[v12-engine] How did you get 600hp+ from V12

700 hp and 600 lbs of
torque in such a gloriously designed car with you loved one.

I am just wondering how did you accomplish that and did you have any loses in
reliablity and drivability…

Recently I rode in a 1968 Corvette with
the 454 engine and the 5-speed. I will admit that the first hit of that
engine (that is conservatively rated at 450 but actually it comes in almost
another 100 hp, 550) was very impressive and rather like being hit in the
back with a very wide sledge hammer yet after that first hit there wasn’t
that turbine-like smoothness that the Blown V-12 has. At about 4,000 rpm
the
V-8 had (excuse this expression it just fits so well) shot its load.This is
the part of the V-12 power band that it comes alive in

Most American big blocks and small blocks make high amounts of tourque at low
rpm and thus high hit in the back ( and lots burned rubber ) but after 4500
rpm they are out of power because they redline at 5000rpm. Thats why the 450
V8 felt like 550+ HP but in reality in only makes around max of
350-425HP(net). A good example of such engine design is the land rover (
range rover) 4.7L V8. 222 HP 320+ ft-lb of tourque.

Peter
1994 XJ12
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Hi Pete:

<<<>>>

Truthfully, when you are developing a one-off and don’t have to be
responsible to thousands of buyers it is not really that difficult to produce
a 700 hp car. It is simply a matter of money and having at least 350 to 366
and over cubic inches. A pair of really good superchargers and a V-12 don’t
hurt either.

I am going to add the list of the modifications to this reply. I want to be
absolutely honest…as of today it is putting out 555.9 hp and 516 lbs of
torque. However, it is in the shop as we speak to have smaller pulleys
installed that will increase the boost from 10 lb max to 13.5 lbs max (it has
been dynoed at that boost already so we know it works) That boost puts it up
to the 700 hp mark with the 600 lbs of torque. It is high horsepower and
ultimately we will have to see how it runs as a daily driver. If worst came
to worse we would drop it down a lb of boost which would still put it at the
650 mark or so. Anyway, this is a very exciting time…Here is the
modification list:
1985 Jaguar XJ-S Coupe*
Owner: XJ-S Express
Principals: Bradley Smith, Bryan Maletsky

212-799-4299 (Bradley Smith) or 201-935-3431 @ MotorCraft Ltd. (Bryan
Maletsky)

*Installation and tuning of all jobber parts and systems done by Bryan
Maletsky at MotorCraft Ltd. with supporting fabrications by Joseph and Bryan
Maletsky.

Engine: Builder: Lee Hurley, Hesco Inc., Birmingham, Alabama

� Late style Jaguar V-12 block (5.3 liters stroked to 6+ liters)
� HE type heads (small plug) flowed and modified with European valves
� GT Stage 1 cams
� Heavier valve springs, guides, keepers, seals
� Custom forged pistons (oversized with dished tops for a 9:1 compression
ratio
� Total seal rings, 15# oil rings
� TWR stroked crankshaft (from solid billet)
� TWR race rods (s.p.s. bolts, bronze bushed)
� High nickel barrels (“O” ringed, copper on top, silicone on bottom)
� Copper head gaskets
� Large capacity oil pump & oversized tube pick up
� Complete engine balanced and blueprinted by Lee Hurley @ Hesco Inc.
� Electromotive TEC II direct ignition/fuel injection system (runs as two
cylinders with limp-home capabilities)
� Twin Whipple 1600R (1.6 liters per revolution) Lysholm twin-screw
superchargers
� Custom fabricated & flowed aluminum intake manifolds and supercharger
mounts using fabrications and Jaguar intake manifolds (Joseph Conti, Conti
Enginering)
� Fabricated aluminum fuel rails with snap in “O” ring injector fittings
(East Coast Supercharging)
� 32 lb gph GM injectors
� 86 mm (3 3/8") throttle bodies (Ford MotorSports)
� Throttle linkages (Ricky Ramirez Coll, Tri-State Automotive)
� Sanden air conditioning compressor (Vintage Air)
� 200 amp alternator with 125+ amps @ idle. Heat-control coated
(Powermaster)
� A’pexi gauges 1. Boost 2. Exhaust temperature 3. Electronic fuel pressure
4. Super Air Flow Converter (on-board engine tuning)
� All 2.5" Stainless steel header-back exhaust system with 2 free-flow
CATs and silencers. (Keisler Automotive)
� Serpentine belt system (MotorCraft Ltd.)

