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Chapter 13
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forward by 19.1mm. Pistons were gently domed with flats for valve clearance, full-skirted and carrying three rings. Forged En 16 steel connecting rods had I-section shanks and big ends riding on generous 55.5mm
journals. Main bearings were substantial as well at 76.2mm. Seven in
number, they were attached by robust four-bolt caps to a block cut off at
the crankshaft centreline. Eight counterweights were forged integrally
with the steel crankshaft.
A finned cast-aluminium pan enclosed the bottom of the wet-sump
road version of the XJ6. At the nose of its crankshaft a roller chain downward drove the oil pump and another roller chain went upward to sprockets which drove, in turn, an upper chain to the twin cams of each head.
The lower chains idler sprocket turned a jackshaft in the central vee, from
which a pair of near-vertical six-cylinder distributors was driven by skew
gears. Space was available there because the inlet ports were downdraft,
between the cams on each head. This was chosen as the only layout that
would allow the engine to fit into its planned applications. For the Mark X
installation the six ports in each head were fed by individual twin-cylinder
manifolds from horizontal SU carburettors, six in all.
Jaguar never released power figures for the road version of its V12,
but it must have produced in the ballpark of 300 horsepower at some
6,000rpm. All was not well, however. The two-stage chain drive was both
unreliable and noisier than desired. The twin distributors resisted precise
synchronisation. These annoyances would be dealt with later, but in the
meantime the Jaguar engineers concentrated on the XJ6s competition
version with the objective of a Le Mans entry in 1965.
Their strength was augmented in 1964 with the return of Wally
Hassan through the Jaguar Groups acquisition of Coventry Climax, for
whom he was creating successful Formula 1 engines. Hassan in turn
recruited Harry Mundy, former BRM engineer and designer of the LotusFord twin-cam head. As Hassan said, This completed a really formidable
team of engineers at Browns Lane.
To overcome the cam-drive failings they gave the racing version an
even more raucous drive by replacing the upper chains with sets of spur
gears. The twin distributors were used initially, and then replaced by a
single Lucas Opus 12-cylinder ignition distributor adjacent to a Lucas
injection pump, both in the central vee. Under the block was a new dry
sump, scavenged by two gear-driven oil pumps with a vane-type pump
providing the pressure.
The special crankshaft was of En 40 steel, suitable for nitriding of
its bearing surfaces for added hardness. Main-bearing caps in the racing
engine were of forged steel. As in the road-car version, the single water
pump at the front of XJ6s block was vee-belt-driven. Special mounts
attached to the block allowed it to serve as the structure at the rear of a
mid-engined car.
Nimonic 80 steel valves in the racing V12 measured 47.6mm for the
inlets, 34.9mm for the exhausts. Angled at first at 60 to the inlet-valve
stems, the better to suit the outboard carburettors, the inlet ports werent
ideal for power production. In this trim the twelve delivered 446bhp at
7,250rpm. Power was better with a 48 angle and finally the head casting
was changed raising the cams by a quarter-inch to reduce the angle
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between stem and port to 41. With matching ram pipes, controlled by
butterfly throttles, and a 10.4:1 compression ratio, this gave the engines
best output of 502bhp at 7,600rpm with 386lb-ft of torque at 6,300rpm.
Used to seeing 130bhp per litre from his Grand Prix engines, Wally
Hassan was unimpressed by 100bhp per litre. He and Mundy concluded
that, at least in this application, the downdraft inlet port was inferior
to side porting. Not only was there a lack of top-end power, he wrote,
there was also a distinct lack of low-speed and mid-range torque. An
engine lacking both top-end power and mid-range torque was not my
idea of a potentially successful racing unit. In a way it reminded me of the
elegant engine my old boss, W. O. Bentley, designed for Lagonda; his V12
looked good and sounded splendid, but it suffered the same characteristics as this Jaguar, namely a lack of low-down power.
In parallel with work on the engine a chassis to house it was created.
Its aluminium monocoque was the work of talented South African Derrick
White. In mid-1965 White left to join Cooper, there to design a chassis to
carry the 2-litre Maserati V12. The special projects team for the XJ13, as
it was named, was led by famed aerodynamicist Malcolm Sayer, reporting
to Bill Heynes. With Whites departure a rising Jaguar apprentice, Mike
Kimberley, took charge of the XJ13 project. The twelve drove through
a twin-plate clutch and ZF five-speed transmission to power a superbly
streamlined open sports-racer on a 96in wheelbase.
