103
96mm x 95mm -- almost an inch of additional stroke -- for a displacement of 8.4 liters! This was done without
significant modification to the block, and the stock H.E. heads were used. At 3000 rpm, this engine produces 500 ft-lb
of torque in naturally-aspirated form, and 820 ft-lb when supercharged as it is in the aircraft.
According to White, that isn’t the limit by any means. He reports that an outfit in the UK called Forward Engineering
prepares Jaguar V12’s for use in offshore racing boats. They install a spacer 3/4” thick between the block and the head,
and use liners the same amount longer than stock to provide longer cylinders. Longer studs hold the head on, and since
3/4” is the length of a link of the timing chain the addition of four links allows an otherwise completely stock timing
chain scheme to be used. White says the engines so assembled are 9.3 liter, and are very successful at offshore boat
racing.
Changes to the engine displacement require modifying or replacing the EFI. The stock EFI is hard to modify; it has a
fixed (trimmable, but fixed) map for intake manifold vacuum and RPM versus fuel. If the displacement is altered, this
relationship changes. One solution is an aftermarket EFI system that is completely programmable and re-
programmable (see page 309). Most choose to ditch the EFI at this point for carburetors, introducing the problems
outlined on page 308. And the emissions inspector will not smile at them.
LOTSA VALVES: There have been experiments to adapt the 4-valve DOHC head from the Jaguar AJ6 engine to the
V12. The cylinder spacing and bolt patterns are the same -- according to Roger Bywater, not because the AJ6 was
derived from the V12, but rather because there was a plan to put the V12’s H.E. head on some versions of the AJ6. If
the DOHC heads are just bolted onto the V12, on one side the intake ports will be on the outside and the exhaust ports
will be toward the center -- not good. So, one of the AJ6 heads must be turned around backwards -- and some
complicated fabrication work is required to get such things as the cam sprockets rearranged. Bill White (page 718) has
worked with this idea, among others.
Steve Averill reports that the Autumn 1988 issue of Jaguar Quarterly has an article on “a 60 valve DOHC V12 that was
under development by Warrior Automotive Research. They expected to achieve 100 bhp/litre in low tune with a 5.8l
engine. The head had 3 inlet & 2 exhaust valves per cylinder.” No word on what’s happened since, but Warrior’s
phone number was given as 061-928 3284 in Cheshire if anyone wants to try a call.
BOOST: There has been at least one experiment in Australia in turbocharging the XJ-S, but the results were apparently
not good. Officially the problems were blamed on the inability to assemble a drivetrain that would handle the 1000+ hp
for more than a few seconds.
Chris Sleeman (also in Australia) reports on a 1998 endeavor: “When I picked up my Daimler Double Six yesterday
from my local Jaguar specialist, he showed me an XJ-S he is working on. It is a '76 model, with a 6.8 Litre Twin Turbo
V12. The motor was built by them, and the customer is apparently going to enter it into the Targa Tasmania in April.
The motor is being dynoed next week, but they say it puts out around 700hp. It is running 0.8 bar of boost at the
moment, and will be using Motec injection.”
Somewhere out there, Bradley Smith is driving around his XJ-S with twin belt-driven Whipple superchargers.
NITROUS: Martin R. Fooks has a nitrous system in his XJ-S: “The Nitrous system was supplied by Trevor Langfield
(page 716) and is a customized “High Power Nitrous” system. Because of the size of the hit to the engine (150BHP)
they installed a progressive controller, which fits neatly in my car where the trip computer used to be. This enables me
to control the way the extra power is delivered to the engine, such as starting power, ending power, time delay and time
from starting level to ending level.
“I am very happy with the Nitrous installation, which really seems to be very smooth on the V12. Trevor’s people have
the computer equipment to work out power and 0-60MPH times and that is where the figures came from. As a side
note, it ran 5.3 seconds 0-60 with a standard TH400 and only 75BHP jets in the NOS system instead of the 150 jets.