V12 engine development explained by Hassan & Mundy

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Heuer
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#1 V12 engine development explained by Hassan & Mundy

Post by Heuer » Wed Aug 22, 2018 10:15 am

I came across this fascinating period film of Raymond Baxter interviewing Walter Hassan and Harry Mundy about the then new V12.


Explains everything from the flat head to the choice of carb position. Genius!
David Jones
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#2 Re: V12 engine development explained by Hassan & Mundy

Post by chrisfell » Wed Aug 22, 2018 10:25 am

“..or should I say aluminum” ..
No you should not.
(See the veins rising in my neck!)
Chris '67 S1 2+2

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#3 Re: V12 engine development explained by Hassan & Mundy

Post by Heuer » Wed Aug 22, 2018 10:29 am

The film was aimed at the US market as was the V12 something made clear by Hassan & Mundy as things progress. By then they are back to using 'aluminium' though.
David Jones
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#4 Re: V12 engine development explained by Hassan & Mundy

Post by morganjag » Wed Aug 22, 2018 4:00 pm

Yes , spotted the utube clip a few months back and have been interested to read about the history of the development of this engine in the e type magazine . Nice to know it was the engine used to develope the Jaguar Le Mans v12 winner .

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#5 Re: V12 engine development explained by Hassan & Mundy

Post by H7OB » Wed Aug 22, 2018 9:01 pm

Excellent film. Fascinating to hear that they created a single cylinder engine to help develop the head design.
Thank you for sharing!
Paul
'68 Series 1.25 2+2

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#6 Re: V12 engine development explained by Hassan & Mundy

Post by christopher storey » Thu Aug 23, 2018 11:47 am

It would be very interesting to know what May did which so improved the specific fuel consumption of the engine when the redesign for the HE engine took place

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#7 Re: V12 engine development explained by Hassan & Mundy

Post by Bob. » Fri Aug 24, 2018 8:09 am

Extract from Roger Bywater's website http://www.jagweb.com/aj6eng/v12-engine/page4.php
As the 1970s progressed the thirst of the V12, even with electronic fuel injection, became a matter for serious concern and a number of ways to improve it were tried. Stratified charge pre-combustion chambers were in fashion and some low key experiments took place with devices which screwed into the spark plug hole of a single cylinder test engine. Another experiment which made no headway was a small inlet port concept intended to generate stronger turbulence. Ceramic coatings on heads and pistons to both reduce friction and cut heat loss showed some promise, but of course the real problem had been identified correctly by Keith Duckworth some years before - the flat head combustion chamber design was just not good enough. Only a substantial improvement would be worthwhile yet a major redesign was out of the question, so how could it be achieved? It so happened that around this time a Swiss engineer called Michael May was claiming some impressive results from a high turbulence combustion chamber based on the conventional 2 valve in-line configuration then in widespread use. Most manufacturers looked into it without finding any great advantage but it arrived just in time to save the Jaguar V12.

The rather unimaginatively named May "Fireball" combustion chamber (Fig. 3) consisted of a more or less circular pocket around and under the exhaust valve. The essential feature was that squish action created as the, now flat-topped, piston approached the cylinder head, was directed by a channel from around the inlet valve to impinge tangentially into the chamber to generate a strong swirl effect under the exhaust valve. With the spark plug relocated to the side of this chamber, the entire concept was a clever interpretation of accepted wisdom for burning lean mixtures at high compression ratios. One might easily argue that any combustion chamber design which generated some much needed turbulence in part throttle conditions would have done the trick but there can be no doubt that the May design, aided by a judicious raising of the differential gearing, transformed the fuel efficiency of the V12 and ensured its survival. Some prototype engines ran at diesel-like compression ratios of more than 14:1, but 12.5:1 was decided on for the introduction in 1981 of the "HE V12" as it was christened. The May combustion chamber design continued for the remainder of the production life of the V12 with the compression ratio lowered later to 11.5:1 for catalyst engines and finally to 11:1, lower compression ratios giving a vital benefit of quicker catalyst light up.
Bob
'71 S3

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#8 Re: V12 engine development explained by Hassan & Mundy

Post by Ikebaddog » Fri Aug 24, 2018 9:52 am

Fascinating, makes me even prouder to own a V12!
John
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