Hi Dave, Sorry for the long delay in a reply, but this never came up as a post till now. If you could find a way to send your info, email addy for instance privately we can talk better. Realistically, this should do better than 1 hp/ci as it has had good head work, cams, exhaust, ignition and full flow induction. It was a purpose built engine for a special car that the owner really wanted to have be powerful, streetable, and decent economy while looking the part of a true race car. Thanks for the comment and questions, Fran
Sveinbjörn Hrafnsson Thanks, I'm just an old Swede who was brought up loving Hot Rodding in any form, starting back in '52 when I saw my first Hot Rod pull in the driveway when I was about 5 yrs old. It was another Olson who was driving a primered, fenderless, supercharged Franklin Roadster from Quincy Massachusetts to California. I don't remember his first name, and my parents didn't ever remember the event, but it sure ruined me! Fran Olson
how did you have the ignition hooked up? I've read the twin EDIS modules are wired with a delay module for the 60 degrees apart needed for the v12 with a tach send to a megasquirt box, or at least it's that way for the most common edis setups on these things. Looking at buying an XJS here soon, and I'll be damned if I fool with the Marelli ignition and the Bosch injection of 40 years ago. My goal is reliability, with the ability to tune easily a close second.
Josh Moss Hi Josh, All I used is what you see on the engine except for the Quad Spark boxes from DIYAutotune. The Jag V12 operates like a pair of 6cyl engines as you probably know, due to the relationship of the crank and the piston positions. I agonized over the timing issue a lot, and as always want a simple solution to any problem. But, found it wasn't as complex as made out to be. The system operates off a wasted spark using the 2 separate coil packs as is obvious by looking at it. The startup and basic tune program for the Megasquirt MS3-Pro I have stored and will be available for anyone doing this, so someone else doesn't have to strain their gray matter over it. I have at present a 6L engine and using Pierce Manifolds vertical intakes on it with some very short Jenvey Dynamics throttle bodies and airhorns will be chosen to clear the nose of a '73 XKE. I'm the dedicated US distributor for the Jenvey products, and they have a great looking Crossram system for the Jags, which I'll be using on a future project. Check out our updated website, www.foxinjection.com (You will also notice that my designer/partner's name is Josh also). Thanks for the comment! Fran
Hi, really interesting, would like to know more about this engine build and performance delivery; Head work,TB's used and fueling, etc. Didi you use standard rods, pistons and crank ? as I am in the middle of lightening and modifying an XJS for fast road use.... But haven't decided on to what extent I shall go with the engine. Look forward to hearing from you. Jon
Beautiful workmanship. Any guesses as to output? A lot of engineering and fabrication has gone into this one-off. I have to ask the obvious: what would it cost to reproduce this engine? Dave
Hi Jon, If you can find a way to send me your contact info that would be good as we can get into greater detail. I've had a bit of difficulty in sending an actual reply as the system doesn't seem to let me. This particular engine has stock rods and pistons, but I'm working on developing a way to economically bring up the cid, and power, especially torque on the next few engine I have to work on soon. I did spend a lot of time on the heads, as that's where the power comes from. The throttle bodies are our own and as are the intakes. There really is a lot you can do with the Jag V12's but first you have to strip off everything that is not essential, which means leaving very little more than the block and heads. Thanks for the inquiry, Fran Olson FOX Engineering Co.
