[xj] Page 23 of the JEC Magazine July 2002

Hello all,

I am looking for the page above. It is the last page of a
very complete 2 parts article on the infamous AED.

I religiously collect all technical articles from the JEC
magazine but sod’s law has it that of course I am missing
one page (and it is all my fault).

So, yes, some will say that I need to be institutionalised,
but I have decided to service my AED. It worked very well up
to now (sic) so I also broke the ‘‘if it ain’t broke, dont
fix it rule’’, but hey, what would life be like without a
self inflicted challenge from time to time.

I have cleaned it out, discovered that new gaskets for the
bugger are NOT available (unless you buy the �68 complete
service kit, thank you very much) and I am now reassembling
it. All looks very kosher in there, but if only I could have
that page 23 to finish off the job with peace of mind…

Idle thumbs…

Thank you in advance–
1975 XJ6C - LHD
Malahide, Ireland
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In reply to a message from Eric318 sent Fri 6 Jul 2007:

Eric

Some scans are on their way which may help. But I think some of
the gaskets may be available from independents (not BFS)without
having to buy the whole shooting match. Failing that, how are your
tracing and cutting skills :-)–
The original message included these comments:

I have cleaned it out, discovered that new gaskets for the
bugger are NOT available (unless you buy the �68 complete
it. All looks very kosher in there, but if only I could have
that page 23 to finish off the job with peace of mind…


al mclean '93 XJS 4.0 - '79 SII XJ6 mod - '84 4.2 Daimler
Telford, United Kingdom
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In reply to a message from almcl sent Fri 6 Jul 2007:

mmm seing the year of your car you may have SU HS8 carbs
which gives you the opportunity to convert to a manual
choke & cast the dreaded AED into the Hell it came from (see
archives) The choke kit of parts cost about 30 UK pounds
from Burlen Fuel Systems. The AED is great in theory & if
EVERY part of the system connected to it is 100% & it is
correctly adjusted then it works fine if not it can shorten
the engines life by many thousands of miles.–
The original message included these comments:

I have cleaned it out, discovered that new gaskets for the
bugger are NOT available (unless you buy the �68 complete
it. All looks very kosher in there, but if only I could have


Keith Turner '79 XJ6 based Aristocat, , '81 3.4 XJ6
Swansea, United Kingdom
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In reply to a message from Eric318 sent Fri 6 Jul 2007:

You might try Joe Curto at this Web Site, for AED gasket sets…
http://joecurto.com/index.php--
The original message included these comments:

I have cleaned it out, discovered that new gaskets for the
bugger are NOT available (unless you buy the �68 complete
service kit, thank you very much) and I am now reassembling


345 DeSoto
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In reply to a message from 345 DeSoto sent Fri 6 Jul 2007:

Thanks to Al for the docs!!

My AED was working very well before I took it apart, and
unless I am facing a stone wall, I see no reason to throw it
away for the easy route of any conversion :slight_smile: In anything, I
now have a fun challenge: get that AED to work again and
show that Jaguar engineers were not that daft after all.

I have now cut out a nice of gaskets and will let you know
how it all ends up.

Cheers–
1975 XJ6C - LHD
Malahide, Ireland
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In reply to a message from Eric318 sent Sat 7 Jul 2007:

Hello all,

I am glad to report success with HIF7 carbs and AED. A
complete strip down, clean up, adjustment on the dinning
room table and refit by the book brought success!!

I confess I had cold sweats with the inner workings AED and
eventually left all the settings untouched after cleaning it
all thoroughly. I only replaced the gaskets. Incidentally re
gaskets, I ordered a �12 service kit that was of no use,
being only for the float chamber. I ended up with a �0.30
piece of gasket paper and 2 hours with a paper cutter that
yielded a very satisfactory job. I had to sand down the
float chamber lid on an emery cloth and a flat surface as it
was slightly out of true and therefore not fuel-tight: I
believe this may have solved solved part of my
out-of-the-ordinary fuel consumption…

The carbs were a real pleasure to work on and are now set
properly with the jet 3mm under the bridge, all clean inside
out. I rectified one of the pots that was slightly sticky
with the magic emery cloth and more importantly I reset the
height of the floats: these were worryingly out of wack.
Also, I found out that during the previous service, done at
good expense by a ‘‘specialist’’, one of the
air-filter-box-to-carb-spacer gaskets had been placed upside
down therefore blocking two air holes into the carb. I am
not too sure what these actually do, but if somebody
bothered building the system that way there must be a reason.

