William 'Bill' Munger Heynes CBE (31 December 1903 – July 1989), born in Leamington Spa , was an English automotive engineer.
69-398: The Jaguar XJ13 is a prototype racing car that was developed by Jaguar Engineering Director William Heynes to compete at Le Mans in the mid 1960s. It never raced, and only one was produced. The car has not been officially valued, but a £7 million bid for it was declined by the owners in 1996. It was more than three times the price of a Ferrari 250 GTO at the time. Jaguar had considered
138-557: A 6.0 L (366 cu in) DOHC V12 engine, is the sole Chinese car to be produced with a V12 engine. V12 engines have often been used in Formula One, particularly from the 1966 season to the 1969 season . The first V12 engine used in Formula One was in the 1964 Honda RA271 racing car, and continued through to the 1968 Honda RA301 racing car. The 1966 season saw V12 engines become popular, with new V12 engines from Ferrari, Maserati, and Weslake. Ferrari's engine debuted in
207-610: A V12 engine essentially functions as a straight-six engine , which by itself has perfect primary and secondary engine balance . A four-stroke V12 engine has even firing order at V-angles of 60, 120, or 180 degrees Many V12 engines use a V-angle of 60 degrees between the two banks of cylinders. V12 engines with other V-angles have been produced, sometimes using split crankpins to reduce the unbalanced vibrations. The drawbacks of V12 engines include extra cost, complexity, friction losses, and external size and weight, compared with engines containing fewer cylinders. At any given time, three of
276-453: A car such as the XJ13 needed an experienced race driver to help develop it. Jack Brabham was approached in this regard, but the challenge was eventually taken up by ex-Jaguar Apprentice David Hobbs , who was recruited as the XJ13's main test driver. In 1969, Hobbs was included in a FIA list of 27 drivers who were rated the best in the world. Hobbs achieved an unofficial UK closed lap record with
345-524: A currently produced V12 marine engine is the Wärtsilä 46F engine, where the V12 version has a displacement of 1,157 L (70,604 cu in) and a power output of 14,400 kW (19,300 hp). Renault introduced the first V12 engine for aircraft with their 90 hp model of 1912 . This engine had a V-angle of 60 degrees, air cooling and an intake over exhaust (F-head) valve arrangement. The propeller
414-518: A displacement of 18.4 L (1,120 cu in) a weight of 430 kg (950 lb) and developed 12 m (40 ft) racing boats, but little is known of its racing achievements. Two more V12s appeared in the 1909-1910 motor boat racing season. The Lamb Boat & Engine Company in the United States built a 25.5 L (1,559 cu in) engine for the company's 10 m (32 ft) 'Lamb IV' boat. The Orleans Motor Company built
483-401: A displacement of 9.0 L (549 cu in), an aluminum crankcase, iron cylinders with L-shaped combustion chambers, a cam-in-block valvetrain and a V-angle of 60 degrees. Each bank of the engine consisted of two-cylinder blocks with three cylinders each. Valve clearance was set by grinding the relevant parts, the engine lacking any easy means of adjustment. This reflected the intention for
552-402: A massive 56.8 L (3,464 cu in) flathead V12 engine with a power output quoted as "nearly 298 kW (400 bhp)". In 1914, Panhard built two 38.6 L (2,356 cu in) V12 engines with four valves per cylinder, which were designed for use in racing boats. Large V12 diesel engines are common in modern cruise ships, which may have up to six such engines. An example of
621-425: A potential engine option for its first-ever front-wheel-drive car, Cadillac Eldorado . However, Cadillac was unsatisfied with the performance of its V12 engine, having little advantage over the large displacement V8 that was cheaper to enlarge for more power. In Europe, several manufacturers added V12 engines to their line-up, as listed below: In the United States, no mass-produced V12 engines have been built since
690-678: A prototype version of the Sunbeam Mohawk V12 engine was unveiled in the United Kingdom, based on the 'Toodles V' motor racing engine. The production version was rated at 168 kW (225 hp) at 2,000 rpm, making it the most powerful airplane engine in Great Britain at the outbreak of World War I. During and after World War I, various companies in the United States produced the Liberty L-12 engine. In Austria,
