I have a beautiful 1985 XJS V12 HE, which currently costs me a king's ransom
to run. In truth, the car only comes out at weekends and I don't do more
than 3K a year, but I would probably use it more if it cost less to feed.
Given the low mileage, I'm looking for the cheapest option to convert the
car, otherwise it'll take me years to recoup my investment.

I'm quite capable of doing the work myself and, as a professional engineer,
am entirely happy with modifying anything that needs to be changed. What I
need to know is where can I buy the bits I will need and a set of guidance
instructions to keep me on the straight and narrow.

Any help would be very much appreciated

Steve Shuttleworth

(remove nospam from my e-mail address)

On or around Tue, 6 Apr 2004 19:40:17 +0100, "Steve Shuttleworth"
enlightened us thusly:

I have a beautiful 1985 XJS V12 HE, which currently costs me a king's ransom
to run. In truth, the car only comes out at weekends and I don't do more
than 3K a year, but I would probably use it more if it cost less to feed.
Given the low mileage, I'm looking for the cheapest option to convert the
car, otherwise it'll take me years to recoup my investment.

I'm quite capable of doing the work myself and, as a professional engineer,
am entirely happy with modifying anything that needs to be changed. What I
need to know is where can I buy the bits I will need and a set of guidance
instructions to keep me on the straight and narrow.

Any help would be very much appreciated


what petrol fuel system is on that vintage? This has the most bearing on
how you convert it.

to do it cheaply, you're looking at single-point open loop. This however is
not the most efficient. If it already has a closed loop injection system
with lambda sensors on the exhausts, then closed loop gas makes sense, and
should improve the efficiency on gas.

the other thing to consider is tank space vs. boot space - though the XJS is
fairly well endowed in the boot department.

--
Austin Shackles. www.ddol-las.fsnet.co.uk my opinions are just that
"Quos deus vult perdere, prius dementat" Euripedes, quoted in
Boswell's "Johnson".

"Austin Shackles" wrote in message
...
On or around Tue, 6 Apr 2004 19:40:17 +0100, "Steve Shuttleworth"
enlightened us thusly:

I have a beautiful 1985 XJS V12 HE, which currently costs me a king's
ransom
to run. In truth, the car only comes out at weekends and I don't do more
than 3K a year, but I would probably use it more if it cost less to feed.
Given the low mileage, I'm looking for the cheapest option to convert the
car, otherwise it'll take me years to recoup my investment.

I'm quite capable of doing the work myself and, as a professional
engineer,
am entirely happy with modifying anything that needs to be changed. What
I
need to know is where can I buy the bits I will need and a set of
guidance
instructions to keep me on the straight and narrow.

Any help would be very much appreciated


what petrol fuel system is on that vintage? This has the most bearing on
how you convert it.

to do it cheaply, you're looking at single-point open loop. This however
is
not the most efficient. If it already has a closed loop injection system
with lambda sensors on the exhausts, then closed loop gas makes sense, and
should improve the efficiency on gas.

the other thing to consider is tank space vs. boot space - though the XJS
is
fairly well endowed in the boot department.

--
Austin Shackles. www.ddol-las.fsnet.co.uk my opinions are just that
"Quos deus vult perdere, prius dementat" Euripedes, quoted in
Boswell's "Johnson".


Are valve seats going to be a problem on that engine? If so then converting
it isn't going to be a viable option, not for saving money anyway.

Because there's more to the internet than hits alone, Steve
Shuttleworth wrote:

I have a beautiful 1985 XJS V12 HE, which currently costs me a king's ransom
to run. In truth, the car only comes out at weekends and I don't do more
than 3K a year, but I would probably use it more if it cost less to feed.
Given the low mileage, I'm looking for the cheapest option to convert the
car, otherwise it'll take me years to recoup my investment.

I'm quite capable of doing the work myself and, as a professional engineer,
am entirely happy with modifying anything that needs to be changed. What I
need to know is where can I buy the bits I will need and a set of guidance
instructions to keep me on the straight and narrow.

Any help would be very much appreciated

Several on here have done their own conversion. It's not difficult as
long as you can think out a few problems.

ebay sometimes has kits, or the parts to make up a kit, but personally
I think I'd rather go to a supplier I can return things to and ask for
advice. You may get a few responses from likely candidates on this
group. Or stick lpg +jaguar +v12 into your favourite search engine and
see what turns up.

The most expensive parts of the kit will be the tank and the vaporiser
(sometimes called reducer). This is especially true if you want a tank
that you can put in the spare wheel well (a toroid, or doughnut tank),
and have the need for a big ****-off vaporiser (you do).

The next most expensive thing will probably be the certificate of
compliance that your insurance company may need to see. This is a bit
of a sore point with people doing their own insallation - there is no
legal obstacle to you fitting your own kit, but the Liquid Petroleum
Gas Association seem to have persuaded most insurance companies that
they need to see a certificate saying it complies with the LPGA rules
(Code Of Practice 11 - a somewhat out of date version of COP11 can be
seen here http://www.geocities.com/lpgmanuk/cop11.html ). This means
getting an LPGA member to check your work, and they are in a position
to charge you lots for it. Phone around lots of inscos first to see
what their position is. Also, see if you can get a kit from a supplier
who will include later certification in the price.