In its racing version the XJ6 twelve first ran on the dynamometer
on 11 August 1964. Le Mans 1965 slipped by; late in 1965 engine and
car were married. No timetable was pressing for the cars completion,
so not until mid-summer of 1966 was it considered ready to run. Its fate
was sealed in July when Sir William Lyons announced that Jaguar was
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Jaguars image, and they thought the vee-twelve should retain this if at
all possible.
To cope with this panorama of requirements Wally Hassan and Harry
Mundy built and ran a plethora of cylinder-head designs on three fuelinjected single-cylinder engines. Hassan joked that a spy in their engine
shops might have concluded that Jaguar was preparing to launch a range
of motorcycles! Testing included several types of hemispherical heads and
four different versions of flat heads with vertical valves and chambers in
the piston crown the Heron-type head that was much in vogue in late
1966 when serious work on the final engine, coded XJ25 began. A hint
that the Heron-chamber concept was promising was given by a vee-eight
that Hassans team at Coventry Climax had developed, the 2-litre CFA
that never saw production. Its performance was so convincing that classic
wedge-type chambers were never considered during the twelves genesis.
The test heads proved that air-flow characteristics with the vertical
inlet valve improved the smaller the angle was between the valve stem and
the port centreline. The best performance was achieved with a 35 angle,
but to achieve a compact head design the final engine design had ports at
45 to its valve stems, sloping toward the centre of the engines vee.
Thus the flat head with a bowl-in-piston chamber became the choice
for the production Jaguar V12 to the astonishment of a leading British
engine designer. I can remember arguing like hell with Harry Mundy
about this, said Cosworths Keith Duckworth, who had used the concept
for his first engine, the single-cam SCA, then abandoned it to become one
of the successful modern revivers of four-valve cylinder heads. I was staggered when he used a Heron head on the Jaguar V12.
A major consideration during the XJ25s design was meeting the
new emissions rules in America; these were a moving target during the
engines gestation. This imperative also gave good grounds for the use
of a bowl-in-piston chamber. With vertical in-line valves a challenge is
getting adequate valve sizes, which the designers helped with their oversquare dimensions and addressed further by increasing the bore to 90mm
which gave 5,344cc with the 70mm stroke.
Valve sizes were 41.3mm for inlets and 34.6mm for exhausts. They
were closed by twin coil springs the same as in the 2.8-litre Jaguar six
and opened by carryover chilled cast-iron cup-type tappets from the six,
with clearance-adjusting biscuits between stem and tappet. The valve
gear was bounce-free to 7,400rpm.
Camshafts and tappets turned and slid directly in a bolted-on aluminium tappet block, which simplified the head castings. The designers
kept a system they knew well, a duplex timing chain, to drive the cams
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Baily, Hassan and Mundy made two major changes in the aluminium
cylinder block from the racing version of their twelve. One was to extend
the sides of the block downward some 100mm from the crank centreline
to give better sealing, improve engine mounting and attachment to the
transmission, and better accommodate the lubrication system. The other
was to make it of open-top-deck design much like Maserati practice
with the aim of making it adaptable to pressure die-casting in the future.
Harry Mundy, who would have preferred a more rugged closed-deck
block, was overruled.
Only one issue remained: aluminium blocks had a reputation for
noisiness, something that could be tolerated in no Jaguar. To resolve this
they cast an iron block, using the aluminium patterns. It proved to be
no quieter, smiled Wally Hassan, though the front of the car went down
rather farther. Complete with liners, bearing caps and front cover the
aluminium block weighed 161lb.
Measuring 151.3mm from centre to centre, the connecting rods were
forged of the same EN 16T steel as the crankshaft. Jaguar tradition was
followed by drilling the I-section shank to lubricate the bronze-bushed
small end, a measure that had help make its engines quieter in the past.
Gudgeon-pin lubrication was aided by internal passages in the piston
from its oil-control ring. Two compression rings encircled the Hepworth &
Grandage die-cast aluminium pistons with their cutaway skirts to clear the
crankshafts webs.
A shallow circular recess in the piston crown was the XJ25s combustion chamber, plus a narrow gas-squishing ring around the periphery. The
shallower we made the chamber, said Harry Mundy, the better it was.
We could almost have gone to a flat chamber but we had to leave metal
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in the piston to hold the rings and gudgeon pin. Although development
began with a 10.6:1 compression ratio this was progressively reduced to
10.0:1 and finally to 9.0:1 at launch in the interest of lower exhaust emissions. Head sealing was by sandwich-type Coopers gaskets, helped by six
studs spaced around each cylinder, a total of 26 per bank.
