[xj] Breather cap and Air filter

After reading a few discussions on the breather cap and air filter inlet
pipe, I decided to tinker a little today. I cleaned the breather
cap/screen/pipe and also removed the air filter inlet pipe and front cover
from the air filter assembly. When I took the car for a run, I was startled
by the growl coming from the engine when I stepped on the gas. Is this a
normal occurrence when the air filter cover is removed? It sounded like I
had turbo-charger kicking in. I have to admit, I kinda liked the sound. And
I found the car a bit more responsive.

On another note, I unknowingly dislodged the red fuse holder (Pektron?) on
the radiator, and it got clobbered by the fan when I started the car.
Luckily, it only broke the top cover and is still functional. Any ideas on
covering it until I get another?

Regards,

Mike Vaughn
Oviedo, FL
87 xj6 SIII===================================================
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In reply to a message from Mike Vaughn sent Fri 21 Jan 2005:

Mike, just put some electrical tape aound it.
Chad Bolles
803 798 3044–
CV12
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Mike, you’re now hearing the true XK engine’s sound upon acceleration! Leave
the air cleaner’s front off from now on. When you drive gently, no one will
know, but when you put your foot in it…enjoy.–
Alex
79xj6L SII (BRG + wires)
86xj6 SIII (Black)
61 Sprite MkII (Red)
Menlo Park, Calif.

Mike Vaughn wrote:

After reading a few discussions on the breather cap and air filter inlet
pipe, I decided to tinker a little today. I cleaned the breather
cap/screen/pipe and also removed the air filter inlet pipe and front cover
from the air filter assembly. When I took the car for a run, I was startled
by the growl coming from the engine when I stepped on the gas. Is this a
normal occurrence when the air filter cover is removed? It sounded like I
had turbo-charger kicking in. I have to admit, I kinda liked the sound. And
I found the car a bit more responsive.

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In reply to a message from Mike Vaughn sent Fri 21 Jan 2005:

You’ll probably enjoy the sound so much that you’ll leave
the cover off. The engine sounds like an old time fourbarell
carburator engine, does’nt?
The mpg will go down since you’ll be stepping on it from now
on.
Walter–
The original message included these comments:

from the air filter assembly. When I took the car for a run, I was startled
by the growl coming from the engine when I stepped on the gas. Is this a


Walter Schuster 78XJ6LFI Ser.II, 69Eser.II 2+2
Albuquerque/New Mexico, United States
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Too true. Just got back from a run down the Mornington peninsula (Somers, if
you know the area) and I ended up turning the stereo off to listen to my
engine’s muted roar. What a great sound it makes! Pushing it just a little
bit but still got 20 mpg.
I’m probably tempting providence when succumb to hubris like this but the
engine & car is just running so f#$%^g well !
One thing I will mention is that I recently switched to Mobil 8000 high
octane unleaded and maybe it’s actually doing what it promises? Cleaning the
system, providing more power, etc. One of our club members tested a number
of these premium fuels with the same car on a dyno and this fuel gave him
approx 35 hp more. Second was the BP equivalent whilst Shell Optimax came
third.

Fazal----- Original Message -----
From: “Cannara” cannara@attglobal.net

Mike, you’re now hearing the true XK engine’s sound upon acceleration!
Leave
the air cleaner’s front off from now on. When you drive gently, no one
will
know, but when you put your foot in it…enjoy.

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In reply to a message from Fazal Cader sent Sun 23 Jan 2005:

I am the world’s biggest sceptic when it comes to some of the
marketing hype surrounding one type of fuel over another. It
therefore shocked me to find that the one time I filled my Triumph
Sprint ST with Optimax it did about 10% better consumption on that
run to London. Better than it has ever done since I ran the motor
in 5 years ago. I was horrified that my prejudice turned out to be
unfounded but there was absolutely no escaping the conclusion that
it was the fuel wot dun it. Still can’t bring my self to use it
routinely, on cost grounds, but that’s mostly because I daren’t do
the maths and discover that the extra cost is more than covered by
the extra miles per gallon.–
Peter Crespin 94 X300 Daimler / 66 2+2 ‘E’
Buxton, United Kingdom
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The most important thing to get the maximum from the fuel is to adjust
the ignition timing, Peter. Running too high advance with low grade fuel
is usually noticeable, but not necessarily. Using too low advance with
premium fuel “defuses” engine potential.

In short, if you have a set-up unsuited to the fuel you use; changing to
a suitable fuel is likely to be noticeable. It’s not necessarily a
better fuel - but matching fuel to the engine set-up is really somewhat
backward…? :slight_smile:

Peter Crespin wrote:>In reply to a message from Fazal Cader sent Sun 23 Jan 2005:

I am the world’s biggest sceptic when it comes to some of the
marketing hype surrounding one type of fuel over another. It
therefore shocked me to find that the one time I filled my Triumph
Sprint ST with Optimax it did about 10% better consumption on that
run to London. Better than it has ever done since I ran the motor
in 5 years ago. I was horrified that my prejudice turned out to be
unfounded but there was absolutely no escaping the conclusion that
it was the fuel wot dun it. Still can’t bring my self to use it
routinely, on cost grounds, but that’s mostly because I daren’t do
the maths and discover that the extra cost is more than covered by
the extra miles per gallon.

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In reply to a message from Frank Andersen sent Mon 24 Jan 2005:

Hmmm, I get your drift Frank, and were it merely a question of
octane rating matched to ignition advance I’d agree totally,
especially with XK-type engines or any ‘old technology’ motor. But
some of your logic doesn’t wuite stack up in my own case.

We’re talking about a modern fuel injected 995cm3 motorcycle engine
with full electronic management which has not been altered since
new. It has always been fed on the specified fuel and I wouldn’t
(and couldn’t) fiddle with the electronic fuelling/ignition mapping
to suit Optimax.