759-509: Is common as locomotive, armoured tank, and marine engines. In these applications, the width of the engine is constrained by tight railway clearances or street widths , while the length of the vehicle is more flexible. In twin-propeller boats, two V12 engines can be narrow enough to sit side by side, while three V12 engines are sometimes used in high-speed three-propeller configurations. Large, fast cruise ships can have six or more V12 engines. In historic piston-engine fighter and bomber aircraft,
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#1732801740052828-659: Is now displayed at the British Motor Museum at Gaydon, UK. The only known replica of the original, pre MIRA crash, car powered by original prototype engine: Created following extensive research, including at the Jaguar Heritage Trust, under the guidance of surviving XJ13 Team members and making use of original data. Research was conducted by Neville Swales, owner of Building the Legend Ltd. Generally accepted as being an authentic re-creation of
897-404: Is uncommon in the 21st century. A 60-degree V12 engine is typically narrower than a 90-degree V6 or V8 engine of similar displacement. However, the V12 engine is usually longer than V6 and V8 engines. The added length often makes it difficult to fit a V12 engine into a passenger car, but the length is not typically a problem for trucks and stationary applications. Due to its narrower width, the V12
966-553: The Austro Daimler V12 engines were used by the large flying boats of the Naval Air Force and produced up to 257 kW (345 hp). By the end of World War I, V12s were well established in aviation, powering some of the newest and largest fighter and bomber airplanes. After World War I, many Zeppelins used V12 engines built by Maybach and Daimler . V12 engines powered the first transatlantic crossings by
1035-666: The Battle of Britain . The long, narrow configuration of the V12 contributed to good aerodynamics, while its smoothness allowed its use with relatively light and fragile airframes. In the United States, the Rolls-Royce Merlin engine was produced under license by Packard Motor Car Company, which was used in the P-51 Mustang fighter. This engine was also incorporated into some models of the Curtiss P-40, specifically
1104-606: The Ferrari 312 racing car and was used up to the 1975 Ferrari 312B , after which Ferrari switched to a flat-twelve engine. Maserati's engine was introduced in the Cooper T81 and was used until the 1969 Cooper T86 . The Weslake V12 engine was used from 1966 to 1968 and was introduced in the Eagle Mk1 racing car. BRM produced V12 engines from the 1968 BRM P133 racing car until the 1977 BRM P207 . The Matra Sports V12 engine
1173-514: The Ferrari 512S in 1970, of which not all 25 were raced or sold. Source: In 1971 the Series 3 E-type was about to be launched with Jaguar's first production V12 engine . The publicity team wanted a shot of the XJ13 at speed for the opening sequence of the film launching the V12 E-Type. On 21 January 1971, the XJ13 was taken to MIRA for the filming with Jaguar test driver Norman Dewis at
1242-733: The Lycoming BB motor . In 1935, the V12 engine used by the Pierce Arrow luxury car was fitted to firetrucks built by Seagrave (with production continuing until 1970, since Seagrave purchased the equipment to manufacture the Pierce Arrow engines themselves). The 1960–1965 GMC Twin Six 11.5 L (702 cu in) gasoline V12 engine was basically the GMC 351 V6 engine, doubled, with four rocker covers and four exhaust manifolds. Peak power
1311-639: The turbosupercharger system required bulky ductwork and had poor high-altitude performance. In 1943, a version using a more conventional mechanical supercharger began production. After World War II, V12 engines became generally obsolete in aircraft due to the introduction of turbojet and turboprop engines that had more power for their weight, and fewer complications. In automobiles, V12 engines are less common than engines with fewer cylinders, due to their size, complexity, and cost. They have been mostly used for expensive sports and luxury cars thanks to their power, smooth operation, and distinctive sound. One of
1380-412: The "Craig-Dörwald" engine after Putney's founding partners, the V12 engine was based on Putney's existing two-cylinder engine with a flathead design, a V-angle of 90 degrees and an aluminium crankcase. As in many marine engines, the camshaft could be slid longitudinally to engage a second set of cams , giving valve timing that reversed the engine's rotation to achieve astern propulsion . The engine had
