Jaguar Automobile V 12 User Manual

Performance Builder’s Guide:  
Jaguar E-Type Series III V-12  
By Mark J. McCourt  
PhotograPhy courtesy stew Jones restorations and track time Photos  
opular wisdom states that of all V-12 was influenced by the 4,994cc V-12 combustion chambers with optimally situ-  
the E-Type variants built between in 1966’s stillborn XJ13 Le Mans racer. ated inlet and exhaust valves, seven main  
P
1961 and 1974, the first series of This aluminum-bodied car’s mid-placed bearings and replaceable, cylinder-cool-  
lighter, triple-carbureted straight-six cars engine had an 86.87 x 69.85mm bore and ing, cast-iron wet-sleeve cylinder liners.  
make the best racers; the V-12-powered E- stroke, and its Brico pistons and Dykes This engine would gain fuel injection and  
Types built between 1971 and 1974 were piston rings were moved in their cast- be redesigned twice before V-12 produc-  
too plush, too heavy, too complex. While iron dry cylinder liners by a nitrited steel tion ceased in 1996, the first time in 1981  
the Series III cars, both Open Two Seaters seven-main-bearing crankshaft and forged, when it became the H(igh) E(fficiency) with  
(OTS) and 2+2 Fixed Head Coupes (FHC), polished connecting rods. Dual overhead a redesigned “swirl” combustion chamber  
may have been larger and less agile than cams actuated the valves, and dry sump design, and the second time in 1994 when  
their short-wheelbase predecessors, their lubrication and mechanical Lucas fuel the HE was stroked to 6.0 liters of displace-  
12-cylinder engines featured impressive injection circulated the fluids. The final ment.  
engineering and a torquey, smooth power results of the XJ13 engines tuning were  
delivery, and they still wore aerodynamic 502hp at 7,600 rpm and 386-lbs.ft. of the Jaguar V-12 can withstand significant  
bodywork considered by some to be the torque at 6,300 rpm. cylinder boring, notably raised compres-  
most beautiful of the era. Although the Using lessons learned from the XJ13 sion and is adaptable to numerous fuel  
Considered by many to be overbuilt,  
steel-roofed FHCs are a natural choice for engine, Jaguar developed the Series III E- delivery solutions. Although Jaguar may  
high-speed race cars, OTSs perform admi- Type’s V-12 to maintain their customary have intended their often air-conditioned,  
rably with judicious body reinforcements, level of power in the face of ever-stiffer power-assisted Series III cars to be Grand  
and both are virtually guaranteed to be the emissions regulations. Smooth and bal- Tourers, as opposed to the pure sports cars  
prettiest cars on the track.  
anced, the aluminum block and head V-12 of the first E-Type iteration, there are some  
The design of this company’s road-going featured a number of performance-biased enthusiasts who feel otherwise. Stew Jones,  
5,343cc, single overhead-cam 60-degree components, including high-flow, flat-top president of Stew Jones Restorations in  
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EnGinE  
DrivElinE  
BrakEs  
as tted to a series iii e-type, the stock 5.3- stew notes that many series iii e-types were Jaguars were using four-wheel disc brakes,  
liter V-12 is only 86 pounds heavier than its fitted at the factory with three-speed Borg with ventilated 11-inch front rotors, for years  
4.2-liter straight-six predecessor, and uses warner m12 automatic gearboxeshe esti- before their competition, and stew feels  
four Zenith-stromberg 175 cd 2se carbure- mates that half of fhc models and roughly that, if properly cooled, the stock series iii  
tors. the engine in the Beast is a highly modi- a third of ots models were so equipped. it units are very capable. “the Beast uses 13-  
ed 7.3-liter unit that uses an 84mm Jaguar is possible to retrofit an automatic V-12 car, inch front discs with six-piston calipers, and  
racing forged crankshaft, 96mm cosworth as well as an original four-speed manual car, the rear brakes are ventilated Porsche discs  
pistons, carrillo connecting rods and 1.8- with a modern overdrive five-speed trans- with four-piston calipers. the only reason  
inch inlet/1.4-inch exhaust valves with .501 mission. “the most difficult part is finding i picked the Porsche discs was because of  
lift. with an 11.6:1 compression ratio and six a good pedal assembly. once you get the their size and ventilation; Bob greens Bg  
44mm weber idf carburetors, it makes 600hp assembly, everything else is available new,” developments in england sells cost-effective  
and 578-lbs.ft. of torque.  
he explains. “tremec t5s engineered for e- ventilated rear discs and spacers in the stock  
“the Beast is over the top, but there are a types by medatronics are readily available, diameter, ” he says. “theres very little room  
lot of cost-effective ways to modify the series and t5s are common and relatively inexpen- to expand brake size with the inboard sus-  
iii V-12 for more power,” stew says. “with sive. the cost for rebuilding a Jaguar four- pension cage.”  
the short stroke, the 5.3-liter is a durable speed is halfway to a t5 conversion!”  
engine that goes and goes. But instead of the Beast uses a euro-spec XJ-s-sourced tion by rerouting the original passenger com-  
trying to get more power from a 5.3, its getrag five-speed, three-disc tilton partment air ducts to feed air to the front  
easy to increase the cubic inches without engineering carbon/carbon clutch and brakes. “Jaguar designed bolt-on ducts that  
stew enhanced the Beasts braking ventila-  
a
a
giving away low-speed driveability. you can 3.78:1 ratio detroit locker rear differential. stuck out below the car, ahead of the rear  
combine the longer crank of the late 6.0-liter “the Beast is a slalom/autocross/track car wheels,” he says. “on most e-types, these  
engine with 6mm overbore pistons and liners that is subjected to severe 80-foot turns, and are long gone, either smashed flat or possibly  
and a mild, streetable cam, and you’ll have because of its detroit locker, it could chew never installed by the dealer. i added exit ple-  
a 6.8-liter making between 350 and 375hp, up output shafts. we use mark williams nums that pull air from above the rear discs  
which is pretty exciting in a 3,200-pound car. hardened axles, but if youre not building and send it through hoses that exit where  
the stromberg carburetors can be made to a slalom car, this wont be an issue, and the license plate lamp used to be.”  