Installation is basic plumbing + basic electrics + basic engine tuning
+ basic swearing and cussing, but there may be a few obstacles that
you need to figure your way around, especially involving your existing
fueling and engine management systems. You can read a summary of my
own conversion here http://www.hargrave.me.uk/lpg/volvo740.htm .
--

Stewart Hargrave

Never wear a hat that has more character than you - Utah Philips


For email, replace 'SpamOnlyToHere' with my name

On or around Tue, 6 Apr 2004 22:01:37 +0100, "Mjolinor"
enlightened us thusly:


"Austin Shackles" wrote in message
.. .
On or around Tue, 6 Apr 2004 19:40:17 +0100, "Steve Shuttleworth"
enlightened us thusly:

I have a beautiful 1985 XJS V12 HE, which currently costs me a king's
ransom
to run. In truth, the car only comes out at weekends and I don't do more
than 3K a year, but I would probably use it more if it cost less to feed.
Given the low mileage, I'm looking for the cheapest option to convert the
car, otherwise it'll take me years to recoup my investment.

I'm quite capable of doing the work myself and, as a professional
engineer,
am entirely happy with modifying anything that needs to be changed. What
I
need to know is where can I buy the bits I will need and a set of
guidance
instructions to keep me on the straight and narrow.

Any help would be very much appreciated


what petrol fuel system is on that vintage? This has the most bearing on
how you convert it.

to do it cheaply, you're looking at single-point open loop. This however
is
not the most efficient. If it already has a closed loop injection system
with lambda sensors on the exhausts, then closed loop gas makes sense, and
should improve the efficiency on gas.

the other thing to consider is tank space vs. boot space - though the XJS
is
fairly well endowed in the boot department.

--
Austin Shackles. www.ddol-las.fsnet.co.uk my opinions are just that
"Quos deus vult perdere, prius dementat" Euripedes, quoted in
Boswell's "Johnson".


Are valve seats going to be a problem on that engine? If so then converting
it isn't going to be a viable option, not for saving money anyway.

doubt it. hasn't it got alloy heads? I know I've seen XJSs that have been
converted, and BTW, it's a tricky job finding enough room under the bonnet
to fit the vapouriser :-). It can be done, and the one I saw was using an
OMVL 90 vapouriser, which is a big one.
--
Austin Shackles. www.ddol-las.fsnet.co.uk my opinions are just that
"All animals are equal, but some animals are more equal than others"
George Orwell (1903 - 1950) Animal Farm

In message , Steve
Shuttleworth writes
I have a beautiful 1985 XJS V12 HE, which currently costs me a king's ransom
to run. In truth, the car only comes out at weekends and I don't do more
than 3K a year, but I would probably use it more if it cost less to feed.
Given the low mileage, I'm looking for the cheapest option to convert the
car, otherwise it'll take me years to recoup my investment.

I'm quite capable of doing the work myself and, as a professional engineer,
am entirely happy with modifying anything that needs to be changed. What I
need to know is where can I buy the bits I will need and a set of guidance
instructions to keep me on the straight and narrow.

Any help would be very much appreciated

Steve Shuttleworth

(remove nospam from my e-mail address)


Where are you based? I know an installer in Cheshire who specialises in
Jags.
--
hugh
Reply to address is valid at the time of posting

On Wed, 07 Apr 2004 09:27:03 +0100, Austin Shackles
wrote:

On or around Tue, 6 Apr 2004 22:01:37 +0100, "Mjolinor"
enlightened us thusly:


"Austin Shackles" wrote in message
. ..
On or around Tue, 6 Apr 2004 19:40:17 +0100, "Steve Shuttleworth"
enlightened us thusly:

I have a beautiful 1985 XJS V12 HE, which currently costs me a king's
ransom
to run. In truth, the car only comes out at weekends and I don't do more
than 3K a year, but I would probably use it more if it cost less to feed.
Given the low mileage, I'm looking for the cheapest option to convert the
car, otherwise it'll take me years to recoup my investment.

I'm quite capable of doing the work myself and, as a professional
engineer,
am entirely happy with modifying anything that needs to be changed. What
I
need to know is where can I buy the bits I will need and a set of
guidance
instructions to keep me on the straight and narrow.

Any help would be very much appreciated


what petrol fuel system is on that vintage? This has the most bearing on
how you convert it.

to do it cheaply, you're looking at single-point open loop. This however
is
not the most efficient. If it already has a closed loop injection system
with lambda sensors on the exhausts, then closed loop gas makes sense, and
should improve the efficiency on gas.

the other thing to consider is tank space vs. boot space - though the XJS
is
fairly well endowed in the boot department.

--
Austin Shackles. www.ddol-las.fsnet.co.uk my opinions are just that
"Quos deus vult perdere, prius dementat" Euripedes, quoted in
Boswell's "Johnson".