1449-494: The 1930s. Lincoln themselves would cease V12 production in 1948, and no American automaker has built V12 engines since. Improvements in engine design, namely combustion chamber, piston form, fuel delivery system, and such enabled the lighter and cheaper V8 engines to surpass V12 engines in performance. Following the end of the Second World War, the economic austerity and changes in taste in many European countries led to
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#17328017400521518-486: The 1940s, with U.S. manufacturers preferring to use large displacement V8 engines instead. Japanese manufacturers rarely produce engines with large displacements, therefore V12 engines are very rare. The sole Japanese V12 engine is the 1997–2016 Toyota GZ engine , a 5.0 L (305 cu in) DOHC design which was used in the Toyota Century limousine. In China, the 2009 Hongqi HQE limousine, powered by
1587-486: The 1967–1982 Tatra T813 , built in Czechoslovakia, used a 17.6 L (1,074 cu in) naturally aspirated V12 diesel engine, and the 1983–present Tatra T815 is available with a 19.0 L (1,159 cu in) V12 diesel engine in both naturally aspirated and turbocharged forms. In the United States, V12 versions of the 1938–1995 Detroit Diesel Series 71 , the 1967–1999 Detroit Diesel Series 149 and
1656-475: The 1974–1995 Detroit Diesel Series 92 were produced. In Japan, Isuzu produced naturally aspirated V12 diesel engines from 14.0 to 22.0 L (854 to 1,343 cu in) in 1976–2000, for their heavy duty trucks: New Power, 810 and Giga. Trucks using V12 gasoline (petrol) engines are rare, however several were produced in the United States from the 1930s until the 1970s. In 1931, American La France began producing firetrucks with V12 gasoline engines based on
1725-442: The 1995 Ferrari 412 T2 became the last Formula One car to use a V12 engine. The Lamborghini LE3512 engine was used by various teams between 1989 and 1993. The Honda RA122-E engine was first used in the 1991 McLaren MP4/6 and was raced until the 1992 McLaren MP4/7A . The Yamaha OX99 engine was used in the 1990 Brabham BT59 through to the 1992 Brabham BT60 . The most powerful naturally-aspirated V12 engine used in Formula One
1794-605: The Curtiss NC flying boats (using four Liberty L-12 engines), the first non-stop transatlantic crossing in a Vickers Vimy (using two Rolls-Royce Eagle engines) and the first transatlantic crossing by an airship in the R-34 class airship (using five Sunbeam Maori engines). V12 engines reached their apogee during World War II with engines such as the British Rolls-Royce Merlin and Rolls-Royce Griffon ,
1863-622: The Jaguar C-type and D-type . He used his Bristol Aeroplane Company background to build it using techniques borrowed from the aircraft industry. The task of building the car was entrusted by Heynes to Engineer Derick White, Ted Brookes, Mike Kimberley, and Bob Blake in the Browns Lane experimental department's "competition shop"—Blake described by his contemporaries as "An Artist in Metal". William Heynes recognised as early as 1964 that
1932-582: The Mk 10 saloon October 1961, which incorporated new front suspension in conjunction with a new independent rear suspension also designed for the E Type introduced earlier in 1961. Introducing two new models in the same year determines his great engineering and design strength from a small talented engineering team. Heynes with Sir William Lyons designed and engineered the XJ6 saloon, launched in September 1968. The model
2001-667: The P-40F and P-40L. Packard Merlins powered Canadian-built Hurricane, Lancaster, and Mosquito aircraft, as well as the UK-built Spitfire Mark XVI , which was otherwise the same as the Mark IX with its British-built Merlin. The Allison V-1710 was the only liquid-cooled V12 engine designed in the United States that was used on active service during World War II. It was initially used in the P-38 Lightning , but
2070-694: The Soviet Klimov VK-107 and Mikulin AM-38 , the American Allison V-1710 , and the German Daimler-Benz DB 600 and Junkers Jumo . These engines generated about 750 kW (1,000 hp) at the beginning of the war and over 1,100 kW (1,500 hp) at their ultimate evolution stage. This rapid increase in power outputs was due to technology such as multi-speed superchargers and high octane fuels, and
