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Manual Transmission Kits for V-12 XJS Cars

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Michael J.

Jedi Warrior
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A few years back, (2001), I installed the Keisler 5-speed Transmission kit with the Tremec 5-Speed Transmission.

I really like the kit and the performance it offers.

Those of you familliar with the kit know that the original kits used a McLeod clutch and slave cylinder. The slave cylinder turned out to be the "Achille's Heel". Clutch dust would get into the three piece slave cylinder and cause the o-rings to leak after about a year.

The Driven Man sells a slave cylinder upgrade kit that uses a different manufacture slave cylinder that has a dust boot. The Keisler kits for both the five speed and six speed use this new style slave cylinder with the green colored dust boot.

I would like to hear from anyone that has installed this upgrade kit. Aside from bleeding problems after installation, I am interested in discussing the installation and clutch to throw-out bearing clearance with someone that has successfully installed the new style slave cylinder kit from The Driven Man. I still can't get clutch disengagement, but have good pedal resistance.
 
The attached photo shows the new style slave cylinder installed. I encountered a couple of problems. I had to enlarge the hole in the bell housing by about 1/4 inch in diameter. The new style bearing support that mounts on the front of the transmission was larger in diameter than the original McLeod design. It was also necessary to elongate the top lefthand hole in the bell housing in order for the braided hydraulic line to pass.

I am using a McLeod clutch and pressure plate. With that clutch, it was necessary to install a spacer between the bearing housing for the output chaft and the slave cylinder in order for the clutch to disengage.

Keisler Engineering is sending me the 1/4" spacer needed.
 

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I have a friend in Uruguay that did this conversion to a 91. He had similar problems, and ultimately discovered that the bolts for the pressure plate were too long, and bottomed in the holes.The pressure plate was close to tight, but not quite. He replaced the bolts, and had no more trouble. Prior to the discovery, he had a local machinist bore the clutch master to 7/8, and fabricate new insides. Cost him about 50 bucks US. Can you imagine trying to get that done here?
 
I put a McLeod HTOB on my TR6 back in 87 or so. The tob comes apart(at least it did then) and I had to get the center sleeve in a different length(did about three fits) as first it would not disengage and secondly it was overextending. Worked with Red in Anaheim Hills at the McLeod factory. Nice thing is the base of the tob is the same as GM. So a chebby to bearing fit, just had to get a different center sleeve.

I gues they've upgraded the design(looks like a seal around it now) so dunno if you could do the same thing.
 
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