In reply to a message from DEWITT sent Sat 15 Nov 2014:
Hi Chuck,
I’ve always tried to keep my cars stock, original and
rather just return them to the way they were made. This
also makes servicing them easy as then every thing will
follow the procedures in the factory books, ROM and
owner’s handbook etc.
Sorry I can’t be much of help, I had some ignition
problems myself after the disaster with the camshaft
sprocket bolts had been cut off. The last missing piece
was the brush inside the distributor cap that I probably
had destroyed by mistake (only the spring was left). I did
have anothet side entry cap that I used then, but missed
the fact that the same connector, the one in the middle,
had a blunt end, where as the others have a sharp pointed
end, so I did not have contact to the brush inside the
cap.
When debugging the ignition, which is REALLY simple, I
think measuring the contacts and resistance of wires with
a DVM and you will surely find why it’s not firing.
Is yours still positive ground?
Mine was not, due to a Facet fuel pump, but I replaced it
with the correct SU and reversed polarity back to positive
earth. Just to make things easier and to be able to go by
the factory book.
Now mine fires up every time, but the (new) fuel pump has
become a bit tricky to start, too much just sitting around
and not enough use. I hope to drive 30 miles next Tuesday!
BTW why Petronix on the S3 V12 E-type? I have one with the
original Lucas OPUS mk2 and it is electronic and has no
contact breaker (points) like all V12’s were. Now it is
more complicated than the MKV but still no rocket science.
Cheers,
Pekka T. - 647194
Fin.–
The original message included these comments:
I have Peteronix in the XK150 and also the SIII E Type with no
issues. That’s why I made the mistake to think it would be easy
for the old car…now I cant even get it to start. I broke the
Jaguar rule - it was working fine and I should not have messed
with it.
Chuck DeWitt 37 SS100 59 XK150S 73 E-Type 96 XJS
–
MKV 3.5L DHC, E V12 OTS, XJ6C MOD, XJ8 Executive
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