Page 15 of 15

Re: A conversion...

Posted: Mon Feb 19, 2018 8:01 pm
by White Exec
Like the idea of using the LHM system for clutch fluid. One reason not to t-off a fluid return pipe is that these pipes tend to contain air as well as LHM (because they are often fed intermittently with return fluid), and air won't be welcome in the clutch system. Continuous fluid from the LHM tank (maybe not the absolute bottom), as Dean suggests, sounds a better bet.

Re: A conversion...

Posted: Mon Feb 19, 2018 8:05 pm
by Dieselman
I would "T" into the system return pipe, rather than the base of the reservoir for two reasons.

1. The clutch master cylinder and feed pipe just need to be full of fluid, as opposed to needing any volume of reservoir. It is not a recirculatory system.
2. If the pipe or connection leaks, it won't empty the complete LHM reservoir.

As far as using LHM instead of brake fluid.
As said, brake fluid is hygroscopic...the purpose of which is to draw moisture away from components...brake callipers and cylinders in particular, for two reasons. 1. to reduce the risk of boiling waterborne fluid causing air locks, and 2, to reduce the risk of piston seizure.
Both these issues are reduced with a low temperature clutch system and the modern master and slave cylinders are plastic construction, so corrosion is not an issue.

Braking components are far more susceptible to moisture migration than the clutch and as we know they run fine on LHM.

Re: A conversion...

Posted: Mon Feb 19, 2018 9:29 pm
by White Exec
The hydraulic cluch needs a small reservoir of fluid of some sort, and I would have thought this ought to be air-free. So, if being fed from a return pipe, it would need to be able to de-aerate . . . similar to the rest of the system. Don't think it is a good idea to provide any hydraulic unit with aerated fluid, however near-zero the demand.

Re: A conversion...

Posted: Mon Feb 19, 2018 9:43 pm
by Dieselman
The pipe will act as a reservoir and being about 400mm long and rising to the reservoir, it won't have entrained air. as it's not circulatory, it won't draw any bubbles down the pipe...if indeed there are bubbles in the return.

Re: A conversion...

Posted: Fri Feb 23, 2018 8:26 pm
by citroenxm
Newer cars more so from 2000 onwards use hydraulic clutch fed from the brake fluid reservoir from a T off... thats all..

Re: A conversion...

Posted: Fri Apr 20, 2018 7:30 am
by jamesnoble
Car finished! But sadly now for sale as I must help my son with a new project he has acquired. Listed on Ebay from tonight.

Re: A conversion...

Posted: Sun Apr 22, 2018 8:05 am
by VCat
Sorry you’re selling.

Quick question- does it have a working aircon and cruise control?

Re: A conversion...

Posted: Wed Aug 01, 2018 7:37 pm
by marc61
Am pleased to say my manual 24V is back on the road again 😀

The problem was the LH driveshaft. The 406 V6 one was too short and the XM auto one won’t fit. From the outer edge of the rubber seal on the gearbox end to the inner face of the wheel bearing measures 502mm with all 4 wheels on the ground at normal height. I managed to swap the 406 one with Driveshaft UK for one that’s the right length. They don’t know what car the shaft is from, but it fits and all seems ok. I guess it can only be for a LHD XM V6 24V but quite why one of those would be on the shelf in the UK I don’t know.

Anyway, to be precise with the spring compressed on the inner joint, the length of the 406 one is 648mm and the one I’ve fitted is 683mm (35mm longer). Thought I’d write that down in case it’s of use to anyone who converts an auto to a manual in future.

I’ll see how it goes, this being the first day back on the road. All I need to do now is get the front wheels balanced, the cooling fans working, the drivers door window working, the sunroof working, and magic up a sixth gear!

Cheers

Marc

Re: A conversion...

Posted: Wed Aug 01, 2018 8:34 pm
by xantia_v6
I am fairly sure that the ML5 transmission has the same splines and drive shaft length as the MG5, so XM drive shafts from a 2.5 should fit.