I am being stalked ...

[Dean]

In my experience Manuals and auto's have about the same failure rate, manuals suffer from worn syncro's and baulk rings, the BE3 and ME5? will end up crunching into R within 100k in most cases and the later gets notchy and unpleasant feeling. Most auto's fail on the whole due to a bad life, irregular fluid changes and dirty coolant systems will see a box in the scrap bin fairly soon, looked after they last as well as manuals but instead of the above issues auto boxes suffer from snapped valve springs as a common failure mode resulting in a wide range of faults.

The big issue with autos is that dispite being much easier than a manual to work on most garages are not interested as they believe they operate by black magic and pixie dust and so repair bills are rather high.

D

[silverspider]

lol black magic that's funny i have an automated gear box from a tct i dismantled for sale but no one showing interest for it so i think it will end up as scrap

[XMX]

In my experience Manuals and auto's have about the same failure rate, manuals suffer from worn syncro's and baulk rings, the BE3 and ME5? will end up crunching into R within 100k in most cases and the later gets notchy and unpleasant feeling. Most auto's fail on the whole due to a bad life, irregular fluid changes and dirty coolant systems will see a box in the scrap bin fairly soon, looked after they last as well as manuals but instead of the above issues auto boxes suffer from snapped valve springs as a common failure mode resulting in a wide range of faults.

The big issue with autos is that dispite being much easier than a manual to work on most garages are not interested as they believe they operate by black magic and pixie dust and so repair bills are rather high.

D

I disagree with you Dean (and others) :-

Hate to say it, but I'm not at all sure that the XM is 'special' enough to really make it into the proper collectible, definite value for a given age and spec. market. I notice that some of the offerings at silly money from the Ebay garage that has high price ones are over 100k on the clock --- well that's certainly not my idea of investment territory. Having now owned and run XMs for the teens of years -- and thoroughly appreciated their qualities -- I'm not immune to their failings, either. The 2.1s are prone to head gasket failure and a serious grief job to mend; the 2.5 have gearbox and clutch change issues among other gremlins; the 3.0 ltr.versions aren't really quick enough to make the fuel consumption and maintenance downsides worth the cost and the bog standard 2.0 ltr petrol, apart from the XM ride and space qualities isn't going to set many pulses racing.

My perception of the 'classic' car market is that essentially it is split into two parts ---- those vehicles that command a genuine premium on the grounds of innovation, performance, scarcity, iconic status, and those that command some premium simply on the grounds that they have survived when most of their contemporaries haven't. In this scenario,it is entirely correct that the DS scores highly, as it was both innovative and became highly iconic, whereas it might be argued that the XM is just a watering down, in effect, of a 40 year old idea. Leaving aside the overpriced (as I see it) listings, most XMs are out there for the same kind of money as Vauxhall Vivas, Triumph saloons and tired Jaguars of a certain era.

For my part, aside from the XM, I use a Land Rover for work and have no doubts about spending whatever it needs to keep it right as when I come to sell, the price will reflect the attention given to it --- something, sadly, I can't say about the XM.

Mike.

The /\ above from THIS thread.

My daily driver is a 2.5 TD VSX with over 230k with its original gearbox and clutch from new, which is as smooth as silk (And super Quiet too) and the clutch still has the same Strong Feel to it even after 11 years of use in my ownership (as I do treat it with respect), as I've stated many times in the past '2.5TD XM's' are for winners !



XMX

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[Peter.N.]

I have never had a manual box fail and have had two at nearly 300,000 miles, the synchro on 2nd can get a bit weak and cause it to crunch if you change to fast when its cold - but you can still drive the car. I have never heard of a manual box failing completely.

Peter

[Dieselman]

I agree with Dean about BE3 gearboxes, they are made from cheese and suffer synchro problems from new, but ME5T boxes are strong and don't suffer at all.
One of my cars had the notchy gear engagement, but proper adjustment of the selector linkage sorted that out, now it's very smooth again.

[messerschmitt owner]

I have never had a manual box fail and have had two at nearly 300,000 miles, the synchro on 2nd can get a bit weak and cause it to crunch if you change to fast when its cold - but you can still drive the car. I have never heard of a manual box failing completely.

Peter

the 2.0 I scrapped had a knackered third gear!

[Dieselman]

the 2.0 I scrapped had a knackered third gear!

That was a BE3 gearbox. I even had to replace one of those on a friends BX1.4, so it's not a torque issue.

[Dean]

My ME5 crunches into reverse the same as quite a few ive driven, all in xants, BE3's are pap though, i dont see how they used them for so long without change.

D

[Dieselman]

Crunching into reverse can only be due to clutch drag, not a gearbox fault. Reverse gear doesn't have syncromesh as it's designed to be selected when stationery.

[Dean]

No clutch drag Will, the bite point is in the last 5mm of pedal travel and the clutch is completely worn out, i jacked it to see if it was dragging and was not, its a common fault of this box as recorded on the FCF, i drove another Activa that done the same with a new clutch too.

D