ok,i dont know if you machined all this trottle bodies,i know very well jenvey,their retaining springs are to much to strong even the softer onces but their linckages and operating towers are scrap.on your bodies i has to tell you to read the book from r smith scientific of intake and exhaust systems:the cross over like the manifold for webers and all the others looks good machined but not aerodynamic correct.if you would compare in art,its like rubens and michelangelo........i need your mail adfress to send you some photos,best regards
MrBathelemont Yes, we did machine all the parts for the throttle bodies. They are unique as they can be put on any base that you might want in order to use the different manifolds available or be able to create a manifold for a particular engine or custom use. They are reversible on the Weber bases so you can put the injectors on either side. I know what you are saying about the crossram intakes, but most of the people who I build things from like that are not racing them. But people did, and still do race with them so I guess they hold their own in some classes. The Corvette with the crossram won the Gold Award from the Goodguy's Association at the SEMA show in 2013,partly due to the way the engine looks. This is a show car, but also a street machine, but not a racer. I can be reached by email at preseventy3@foxinjection.com I'll also send an article on my current race car which is all about speed and not looks, as far as the engine was constructed. This is a replica of a car from the 1960's. Warm regards, Fran
MrBathelemont That is fine. I am not offended in any way. But I am interested in what you might think of the engine in my 1923 Ford. It is at the bottom of page 5 (Custom EFI systems), on my website www.foxinjection.com Please let me know what you think of it. Warm regards, Fran
horror water rails,look this connecting pieces male and female big in small unengineered ports,so heavy intake bodies like military stuff the cam covers looks like machines in butchers factories,everywhere dome nuts no front damper and this small dash nothing water pumps in or outs,horror sorry but this not nice at all
MrBathelemont I'm sorry if I offended you by building something this ugly. Although I used the 4 un-engineered ports in the heads that Jaguar didn't see fit to use, it seems to work. We had to take away the cooling fan from the single pass radiator to get it up over 160 degrees F to help get it up to temperature for the cam break in period. It may be ugly but it doesn't run hot, which is some consolation for the awful appearance. On the dome nuts, I guess I probably wasted my time installing studs everywhere so that it would look like it came from the correct era of the 60's like I intended. Having owned seven of the 60's XKE's I knew that Jaguar, back in the day, had an intimate relationship with dome nuts as did the Lamborghini's Ferrari's and Maserati's of the same era. Or at least all the ones I worked on back then did. I am still open to suggestion. That is except for putting anything from the factory back on it that doesn't work.
![[Jaguar E-Type V12] [Machine Teardown] Part 1 engine disassemble](/img/n.gif)
Hi Dave,
Sorry for the long delay in a reply, but this never came up as a post till now.
If you could find a way to send your info, email addy for instance privately we can talk better.
Realistically, this should do better than 1 hp/ci as it has had good head work, cams, exhaust, ignition and full flow induction.
It was a purpose built engine for a special car that the owner really wanted to have be powerful, streetable, and decent economy while looking the part of a true race car.
Thanks for the comment and questions,
Fran
This is really Stunning ,,
Sveinbjörn Hrafnsson
Thanks,
I'm just an old Swede who was brought up loving Hot Rodding in any form, starting back in '52 when I saw my first Hot Rod pull in the driveway when I was about 5 yrs old.
It was another Olson who was driving a primered, fenderless, supercharged Franklin Roadster from Quincy Massachusetts to California.
I don't remember his first name, and my parents didn't ever remember the event, but it sure ruined me!
Fran Olson
how did you have the ignition hooked up? I've read the twin EDIS modules are wired with a delay module for the 60 degrees apart needed for the v12 with a tach send to a megasquirt box, or at least it's that way for the most common edis setups on these things. Looking at buying an XJS here soon, and I'll be damned if I fool with the Marelli ignition and the Bosch injection of 40 years ago. My goal is reliability, with the ability to tune easily a close second.
Josh Moss Hi Josh,
All I used is what you see on the engine except for the Quad Spark boxes from DIYAutotune.
The Jag V12 operates like a pair of 6cyl engines as you probably know, due to the relationship of the crank and the piston positions.
I agonized over the timing issue a lot, and as always want a simple solution to any problem.
But, found it wasn't as complex as made out to be.
The system operates off a wasted spark using the 2 separate coil packs as is obvious by looking at it.
The startup and basic tune program for the Megasquirt MS3-Pro I have stored and will be available for anyone doing this, so someone else doesn't have to strain their gray matter over it.
I have at present a 6L engine and using Pierce Manifolds vertical intakes on it with some very short Jenvey Dynamics throttle bodies and airhorns will be chosen to clear the nose of a '73 XKE.