Optimax meanwhile, AFAIK, is not specially marketed for high
performance engines. It is sold to Joe Schmoe in his average tin
box as a ‘cleaner’ fuel i.e. detergent action, plus some
performance gain in the average car. That’s the bit I was always
sceptical about, especially since they hype the Ferrari link and
this fuel has got precious little in common with what Schumacher
uses.

Meanwhile, since my engine is presumably designed from new for the
normal specified fuel it gets every day, your argument for it only
going better on a more ‘suitable’ fuel if it had been set up to use
that all along is somewhat suspect. It does go better/further on
Optimax - much to my surprise - yet Optimax didn’t even exist when
the bike was designed and made. Plus Triumph would be mad to sell
bikes that performed sub-optimally on anything other than expensive
fuel.

As far as I can tell, if you only alter a single parameter then any
observed change must be due to that parameter. It’s good stuff and
I’ll use a tank of it every now and then in all my vehicles on long
runs when maybe the cleaning action can take some effect?

More relevantly, I wonder if anyone can report results in a Jag
engine? This might be one for Fazal and/or yourself or Gregory.–
Peter Crespin 94 X300 Daimler / 66 2+2 ‘E’
Buxton, United Kingdom
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Like I said, after listening to the Jaguar experts in the club the fuel of
choice in Melbourne is Mobil 8000 premium unleaded. 98 octane. Measured on a
dyno to produce 30+ hp more than ‘standard’ premiums. Second was BP then
Optimax.
These guys are engine developers and Jag racers and know pretty much all
there is to know about running XK and V12 engines.

Fazal----- Original Message -----
From: “Peter Crespin” jag@thewritersbureau.com

More relevantly, I wonder if anyone can report results in a Jag
engine? This might be one for Fazal and/or yourself or Gregory.

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In reply to a message from Fazal Cader sent Mon 24 Jan 2005:

Was that a standard road car Fazal? I could believe it, as per
Frank’s logic, if it was some hot-poop racer struggling on ordinary
fuel, but 15% more power out of a bog standard road XK just by
switching fuel grade?

Not that we can get it in the UK I don’t think…–
Peter Crespin 94 X300 Daimler / 66 2+2 ‘E’
Buxton, United Kingdom
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The test vehicle was a race-prepared Jaguar. His XJS, I think, that puts out
about 600 bhp on a good day.

Fazal----- Original Message -----
From: “Peter Crespin” jag@thewritersbureau.com

Was that a standard road car Fazal? I could believe it, as per
Frank’s logic, if it was some hot-poop racer struggling on ordinary
fuel, but 15% more power out of a bog standard road XK just by
switching fuel grade?

Not that we can get it in the UK I don’t think…

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I certainly share the general view that fuel quality varies, Peter -
beyond sheer octane numbers…

While definitely somewhat doubtful as to the various claims by oil
companies as to engine benefits of various kinds; the energy content per
volume is a factor. High levels of alcohol which is less “energetic” and
additions of various aromatics paired with engines’ set-up for different
fuel must a factor. While somewhat more complicated than that; a certain
volume is injected by design or set-up and the engine cannot extract
energy that is not there in the “petrol” fed to it…

Any power deficiency, real or imaginary - and for whatever reason - is
automatically countered by the driver applying more pedal for the effect
he wants. Dyno tests and milage are real numbers to compare - subjective
observations untrustworthy. But the feeling one has is real enough - and
the pleasure of it is a factor not to be despised…! :slight_smile:

As for changing one factor; my point is still valid - however the engine
was set up, the set up may be more suitable to the other fuel tested. Or
indeed the whole construction was not meant to be run on the fuel
previously used/available. Down here we have little choice - all
companies get their stuff from the same refinery…

That I invariably use the “best” petrol available with the highest
octane doesn’t mean that my choice is right. But within reason the
differences are usually marginal at best, though the cost may not be…:slight_smile:

Frank
xj6 85 Sov Europe (UK/NZ)

Peter Crespin wrote:

>Meanwhile, since my engine is presumably designed from new for the

normal specified fuel it gets every day, your argument for it only
going better on a more ‘suitable’ fuel if it had been set up to use
that all along is somewhat suspect. It does go better/further on
Optimax - much to my surprise - yet Optimax didn’t even exist when
the bike was designed and made. Plus Triumph would be mad to sell
bikes that performed sub-optimally on anything other than expensive
fuel.

As far as I can tell, if you only alter a single parameter then any
observed change must be due to that parameter. It’s good stuff and
I’ll use a tank of it every now and then in all my vehicles on long
runs when maybe the cleaning action can take some effect?

More relevantly, I wonder if anyone can report results in a Jag
engine? This might be one for Fazal and/or yourself or Gregory

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Fazal Cader wrote:

The test vehicle was a race-prepared Jaguar. His XJS, I think, that
puts out about 600 bhp on a good day.

Interesting, Fazal - going at full tilt 30 hp is about 5% improvement,
not to be sneezed at in those circles…:slight_smile:

Some rpm figures would be interesting, but non-the less; more power can
only come from the petrol given otherwise indentical circumstances.
There are some, but I trust they took that into account - they would
hardly want to delude themselves. I also trust that they were
unconcerned with eventual other oil companies claim of, like, engine
longevity…:slight_smile:

By some giant conceptional leaps this would translate into some 10 hp
for a standard car going flat out. About the effect of AC generator and
water pump. Or a 5% saving in fuel at a more orderly progress, again
with some leaps of faith. Those numbers should be in the ball-park - at
least in some of the cheaper seats… :slight_smile:

A 5% variation in fuel energy is not inconceiveable, of course - but it
may be stretching a point…?

Frank
xj6 85 Sov Europe (UK/NZ)===================================================
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