I got up at 4.30am last week end to refit all that in the
quiet peace of the bright Irish morning. All was going well
with the static work and the final drop of the right SU oil
went cleanly into its permanent spot. I turn the ignition on
and events took a different turn. I got through the
inevitable overflowing AED, and fuel spills from
misconnected pipes and other beginners mistakes (hey it was
very early…) and by 6am, having taken the whole set up off
and refitted twice I was near nervous breakdown: it just
would not start and I was running out of juice in the battery.

Then the SU gods must have had pity and the miracle
happened… It burped into life. Pheew…

I have not driven it much since, but already it does not run
as rich as before and the engine is substantially smoother
(I also discovered that the spark plug lead no2 was almost
burnt off at one end and replaced it: that got rid of the
hesitation and annoying misfire I noticed at full throttle).
I still starts like a dream, cold and hot.

Issues left (well, that I can tell for now) are: the float
chamber of the front carb is letting tiny amounts of fuel
sip out: the ring gasket must be cooked so I ordered a pair
(�6 from Southern Carbs!!) and the
air-filter-box-to-carb-spacer gaskets are ordered from David
manners were the wrong ones, so I have asked for
replacements and I currently use home made cut-outs.

Thanks again to those who encouraged me to not abandon the
AED and who sent scans of clockwork adjustments inside. The
machine is working as intended and this is a great pleasure.–
1975 XJ6C - LHD
Malahide, Ireland
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In reply to a message from Eric318 sent Sat 4 Aug 2007:

Great job, Eric!

Well done.

There is a service bulletin around that mentions that 75% of AEDs
returned to the manufacturer under warranty turned out to be
serviceable. I think you may just have demonstrated that quite
often alleged AED problems actually lie with the carbs…–
The original message included these comments:

I am glad to report success with HIF7 carbs and AED. A


al mclean '93 XJS 4.0 - '79 SII XJ6 mod - '84 4.2 Daimler
Telford, United Kingdom
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Eric318 wrote:

Thanks again to those who encouraged me to not abandon the
AED and who sent scans of clockwork adjustments inside. The
machine is working as intended and this is a great pleasure.

Good work, Eric, and a well deserved success. A straight A for
perseverance…:slight_smile:

Frank
xj6 85 Sov Europe (UK/NZ)===================================================
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In reply to a message from Frank Andersen sent Sun 5 Aug 2007:

Thanks guys, we will see if the work holds the test of time.

I also believe that a significant proportion of the ‘‘faulty
AEDs’’ are actually fine but the intake pipe from the
exhaust, having lost its heat shield over the years, ‘‘tells’’
the AED that the engine is not as hot as it actually is,
causing hot start problems and fuel over-consumption. I have
wrapped mine into a layer of antiheat cloth and set the
whole thing inside a neat household heater insulating
sheath: it all looks very original in the end and must help
the AED do its job.–
1975 XJ6C - LHD
Malahide, Ireland
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In reply to a message from Eric318 sent Sun 5 Aug 2007:

Well if you must have the AED make sure that the filter
under the exhaust manifold is clear & that the pipe from the
filter to the AED is fully insulated. If this part of the
system is not up to scratch (100%) then the best adjusted
AED will never work properly, if the hot air is not up to
temperature the AED will never shut off & poor consumption
& rapid bore wear will result. Don’t forget the AED is the
most frequent cause of XK engines lasting less than 50,000
miles. I’ve seen more than a few of these engines not only
bore wear but poor lubrication due to oil dilution =
knackered bottom end also. Part of the problem is that the
insulation on the hot air pipe gets overheated & crispy &
falls off. I once made the mistake of buying a new pipe from
a dealer it cost a shade under 70UK pounds for a bit of bent
1/2’'steel pipe with foam insulation like the stuff on
domestic hot water pipes. Within 6 months the insulation
was crumbling away. In the end I fitted a solenoid fuel
valve in the AED fuel feed pipe & a switch on the Ski slope
so I could make sure the thing couldn’t overfuel my engine!–
The original message included these comments:

