Must ... stop ... reading
Damn. Now I find myself wondering if a Jag V12 would fit into a TR6. It would be like two Triumph motors with only 100 lbs. or so more weight.
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Feb. 8, 2012 6:22 p.m. JoeTR6 Reader
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Feb. 9, 2012 1:53 a.m. slopecarver New Reader
Zaguar been done before: Zaguar Article
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Feb. 9, 2012 3:06 a.m. mguar HalfDork
JoeTR6 wrote:
Must ... stop ... reading
Damn. Now I find myself wondering if a Jag V12 would fit into a TR6. It would be like two Triumph motors with only 100 lbs. or so more weight.
It would fit like a glove.. the V12 is about as long and about as wide as the six cylinder it would replace.. with all aluminum block heads etc.. it would not be significantly heavier than the cast Iron six. With a T5 bolted up behind it it would retain the sporty characteristics or if you just want a cruiser you could keep the automatic. You could go with the early Carbs, with later fuel injection or replace the carbs with Webers or six strombergs on the modified Fuel injection manifold..
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Feb. 9, 2012 3:38 a.m. mguar HalfDork
BlownKitty wrote:
In reply to mguar:
Thanks for your posts Mguar,
Impressive amount information about the Jag V-12 engine!
I'm currently in the process of Megasquirting a '96 6.0L to replace the (tired) 5.3L in my '84 XJS.
I've been considering doing a quad throttle-body set-up (2 factory TB's per intake) for the 6.0. Your thoughts? (The '84 5.3 and '95 6.0 TBs are the same diameter).
Regards,
BK
The stock Throttle bodies flow about 1200CFM more than enough airflow to make 600 horsepower.. More air does not equal more power if the engine cannot use it..
Aston Martin when they designed their V12 tried 4 throttle bodies and found the airflow pattern was disturbed rather than help with the second throttle body per side..
It makes sense.. if you think it through. Air has mass and good ol' Newton tells us that a body in motion tends to remain in motion while a body at rest tends to remain at rest..
With the even pulses of air intake in a V12 there is no pause which keeps the air in motion. With duel throttle bodies there would be a pause as in intake switches from intake to intake. With the pause power would be lost.
That is not to say that the Intake cannot be improved..Jaguar designed the air cleaner to reduce air intake noise.. Open up the intake to the size of the throttle body yields some almost free horsepower.. Draw cold air from ahead of the radiator rather than behind it and even more power will be gained..
Megasquirting a Jaguar will not make significant power gains nor mileage gains.. The Jaguar engineers didn't leave much on the table.. What they left was to retain reliability, drive-ability, and civility.. All out power mods can gain some power at the cost of the above..
The chief functional gain of a Megasquirt is adjust-ability. It will help dramatically if major modifications are undertaken such as compression alterations, camshaft changes, or turbocharging are done..
However all of those trade off the ability for Jaguar mechanics to repair the car should something happen to it.. Personally I would love to find a Megasquirt in a car. However it does mean that only someone familiar with a Megasquirt in your car can repair it..Please remember few dealer mechanics are much more than parts replacers..
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Feb. 9, 2012 3:42 a.m. mguar HalfDork
Conquest351 wrote:
Anything will take a 125 shot of nitrous. LOL
That is exactly the approach most people should take to power gains.. They only want a few seconds of real power. Not power on demand for as long as they want.
In a race nitrous wouldn't last a lap. (well maybe autocross if a big enough bottle is used) However it's perfect to zoom away from the light..
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March 11, 2012 9:14 a.m. mguar HalfDork
stroker wrote:
dunno what an uncorked Jag V12 sounds like at RPM but it seems a shame to put turbos on it and muffle that exhaust note...
The exhaust sound of the Jaguar V12 isn't like the Ferrari V12 in that it doesn't scream. Simply because the Jaguar is run at such low RPM compared to the Ferrari..
On a race car with side exhaust you don't hear a 12. All you hear is a six cylinder.. Unless the exhaust goes out the back.. If it does go out the back at Idle you'll swear it's at 12-1500 RPM and a quick check of the tach will show only 650 rpm or so..
That's because unlike a V8 a V12 has even exhaust pulses.. 30 degrees apart. With headers exiting out the rear end you can hear all 8 of a V8 engines cylinders.. (only 4 with side exhaust)
Without them it depends on firing order and what the manifolds are like.. due to their unequal firing order some cars (especially Fords and some Chrysler) have a stumble where two adjacent cylinders interrupt each other..