To their great disappointment the Browns Lane engineers were
unable to introduce their XJ25 with the Brico fuel injection to which
theyd devoted immense development time and effort. At the eleventh
hour Brico decided it didnt want to pursue that business, leaving Jaguar
in the lurch. They had to fall back on the constant-vacuum Zenith Stromberg 175CDSE horizontal carburettor, the only British unit that was able
to meet American emissions requirements.
Four carburettors were needed, each feeding a plenum chamber
which in turn debouched on ram pipes to a trio of cylinders. Effective
ram-pipe lengths in the water-warmed manifold were 12in to enhance
torque between 2,500 and 4,500rpm. As in the racing engine a jackshaft
in the central vee drove the ignition distributor, part of a contactless
12-cylinder Lucas Opus Mark 2 system. Its capacity of 800 sparks per
second handily exceeded the engines 600-spark requirement.
Crunch time for the single-cam concept came toward the end of the 1960s
when early engines of both types were available for evaluation in cars.
The twin-cam version, favoured for image reasons by Heynes and Baily,
was a more advanced and lighter design than the racing engine. Sir
William took a neutral and in my view absolutely correct view about
this, said Wally Hassan, adding that an important aspect would be that
its appearance would maintain an aura of the Jaguar image he had spent
so many years building up.
Supplied with detailed reports on both engines, Lyons drove the
prototypes. At a technical board meeting a vote was taken, Hassan said,
and the die was cast in favour of the single-cam type of cylinder heads
for production cars.
In spite of this decision, twin-cam versions of the twelve did not go
silently into that dark night. Exploiting the Coventry Climax expertise of
the Hassan-Mundy team, these had four valves per cylinder and relatively narrow valve vee-angles that resulted from another wave of singlecylinder tests also including three-valve variants in August of 1970. A
modestly tuned 48-valve twelve gave 400bhp while a racier version with
10.5:1 compression produced 627bhp and there was undoubtedly more
to come, said a Jaguar engineer. Experience with this engine led to the
3.6-litre 24-valve AJ6 in-line six introduced in the XJ-S in 1983.
In its early configuration and high compression ratio the single-overhead-cam XJ25 developed as much as 380 horsepower. Its gross output at
launch in 1971 was constrained to 314bhp at 6,200rpm with 349lb-ft of
torque at 3,800rpm. Net, on the DIN standard, the 680lb twelve produced
272bhp at 5,850rpm and 304lb-ft at 3,600rpm. Like other luxury-car
V12s the engines rev range was constrained by the need for compatibility
with available automatic transmissions. As initially offered in the Series
Three E-Type Jaguar in March 1971 it was paired either with a four-speed
manual transmission or a Borg-Warner automatic.
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In fact the E-Type had not been the engineers choice for their engines
launch, but was chosen over their heads, as it were, to give the engine a
cautious low-volume introduction. 5 A year later, in June of 1972, it made
its saloon appearance in the Jaguar XJ12 and in a neat historical echo
in its sister, the Daimler Double-Six.
Jaguars twelve had been slow to market. The first hope had been to
have it ready for the XJ6 launch in 1968. At that introduction the press
was told to expect new engines within two years. It took a year and a
half longer than that. In mitigation Wally Hassan pointed out that at that
time it was probably the most complex quantity-production engine to be
built in Britain, and was very costly in many ways. That applied to its
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tooling, which was laid down with transfer lines that could produce 1,000
sets of parts per two-shift week, some 50,000 per year. Facing a total
tooling bill of 3million, Sir William asked that the payments be stretched
out another factor delaying productions Job One.
One reason for the costly investment in inflexible tooling for the V12
was that Jaguar hoped to make V8 engines on the same transfer lines as a
replacement for the venerable six in its saloons. A number of such eights
were made and run in vehicles. It was a very satisfying engine and was
obviously very competitive because it was giving 200bhp, said a Jaguar
engineer. Vibration was mastered, either with engine mounts or secondary balance shafts, but measured against Jaguars demanding standards
its 60 vee with a single-plane crankshaft gave uneven firing intervals
which sounded more like a four than an eight. Such an engine was never
produced by Jaguar.
Though lively enough with 0-60mph acceleration in 6.4sec and a
146-mph top speed, the vee-twelve Series Three E-Type was short-lived.
Production was halted in September 1974. It went out with a bang,
winning the SCCAs B Production championship in 1975. Funded by the
American Jaguar importer, the racing car was developed entirely in the
USA by Group 44 and driven by its chief, Bob Tullius. Externally looking
remarkably standard, Group 44s carburetted engine developed a stimulating 460bhp at 7,000rpm.