Are valve seats going to be a problem on that engine? If so then converting
it isn't going to be a viable option, not for saving money anyway.

doubt it. hasn't it got alloy heads? I know I've seen XJSs that have been
converted, and BTW, it's a tricky job finding enough room under the bonnet
to fit the vapouriser :-). It can be done, and the one I saw was using an
OMVL 90 vapouriser, which is a big one.

More to the point is that most vapourisers run out at 150-200Kw
(200-266bhp) and the V12 HE runs around 300bhp so he needs one per
bank or as you say an oversize one. Either way not cheap.

--
Peter Hill
Spamtrap reply domain as per NNTP-Posting-Host in header
Can of worms - what every fisherman wants.
Can of worms - what every PC owner gets!

On or around Wed, 07 Apr 2004 18:04:12 +0100, Peter Hill
enlightened us thusly:

On Wed, 07 Apr 2004 09:27:03 +0100, Austin Shackles
wrote:

doubt it. hasn't it got alloy heads? I know I've seen XJSs that have been
converted, and BTW, it's a tricky job finding enough room under the bonnet
to fit the vapouriser :-). It can be done, and the one I saw was using an
OMVL 90 vapouriser, which is a big one.

More to the point is that most vapourisers run out at 150-200Kw
(200-266bhp) and the V12 HE runs around 300bhp so he needs one per
bank or as you say an oversize one. Either way not cheap.

The big OMVL will run it. and there's *just* enough space under the bonnet.

--
Austin Shackles. www.ddol-las.fsnet.co.uk my opinions are just that
"Carpe diem, quam minimum credula postero" (sieze today, and put
as little trust as you can in tomorrow) Horace (65 - 8 BC) Odes, I.xi.8

Hi Hugh

I'm near Portsmouth, so Cheshire's not really an option

Steve
"hugh" ] wrote in message
news
In message , Steve
Shuttleworth writes
I have a beautiful 1985 XJS V12 HE, which currently costs me a king's
ransom
to run. In truth, the car only comes out at weekends and I don't do more
than 3K a year, but I would probably use it more if it cost less to feed.
Given the low mileage, I'm looking for the cheapest option to convert the
car, otherwise it'll take me years to recoup my investment.

I'm quite capable of doing the work myself and, as a professional
engineer,
am entirely happy with modifying anything that needs to be changed. What
I
need to know is where can I buy the bits I will need and a set of
guidance
instructions to keep me on the straight and narrow.

Any help would be very much appreciated

Steve Shuttleworth

(remove nospam from my e-mail address)


Where are you based? I know an installer in Cheshire who specialises in
Jags.
--
hugh
Reply to address is valid at the time of posting

I thought I might have problems with space, there really isn't much room
under there. The conclusion I came to was that I would re-site the washer
bottle in the boot if necessary.

How big is a vapouriser? The car kicks out over 300hp at the moment, so I
understand I will need something sizeable. Am I looking at something the
size of a brake servo, or bigger?

Steve
"Austin Shackles" wrote in message
...
On or around Tue, 6 Apr 2004 22:01:37 +0100, "Mjolinor"
enlightened us thusly:


"Austin Shackles" wrote in message
.. .
On or around Tue, 6 Apr 2004 19:40:17 +0100, "Steve Shuttleworth"
enlightened us thusly:

I have a beautiful 1985 XJS V12 HE, which currently costs me a king's
ransom
to run. In truth, the car only comes out at weekends and I don't do
more
than 3K a year, but I would probably use it more if it cost less to
feed.
Given the low mileage, I'm looking for the cheapest option to convert
the
car, otherwise it'll take me years to recoup my investment.

I'm quite capable of doing the work myself and, as a professional
engineer,
am entirely happy with modifying anything that needs to be changed.
What
I
need to know is where can I buy the bits I will need and a set of
guidance
instructions to keep me on the straight and narrow.

Any help would be very much appreciated


what petrol fuel system is on that vintage? This has the most bearing
on
how you convert it.

to do it cheaply, you're looking at single-point open loop. This
however
is
not the most efficient. If it already has a closed loop injection
system
with lambda sensors on the exhausts, then closed loop gas makes sense,
and
should improve the efficiency on gas.

the other thing to consider is tank space vs. boot space - though the
XJS
is
fairly well endowed in the boot department.

--
Austin Shackles. www.ddol-las.fsnet.co.uk my opinions are just that
"Quos deus vult perdere, prius dementat" Euripedes, quoted in
Boswell's "Johnson".


Are valve seats going to be a problem on that engine? If so then
converting
it isn't going to be a viable option, not for saving money anyway.

doubt it. hasn't it got alloy heads? I know I've seen XJSs that have
been
converted, and BTW, it's a tricky job finding enough room under the bonnet
to fit the vapouriser :-). It can be done, and the one I saw was using an
OMVL 90 vapouriser, which is a big one.
--
Austin Shackles. www.ddol-las.fsnet.co.uk my opinions are just that
"All animals are equal, but some animals are more equal than others"
George Orwell (1903 - 1950) Animal Farm