Jaguar Performance Engines

Jaguar Performance Engines A page for the Jaguar engine enthusiast. I’ve been building and modifying XK and V12’s for 30 years.

27/02/2022

Some Jaguar XK engine p**n for you.

27/02/2022

A little Jaguar XK engine p**n for you.

27/02/2022

A little XK engine p**n for you.

Stay tuned with details on these injected babies!
18/09/2021

Stay tuned with details on these injected babies!

That was close! Dismantling a long head stud series 2 4.2 E Type engine this week for a rebuild - have a look how close ...
19/03/2021

That was close! Dismantling a long head stud series 2 4.2 E Type engine this week for a rebuild - have a look how close to disaster this engine was. The hydraulic timing chain tensioner is fully extended to the point where it was just about to fall apart. The chain is so worn that it has been wearing a groove in the block. Also a not too uncommon backyard fix for a broken head stud!

A bit of name dropping in the engine room tonight! This is the next injected E Type I’m building.
05/02/2021

A bit of name dropping in the engine room tonight! This is the next injected E Type I’m building.

04/01/2021

This is the engine detailed in the last post on a power run. That’s 6400rpm.

Some shots and details of our development 4.2 E Type engine that I built late last year. I used a tried and proven combi...
03/01/2021

Some shots and details of our development 4.2 E Type engine that I built late last year. I used a tried and proven combination that I have built quite a few times before and typically makes 340hp with Weber’s. This engine I built up with 45DCOE Weber’s and ran it in and then tuned it on the dyno to give a basis for comparison for when we removed the Weber’s and ignition system and fitted Jenvey Heritage throttle body fuel injection.
The beautiful Jenvey inlet manifold was port matched to the head (along with the not so nice Redline Weber manifold) when the head was CNC ported. I upped the comp a bit on this engine and changed the cam timing based on a bit of a theory. The engine made 360hp on PULP.
I then removed the inlet assembly and fitted the Jenvey manifold and 45mm throttle bodies. The distributor replaced with an Australian made unit that looks like a distributor (which is what I wanted). Hidden sensors giving info to the computer are crank position, throttle position, coolant temp, intake air temp, oxygen sensor (in the exhaust). We also added a low oil pressure sensor which will cut the engine if oil pressure gets low. The engine cooling fan will be operated via the computer when in the car.
I used the Heritage throttle bodies and the distributor and leads so the engine bay looks period, not modern.
Up and running on the dyno I did some back to back comparisons with different length ram tubes and a newly designed primary/secondary extractor system. Everything else remained the same.
I wasn’t really worried if it madd more power, I was aiming for an engine that starts on the button hot or cold, idles smoothly, makes lots of torque, has better driveability than it does on Weber’s and is more fuel efficient.
The torque and power curves were nice and smooth, no flat spots and peak torque of 374 ft/lbs is at 4700rpm.
The engine made 385hp at 6100rpm.
Remember it’s a stock stroke and bore 4.2 with a straight port head, the cams aren’t big (uses the standard diameter followers) and it’s on pump premium unleaded - the secret is nailing the combination of very high quality components so the engine works in harmony.
It’s got longer rods than standard (for torque) and short skirt pistons with a beautifully designed crown to fix a lot of the inherent issues with the hemi design. The head is ported using a CNC porting program we have developed over many years and it uses stock XJ size valves. The engine only wants 27deg of total timing so it’s burning very efficiently. It idles smoothly at 800rpm and pulls super smoothly through the whole dyno run.
Mission accomplished! Can’t wait to get it into the Lightweight E Type.
I’ll add a video of it on the dyno in a seperate post.

26/07/2020

A video of the engine detailed in the previous posts on the engine dyno.

Following on from my last post which was the internals of an engine that I wrote was a little bit different, here are pi...
26/07/2020

Following on from my last post which was the internals of an engine that I wrote was a little bit different, here are pics of the completed engine. Different in that it is a 420 short stud engine with the 420 straight port head but is going into an XK150, so XK150 sump and oil filter housing.
The bottom end internals are in the last post, the head is CNC ported, really nice custom valves, all new retainers, bucket retainers and I selected a cam profile that best suits what the customer wanted - an easy car to drive with lots of torque but aiming for 330hp.
Redline Weber manifold with a lot of work done to it (as they do) and new 45DCOE Weber’s. Classic Fabs short manifold system which I knows works best with the cams I chose. Pro Race balancer, Fidanza alloy flywheel and AP diaphragm clutch.
Bosch electronic ignition with an MSD amplifier with rev limiter set at 6500rpm, alloy water pump, braided cam feed line, ARP head studs and nuts and nifty oil filler cap! Customer requested we paint the head red for something different, so this is the correct red as used in a C Type head.
Ended up with 336hp with 36mm chokes, probably more there with 38mm chokes but drive ability is important.

This one is a little bit different, although using tried and proven components in tried and proven combinations! More ne...
05/03/2020

This one is a little bit different, although using tried and proven components in tried and proven combinations! More next week on this one.

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3 Mildon Road
Tuggerah, NSW
2259

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