jonathan_dyane

What a shit.
Distributor timing 180 degrees out?

Never one to rush into anything, I've finally got round to buying these!

I'd been pretty sure that I wanted to stick with the 7.50R16 size, partly for looks but mainly to avoid buying new wheels. But that limited my choices to mostly either mud terrains, or copies of orginally fitted tyres. I did like the look of some of those, but plenty of comments about poor wet traction - and for a vehicle which is actually used it seems best to take advantages of improvements in tyre technology. These seem to be the only all terrain tyre with the 3PSMF marking available in that size.
As usual though, there's a bit of mossion creep. The wheels are looking shabby, but I was quoted £375 to refurbish them, or in other words more than buying brand new wheels! So I'm going to attempt it myself, but doing a longer lasting job than the iLoad wheels...

Beautiful, these are very fine motor cars

Nah she's just fetching her knickers out of her arse crack...

The CX never had the Indenor engine, it's diesel was a Citroen design which was a pretty successful dieselisation of the existing petrol engine 
Even today the performance and economy of the latest turbo intercooled iteration of the CX diesel (Turbo 2) is fairly impressive, just don't mention porous blocks...

The CX never had the Indenor engine, it's diesel was a Citroen design which was a pretty successful dieselisation of the existing petrol engine 
Even today the performance and economy of the latest turbo intercooled iteration of the CX diesel (Turbo 2) is fairly impressive, just don't mention porous blocks...

It wasn't really possible to get a 'high speed' diesel DI engine with acceptable performance and refinement until the advent of computer controlled injection systems hence why up until that point Harry Ricardo's Comet IDI systems (largely - Mercedes didn't use them but had fairly crap power and economy but good refinement) reigned supreme; the XUD was arguably the finest passenger car IDI engine with what was at the time an excellent power/economy/refinement compromise 

It wasn't really possible to get a 'high speed' diesel DI engine with acceptable performance and refinement until the advent of computer controlled injection systems hence why up until that point Harry Ricardo's Comet IDI systems (largely - Mercedes didn't use them but had fairly crap power and economy but good refinement) reigned supreme; the XUD was arguably the finest passenger car IDI engine with what was at the time an excellent power/economy/refinement compromise 

It wasn't really possible to get a 'high speed' diesel DI engine with acceptable performance and refinement until the advent of computer controlled injection systems hence why up until that point Harry Ricardo's Comet IDI systems (largely - Mercedes didn't use them but had fairly crap power and economy but good refinement) reigned supreme; the XUD was arguably the finest passenger car IDI engine with what was at the time an excellent power/economy/refinement compromise 

Beautiful, these are very fine motor cars

The high idle is probably because one of the hard vacuum lines is broken and I bodged it with cable ties (from memory if you look at the line from the vacuum pump to the brake servo it has a T in it that goes to the intake manifold, the break is one side of the non-return valve).
I think the LPG injector block can be dismantled and cleaned, a couple of partly blocked injectors could be causing the lean running.

I appreciate the warning, however the OM612 that you have is about three generations newer than the OM606 in this car.  Consequently, despite being plastic lines on mine, they are really very robust.  I've already changed many sets of O-Rings on these and although you can't be rough with them, they're surprisingly robust for over 25 years old.
Do it now.  Not next week, not even tomorrow.  Order one now and don't break down like I did! (or at least be able to get yourself out of a breakdown situation)

Don't put a breaker bar on the crank pulley, the mounting bolt is easily sheared off (yes I learned this the hard way) big screwdriver/pinch bar on ring gear may be safer

Don't put a breaker bar on the crank pulley, the mounting bolt is easily sheared off (yes I learned this the hard way) big screwdriver/pinch bar on ring gear may be safer

I dismantled two engines that it would seem had been left outside for some years and has ended up full of water, they were mostly destroyed although I did retrieve some parts

If the crankcases are good it's probably fixable. Good second hand pistons aren't hard to find alternatively fiesta pistons can be machined to fit (the skirts need shortening so they don't hit the crank webs). I might have a reasonable secondhand crank if you need one.

If the crankcases are good it's probably fixable. Good second hand pistons aren't hard to find alternatively fiesta pistons can be machined to fit (the skirts need shortening so they don't hit the crank webs). I might have a reasonable secondhand crank if you need one.

I dismantled two engines that it would seem had been left outside for some years and has ended up full of water, they were mostly destroyed although I did retrieve some parts

Very very very nice

Very very very nice

Hi all, was steered here by the previous owner of the car I've just bought, thanks@Justwatching so some on here may recognise the vast pile of brown  waftiness! 
It's a 1973 ford ltd with a 351ci (5.8l) V8, putting out a massive 165hp! Average mpg of around 12mpg, though did manage 15 on the 70 mile drive back from collectioning! 
Future plans are to just enjoy it! It's pretty sorted mechanically, thanks to the previous owner, but will need to sort the exhaust soon, and already fitted a new pair of rear tyres as the 30 odd yr old ones fitted were as round as a 50p!
Are there many other yank owners on here? 
As collected.. 