On road rather than track, Jaguars twelve delivered all that could be
asked of it. In the E-Type the author found it still pure essence of Jaguar,
claws and all. Unlike the Italian twelves, theres nothing head-turning
about its exhaust note. This is a Jaguar twelve, smooth, suave and muted
like the six but higher-pitched, even more refined. Its mechanical silence
is astonishing for a machine with 24 mechanical tappets. Opening the
four throttles wide produces some inlet resonance and the whirr of small
parts moving fast as the V12 revs up toward its 6,500rpm red-line.
In the XJ12 saloon the XJ25 engine gave sports-car performance with
0-60mph acceleration in 7.7sec and that in the American version with
8.0:1 compression ratio and automatic transmission. Top speed was just
on 140mph. Moving gently away from rest one hears a slightly busy hum
giving away the multiplicity of cylinders, thought Road & Track, but as
speed builds this fades into a muted induction sound that could be mistaken for that of a six.
The XJ12 is the quietest idling car we have yet found in sound-level
testing, said Car and Driver. The vibration transmitted to the car is
almost below human consciousness. If you tell your unknowing neighbour
that the Jaguar XJ12 is turbine-powered, hell have no reason to doubt
your word. Motor called it the only car we know in which the radio can
be set at 30mph and doesnt need adjusting right up to 120mph.
The sole fly in the ointment was the big twelves indifferent fuel
economy at its best 10mpg in the USA and 12 in Britain just in time
for the Yom Kippur War and the first Energy Crisis. In 1975 the introduction of fuel injection brought a 17 per cent reduction in fuel consumption
with a bolstering of engine performance. Based on Bendix patents, the
electronic inlet-port injection was further developed by Bosch and then
adapted to the V12 by Lucas and Jaguar. Rated at 285bhp at 5,750rpm,
this was the launch engine for the two-plus-two XJ-S in 1975.
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Concerns about fuel consumption in the 1970s put paid to any hopes
of exploiting another creation of the Jaguar engineers. The V12s crankcase dimensions accommodated a longer stroke, which they exploited to
build a 6.4-litre version of their twelve. 6 When these went into test cars
their performance bordered on the sensational. At only 1,500rpm the
bigger twelve was already delivering 400lb-ft of torque, which endowed
the Jaguar saloon with effortless oomph. It easily broke Jaguars experimental five-speed manual transmission, a Harry Mundy design which
regrettably was never released to production.
Instead of going bigger, Jaguar chose new technology to help its
twelve make reasonable use of its automated transfer lines. This came in
the form of a novel combustion chamber invented by a visionary Swiss
engineer, Michael May. A turbocharging pioneer, May was spurred by
the Energy Crisis to develop a new type of lean-burn chamber that could
consume less fuel at higher compression ratios. In February 1976 Harry
Mundys team prepared a single-cylinder test engine to evaluate Mays
concept. 7 Results were good enough that a twelve-cylinder version was
drawn up by the end of the year.
Fortuitously Mays concept, with its chamber concentrated under the
exhaust valve where its fresh charge could receive a powerful compression swirl, was eminently adaptable to the Jaguar twelves vertical valves
and flat head. Dubbed the Fireball chamber, it was introduced in 1981
in the twelves of both the XJ12 and the XJ-S, both getting an HE suffix.
With the extremely high compression ratio of 12.5:1 it gave 295bhp at
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5,500rpm coupled with substantially improved fuel economy. Its introduction was a well-earned vale for Harry Mundy, who retired from Jaguar in
March 1980. Without his -million HE update the vee-twelve wouldnt
have survived well into the 1990s.
That survival was underpinned by actions taken on the watch of Ford,
which acquired Jaguar Cars in November 1989. One was to consummate the marriage of the V12 with the new saloon, the XJ6, which was
introduced in 1986 with an in-line six. When the new model gestated as
project XJ40 during Jaguars ownership by British Leyland, the engineers
under Bob Knight deliberately made its engine bay too narrow to take the
Rover V8 that Leyland threatened to foist upon them. With the cars front
damper struts relocated to squeeze in the vee-twelve, the first such installation was made late in 1987.
Development of the new model for production as project XJ81
continued under Fords aegis. Early tests were not confidence-inspiring,
however. Although Jaguars twelve was still nominally rated at 285 horsepower, intensifying emissions demands during the 1980s had emasculated
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its real output to little better than 260. We took some prototypes to
Nardo in Italy for tests on their high-speed circular track, said Jaguar
engineer David King. One of them was passed on the banking by a Ford
Fiesta Turbo! In charge of Jaguar was a no-nonsense executive, former
Ford of Europe production chief Bill Hayden. This isnt good enough,
said Hayden. What can we do?
