Jaguar E-type Series3 V12
Posted: Thu Feb 04, 2010 9:52 pm
Last update: 24 May 2011
Pictures of the conversion: http://tinyurl.com/252cqwt (more as attachments to this post but you must be registered to see them)
Video* driving the car: http://www.youtube.com/watch?v=jP1mN5l_bc0
* This was before a big-end bearing seized onto the crank compliments of PO incident where the car was driven without oil. Have now rebuilt the engine as an HE engine with 11.5:1 CR and HE heads. Need to make a new video now but the tacho is still acting up and engine still needs to run in. 17 Mar 2011.
Vehicle: Jaguar E-type S3 V12 1971 OTS (Open top two seater / Cabriolet)
Engine: 5.3L V12 Pre-HE 9:1 CR Mechanically standard - converted to EFI (http://www.jag-lovers.org/snaps/snap_vi ... 1270231657) It is now 5.3 HE 11.5:1 after the re-build.
Gearbox: Original 4speed manual
Injection: Port injection (12 x low impedance injectors, 6 per injectors per output) as from HE engine
Spark: Dual EDIS-6 systems with blue 8mm Magnecor HT leads ( with self developed "DESC" module to re-time SAW signal for B-bank)
ECU: MS-2/Extra 2.1.0d on V3 board with continuous Baro, dual WBOs. Controls spark and fuel.
Other MS projects::
Jaguar XJS V12: viewtopic.php?f=92&t=20086
Cobra V12: viewtopic.php?f=92&t=22908
Land Rover V8 4.6 : viewtopic.php?t=17941
Land Rover V8 3.9 : viewtopic.php?t=22468
More info at my own website: http://www.jaguardiy.net
General comment
Its running now! I have converted the engine from 4xSU carbs to my tried and tested MS2/dual EDIS-6 recipe using the EFI bits off an HE engine ex Daimler Double 6 and the in-tank submerged fuel pump (to keep it quiet) for an early Range Rover 3.5 EFI.
The purists will shout "Sacrilege"!!! Well, as long as this car is in my possession, I want to enjoy driving it and I do not want my life complicated by those overly rich carbs. If this engine should become anything like the XJS, the E-type should become great fun indeed. To my defense, I have done this conversion such that it can be reverted back to original and will keep all the original bits if the next owner is that way inclined.
24 May 2011
Implemented Launch control and flat shift. As with everything MS, fine tuning is required, more so on launch control than flat shift. The clutch pedal has to move too far from when the switch has been released to where it starts taking that by that time the revs are at 6k already. I need to find a way of setting the exact point where the switch releases.
12 May 2011
Well, the tacho is actually STILL not working reliably. Sometimes I can get it to work for a while by pressing the horn... go figure. Other times, tapping the glass gets it to work - just like in a WW2 movie...
7 April 2010
Today, I managed to fix the tacho not working and found out why... The PWM used by Megasquirt to control the LoZ injectors resulted in noise from the injectors entering the DESC module and caused it to stop functioning. I found this out when I saw that the tacho would drop dead as I connected the injectors! This in turn, resulted in the tacho dropping dead ( since no tach signal was being received from DESC) and also the B-bank would default to 10 degrees (consequence of DESC going dead with noise and not sending SAW to B-bank), which resulted in loss of power.
I added larger input capacitors to my DESC module and also added a 1uH inductor on the 12V line power input to DESC and that solved both problems.
Went for a short drive (with my dear wife) and subsequently drove rather sedately but pushed it once and found that it pulled clean to about 5k rpm. The tacho did hesitate twice on its way there so now I have to see it its still noise issues or if this is now mechanical in nature (has the tach ever been this high ??)
5 April 2010
Weird, tacho works 100% when in the garage with ignition system fully functional (using my grinder with trigger wheel to stimulate the ignition system, with fuel pump and injectors disconnected) but out on the road the tacho works intermittently and the car still jerks.
4 April 2010
Got the tacho working tonight and also found out that the settings for EDIS was incorrect on Megasquirt - one of those inexplicable things... Anyway, this gives me A LOT of hope that the car is now fully sorted and that the in-tank (ex Range Rover 3.5V8) fuel pump will in fact be up to the task of fueling the 5.3 V12. Can't wait for tomorrow!
2 April 2010
Tidied up a few wires, connected the E original trumpets to the air cleaners and refitted the bonnet - only to find that the air cleaner housings interfered with the inner wheel wells on both sides but more so on the left. Ideal would be to move the air filter housing further to the rear but I'll leave that for another day. For now I'm butchering the air cleaner until it fits.
1 April 2010 - And this is no joke...
Took the car for its first drive with the EFI conversion today after bleeding the brakes, clutch and topping up the gearbox. The drive was a very cautious one as I did not know how the brakes would do. I did after all replace master cylinder, servo cylinder and overhauled the servo itself so the braking system had to prove itself first. Also I dont have the WBO fitted yet so I cant tell what the AFRs are doing. The tank was rather empty and I know that the fuel could wash to the rear and cause the pump to suck air and lose pressure.
29 March 2010
Engine is back in. Busy with last items. Hoping to start coming Saturday.
Pictures: http://www.jag-lovers.org/v.htm?1269854779
5 Feb 2010
Engine is out at the moment having to fix exhaust manifold studs, gearbox and diff leaks. Will also be fitting the dual VR sensors while I've got access to the crank pulley.
