There is a Jaguar 2.9 inline 6 that uses 1x V12 cylinder head. The lifters are solid. Once set up shim adjustment is actually quite rare. Everyone I've ever checked (that hadn't dropped a seat) has been in spec. Not to say that some don't require a new shim from time to time but I never saw one that did. Most V12 Jag engines are 5.3. Only in 1993-1997 were there 6.0s. The 6.0s are far far less common but the heads have larger combustion chambers. This was because the stroke was increased from 70mm to 78mm, while the 90mm bore was retained throughout the history of the V12. Other than chamber size they're identical to HE 5.3 heads. The 6.0 liter engines had a cast crank. All other V12s either pre HE or HE had forged steel cranks. The 6.0 engines were the best of the lot. They finally got a 4l80e transmission, with a 3.54 diff ratio. All Jaguar V12 engines are smooth but the 6.0s are something else again. This was in the Ford years and they spent a lot of time getting the 6.0 engine as best as it could be. The cast crank was not a cost saving measure it was for more refinement principally.
We would use a plate with shims on the end and draw the center of the head down with bolts and put in the oven upsidedown and that would take most of the warp out so the cam would turn nice.And to reduce the amount to be decked.And May have to line bore some heads. And after the valve Job, we would grind the valve tip to maintain install hgt.And on solid cams that is how we set the last.So we didn't have to fight changing out different thickness pucks. Always enjoy your vid's.Keep up the Great work.
Agreed good info. A couple thoughts. These cams run in the aluminum casting no bearings. The valve stem I'm pretty sure is surfaced hardened not much to play with there. Yes these heads can get some pretty serious corrosion issues but these motors are still relativity cheap. So trying to do extensive welding can cause issues.
Hi charles what do you think about to put smaller valve on big seat?i send you some pic i think becuse the valve diametr is smaller air can pass the valve very easy than the big valve.what do you think about it
Interesting head. I would be interesting to see how Mark made his flowbench. Mine is somewhat a DV design also. Mark probably did a better job on his. I did have a Hegelson calibration plate made for mine.
No I do not have a UA-cam channel. My bench is built according to DV's book with info from a couple other DIY sites. Since I only wanted to test these jag heads I mount a cylinder liner in the bench. Machinist buddy of mine (We call him Q) made me the Hegelson plate (work of art like all the stuff he has made for this project). Flow balls I made (my wife makes jewelry and the beads were perfect). Flags yes home made.
Dued, that cam carrier is separate from the head ... Mil the head after welding flip it over mil (surface) the other side the cam carrier where the cam buckets ride should be true when bolted back to the head...
I was thinking , well really dreaming about making *my* ultimate engine for boosted drag n drive cars. It would be a Billet V8 (duh, c'mon) with a closed deck like an offenhauser so you take the head gasket right out of the equation (you have a cylinder block and a separate crankbox kind of like an inline 4 motorcycle engine) but still pushrod with liners that protude into the crankbox. I would also have a bellcrank / roller arrangement just like the 94 Mercedes / Ilmor Indycar engine that sat above the camshaft for the main reason to have Hemi style crossflow valves rather than longtidunal valves (they were doing it to have shortest length pushrods possible , but that is also a great thing for drag n drive too as a fringe benefit.) The ports would flow great right out of the box so you wouldnt need to mess with porting really, it's turbo anyway. The Offenhauser guys got along doing valve jobs just fine, maybe you''d have to make some longer tools to get in there. It would need to have some external o-ringed plates as you'd need to CNC some of the water passages in from the outside. Anyway, it's my dream engine, I don;t have $700k to even buy the CNC machine lol
Charles the jaguar V12 was the most Mass produced v12 started in1969 To 1996 mainly the 5.3 = 326 cubic Inch’s and the car you rode in was a 5.3 the 6.0 liter came out in 1992 to 1996 so 5.3 was the most produced The flat head was from 1969 to 1982 The the “HE” head like the one your Porting came out in 1982 the combustion chamber was designed By an engineer Michael May it Saved the V12 from being dropped Due bad gas mileage in the early 80s gas crisis
Intake manifold runner diameter average 1.350" Intake port diameter manifold face 1.350" decreasing to 1.230" before bowl. Exhaust manifold runner face diameter 1.540" exhaust port 1.380" average. Casting / core shift is evident.
There is a Jaguar 2.9 inline 6 that uses 1x V12 cylinder head.
The lifters are solid.
Once set up shim adjustment is actually quite rare. Everyone I've ever checked (that hadn't dropped a seat) has been in spec.
Not to say that some don't require a new shim from time to time but I never saw one that did.
Most V12 Jag engines are 5.3. Only in 1993-1997 were there 6.0s. The 6.0s are far far less common but the heads have larger combustion chambers. This was because the stroke was increased from 70mm to 78mm, while the 90mm bore was retained throughout the history of the V12. Other than chamber size they're identical to HE 5.3 heads.