The answer was to ask the help of Tom Walkinshaws TWR Engineering. For the XJR-S, introduced in 1989 as a Jaguar Sport joint venture
with Browns Lane, TWR had already stretched the twelve to six litres. It
achieved this by lengthening the stroke to expand displacement to 5,993cc
(90 x 78.5mm). The XJR-Ss engine was super-tuned to give 333bhp at
5,250rpm and 365lb-ft at 3,650rpm on a compression ratio of 11.2:1.
With compression lowered fractionally to 11.1:1, the twelve as
readied for the XJ81 produced 313bhp at 5,400rpm and 341lb-ft at
3,750rpm. It transformed the car, David King recalled. The new XJ12
was launched early in 1993 and remained available into 1997. With a top
speed of 153mph it had little to fear from Fiestas of any description. Its
engine bay was also the cleanest of all Jaguars V12 installations.
Reflecting the expertise of its creators, the Jaguar twelves racing exploits
bordered on the legendary. Its first outing in the 1976 European Touring
Car Championship misfired, the coup version of the XJ12 suffering from
oil surging and poor braking. One second-place finish was a poor reward
for six pole positions in eight races. The XJ-S proved a better basis, Group
44s winning SCCA Trans-Am titles in America in 1977 and 1978 with
570bhp at 8,000rpm in the latter year from the Weber-carburetted twelve.
XJ-Ss from Tom Walkinshaws stable won the European Touring Car
Championship in 1984 in the third year of trying.
Exotic mid-engined sports-racing cars, successors to the XJ13, were
also Jaguar-powered. Lee Dykstra built the chassis for Group 44s cars,
which used the twelve as part of their structure. They competed in IMSAs
GTP category from 1984 to 1987 with only modest success, although from
Virginia-based Group 44
built special mid-engined
sports-racing cars around
Jaguars V12 to compete in
the IMSA GTP category from
1984 to 87. In addition to
their efforts in North America
they raced, as here, in the 24
Hours of Le Mans.
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road-car duty were the four-valve heads that TWR had commissioned
from independent consultant Al Melling.
Designing new cylinder heads and cam drives to suit the Jaguar
block, Melling angled his pairs of valves from the vertical at 14 for the
inlets, 16 for the exhausts. He found that the V12s cylinder spacing
constrained his ability to fit in four valves per cylinder, with bucket-type
tappets, and the cam bearings as well. The latter had to be in individual
carriers bolted between the pairs of cam lobes. He used a three-chain
camshaft drive not unlike that of the road version of the 1964 four-cam
vee-twelve, with one duplex chain from the crankshaft driving two more
at the heads. Camshaft sprockets of only 21 teeth minimised the engines
high-level bulk.
Producing more than 500bhp at 7,000rpm in road-car tune, this 6.2litre engine was intended to be the motivation for the series-production
XJ220. Cosworth was assigned the casting of the heads and 100 sets were
laid down, but ran into design-related problems that resulted in excessive
scrappage. Melling and Walkinshaw fell out over this, with the upshot that
the XJ220 was produced in co-operation with TWR with a turbocharged
vee-six in place of the magisterial vee-twelve. 9
Of the six racing versions of these engines made, two were installed
in XJR-9 chassis to assess their suitability for Group C racing. Power
was not a problem; in racing trim the 48-valve twelve initially produced
800bhp and ultimately 850bhp at 7,000rpm. One was entered for John
Watson and Davy Jones at Brands Hatch on 24 July 1988. Virtually
untested beforehand, it qualified eighth fastest. Reservations concerned
the high placement of the extra 55lb of the four-cam engine atop a twelve
that already had a higher centre of gravity than any of its rivals. In the
1,000km race, however, the Watson/Jones Jaguar sat as high as second in
the early going before retiring with a sheared ignition rotor. The engine
wasnt raced again.
In addition to its Browns Lane duties the versatile Jaguar vee-twelve also
powered numerous British one-off specials and limited-production cars.
Entrepreneur John Parradine fitted it to his Pegasus V12 of the late 1980s.
Designer William Towns used vee-twelve Jaguars as the basis of two of his
projects, the Guyson V12 of 1974 and a planned revival of the Railton at
the end of the 1990s.
Arthur Wolstenholme fitted twelves to his cycle-winged Ronart W152
and, in 2004, to cars reviving the famed Vanwall racing-car name. Specialists continue to modify and adapt the Jaguar; in 2003 one such, Lynx
Engineering, successfully expanded it to 7.3 litres for an engine it quoted
as producing 660bhp at only 5,700rpm and 640lb-ft at 4,300rpm.
