do big numbers.  Most will also have trouble getting more 
than a chirp out of the bags when nailed off the line.  A standard BB 
Chevy will smoke off the line and run out of steam before the 12.  Spend 
the same money on both and you will have a fast V12 and a real quick 8. 
 Who cares.  each to his own.  Over the 1/4, I'd back the 454, on the 
autobahn give me the 12.  And finally.......170mph??  Show me both 
hands.

jag-lovers-digest wrote:
Date: Sat, 15 Feb 1997 09:58:22 -0500
From: jaguar@clynx.com
Subject: Re: LUMP you say???

Tom:  I'll tell what I will do, I will give you a head start against my
83 XJ-S with a Jag V-12 in it.  The thing is though we will have to run
up to the 170 mph range.  I tell you what I will even run you in the 1/4
mile straight off the street.
Chad Bolles Jaguar South 306 Valcour Rd Columbia SC 29212USA 803 798
3044

------------------------------

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