The 6.0 liter engines had a cast crank. All other V12s either pre HE or HE had forged steel cranks.
The 6.0 engines were the best of the lot. They finally got a 4l80e transmission, with a 3.54 diff ratio. All Jaguar V12 engines are smooth but the 6.0s are something else again. This was in the Ford years and they spent a lot of time getting the 6.0 engine as best as it could be. The cast crank was not a cost saving measure it was for more refinement principally.
Good info. Thanks
We would use a plate with shims on the end and draw the center of the head down with bolts and put in the oven upsidedown and that would take most of the warp out so the cam would turn nice.And to reduce the amount to be decked.And May have to line bore some heads. And after the valve Job, we would grind the valve tip to maintain install hgt.And on solid cams that is how we set the last.So we didn't have to fight changing out different thickness pucks. Always enjoy your vid's.Keep up the Great work.
Good info. Thanks
Agreed good info. A couple thoughts. These cams run in the aluminum casting no bearings. The valve stem I'm pretty sure is surfaced hardened not much to play with there. Yes these heads can get some pretty serious corrosion issues but these motors are still relativity cheap. So trying to do extensive welding can cause issues.
@@markniblett4857 I agree, thanks
I bet flat bottom d ports would be a winner on that exhaust.
You may be right. Thanks
I wonder if the strange exhaust chamfer/step machining was to compensate for core shift?
It is possible. Thanks
Hi charles what do you think about to put smaller valve on big seat?i send you some pic i think becuse the valve diametr is smaller air can pass the valve very easy than the big valve.what do you think about it
What I usually see is the bigger valve may give better flow in the mid lift but not better at high lift. Thanks
There is a guy who sells 4 barrel intake manifolds for the Jag V12. I think it was originally used in boats. $800 I think.
Cool!
ua-cam.com/video/wynzDi-s3TY/v-deo.htmlsi=a1CirfOywRHwLheo
Interesting head. I would be interesting to see how Mark made his flowbench. Mine is somewhat a DV design also. Mark probably did a better job on his. I did have a Hegelson calibration plate made for mine.
Cool!
@@servediocylinderheads I made some flow balls and flags. They look like the Thorpe ones. Does Mark have a UA-cam channel?
@@dondotterer24 I have no idea.
No I do not have a UA-cam channel. My bench is built according to DV's book with info from a couple other DIY sites. Since I only wanted to test these jag heads I mount a cylinder liner in the bench. Machinist buddy of mine (We call him Q) made me the Hegelson plate (work of art like all the stuff he has made for this project). Flow balls I made (my wife makes jewelry and the beads were perfect). Flags yes home made.
@@markniblett4857 Thank you. I did something simular. I built mine with just 4 motors.
Dued, that cam carrier is separate from the head ... Mil the head after welding flip it over mil (surface) the other side the cam carrier where the cam buckets ride should be true when bolted back to the head...
It is practical that it bolts together. Thanks
I was thinking , well really dreaming about making *my* ultimate engine for boosted drag n drive cars. It would be a Billet V8 (duh, c'mon) with a closed deck like an offenhauser so you take the head gasket right out of the equation (you have a cylinder block and a separate crankbox kind of like an inline 4 motorcycle engine) but still pushrod with liners that protude into the crankbox. I would also have a bellcrank / roller arrangement just like the 94 Mercedes / Ilmor Indycar engine that sat above the camshaft for the main reason to have Hemi style crossflow valves rather than longtidunal valves (they were doing it to have shortest length pushrods possible , but that is also a great thing for drag n drive too as a fringe benefit.) The ports would flow great right out of the box so you wouldnt need to mess with porting really, it's turbo anyway. The Offenhauser guys got along doing valve jobs just fine, maybe you''d have to make some longer tools to get in there. It would need to have some external o-ringed plates as you'd need to CNC some of the water passages in from the outside. Anyway, it's my dream engine, I don;t have $700k to even buy the CNC machine lol
Every design I see, there are things I like and things I hate!
Charles the jaguar V12 was the most
Mass produced v12 started in1969
To 1996 mainly the 5.3 = 326 cubic
Inch’s and the car you rode in was a
5.3 the 6.0 liter came out in 1992 to
1996 so 5.3 was the most produced
The flat head was from 1969 to 1982
The the “HE” head like the one your
Porting came out in 1982 the combustion chamber was designed
By an engineer Michael May it
Saved the V12 from being dropped
Due bad gas mileage in the early
80s gas crisis
Excellent info. Thanks!
The assembly for the cam is separate from the actual head
True!
Intake manifold runner diameter average 1.350" Intake port diameter manifold face 1.350" decreasing to 1.230" before bowl. Exhaust manifold runner face diameter 1.540" exhaust port 1.380" average. Casting / core shift is evident.
Thanks Mark!
I know some machinist that will straiten heads, its scary but it works lol.
It works because alloy hardens when bending it.