2139-617: The Standard 6-cylinder engine. One of the first cars to ever have it installed was the SS Jaguar 100 . Following World War II, SS Cars was renamed Jaguar . Heynes, who was appointed to the main Board of Director as Technical Director and Chief Engineer (1946), had earlier persuaded the chairman William Lyons that the company should make its own range of engines. During late war time the XK engine
Jaguar XJ13 - Misplaced Pages Continue
2208-449: The United States. During the late 1920s, the number of marques offering V12 engines for their passenger cars increased and peaked in the 1930s. The lack of vibration and sound, inherent smoothness, and increased power were cited as key benefits for V12 engines. Automobile petrol produced in the 1920s and 1930s had lower octane rating , leading to lower engine performance ratings, and vibration isolating engine mounts were rarely fitted to
2277-642: The V12 layout was commonly adopted due to its low vibrations so that the powerful engines did not tear apart the light airframes of fighters. The Allied forces used V12 engines with an "upright" design, while many German engines (aside from the BMW VI , which was designed prior to World War II), used an inverted engine design, which had a lower centre of gravity and improved pilot visibility for single-engined designs. The only American-design inverted V12 engine of any type to see even limited service in World War II
2346-507: The XJ13 was considered obsolete by the time the prototype was complete. In addition, Ford upgraded the chassis to the modern Mk.IV, winner of 1967 Le Mans. Together with the 4.0 litre V12 Ferrari P these sleek cars were so fast that from 1968 onwards the engines of prototypes were limited to 3.0 litre, like in Formula One since 1966. The XJ13 prototype was tested at MIRA and at Silverstone, which confirmed that it would have required considerable development to make it competitive. The prototype
2415-412: The XJ13 which stood for 32 years. For the XJ13's final test at full racing speed, Hobbs was joined at Silverstone by another racing driver (and ex-Jaguar apprentice) Richard Attwood . The XJ13 had a mid-engine format, with the 5.0 litre V12 engine designed by Heynes and Claude Bailey. It produces 502 horsepower at 7600 rpm, mounted behind the driver, used as a stressed chassis member together with
2484-519: The car. The car was rebuilt, to a specification similar to the original, using some of the body jigs made for its original construction and at a cost of £1,000 to Jaguar. In Jaguar's own words, "The car that can be seen today is not an exact reproduction of the original." The XJ13 made its public debut in July 1973 when 'Lofty' drove it around Silverstone at the British Grand Prix meeting. It
2553-490: The central body tub together with a single fabricated transverse lower link. The development of the XJ13, although treated seriously by the designers, was never a priority for company management (despite assistant MD Lofty England's Le Mans success in the 1950s) and became less so following the 1966 merger with BMC . By that time, Ford had developed the GT40 into the 7.0 litre Mk.II prototype that won Le Mans in 1966, and so
2622-421: The company's board as part of their promotion. V12 engine A V12 engine is a twelve- cylinder piston engine where two banks of six cylinders are arranged in a V configuration around a common crankshaft . V12 engines are more common than V10 engines . However, they are less common than V8 engines . The first V12 engine was built in 1904 for use in racing boats . Due to the balanced nature of
2691-471: The cylinders in a V12 engine are in their power stroke, which increases the smoothness of the power delivery by eliminating gaps between power pulses. A V12 engine with a 180 degree V-angle is often called a flat-twelve engine . These are also sometimes called 'boxer twelve' engines, however this terminology is incorrect for the majority of 180-degree V12 engines, since they use shared crankpins and are therefore not configured as boxer engines. Theoretically,
2760-622: The demise of luxury automobiles with V12 engines in the 1940s and 1950s. Lincoln continued the limited production of luxury cars with V12 engines from 1946 to 1948. The American manufacturers focused on continuously improving V8 engines and their performances through the 1950s, leading to the first "horsepower war" in the 1960s. In Italy, Enzo Ferrari , who had long admired the V12 engines of Packard , Auto Union , and Alfa Romeo (His former employer), introduced his first passenger car, Ferrari 166 Inter , in 1948 and fitted it with 2.0 L (122 cu in) Colombo V12 engine. Dissatisfied with