Old rear tyre! No wonder the car vibrated over 40mph!

This is Autoshite. Where's the fun in taking the easy option to save a couple of quid? 😉
Many members have a track record for inflicting pain on themselves, this doesn't have to be any different 😄

Jaguars  from all eras do tend to have something rather special about them. But fashion-tax isn't one of those things.  No, a genuine Autoshiter  appreciates those car's virtues but doesn't need to prove him or her-self with a snarling key fob slung face upright onto the bar.   We prefer the less ostentatious (..a very big word for this time of day !) and are even prepared to sacrifice hours, upon hours of kneeling before said beast cleaning its chromed wire wheels.  Similarly we don't need a motor which is twice the size of the next mans, we're very happy with something a little more modest ..wihich offers better access.  
In the good old days, before decent rust proofing and stainless steel exhaust systems, LED lighting and Sat nav's - it was often said that Bank robbers preferred Jaguars  as their get-away cars,  while others suggested a better class of jeweller prefer the somewhat more nimble Daimler.  Whether this was true or not - I'm too young to know ..but there is surely an element of truth in it.  And certainly our finest constabulary did use the Daimler SP250 with its 2.5ltr V8 engine to combat very naughty motorist of the day.  
In truth, during the 1960's there weren't many production cars that could top 125mph, to keep up with a Triumph T120 or Triton cafe-racer motorcycles.   Irony upon irony, is that the  Daimler's 2 1⁄2 ltr short-stroke V8 140bhp hemi, produced between 1959 & 1969, was designed by Edward Turner. This being the very same most capable & talented Edward Turner - who was resonsible for the Triumph parallel twin motorcycle engine ..apparently It takes one to catch one.   Oddly, Turner is best remembered as being a Triumph Motorcycle designer, and yet Daimler was owned by Triumph's competitor.. BSA.  as it happens, corporate politics, inflated egos and bad tempers had senior Engineers and even Heads of Division move from one company to another and then back again, as if children on a merry-go-round. 
Sir Bernard Docker, Chairman of the BSA group, who had done so much to build Daimler's post war status, had fallen out-of-favour with the aristocratic classes, and In 1956 BSA's committee voted he be replaced by Jack Sangster. Jack was first & foremost a motorcycle man, and under his leadership the BSA and Ariel motorcycle division grew stronger than ever, but the Daimler brand had shrunk to, in 1959–1960, represent just 15% of BSA group's turnover. Their management were open to negotiation when Jaguar needed factory space and machine shop facilities to expand their own production. And so Jaguar bought 'Daimler' in May 1960. Amongst other very worthwhile divisions, along with it came the Sp250 and Edward Turner's potent little V8 engine. 
Where am I going with all this ?   Well, I've just bought an old & rather scruffy Daimler V8.   No, it's not the fibreglass-bodied droop-nosed SP250 (aka Dart ) gentleman's sports car, but it does utilise the very same power plant. The title of this forum topic 'Grace, Pace and Space'  gives a clue.  
Launched late in 1962 - the Daimler 2 1⁄2 saloon car was an up-market but less sporty Mk.II Jaguar. The marketing of Daimler was aimed at the sporting gentleman, whereas Jaguar's racing heritage and popular press was more appealing to many a closet maverick.  Daimler's dealers had called for a new mid-range, more fashionable model to replace the Daimler Conquest, and so Jaguar obliged by dropping the exceptionally smooth V8 2 1⁄2 ltr  into their new Mk.II rolling body-shell.   For Jaguar who were always keen to increase production numbers for sake of reducing unit cost - the Daimler was easy. Aside from the Daimler engine, along with a twin exhaust system and automatic gearbox, the car was simply a MK.2 Jaguar ..badge engineered with the scrolled D.  The quality of wood veneer, leather and carpets was always best for the Daimler and its standard specification included most things that were optional on its cheaper sibling.  Beautifully opalescent paint finishes, for example, were very much more Daimler than Jaguar. The Daimler (automatic) was road tested to 112 mph, whereas the Jaguar 2.4 couldn't quite manage the ton. Even today, that isn't something Jaguar enthusiasts boast about, but even back in the day - very few (contemporary) road tests of the 2.4 were granted.!  Later on, this engine recieved the straight-port head off the xk150 3.4 litre, which boosted its performance to 133bhp ..so close to that of the Daimler V8. The Daimler engine was never uprated.
Edward Turner's 2 1⁄2 litre V8 (note ; always referred to as the 2 1⁄2 litre, rather than Jaguar's rather vulgar decimalisation of 2-point-4, 3-point-4, or 3-point-8 ) is a short-block engine with 90 degree cylinder banks. Its block is in cast iron (which is very stable) and the cylinder heads (interchangeable / not handed) are cast alumnium (much lighter than iron).  The two rocker covers and volumous sump are likewise in alumnium.  The broad V8 layout is both good for balancing vibration and it has a low centre of gravity. The space inbetween the two cylinder heads accomdates the single camshaft, the twin SU carburettors and their twisty inlet manifold (again in alumnium), the distributor and the dynamo (later cars have an alternator). The exhaust manifolds simply drop down either outside of the block. Being a short stroke engine (76mm bore x 70mm stroke) the engine isn't overly wide, and with its short length it's compact and relatively lightweight. Access for maintenance is then easier than with jaguar's straight six.
