A conversion...

The place to show off and tell us all about your XMs (or even other cars). Should it be a big project, or just some general pics, start your thread in here.

Re: A conversion...

Postby White Exec » Sat Feb 10, 2018 4:48 pm

Dieselman wrote:...power clutch... 8-)

Years ago, I fitted a ZF 5-speed box to a Rover P6 3500S, using an SD1 V8 box and new SD1 clutch set. Superb conversion, but a heavier clutch than OE. A few months later, I drove another such converted 35S at a rally in Holland. Owner had fitted a brake vacuum servo to the clutch circuit - result was silky smooth, and feather light.
Chris
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1989 BX19RD Delage Red Deceased; 1998 ZX 1.9D Avantage auto Triton Green Company car 1998-2001; 2001 Xantia 1.8i auto Wicked Red Company car 2001-2003
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Re: A conversion...

Postby xantia_v6 » Sat Feb 10, 2018 5:18 pm

RHD Xantias did not get the remote clutch reservoir system. LHD got it from 99 I think.

On RHD Xantias, I am sure that Jim just tops up the sealed cylinder and bleeds normally (after adding a bleed port to the slave).
Last edited by xantia_v6 on Sat Feb 10, 2018 6:07 pm, edited 1 time in total.
1999 XM Exclusive V6 24V ES9 Manual (LHD) 99,000 km
1997 Xantia Exclusive V6 (RHD) 45,000 miles
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Re: A conversion...

Postby Dieselman » Sat Feb 10, 2018 5:34 pm

xantia_v6 wrote:The Xantias/406s did not get the remote clutch reservoir system. LHD got it from 99 I think.

On Xantias, I am sure that Jim just tops up the sealed cylinder and bleeds normally ( after adding a bleed port to the slave).

I stand to be corrected, but P/n 218218 shows as a master cylinder with remote reservoir, as fitted to both RHD and LHD 406, with the reservoir mounted on the LH side in both cases.

Even the Xantia master cylinder appears to have a flying tube to feed the master cylinder, although that may not be easily adapted.

A remote fluid feed, mounted high up, would allow gravity bleeding, without any equipment.

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1992 3.0 V6-24.Rp 5713 EXY Black
1992 2.1SD M.RP 5685 in ENT Blue Sideral
Previous:
1990 2.1SD M.RP 5049 in EJV Mandarin
1992 2.1SD A.RP 5698 in EJV Mandarin
1994 2.1SD A.RP 6218 in ERT Triton Green
1991 2.0SI M.RP 5187 in EWT White
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Re: A conversion...

Postby xantia_v6 » Sat Feb 10, 2018 6:11 pm

I was wrong about the RHD 406 (which did indeed get the remote reservoir with the facelift), but I have never seen (or heard of) a RHD Xantia with the remote reservoir. I don't currently have access to Citroen servicebox, but I think I have checked there previously.
1999 XM Exclusive V6 24V ES9 Manual (LHD) 99,000 km
1997 Xantia Exclusive V6 (RHD) 45,000 miles
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Re: A conversion...

Postby Dieselman » Sat Feb 10, 2018 6:18 pm

The Xantia reservoir is mounted irectly onto the master cylinder, but appears to feed the fluid via a flying tube, as opposed to a direct connection.

Obviously, using the 406 master cylinder is the route to take. All one needs to do then is "T" into the low pressure LHM return and bleed the slave cylinder. No requirement for a reservoir at all.
1992 3.0 V6-24.Rp 5713 EXY Black
1992 2.1SD M.RP 5685 in ENT Blue Sideral
Previous:
1990 2.1SD M.RP 5049 in EJV Mandarin
1992 2.1SD A.RP 5698 in EJV Mandarin
1994 2.1SD A.RP 6218 in ERT Triton Green
1991 2.0SI M.RP 5187 in EWT White
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Re: A conversion...