2829-596: The earliest recorded uses of V12 engines in automobiles was in October 1913, when a custom-built racing car competed at the Brooklands circuit in the United Kingdom. The car was entered by Louis Coatalen , who was chief engineer of the Sunbeam Motor Car Company. It was named 'Toodles V' (after Coatalen's pet name for his wife) and achieved several speed records in 1913 and 1914. The V12 engine had
Jaguar XJ13 - Misplaced Pages Continue
2898-529: The engine and the smooth delivery of power , V12 engines were found in early luxury automobiles, boats, aircraft, and tanks. Aircraft V12 engines reached their apogee during World War II, following which they were mostly replaced by jet engines. In Formula One racing, V12 engines were common during the late 1960s and early 1990s. Applications of V12 engines in the 21st century have been as marine engines, in railway locomotives, as large stationary power as well as in some European sports and luxury cars. Each bank of
2967-437: The engine to be later used in aircraft since any adjustment method that could go wrong in flight was to be avoided. As initially built, the V12 was rated at 150 kW (200 bhp) at 2,400 rpm and weighed approximately 340 kg (750 lb). Amongst the first production cars to use a V12 engine were the 1915 Packard Twin Six , the 1915 National V12 engine and the 1917 Weidely Pathfinder ; all of which were built in
3036-555: The finest craftsmen in the industry. Visually identical to the actual 1973-built factory car. The car was officially launched at Retromobile 2024. William Heynes Heynes was educated at Warwick School from 1914 to 1921 before joining the Humber Car Company in Coventry in 1922 as a student where he worked in the drawing office before becoming head of the technical department in 1930. During this time he oversaw
3105-485: The first V12 engine prototypes were produced and developed and tested. A prototype race car was initiated for Le Mans . A single V12 car XJ13 was completed and tested in 1966 with competitive lap times at Silverstone prior to the project being cancelled. The V12 engine continued to be developed in line with emerging emission regulations for Series 3 E-Type and XJ12 / XJS. Heynes was Chief Engineer from 1935 until his retirement. As Chief Engineer and Technical Director he
3174-552: The five-speed manual ZF Transaxle driving the rear wheels. The front suspension wishbones were similar to that of the E-Type; however, where the E-Type used longitudinal torsion bars, the XJ13 had more conventional coil spring/damper units. At the rear, there again remained similarities with the E-Type—the use of driveshafts as upper transverse links. However, the rest was different, with two long radius arms per side angling back from
3243-408: The inlet porting, valve angles and combustion chamber shape. The first engine ran in July 1964. The design structure of a mid-engined prototype was first mooted in 1960 by William Heynes, but it was not until 1965 that construction began, with the first car running by March 1966. The aluminium body exterior was designed by Malcolm Sayer , the aerodynamicist responsible for aerodynamic air flow work on
3312-678: The introduction of significant models including the Humber Snipe and the Humber Pullman . In April 1935, after the Rootes Group takeover, he was chosen by William Lyons to join SS Cars Ltd . Initially he worked on the chassis and suspension but was also responsible for increasing the power output of the modified Standard Motor Company engines then being used. He worked on development of an overhead-valve conversion for
3381-482: The long, narrow V12 configuration used in high-performance aircraft made them more streamlined than other engines, particularly the short, wide radial engine . The first V-engine (a V-twin design) was built by Daimler in 1889, then the first V8 engine was built by Antoinette in 1903. These were followed by the first V12 engine in 1904, which was built by Putney Motor Works in London for use in racing boats. Known as
3450-487: The manufacture of a Dual Overhead Camshaft (DOHC) V12 engine as far back as 1950, initially for racing purposes, and then developing a Single Overhead Camshaft (SOHC) road-going version, unlike the XK, which was designed as a production engine and later pressed into service for racing. The engine design was essentially two XK 6-cylinder engines on a common crankshaft with an aluminium cylinder block, although there were differences in