The Jaguar straight six, which I personally see as being one of the most beautiful engines ever designed, is long, tall and heavy.  It's not as smooth (vibration) as the V8, and capacity-for-capacity is not so powerful nor as torquey.  And the weight distribution of the straight six cars is (detrimentally) further forward. That forwardness also makes removing its sump awkward, as the front suspension subframe has to be dropped first.  Btw the Jaguars, by necessity, have stiffer front suspension springs than the Daimler, and although each have anti-roll-bars the Daimler offers the more compliant ride. The brakes on the Jaguar and Daimler are the same - disc on all four wheels, which are excellent.  The Jaguar 2.4 has an inch shorter stroke than its big brothers, and so is less tall and lighter than them (so has slightly better-balanced handling).  But the bottom line is that ; the V8 small saloon is a different creature to the macho beast. As an alpha-male I'm attracted to the Jaguar but as an engineer ..despite loving the look of that double-overhead camshaft Jag engine, I prefer the Daimler.  And as a driver I prefer a car which handles better and has a smooth power curve, over a car that offers grunt.  Everyone to their own huh !
By 1967 Jaguar were facing increasingly keen competition, Leyland incorporated Triumph and Rover (each highly regarded brands) and, along with amalgamated production resources, their bean counters were getting good at streamlining and improved value. The P6 and the Triumph 2500 (with PI in the pipeline), along with various other competitors were sleeker looking than Jaguar-Daimler's heavy bumpers cars, and their interiors were fashionable and easier to maintain. To top it all there was a Rover V8 in the pipeline. Jaguar responded by face-lifting its small saloon models in line with their flagship models, the S-type and the Mk.10.   Although usually only attributed to cost cutting - this was equally an exercise in revised styling and weight savings. The slim bumers are a fraction the weight of the old heavy ones, and even the change to Ambla upholstery and less sound deadening offered useful weight savings. Even the tool-box changed from steel to plastic. The XJ6 was under development but until that was ready - Jaguar had a reputation to maintain.  So when the Rover P6 was introduced with the 3.5 litre V8 engine, the face lifted 3.4 Jaguar was still quicker ..and it was advertised at a 15% lower manufacturer's-recommended-price (which corresponded to further savings in purchase tax). 
The new slimmer models under the Jaguar brand were of course named the 240 and the 340. The latter is arguably the best of the Mk.II jaguars although many classic car enthusiasts still prefer the look of the heavy bumper cars.  The Daimler was likewise lightened in both looks and bumper weight, and rebadged as the 250. Leather seats however remained standard, as did the two spot lights under the headlamps (replaced by 'horn-grilles' on the Jags). The timber veneer remained a better quality, likewise their carpets and sound insulation. As before, several items which were standard on the Daimler were optional extras on the Jaguar.  Each had the option of wire wheels, but I believe the Daimlers were always chrome plated rather than painted.   With this model change also came the (lower cost) option of a manual gearbox on the Daimler V8. It's the same unit as used on the Jaguar 2.4 , and likewise came with the option of an overdrive (on top gear only).  Just 750 manual cars were built, 700 of those with the overdrive. Final diff ratios were altered to suit. Total production of both the Daimler 2 1⁄2 and the 250 was 17,880.  Production of the latter continued until July 1969 when superceded by the Sovereign.  Btw., even the Triumph Mk.II 2·5 PI produced 124 bhp(DIN) @5500rpm ..but being lighter it was just as quick as the Daimler V8.
On January 11th 1968 .. this car was first registered. . .
....


I'm sure the eagle-eyed amongst you will have noticed that this particular 250 is not an automatic.
Even after the Jaguars 240 and 340 were introduced with slim and lighter-weight bumpers and Ambla seat coverings, the Daimler retained leather.

Small but significant, the twin exhaust pipes and badging of the V8.
Although much scruffier than she appears in these photos - that equated to her being affordable.  Otherwise she seems pretty solid including the crows feet. The jacking points were replaced by a Leicestershire Jaguar-specalist just a couple of years ago, sills are solid, tyres are good, exhaust is stainless, odometer mileage is c. 88,700 which is backed up by the last 25 years of MOT's, and she drives well.
I think, because the Lincolnshire registration doesn't inspire anything better, I'll name her 'Midnight'
I got her home today and am looking forward to tinkering.
Pete
 

That is the arm bearing on that side collapsing unfortunately TADTS.
You used to be able to get an exchange axle for about £250, possibly still can as Peugeot used that style of suspension until relatively recently so hopefully the people that do the rebuilds are still going.
You can do a DIY rebuild but it's a major pain in the ass.