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DRIVETRAIN
The XJ-S was originally fitted with a Borg-Warner Model 12 automatic transmission, but in 1979 this was replaced
with the GM400 automatic. According to Ed Sowell, “If it's a BW12 the dipstick/filler neck will be at the left side of
the engine bay.” The dipstick/filler is on the right side with the GM400.
In the mid-70’s reportedly 352 XJ-S’s were fitted with 4-speed manual transmissions and the official Jaguar repair
manual dedicates an entire section on maintenance, but there is precious little information available on that tranny for
inclusion in this book. The XJ-S’s fitted with the six-cylinder AJ6 engine were available with a 5-speed, but there is no
info herein on that tranny either.
OVERHEATING: An automatic transmission generates waste heat as a result of the “slipping” of the torque convertor.
It always slips; more at low rpm and less at higher speeds, but the only way it won’t slip at all is if there’s a “lock-up
torque convertor” fitted -- popular on some modern transmissions, but not on the GM400 or Borg-Warner
transmissions used in the XJ-S. There is a cooler provided to deal with this waste heat; it’s in the end tank of the
radiator, and therefore rejects the transmission heat into the engine cooling system.
If there are faults in the automatic transmission, it can greatly increase the amount of waste heat generated. David
Hodges had a transmission that he knew was malfunctioning, and before he fixed it he did some careful testing. With
calibrated temperature sensors in each bank of the engine, he drove 125 miles at various continuous speeds. Then he
installed a small transmission cooler and made the return trip under nearly identical driving and weather conditions. He
showed conclusively that, with known transmission faults, the small transmission cooler lowered the engine
temperatures significantly -- from just a few degrees at low speeds to as much as 18°C above 100 mph. Hodges adds:
“At idle with the separate transmission cooler the engine cooling fan (electric) runs for shorter periods of time before it
switches off and the gap between switching back on is most definitely longer.”
Hodges’ conclusion: “Bearing in mind the V12's tendency for overheating and the trouble many have in curing it, a
faulty transmission could be leading many up the garden path. I only noticed the initial problem with the gearbox
whilst driving very hard. It makes you wonder if a gearbox that is 'iffy' and has gone undetected could be contributing
to the overheating problem so many have experienced.”
There is much discussion on keeping the GM400 cool on page 335. Much of what is said may apply equally to any
automatic transmission.
SHIFT CABLE -- ELECTRICAL PROBLEMS: William F. Trimble reports: “The Jag would not start -- nothing
when the key was turned to the start position. Shortly thereafter smoke started coming out of the shifter quadrant on the
console.
“We took part of the console apart and found that the shifter cable had melted, freezing the car in park. A check
underneath revealed that the lockout switch and wiring looked OK, and that there were no obvious problems with any
of the wiring under the car.” Eventually, the problem was found: a loose ground cable. “The high current load
imposed by the starter could not get through the loose ground cable. The current chose the next best available route,
which was through the shifter cable to the body.” This problem is reportedly common enough that some parts clerks
are familiar with it.
Avoid this problem and install an additional ground strap. See page 553.
BORG-WARNER MODEL 12 TRANSMISSION