3519-474: The passenger cars in the 1920s and the early 1930s. Adding more cylinders to the engine was one of several techniques for performance increase. European passenger cars with V12 engines were: American passenger cars with V12 engines were: The economic hardships caused the Great Depression meant that all American automakers except for Lincoln had discontinued production of V12 engines by the end of
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#17328017400523588-471: The pre-crash 1966 Jaguar XJ13. The first of this run of replicas was notable for being powered by the only surviving complete and original quad-cam prototype engine. Notable appearances: February 2016: London Classic Car show. First track appearance, in the company of surviving members of the original XJ13 project team, and members of William Heynes' and Malcolm Sayer's family, Jaguar VIPs and enthusiasts at Curborough Sprint Course near Lichfield. The car
3657-482: The reliability and crudeness of his Ferrari 250 GT, Ferruccio Lamborghini wanted to develop his own passenger cars that were more cultured and more reliable than the cars produced by Ferrari. His first passenger car, a grand tourer, was 350 GT with 3.5 L (214 cu in) DOHC engine. Both manufacturers have a long history of producing vehicles with V12 engines, which continues uninterrupted to this day. Cadillac experimented with V12 engines in 1963 and 1964 as
3726-422: The rotating parts of a V12 racing engine could be lighter than a crossplane V8 engine of similar displacement due to the V12 engine not requiring counterweights on the crankshaft or as much inertial mass for the flywheel. In addition, the exhaust system of a V12 engine is much simpler than would be required for a crossplane V8 engine to achieve pulsed exhaust gas tuning. However, the use of V12 engines in motor racing
3795-584: The system on all Jaguar cars. The Mk 1 2.4 saloon 1954/55 with monocoque body construction followed the forward design thinking of Heynes and his engineers, post war. This was later in 1961 followed by a world leading independent rear suspension designed by Heynes and developed with R J Knight. This unit remained the standard rear suspension thirty years in E-Type , Mark X , S-Type , 420 , XJ6 and XJ12 Series 1, 2 and 3, and XJS . The Heynes design with Walter Hassan development of torsion bar front suspension
3864-422: The wheel. The car was driven by Dewis at speed on a damaged tyre, against the instructions of Jaguar director England. The resultant crash heavily damaged and nearly destroyed the car, although Dewis was unharmed. The damaged car was put back into storage. Some years later, Edward Loades spotted the crashed XJ13 in storage at Jaguar and made the offer to 'Lofty' England that his company Abbey Panels should rebuild
3933-413: Was designed 1964 and tested until cancellation of this last Heynes engineered race car during the company merger with BMC in July 1966. Heynes designed the first British monocoque (unitary) saloon 2.4 and 3.4 models 1955, followed by Mk 2 models with 3.8 litre XK engine. The earlier Jaguar saloon cars from 1950 Mk7 Mk8 Mk9 continued in production with 3.4 3.8 engines until 1961. Heynes was responsible for
4002-535: Was designed and later developed with a launch in 1948 at the London Motor Show with the new XK120 sports car. The XK engine remained in production in 2.4, 2.8, 3.4, 3.8 and 4.2 models and was a significant design as the mainstay of the company for 35 years. With Dunlop he was responsible for the Disc Brake joint development in 1952 and later Heynes following racing experience pioneered and introduced
4071-562: Was driven from the front end of the camshaft, thus spinning the propeller speed at half the speed of a typical crankshaft driven propeller, in order to improve the propeller efficiency. The Renault engine was closely mimicked by the RAF 4 and its derivatives, which was used by various British military aircraft during World War I. The RAF 4 engine had a displacement of 13.2 L (806 cu in), weighed 289 kg (637 lb) and produced 104 kW (140 hp) at 1,800 rpm. In March 1914,
4140-567: Was followed by winning the Le Mans 24 hour race in 1952 1953 with the C Type and 1955 /56 /57 with his monocoque designed D type. Heynes continued to support private race entrants from the experimental competition section, including Briggs Cunningham in the USA with a single prototype E2A , the forerunner of the E Type, and Lister Jaguar in 1958/59 Le Mans and with the full race lightweight E Type 3.8 in 1962/63/64. A mid engined V12 race prototype XJ13