I'm the dedicated US distributor for the Jenvey products, and they have a great looking Crossram system for the Jags, which I'll be using on a future project.
Check out our updated website, www.foxinjection.com
(You will also notice that my designer/partner's name is Josh also).
Thanks for the comment!
Fran
Good job Fran.
Hi, really interesting, would like to know more about this engine build and performance delivery; Head work,TB's used and fueling, etc.
Didi you use standard rods, pistons and crank ? as I am in the middle of lightening and modifying an XJS for fast road use.... But haven't decided on to what extent I shall go with the engine. Look forward to hearing from you. Jon
Pure beauty.
Beautiful workmanship. Any guesses as to output? A lot of engineering and fabrication has gone into this one-off. I have to ask the obvious: what would it cost to reproduce this engine?
Dave
Really nice engine.
Hi Jon,
If you can find a way to send me your contact info that would be good as we can get into greater detail.
I've had a bit of difficulty in sending an actual reply as the system doesn't seem to let me.
This particular engine has stock rods and pistons, but I'm working on developing a way to economically bring up the cid, and power, especially torque on the next few engine I have to work on soon.
I did spend a lot of time on the heads, as that's where the power comes from.
The throttle bodies are our own and as are the intakes.
There really is a lot you can do with the Jag V12's but first you have to strip off everything that is not essential, which means leaving very little more than the block and heads.
Thanks for the inquiry,
Fran Olson
FOX Engineering Co.
ok,i dont know if you machined all this trottle bodies,i know very well jenvey,their retaining springs are to much to strong even the softer onces but their linckages and operating towers are scrap.on your bodies i has to tell you to read the book from r smith scientific of intake and exhaust systems:the cross over like the manifold for webers and all the others looks good machined but not aerodynamic correct.if you would compare in art,its like rubens and michelangelo........i need your mail adfress to send you some photos,best regards
MrBathelemont Yes, we did machine all the parts for the throttle bodies.
They are unique as they can be put on any base that you might want in order to use the different manifolds available or be able to create a manifold for a particular engine or custom use.
They are reversible on the Weber bases so you can put the injectors on either side.
I know what you are saying about the crossram intakes, but most of the people who I build things from like that are not racing them.
But people did, and still do race with them so I guess they hold their own in some classes.
The Corvette with the crossram won the Gold Award from the Goodguy's Association at the SEMA show in 2013,partly due to the way the engine looks.
This is a show car, but also a street machine, but not a racer.
I can be reached by email at preseventy3@foxinjection.com
I'll also send an article on my current race car which is all about speed and not looks, as far as the engine was constructed.
This is a replica of a car from the 1960's.
Warm regards,
Fran
sorry to talk so bad about this engineering but it is not nice in any way and i always tell what i feel
MrBathelemont That is fine.
I am not offended in any way.
But I am interested in what you might think of the engine in my 1923 Ford.
It is at the bottom of page 5 (Custom EFI systems), on my website www.foxinjection.com
Please let me know what you think of it.
Warm regards,
Fran
horror water rails,look this connecting pieces male and female big in small unengineered ports,so heavy intake bodies like military stuff the cam covers looks like machines in butchers factories,everywhere dome nuts no front damper and this small dash nothing water pumps in or outs,horror sorry but this not nice at all
MrBathelemont I'm sorry if I offended you by building something this ugly.
Although I used the 4 un-engineered ports in the heads that Jaguar didn't see fit to use, it seems to work.
We had to take away the cooling fan from the single pass radiator to get it up over 160 degrees F to help get it up to temperature for the cam break in period.
It may be ugly but it doesn't run hot, which is some consolation for the awful appearance.
On the dome nuts, I guess I probably wasted my time installing studs everywhere so that it would look like it came from the correct era of the 60's like I intended.
Having owned seven of the 60's XKE's I knew that Jaguar, back in the day, had an intimate relationship with dome nuts as did the Lamborghini's Ferrari's and Maserati's of the same era.
Or at least all the ones I worked on back then did.
I am still open to suggestion.
That is except for putting anything from the factory back on it that doesn't work.