For both my XJ6 and my XJ-SC I use a Commodore VT VX V8 Gen3 5.7ltr Alloy Radiator (available on eBay $180) which fits in place of the existing copper radiator, but is thinner, lighter and much more efficient (handles the 450HP of my XJ-SC). 

Being thinner than the original copper radiator at around 40mm thick, it allows more room to the front of the engine for easier access.

The modern trend in the automotive industry is to use high capacity electric fans, replacing the belt driven fan, thus reducing weight for the crankshaft to spin, and improving HP developed. Any driven weight saving here is an advantage.

Air flow for belt fans are directly proportional to engine rpm, at idle slowest, at speed on highway highest.

Electric fans, once turned on, are running at maximum capacity, even though the vehicle may be stationery, which is great for the engine when the A/C is running in traffic. The electric fans run only when necessary.

The twin fan/shroud assembly is standard fitment to the Falcon ‘AU’, 'AU II’ and later models, (available new on eBay for around $150) and requires little modification to be fitted. It is virtually size for size for the XJ radiator core.

With the aluminium radiator, the fans just slip in place, but with the original copper radiator, the space between the radiator and the engine requires a little cutting or grinding off some of the plastic shroud in parts to clear some pulley shafts, but this in no way affects the performance or safety.

Right angle brackets can be made and bolted to the bottom radiator cross panel, there are two ¼UNF holes on each side, for the bottom of the fan assembly to sit in.

This way, if you need to remove the fans at any stage, you only need to undo the top bracket, and lift out the whole fan assembly.

The original outer mounting lugs (for the Falcon) are cut off. Two small aluminium retaining lugs can be made and bolted onto the panel across the top of the radiator, that just then hold the top of the fans in place.

The electrical connections for each fan are separated in a 4- spade socket so that individual switching for each fan can be done. (eg one fan can be switched on with the air-con compressor).

For really good control, 2 stage thermostat switches can be fitted, one for each fan (via a relay).

For the carburetted XK and V12 engines I use a Tridon TFS 214 two-step thermo switch (available from Repco)

TRIDON TFS 214

· Thread - M22 x 1.5

· Circuit - Dual Normally Open - Normally Open

· Temp Range: 80ºC to 75ºC and 87ºC to 82ºC

· Spanner - 29mm 

For the fuel injected XK and V12 engines, I use a Tridon TFS 213 two-step switch (available from Repco),

TRIDON TFS 213

· Thread - M22 x 1.5

· Circuit - Dual Normally Open - Normally Open

· Temp Range: 95ºC to 90ºC and 102ºC to 97ºC

· Spanner - 29mm 

Install an interlock on one fan from the A/C circuit, so that one fan operates when the A/C is switched on.
The control circuit shown below has the fans wired directly from the battery (thru fuses), and the thermostat switches control the negative (earth) wiring, which will then operate the fan after engine shutdown, to circulate air thru the radiator and engine bay, to cool down the engine and reduce heat soak into the heads. (with the electric water pump installed, this also circulates water thru the system speeding up the cool down process)

Tridon 2 Step Switch in manifold

Tridon 2 Step Switch connections

XJ6 EWP & Fans Fuses & Relays

XJ6 Radiator Fans

XJ6 EWP & Fans Wiring Diagram

All this is controlled electronically on my XJ-SC with the Wolf Computer

I removed the thermostat, heater return pipe and complete belt driven water pump assembly.

Made up a flat aluminium plate with hose connection to go in place of normal mechanical pump.

Installed an EWP80 Davies Craig Electric Water Pump

Radiator outlet bottom pipe

with 5/8" connection for

heater hot water return

Electric Water Pump

Electric Water Pump

Electric Water Pump

Electric Water Pump

Return Connections

Power Steering Bracket

Power Steering Bracket on block

Power Steering Pump

Power Steering Reservoir

I removed the original compressor and installed a Sanden one, relocating it from the top of the engine to the bottom.

The large pulley, which normally has an 11A belt section groove, was machined to take a 13A belt, which drives the A/C compressor.

One smaller pulley was removed, leaving one for the Power Steering.

This makes the Power Steering belt and the A/C belt opposite each other on the same plane, providing a balanced load on the crankshaft.

Large pulley

machined to take 13A belt

A/C Compressor Power Steering & Alternator Belts

A/C Compressor Bracket

A/C Compressor Mounting

A/C Compressor Connections

I removed the original alternator, made up aluminium bracket, and fitted new Bosch 90A alternator ant top of engine.

The belt for the alternator is driven off the A/C compressor.

A/C, Alternator  Belts

Alternator Bracket

Alternator Top Mounting

Alternator Mounting

Triple 2" SU Carburettors

Extractors