Electronic Tuning & Dyno:

� HP Works of Colonial Beach Virginia (Larry Strough Sr. & Larry Strough
Jr.)
Electronic tuning & Performance Dyno Tuning
� Electromotive Inc. (Technical Advisor/Research, Fred Schuettler)

Fuel System:

� Bosch #720 fuel pump
� Paxton fuel filter
� Paxton adjustable fuel pressure regulator
� Custom aluminum 1/2 inch fuel lines
� All “in engine compartment” fuel lines, SS braided lines and
� custom engine intake ductwork (MotorCraft Ltd.))
� “Lifeline” electric Halon #1211 fire-supression system (Competition
Components)

Cooling System:

� Custom all-aluminum 2 tier high-air flow radiator with 1" interior pipes
to custom fittings for rerouting of coolant flow (BeCool build and MotorCraft
design)
� Twin 13" SPAL puller fans (BeCool)
� Prototype mounting kits for twin fans (BeCool)
� Solid state thermostatic fan controls (Hayden)
� Cartridge type (coolant/oil) oil cooler and oil to coolant temperature
stabilizer.
� Pre-luber� engine early-oiler system

Suspension:

� Heavy duty front and rear sway bars of “stress-proof” steel (GTJ)
� Tuned front coil springs, rear tuned heavy-duty chrome moly shot- peened
coil springs
� Six front and rear adjustable Koni shocks
� Jaguar cruciform differential brace and stabilizer
� ForgeLine 17" forged alloy wheels in buff aluminum clear powdercoat
� Michelin Pilot (245/45/17") XGT Z4 Z-rated, zero pressure tires
� Smartire tire pressure and heat monitoring system
� 13" vented front brake rotors
� 4-Pot AP front brake calipers
� 10" diameter vented rear brake rotors
� Rebuilt rear Girling calipers with spacers to accommodate vented rotors

� Remote power brake booster kit mounted in Trunk (Engineered Components)

Drive-Train:
� Custom bellhousing (GTJ)
� Pedal kit (MotorCraft)
� Lightened steel flywheel (Centerforce)
� Heavy-duty dual-face clutch (Centerforce)
� “Doug Nash” design Richmond Gear 6-speed transmission with “Leonard Long”
shifters
� Shifting accessories by Momo
� Shortened and balanced one-piece Jaguar drive shaft
� 3:54 differential
� Custom rear-hub aluminum web fabrications (MotorCraft design & execution)
� Custom wheel studs (MotorCraft design and application)
� Brake proportioner (Pegasus)

MISC:
� Transmission tunnel and CAT back exhaust wrapped in reflective heat
shields
� All heat-sensitive fluid lines are wrapped heat-shields
� Optima (AGM) battery
� Audio: Pioneer Premier
� BEL radar & laser detector (remote installation)
� Phones by Motorola
� Interior insulating under carpeting (“Hot ur Not”)
� Remote power brake booster unit

Body: The hood has been done by The Panel Shop in Stratford CT. It includes
a power bulge through the center with a 2.75" lip over the cowl. Four rows
of 3.5" louvres two on each side of the power bulge. A tear-drop bulge over
the nose of the engine-right supercharger. Two 1.75" round air intakes flank
the beginning of the power bulge.This incoming source of air is funneled
along both internal sides of the power bulge and terminate over the air
intake of the blowers.

Recently I rode in a 1968 Corvette with
the 454 engine and the 5-speed. I will admit that the first hit of that
engine (that is conservatively rated at 450 but actually it comes in almost
another 100 hp, 550) was very impressive and rather like being hit in the
back with a very wide sledge hammer yet after that first hit there wasn’t
that turbine-like smoothness that the Blown V-12 has. At about 4,000 rpm
the
V-8 had (excuse this expression it just fits so well) shot its load.This is
the part of the V-12 power band that it comes alive in

<<<<Most American big blocks and small blocks make high amounts of tourque
at low rpm and thus high hit in the back ( and lots burned rubber ) but after
4500
rpm they are out of power because they redline at 5000rpm. Thats why the 450
V8 felt like 550+ HP but in reality in only makes around max of
350-425HP(net). A good example of such engine design is the land rover
(range rover) 4.7L V8. 222 HP 320+ ft-lb of tourque.

My point exactly…The only that is sort of wierd though is that the V-12
really does lack the vibration that I seem to always sent with a V-8. I
wonder if it is my imagination or if it is real. We have remained relatively
conservative and left the red-line at 6,500 rpm when blueprinting and
balancing should have added at least 500 to 1,000 rpm to the redline.
Well…I am just pretty happy about it…I am not that comfor-table at any
revs above 5,000 anyway. I find that my accelerator foot simply just starts
pulling off the pedal above 5,000 rpm.
Bradley Smith
New York, NY

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can you post a picture of the engine view and hood view?
thanks
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<<<<can you post a picture of the engine view and hood view?
thanks >>>>

Sure, here are 23 photos of many aspects of my car.
1.) http://www.jag-lovers.com/snaps/snap_view.php3?id=1011155390
2.) http://www.jag-lovers.com/snaps/snap_view.php3?id=1011320728

Enjoy, Bradley Smith

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