It was a very good, very reliable engine, Trevor Crisp, Harry
Mundys successor as Jaguars power-plant guru, said of the V12. Michael
Mays chamber was helpful at part load, though a bit of a handicap at full
load. But the twelve hadnt the potential for future development. It was
uneconomical in relation to the demands we were facing fuel economy
in particular. And sales were dropping off significantly.
Crisp included a twelve in a proposed new family of Jaguar engines,
planned in the late 1980s, that would share the same bore-centre
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shorter than the cylinder bore, reflecting an intense design effort to keep
reciprocating masses low.
A circular depression in the piston crown matched a shallow combustion chamber in which the two valves were offset longitudinally in the
now-typical BMW manner to allow the use of straight, short finger-type
followers pivoted from spherical fulcrums that hydraulically adjusted
valve clearance. Each valve was closed by twin coil springs. Seven bearings integral with the aluminium casting gave rigid support to each cylinder heads single camshaft.
Langes team designed a single cylinder head that served for both
banks of the M70 V12. To make it as compact as possible they adopted
the valve layout of BMWs M40 four-cylinder engine, which had the very
narrow angle of 14 between its valves ten for the inlets and four for the
exhausts. Both had inserted guides, the latters nicely encircled by cooling
water. One single-roller chain at the front of the block served to drive both
camshafts, encased in a two-piece die-cast aluminium housing. Inset at
the front was a single water pump driven, like the other accessories, by
poly-vee belts.
Criss-crossing above the M70s central vee were long torque-enhancing ram pipes fed by individual plenum chambers, throttles and air-mass
measurers. Electric drive-by-wire servos controlled the throttles in
response to signals from the third generation of Boschs Motronic system
one for each bank. The two Motronics also monitored fuel injection
and ignition, distributors for which were driven from the camshaft noses.
Noise radiated by the engine was reduced by interposing rubber couplings
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between its manifolds and heads. To the same end the cam-cover pressings were a sandwich of plastic and aluminium.
Shrewdly designed to be economical in operation as well as production, BMWs M70 could run on regular petrol thanks to a compression
ratio of 8.8:1 instead of the 9.5:1 of its M33 and M66 predecessors.
Nevertheless its power was highly competitive with 300bhp at a moderate
5,200rpm. Maximum torque of 332lb-ft at 4,100rpm was up substantially
from that of its developmental antecedents an impressive engineering
achievement.
The M70 was introduced in BMWs 750i, which did indeed achieve
50/50 weight distribution and became one of the first German cars to be
governed at a top speed of 155mph, well short of its actual speed potential of almost 170mph. Torque is no stranger at low rpm, reported Road
& Track, and is well in evidence throughout the range. It credited the
new twelve with silky smoothness even at top speed.
At the 750is Hamburg launch BMWs chairman, Eberhard von Kuenheim, could state with some accuracy that his new model was the first
twelve-cylinder model from a German manufacturer for almost 50 years.
Von Kuenheim forecast that its aura will reach the most remote markets
of the world and make a profound impression on them. It was, he said,
an aspirant for the leading position in the international automobile
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hierarchy. This was fair comment with its only rival the superannuated
Jaguar XJ12, which would not be renewed on the basis of Jaguars latest
platform until 1993.
Soon after the launch General Motors paid BMW the compliment of
buying a $69,000 750i in order to get one of its engines to conduct an
interesting experiment. We were looking into ways of achieving ultimate
quietness and smoothness, said a Chevrolet engineer, and one avenue
in that direction was to go with more cylinders to smooth the engine
out without losing power. Complete with its four-speed automatic, an
M70 twelve was lowered into a 1989 Chevrolet Caprice LS saloon. The
smooth hum from its exhaust betrayed that its motive power was no
banal V8. No Chevrolet V12 resulted, but this Caprice-BMW helped
Chevrolets engineers gain a first experience of the drive-by-wire throttle
control that it would later introduce in the C5-generation Corvette.
BMWs next step with its twelve was to increase both bore and stroke to
give it 5,379cc (85 x 79mm) for 1994 introduction as the M73. With fuel
economy a priority, the use of premium fuel was exploited by a compression-ratio lift to 10.0:1. Because knock sensing was introduced, with four
sensors, the V12 would also tolerate lower-octane petrol. Its functions,
detecting and adjusting individual cylinders, were performed by a new
Siemens EML IIIS management system.
Oil-spray cooling of the pistons was introduced on the M73. Among
friction-reduction measures was the use of needle-bearinged rollers contacting its cam lobes, which were now individually sintered and shrunk
onto steel tubes to create its camshafts. A small increase in weight to
560lb was accompanied by a big power increase to 326bhp at 5,000rpm,
with 362lb-ft of torque at 3,900rpm. The lower engine speeds at which
these peaks were reached was owed to shorter-duration valve timing,
which also allowed a fuel-saving and vibration-reducing lowering of the
idle speed.