Postby jamesnoble » Sat Feb 17, 2018 9:34 pm

System bled with DOT 4 fluid yesterday and perfect. Working with XM reservoir. I'll post some pictures in due course. Just got to put the car back together now....

Love the idea of an LHM pressurised system! If tat can be made to work it has to be the way to go! Having said that the spring assisted XM clutch is much lighter than my cable operated CX GTi Turbo cable clutch. Now that is car that needs a pressurised hydraulic system.
Citroens: XM V6 24v ES9, CX GTi Turbo 2 Familiale "The Flying Cigar", AX TGE1.1
Previous Citroens: C6 V6 Exclusive Petrol, XM V6 SEi Man, XM V6 Exclusive Auto ZPJ, BX14, 2CV Dolly, Visa "Van Rouge", CX 25 RI Familiale
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Re: A conversion...

Postby jamesnoble » Mon Feb 19, 2018 8:22 am

Xantia master cylinder in place. Not plunger rod must be shorted. I used the ball joint from the auto gearbox cable and threaded both M7. This may be more difficult to achieve with the plastic plunger on 406 master cylinders.
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Citroens: XM V6 24v ES9, CX GTi Turbo 2 Familiale "The Flying Cigar", AX TGE1.1
Previous Citroens: C6 V6 Exclusive Petrol, XM V6 SEi Man, XM V6 Exclusive Auto ZPJ, BX14, 2CV Dolly, Visa "Van Rouge", CX 25 RI Familiale
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Re: A conversion...

Postby Dieselman » Mon Feb 19, 2018 1:16 pm

That has a remote reservoir. I would have used the low pressure LHM return as the fluid supply for two reasons. Single type of fluid for all vehicle systems and easy to bleed.
1992 3.0 V6-24.Rp 5713 EXY Black
1992 2.1SD M.RP 5685 in ENT Blue Sideral
Previous:
1990 2.1SD M.RP 5049 in EJV Mandarin
1992 2.1SD A.RP 5698 in EJV Mandarin
1994 2.1SD A.RP 6218 in ERT Triton Green
1991 2.0SI M.RP 5187 in EWT White
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Re: A conversion...

Postby jamesnoble » Mon Feb 19, 2018 6:25 pm

I agree but was able to use the XM remote reservoir! I've just not shown it in this picture; it's all working just fine. I'm no hydraulics expert but are you suggesting I just T off a fluid return pipe? Sounds far to simple but if it works then great news! One other question how do we know the seals inside the system designed for DOT 4 fluid is safe for LHM?
Citroens: XM V6 24v ES9, CX GTi Turbo 2 Familiale "The Flying Cigar", AX TGE1.1
Previous Citroens: C6 V6 Exclusive Petrol, XM V6 SEi Man, XM V6 Exclusive Auto ZPJ, BX14, 2CV Dolly, Visa "Van Rouge", CX 25 RI Familiale
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Re: A conversion...

Postby Dean » Mon Feb 19, 2018 7:41 pm

IF i were to use the LHM i would connect a dedicated fitting into the base of the LHM reservoir with a constant drop to the master but yes it would be fairly simple.

The only issue i can see with using a mineral oil in a clutch circuit is water, a DOT fluid as we all know is Hygroscopic and so absorbs water, this prevents corrosion and excessive lowering of the boiling point of the fluid when water is present in the system, a mineral oil is hydrophobic and if water was to enter the system it will stay seperate to the oil, pool in the lowest part (the clutch slave) and if there is no bleed point here, which i am sure there is not with most of these split clutch lines then there the water will stay, corrosion will take hold on the piston and your seals will fail.

So far as the seals are concerned i've not found much in the way of mineral oil that will hurt them but i believe once certain types of seal have been exposed to mineral oil you must not go back to glycol-based fluids as for some reason this creates swelling that would not occur if going from DOT/SAE glycol fluid to a mineral oil. As i say i cannot remember why this is but i do remember reading about it.

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