Thanks guys, we will see if the work holds the test of time.
I also believe that a significant proportion of the ‘‘faulty
AEDs’’ are actually fine but the intake pipe from the
exhaust, having lost its heat shield over the years, ‘‘tells’’
the AED that the engine is not as hot as it actually is,
causing hot start problems and fuel over-consumption. I have
wrapped mine into a layer of antiheat cloth and set the
whole thing inside a neat household heater insulating
sheath: it all looks very original in the end and must help
the AED do its job.


Keith Turner '79 XJ6 based Aristocat, , '81 3.4 XJ6
Swansea, United Kingdom
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In reply to a message from Keith Turner sent Sun 5 Aug 2007:

Yep, I am tempted to do this (the solenoid cut off) anyway
to be honest and have full peace of mind.

Yesterday I balanced the carbs and got the engine a wee bit
smoother at idle. The mixture is still running rich, so it
is not all roses yet. I will do a run with the AED disabled
and see if this changes anything. Other than that I will be
at a loss and will probably start fiddling with the richness
screws and the Colortune. Or should I replace the main jets
first (the needles are only one year old…)?

Also, omn visual inspection with the air filter out, the
dashpot in the front carb does not lift as fast/much as the
one in the rear carb when accelerating. Any clues as to what
may cause this?

So all in all, I am still not happy with the way the engine
runs at idle, but will keep persevering…–
The original message included these comments:

was crumbling away. In the end I fitted a solenoid fuel
valve in the AED fuel feed pipe & a switch on the Ski slope
so I could make sure the thing couldn’t overfuel my engine!


1975 XJ6C - LHD
Malahide, Ireland
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In reply to a message from Eric318 sent Mon 6 Aug 2007:

Eric

dashpots going up and down at different rates can be:
the amount or the type of oil, have both got the same amount and
type?
or wear on the plunger, - swap front to rear and see is the porblem
changes place
or wear on the side of the dashpot
or wear on the piston
or a leak in the suction ducts
or…–
The original message included these comments:

Also, omn visual inspection with the air filter out, the
dashpot in the front carb does not lift as fast/much as the
one in the rear carb when accelerating. Any clues as to what
may cause this?


al mclean '93 XJS 4.0 - '79 SII XJ6 mod - '84 4.2 Daimler
Telford, United Kingdom
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In reply to a message from almcl sent Mon 6 Aug 2007:

I have now tested the set up on warm engine with the AED
disabled (cut off fuel supply): the faint black smoke + rich
smell that have been plaguing me for eons are still there.

Yes Al, next week end I will swap bits front and rear to see
how the lazy dashpot problem travels. I wonder if this could
cause the too-rich mixture though.

I am now tempted to order a new set of needles + jets just
to be extra sure…–
1975 XJ6C - LHD
Malahide, Ireland
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Eric318 wrote:

In reply to a message from almcl sent Mon 6 Aug 2007:

I have now tested the set up on warm engine with the AED
disabled (cut off fuel supply): the faint black smoke + rich
smell that have been plaguing me for eons are still there.

I am now tempted to order a new set of needles + jets just
to be extra sure…

It sort of implies that the AED is innocent and that a fine job was done
on it, Eric…:slight_smile:

I’m not sure that swapping jets and needles is required, though. Even
with float levels correctly set excessive fuel pressure, possibly
combined with iffy needle valves, may cause excessive fuel levels in the
float chambers. Any fault in one of a two-carb set-up will throw off the
engine, causing odd idling symptoms - it’s difficult enough the harmonze
the carbs with everything perfect. Swapping bits as Alex suggest is
certainly a way to locate and identify problems - and you mentioning
ColourTune is worth while following up…

Frank
xj6 85 Sov Europe (UK/NZ)===================================================
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Eric318 wrote:>> In reply to a message from almcl sent Mon 6 Aug 2007:

I have now tested the set up on warm engine with the AED
disabled (cut off fuel supply): the faint black smoke + rich
smell that have been plaguing me for eons are still there.