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BMW did Mercedes-Benz a favour with its vee-twelves, said Kurt Oblnder in retrospect. Short, balding and twinkling, the Stuttgart companys
engine-development chief had long been interested in creating a twelve.
Since 1964, with the 6.3-litre engine of its ultra-luxury 600, MercedesBenz had relied on vee-eights to power its biggest cars. Daimler-Benz built
heavy 1,000-horsepower vee-twelves for industrial uses, but twelves did
not power its automobiles.
It could well have been otherwise. Immediately after the war the
company abjured the opportunity to proceed with the pre-war and
wartime M173 V12 or, indeed, the 6.6-litre successor to it that Rudolf
Uhlenhaut suggested. In 1957, however, when the programme to build
the 600 was taking shape, envisioned were two engines: a V8 for a model
to be the 500 and a V12 to power the ultimate offering in the range, the
750. Under engine-design chief Wolf-Dieter Bensinger, Adolf Wente was
assigned to its creation.
Wentes twelve, the M101, was a power unit with which to reckon.
Because he derived it from the 5.0-litre V8 being planned for the 500, his
M101 shared a 90 bank angle with the eight. Although not ideal from the
perspective of balance and uneven firing impulses, this was thought desirable to gain production economies. The twelves block could be machined
on the same transfer line as the eights. Its dimensions (95 x 88mm) gave
it the proud displacement of 7,485cc, fully justifying the planned models
750 designation.
Each cylinder bank of the M101 was to have a single chain-driven
overhead camshaft, opening in-line valves. The timing chains were also to
turn a twelve-cylinder Bosch fuel-injection pump mounted in the central
vee, underneath a plenum chamber from which ram pipes sloped to the
individual cylinders. Twin ignition distributors rose at the front of the
engine. Foreseen for the M101 was power in the 380-390bhp range from
an engine weighing a hefty 915lb. This counted against it, as did the
progress made in the meantime by its sister vee-eight, which more than
met the needs of the new 600 when its capacity was enlarged to 6.3 litres.
Adolf Wentes engine was deemed unready for prime time.
The idea of a V12 derived from a V8 refused to die at Untertrkheim.
In 1975 rumblings of Munichs work on the M66 prompted development
chief Hans Scherenberg to ask his colleagues to consider the creation
of V10 and/or V12 engines on the basis of the M117 V8 that had been
introduced at the beginning of the 1970s. The M117s biggest version
displaced 4,520cc (92 x 85mm) with a single chain-driven overhead cam
for each bank, opening in-line valves through finger followers mounted
on spherical pivots. Aluminium heads were atop a cast-iron cylinder block
which had water jacketing fully surrounding each cylinder. The sides of
the block extended down beyond the crank centreline for maximum rigidity. Four bolts retained each of its five main-bearing caps.
A vee-twelve making full use of the M117s dimensions would have
displaced a proud 6,781cc, a mighty engine either for the new S-Class
under development or for the final years of the regal 600. In January
of 1976, however, Scherenbergs engineers delivered a dusty prognosis
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for a 90 V12 derived from the M117 V8. It would have uneven power
impulses, they said, and torsional crankshaft excitation like that of a six.
A year later his team put forward proposals for a twelve derived
either from the M117, with offset connecting-rod journals to overcome
the uneven-firing problem, or from a 60 V6 then being developed. These
thoughts had to be put aside in April 1977 when Scherenbergs board
asked him to cease and desist from further thoughts of a twelve on the
grounds of lack of engineering capacity.
Two years later, at the prestigious biennial Frankfurt Show, the DaimlerBenz board could not ignore the obvious provocation of BMWs disclosure
of a prototype of its M66 V12. Battling back from near-oblivion at the end
of the 1950s, BMW was now a feisty rival that Stuttgart could not ignore.
The competition eased the job of pushing through a twelve-cylinder
here, said Kurt Oblnder about the top management at Daimler-Benz.
Were BMW to introduce a V12, managing director Werner Breitschwerdt
asked his vehicle-development chief Rudolf Hrnig in September 1983,
could we base a twelve on one of our existing engines? Or should we
respond with a four-valve vee-eight? A meeting of department heads on
11 April 1984 elected to follow the former course.
The new twelve was to be developed as an extension of an experimental late-1970s programme to develop a new engine range that bore
fruit in the abovementioned vee-six, first fitted in a 1980 concept car. As
a whole the project was known as KOMO for kompakt Motor or compact
engine, thus targeting the prime objective of the research. In overall
charge of the work was Hubertus Christ, with Gwinner the engineer
accountable for engines. In his technical team were Hermann Hiereth,
Gert Withalm and Roland Merkle. 11
Their first KOMO V12 ran on the dynamometer on 29 July 1985.