Pictures of the conversion: http://tinyurl.com/252cqwt (more as attachments to this post but you must be registered to see them)
Video* driving the car: http://www.youtube.com/watch?v=jP1mN5l_bc0
* This was before a big-end bearing seized onto the crank compliments of PO incident where the car was driven without oil. Have now rebuilt the engine as an HE engine with 11.5:1 CR and HE heads. Need to make a new video now but the tacho is still acting up and engine still needs to run in. 17 Mar 2011.
Vehicle: Jaguar E-type S3 V12 1971 OTS (Open top two seater / Cabriolet)
Engine: 5.3L V12 Pre-HE 9:1 CR Mechanically standard - converted to EFI (http://www.jag-lovers.org/snaps/snap_vi ... 1270231657) It is now 5.3 HE 11.5:1 after the re-build.
Gearbox: Original 4speed manual
Injection: Port injection (12 x low impedance injectors, 6 per injectors per output) as from HE engine
Spark: Dual EDIS-6 systems with blue 8mm Magnecor HT leads ( with self developed "DESC" module to re-time SAW signal for B-bank)
ECU: MS-2/Extra 2.1.0d on V3 board with continuous Baro, dual WBOs. Controls spark and fuel.
Other MS projects::
Jaguar XJS V12: viewtopic.php?f=92&t=20086
Cobra V12: viewtopic.php?f=92&t=22908
Land Rover V8 4.6 : viewtopic.php?t=17941
Land Rover V8 3.9 : viewtopic.php?t=22468
More info at my own website: http://www.jaguardiy.net
General comment
Its running now! I have converted the engine from 4xSU carbs to my tried and tested MS2/dual EDIS-6 recipe using the EFI bits off an HE engine ex Daimler Double 6 and the in-tank submerged fuel pump (to keep it quiet) for an early Range Rover 3.5 EFI.
The purists will shout "Sacrilege"!!! Well, as long as this car is in my possession, I want to enjoy driving it and I do not want my life complicated by those overly rich carbs. If this engine should become anything like the XJS, the E-type should become great fun indeed. To my defense, I have done this conversion such that it can be reverted back to original and will keep all the original bits if the next owner is that way inclined.
24 May 2011
Implemented Launch control and flat shift. As with everything MS, fine tuning is required, more so on launch control than flat shift. The clutch pedal has to move too far from when the switch has been released to where it starts taking that by that time the revs are at 6k already. I need to find a way of setting the exact point where the switch releases.
12 May 2011
Well, the tacho is actually STILL not working reliably. Sometimes I can get it to work for a while by pressing the horn... go figure. Other times, tapping the glass gets it to work - just like in a WW2 movie...
7 April 2010
Today, I managed to fix the tacho not working and found out why... The PWM used by Megasquirt to control the LoZ injectors resulted in noise from the injectors entering the DESC module and caused it to stop functioning. I found this out when I saw that the tacho would drop dead as I connected the injectors! This in turn, resulted in the tacho dropping dead ( since no tach signal was being received from DESC) and also the B-bank would default to 10 degrees (consequence of DESC going dead with noise and not sending SAW to B-bank), which resulted in loss of power.
I added larger input capacitors to my DESC module and also added a 1uH inductor on the 12V line power input to DESC and that solved both problems.
Went for a short drive (with my dear wife) and subsequently drove rather sedately but pushed it once and found that it pulled clean to about 5k rpm. The tacho did hesitate twice on its way there so now I have to see it its still noise issues or if this is now mechanical in nature (has the tach ever been this high ??)
5 April 2010
Weird, tacho works 100% when in the garage with ignition system fully functional (using my grinder with trigger wheel to stimulate the ignition system, with fuel pump and injectors disconnected) but out on the road the tacho works intermittently and the car still jerks.
4 April 2010
Got the tacho working tonight and also found out that the settings for EDIS was incorrect on Megasquirt - one of those inexplicable things... Anyway, this gives me A LOT of hope that the car is now fully sorted and that the in-tank (ex Range Rover 3.5V8) fuel pump will in fact be up to the task of fueling the 5.3 V12. Can't wait for tomorrow!
2 April 2010
Tidied up a few wires, connected the E original trumpets to the air cleaners and refitted the bonnet - only to find that the air cleaner housings interfered with the inner wheel wells on both sides but more so on the left. Ideal would be to move the air filter housing further to the rear but I'll leave that for another day. For now I'm butchering the air cleaner until it fits.
1 April 2010 - And this is no joke...
Took the car for its first drive with the EFI conversion today after bleeding the brakes, clutch and topping up the gearbox. The drive was a very cautious one as I did not know how the brakes would do. I did after all replace master cylinder, servo cylinder and overhauled the servo itself so the braking system had to prove itself first. Also I dont have the WBO fitted yet so I cant tell what the AFRs are doing. The tank was rather empty and I know that the fuel could wash to the rear and cause the pump to suck air and lose pressure.
29 March 2010
Engine is back in. Busy with last items. Hoping to start coming Saturday.
Pictures: http://www.jag-lovers.org/v.htm?1269854779
5 Feb 2010
Engine is out at the moment having to fix exhaust manifold studs, gearbox and diff leaks. Will also be fitting the dual VR sensors while I've got access to the crank pulley.