I am now tempted to order a new set of needles + jets just
to be extra sure…

It sort of implies that the AED is innocent and that a fine job was
done on it, Eric…:slight_smile:

I’m not sure that swapping jets and needles is required, though. Even
with float levels correctly set excessive fuel pressure, possibly
combined with iffy needle valves, may cause excessive fuel levels in
the float chambers. Any fault in one of a two-carb set-up will throw
off the engine, causing odd idling symptoms - it’s difficult enough
the harmonze the carbs with everything perfect. Swapping bits as Alex
suggest is certainly a way to locate and identify problems - and you
mentioning ColourTune is worth while following up…

Frank
xj6 85 Sov Europe (UK/NZ)

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In reply to a message from Eric318 sent Mon 6 Aug 2007:

Eric

If it’s running rich why not try adjusting both mixture screws out
a quarter of a turn? I know you got them set evenly and it’s
important to keep them in step, but with the colour tune in, say,
the number 3 or 4 cylinder, to make sure there are no gross errors,
this might be a worthwhile process.

(I know screwing the mix screw out seems counter intuitive
but ‘out’ weakens the mixture, honest!)–
The original message included these comments:

I have now tested the set up on warm engine with the AED
disabled (cut off fuel supply): the faint black smoke + rich
smell that have been plaguing me for eons are still there.


al mclean '93 XJS 4.0 - '79 SII XJ6 mod - '84 4.2 Daimler
Telford, United Kingdom
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In reply to a message from almcl sent Tue 7 Aug 2007:

Well, you are right the next step will be to use the
Colourtune and fiddle with the mixture screws. I suppose I
was hoping that a ‘‘on-the-bench’’ set up would provide
perfect results… I am still such a dreamer :slight_smile:

Why do you suggest the Colourtune on cylinders 3 and 4? I
would have gone for 1 and 6…–
1975 XJ6C - LHD
Malahide, Ireland
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Eric318 wrote:

In reply to a message from almcl sent Tue 7 Aug 2007:

Well, you are right the next step will be to use the
Colourtune and fiddle with the mixture screws. I suppose I
was hoping that a ‘‘on-the-bench’’ set up would provide
perfect results… I am still such a dreamer :slight_smile:

Why do you suggest the Colourtune on cylinders 3 and 4? I
would have gone for 1 and 6…

I would have used 2 and 4, Eric - but what the hell…:slight_smile:

Using various cylinders may glean some useful information, signs imply
that the two carbs are not ‘in sync’ for whatever reason. While ideally
a bench set-up with identical carbs settings is the way to start,
invariably individual differences in the carbs, linkages and engine
virtually always require some tweaking. The consolation is that carbs
are very amenable to tweaking…:slight_smile:

Frank
xj6 85 Sov Europe (UK/NZ)===================================================
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In reply to a message from Eric318 sent Tue 7 Aug 2007:

cylinders 3 + 4 receive something from each carb. If you use 1 or
6 and the carbs are seriously skewed, it may not be so obvious.

It’s possible to get the carbs so seriously out of step (seen it
done on a Mk 2, once) that it won’t idle at all, although it
started fine (rear carb running far too rich, front far too lean)
and would run at higher throttle settings.

But I am sure Frank can make just as convincing a case for his
selection…

Of course if you’ve got two colour tunes and an exhaust gas
analyser and can hear a 25rpm change in engine speed, it’s much
easier!–
The original message included these comments:

Why do you suggest the Colourtune on cylinders 3 and 4? I
would have gone for 1 and 6…


al mclean '93 XJS 4.0 - '79 SII XJ6 mod - '84 4.2 Daimler
Telford, United Kingdom
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In reply to a message from almcl sent Wed 8 Aug 2007:

I would have thought that by choosing 1 and 6 I would be
able to adjust carbs independently from one another as
supposedly these two cylinders would be the best witnesses
of what each carb is doing.

All this will have to wait for next week end though.

(I got the rubber seals for the float chambers this am)–
1975 XJ6C - LHD
Malahide, Ireland
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