Sharing a 60 vee angle with the programmes V6, it had a capacity of
5,209cc (85 x 76.5mm). Cylinders spaced at 101mm were bored in highsilicon aluminium wet liners, which in turn were inserted in an aluminium
cylinder block. As in the production BMW V12 the pistons ran directly
against the etched surfaces of the aluminium liners. Having experimented
with this technology since 1971, Mercedes first used it in a production V8
in 1978. A single head design, also in aluminium, served for both banks,
with four valves per cylinder. Twin overhead camshafts on each bank
were, unusually for a road-car engine, gear-driven.
Scaling 640lb, the KOMO twelve had separate Bosch injection and
ignition systems for each cylinder bank. After measuring its maximum
output as 313bhp with 336lb-ft at 4,000rpm, the first such engine was
installed in a 560SEL and tested early in 1986 against that cars usual
Type M117 V8 of 300bhp. Performing to advantage only over 80mph and
showing slightly higher fuel consumption, the twelve was praised for its
smoothness and installation compactness. Its best development output
was 324bhp at 5,000rpm with the same peak torque as first measured.
Here was an engine with the potential of parity with, if not advantage over, the BMW vee-twelve that Daimler-Benz knew was soon to be
introduced. With that in mind, some thought was given to taking it out to
six litres, which would have been easy with its bore centres spaced 10mm
more generously than BMWs. The project struck the buffers, however,
when board member for production Werner Niefer pointed out that it
would need a completely new production line that he was unwilling to
commission. Final tests of a KOMO twelve were made in March 1986 to
assess the effects of different valve timings.
No matter what their superiors decided, the engineers at DaimlerBenz had a knack for keeping programmes moving off the books if
necessary if they felt that their company might need them one day. The
vee-twelve was no exception. It was now Kurt Oblnders turn to be its
champion. Its in-house competition was the companys big V8: the Type
117 and, from 1989, its Type 119 version with twin overhead cams and
four valves per cylinder. The latter would be no pushover with its 320bhp
from five litres, not to mention the AMG version of almost six litres and
391 horsepower.
Kurt Oblnder thought there was still room for a vee-twelve. Theres
no artistry in making a pile driver of an engine with lots of power and
torque, he said. Especially in a Mercedes-Benz, Id like to experience torque and power with a certain comfort and culture. Strength
and magnificence deserve to be combined, so to speak. Naming Hans
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Team BMW Motorsport was second with 85 and Gulf Team Davidoff was
third with 37, both racing McLaren F1-GTRs with their BMW V12 engines.
Although AMG Mercedes switched to V8 engines for its 1998 racers, its
twelves continued to be entered by private teams.
Smooth and controlled, reported a passenger in one of the 1997
cars, the CLK seems to flow over the circuits elevation changes like lightdriven mercury. The six-litre twelve has a seamless, quiet sound that just
accelerates the car like some inexorable force. That, now and forever, is
the distinctive hallmark of the vee-twelve.
Notes
This is not to be confused with the Jaguar XJ6 saloon introduced in 1968, whose
internal works code was XJ4.
A crystallised rear magnesium wheel collapsed when the XJ13 was being driven at
MIRA on 20 January 1971 by Norman Dewis for a promotional film. Heavily damaged, fortunately without harm to Dewis, it was rebuilt and since 1973 has been
a treasured Jaguar promotional icon. Spares for it are in short supply; Jaguar may
have been unwise to sell some of the engines, two of which escaped to Brian Wingfield for the making of at least one XJ13 replica.
A man in demand, Hassan kept the title of Technical Director at Coventry Climax,
where a new engine family was being developed to power military generator sets.
Other users at the time were Chevrolet, in its Vega four, and Maserati in its V8.
The link between May and Mundy was made by a German journalist specialising in
engine topics, Olaf von Fersen.
So extensively was Cosworth involved in the support of the Jaguar/TWR programme that at one stage it accounted for five per cent of Cosworths turnover.
The halving of cylinders was a major disappointment for many would-be buyers
and an excuse for them to cancel their orders after the crash of October 1987. Only
280 of the planned 350 cars were made.
Siamesing meant that the cylinders were joined together, no water being able
to pass between them. Careful design is required to avoid unwanted distortion of
siamesed cylinders with heat.
10
Christ, Hiereth and Withalm would be among those who, later in the 1980s, built
successful turbocharged V8s for Peter Saubers sports-racing prototypes.
11
established 1950
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