4209-506: Was introduced in the 1968 Matra MS11 racing car and used until the 1978 Ligier JS9 . Few V12 engines were used in the following decade, with the exception of the Alfa Romeo V12 which was first used by the 1979 Brabham BT48 and then by Alfa Romeo until the 1982 Alfa Romeo 182 . A resurgence of V12 engines in Formula One began in 1989, with the introduction of the Ferrari 640 racing car. Ferrari continued to use V12 engines until
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#17328017400524278-399: Was introduced on Mark V 1947 and XK120 1948 and was used on all XK sports cars and Mark VII , VIII and IX saloon cars. A similar design was introduced on all E-Types from 1961 to 1975. His team of engineers including Harry Weslake (consultant), Walter Hassan and Claude Baily designed the 6-cylinder XK engine, that proved to be the biggest and longest lived success of Jaguar. In 1964
4347-620: Was nominated as a finalist in the International Historic Motoring Awards 2016 in the category Car of the Year and was displayed outside the awards event at The Guildhall in London that same year. 22 January 2024: The car was featured and reviewed on an episode of Jay Leno's Garage . Known replicas of the rebuilt, post MIRA crash, car: The only car ever built from a physical scan of the 'factory' Jaguar XJ13. A very special one-off build - handmade by some of
4416-568: Was put into storage and no further examples were made - one reason may have been that there was a literal flood of dozens of V12 race cars available on the market. Both Porsche and Ferrari brought 5.0 litre V12 engine to sports car racing as this size was allowed when at least 25 identical "sports cars" had been produced up front, even though when they were de facto prototypes built to win Le Mans. After Porsche made this expensive gamble in 1969, building 25 Porsche 917 (and later many more), Ferrari sold half of its company to FIAT in order to answer with
4485-596: Was reported that he intended to "devote enthusiasm to his farm whilst maintaining strong motor industry links and advising and assisting his close factory relationship with William Lyons and the Jaguar directors, F.R.W "Lofty" England and Bob Knight." Shortly before his retirement he was honoured with a CBE for his services to exports and vehicle design. His responsibilities were taken over by R. J. ("Bob") Knight (Chief Vehicle Engineer) and W.T.F. ("Wally") Hassan (Chief Engineer, Power Units), both of whom were appointed to
4554-536: Was responsible for all Jaguar design / engineering from 1935 up to and including XJS. Heynes designed the XK range of sports cars XK120 XK140 XK150, including full design of the C-Type 1951 followed by his monocoque body design of the D-Type 1954, followed by the E-Type 1961. Sir William Lyons was persuaded by William Heynes to enter motor racing in 1950 with XK120 works prepared, privately entered cars at Le Mans; this
4623-457: Was the Tipo 043 , used by Ferrari in 1994 , which produced 850 hp (630 kW) @ 15,800 rpm. In prototype sports car racing, the highly successful 2006–2008 Audi R10 TDI used a diesel twin-turbo V12 engine. The Peugeot 908 HDi FAP , introduced in 2007, also used a diesel twin-turbo V12 engine. Several truck manufacturers have produced V12 diesel engines at various times. For example,
4692-624: Was the air-cooled Ranger V-770 , which was used in aircraft that were only used for training purposes within the United States, such as the Fairchild AT-21 Gunner . The Rolls-Royce Merlin V12 engine was used in several British aircraft including the Hawker Hurricane and Supermarine Spitfire fighters, and the Avro Lancaster and de Havilland Mosquito bombers. The Hurricane and Spitfire played vital roles in
4761-496: Was voted best car of the year and laid the foundation for the next seventeen years. The XJ6 success was followed by XJS using similar chassis platform and V12 power units designed and initiated by Heynes before retirement. Heynes always acknowledged his engineering team which he had directed and built up from 1935 and their contribution to the success of Jaguar. At the end of 1969 he retired as Vice Chairman and Technical Director of Jaguar, after 35 years. Following his retirement it
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