work very well, and two-inch sus are a mid- Jaguars positraction rear is quite sufficient.  
level upgrade before webers.  
i like running 3.54 rear gears with a five-  
“e-types are notorious for overheating, speed.”  
and i insist on cooling upgrades on every car  
i work on, including a ron davis aluminum  
radiator, electric cooling fans, a 165-degree  
thermostat and an airpax commercial-level  
fan switch, which fits in a special housing  
that i developed. the weak stock ignition sys-  
tem is cured with sng Barratts opus ignition  
replacement he upgrade.”  
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resources  
stew Jones restorations  
860-379-1534  
www.jaguarv12etype.com  
snG Barratt  
800-452-4787  
www.sngbarratt.com  
rob Beere racing  
+44-0-24-7647-3311  
www.rob-beere-racing.co.uk  
Chassis  
saFETy  
while a rigid, aerodynamic coupe is the Jim wanted his purpose-built autocrosser to  
obvious base for an e-type racer, an issue of be streetable, and in that, not one that drew  
helmet clearance pushed the 6-foot-4 Jim undue official” attention to itself. with this  
to choose a roadster as the Beasts starting brief, stew and his team designed tall roll  
point. with the structural stresses of auto- hoops that would clear Jims helmet and bolt  
crossing in mind, stews crew heavily trussed into the cars heavily reinforced underbody  
and reinforced the car using original Jaguar structure, but are removable for street use.  
specification tubing, spending 2,000 hours in the snug-fitting kirkey racing seats can be  
the process. “once we got started, there was converted to accommodate Jim or karen  
no point in doing some,’ because everything Jones, who is stews wife and the expert driv-  
ties together,” he says. “if a car is making er who piloted the Beast in 2006 to capture  
350 or 400 horsepower, you can leave the the all-time Jcna slalom record of 38.390  
chassis alone, but with 600hp, all of that seconds. those seats are complemented by  
braking and cornering stress starts to twist securely mounted five-point simpson racing  
hayward & scott  
+44-0-12-6872-7256  
www.haywardandscott.com  
BG Developments  
+44-0-15-2787-3716  
www.bgdevelopments.co.uk  
Classic Jaguar  
512-288-8800  
www.classicjaguar.com  
Medatronics Corporation  
561-743-5600  
the body.”  
harnesses, and a low-high interior rear-view  
a number of suspension upgrades can mirror offers a glimpse at everything that the  
bring a V-12 e-type into the 21st century, Beast leaves behind. the exide orbital o6 gel  
and those include stiffer 7/8-inch torsion bars, battery rests behind the passenger seat.  
www.5speeds.com/jag.htm  
Fuel safe racing Cells  
541-923-6005  
harvey Bailey engineering anti-roll bars and  
its capacity selected with running the lime  
adjustable koni shock absorbers. “urethane rock race track in mind, the Beasts trunk-  
bushings are the buzz word in racing,” stew mounted “fuel safefuel cell holds 22 gal-  
explains, “but Jaguars stock upper a-arm lons of racing gasoline. this unit was also  
bushings are beautiful, and i never alter chosen for its low-profile design, which main-  
them. i do use urethane in the lower a-arms, tains the cars low center of gravity.  
although i remake the inside steel shell. i run  
www.fuelsafe.com  
Tilton Engineering  
805-688-2353  
www.tiltonracing.com  
really fast cars with the oe rubber Jaguar  
bushings without issue. the Beast uses heim-  
Mark Williams Enterprises  
800-525-1963  
jointed radius arms and spax shocks, and  
www.markwilliams.com  
while its bonnet and rear quarters look stock,  
they were modified to allow fitting 18 x 11.5-  
inch BBs wheels and 315/30-18 hoosier slicks,  
ron Davis racing Products  
623-877-5000  
but we have a second set of wheels and  
www.rondavisradiators.com  
tires for the street. we’ve installed Jaguar-  
sourced steering rack travel limiters to stop  
the front wheels from interfering with the  
harvey Bailey Engineering ltd.  
+44-0-13-3534-3018  
suspension.”  
www.jagweb.com/hbe/  
Cosworth Pistons  
310-534-1390  
Winsted, Connecticut, is one of them.  
V-12 car opened his eyes to its possi-  
www.cosworth.com  
A Jaguar restoration specialist since bilities. “I believe in the twelves,” he says.  
1977, he enjoys bringing out the Series IIIs There is a lot of competition in the Jaguar  
inherent sports car character with vehicles world between six- and 12-cylinder cars,  
like our feature car, “The Beast,” the Jaguar and they’re an untapped source because  
Club of North America slalom record they’ve been overshadowed by the sixes  
holder and track racer that his team built for so long. They have a lot of potential  
for Lincoln, Massachusetts, resident Jim and respond nicely to modifications, and  
Roberge. Like many, Stew was a fan of the as the old saying goes, there’s no substitute  
early models, but working on a customers for cubic inches!”  
simpson race Products  
800-654-7223  
www.simpsonraceproducts.com  
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