It is running really sweetly… glad to see another classic heading back to the road but couldn’t help noticing that this car looks the same colour blue as the sad neglected S-Type V8 lurking in the background ! That one keeps getting pushed (?) to the back of the queue !
Good day Adam .It sounds beautiful. Although it wasn't a 5 minute job you made it run smoothly. Well done and all of the best with the other little things that must be done .
Great job dialing in the carbs! I have synchronized enough motorcycle carbs to know what it takes to get all carbs on an engine working in unison with each other. Thanks for a good video tutorial! That car runs sweet!
Interesting video, in particular 11 mins in regarding needle adjustment types. All very true. What you may find is that the carb piston originated elsewhere (perhaps an old Range Rover for example) and instead of the tall fine allen key adjuster normally used in your video, they instead use a grooved round bar (I normally make these out of old screwdrivers) when I encounter these adjuster types. What I am additionally finding quite often is that the traditional needle profiles and baseline jet heights are no longer applicable because of fuel changes.
Thank you! It’s a fun skill that I really enjoy. The first time I tried on twin SU’s I messed it up big time. Took a few tries to get it right. This is just twice as many carbs but quite a bit more work
Thanks Adam. Well if using a hose is good enough for Iain Tyrrell then it' good enough for you ! Adam , you're on another level when it comes to getting a V12 purring but it's clear that most mechanics just don't have that one important element .......patience ! Thankyou
The carb mixtures can be adjusted. Its a long allen key that is acessed through the dash oil pot where you fill up the oil. There is also a aJag special tool that holds the rubber diaphram from turning.
Yes I said that in the video however if you watched the video you would know that I mentioned the carbs had been messed with before. Someone has added internals from another car that weren’t adjustable. That’s why I had to adjust it that way.
Hi Adam. Great detail...always a pleasure to watch your work. I can't thank you enough for all you do for the Jaguar enthusiast. No oil leaks on the engine?
Really helpful video so thanks for taking the time to make it. I do have a question, do you reconnect the linkage between the carbs before you start to balance the air flow between the carbs on the same side of the car? I just didn't catch when is the right time to connect them back together. Thanks
Amazing job! Very professional and informative. Just thinking of buying a Daimler Double Six -87....A Very nice grey with grey interior...advertised locally....To join my X308 XJR......
Many V-12s have SU carbs, but I think they all came from the factory with Strombergs originally. I also would like to know if any left the factory with SU carbs.
Adam, if you don’t mind… 1) 1:18 you changed a little rod that had a big effect on timing? What do you mean? What rod? 2) My HE V-12 runs very smoothly up until about 3,000rpm, then gets a vibration. Vacuum and mechanical advance are definitely working. I’m thinking maybe it’s not getting enough spark at higher RPM? Any suggestions or troubleshooting tips? Many thanks for your terrific videos!!
It was the rod for the vacuum advance. It normally just has one position. However a previous owner had drilled another position I got it. I was just putting it back to stock. Have you set the timing at 3000 rpm?
@@LivingWithAClassic I have set the timing by ear, advancing up to the point of pinging and then backing off a bit. I was unable to locate the timing mark on my pulley, so couldn’t use a timing light on it. This week I had a shop help me out and paint the mark white, so I will hit it with the timing light later today. I don’t expect the results will tell me to advance timing further, because I think that would get her pinging, but I will do the test and see. Thank you so much for the advice. Please let me know what else you think I might look at if timing isn’t the issue.
Maybe your input would help me, my 1986 XJS V12 no longer has a functional A/C and therefore the fuel cooler no longer works. Is the fuel cooler important enough to justify alternate methods for cooling the fuel, for example using a tube and fin cooler instead? Appreciate your videos, they've helped me a lot!
Hi Ive got the same engine It has been sat for 10 Years , timing is done, Ticks over great but no throttle when pushed down, just sucks air.. Any ideas please...
I have the same engine in my car, but with fuel injection. It comes with plenty of headaches of its own. More potential to run reliably and consistently, but at least as many things to go wrong. I also have Bosch CIS injection in my Ferrari, which was Bosch’s other flavour of injection in the 80s, different from what Jaguar used. It, also, is no easier to get running well than carbs. Modern FI is great, but back in the day both systems left a lot to be desired. Just my experience. I’m no authority.
Both have the pros and cons. When I was getting my injected 1977 car back on the road after sitting for 17+ years I kept wishing it was carbed. Carbs are easy to rebuild and pretty straight forward to set up. Injection takes longer to go through every sensor and get it right. The injected cars do run a bit better but I prefer the sound of the carbed ones
@@LivingWithAClassic I'm an electronic technician, so for me it is easier to test sensors and troubleshoot wiring, but yes, I can understand how everyone have their preferences.
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It is running really sweetly… glad to see another classic heading back to the road but couldn’t help noticing that this car looks the same colour blue as the sad neglected S-Type V8 lurking in the background ! That one keeps getting pushed (?) to the back of the queue !
You have become very good at adjusting side draft carbs. Every time I adjust my SU carbs, I thank you for your terrific episode on the SU's.
Thank you! It’s a skill I really enjoy.
Good day Adam .It sounds beautiful. Although it wasn't a 5 minute job you made it run smoothly. Well done and all of the best with the other little things that must be done .
Great job dialing in the carbs! I have synchronized enough motorcycle carbs to know what it takes to get all carbs on an engine working in unison with each other. Thanks for a good video tutorial! That car runs sweet!
Respect! After watching this video I don't consider my V6 complicated.
Yeah, I'm glad too, my XJ-C has only 2 SU-Carbs 😀
It does take a while to set up but once done it’s very good.
Interesting video, in particular 11 mins in regarding needle adjustment types. All very true. What you may find is that the carb piston originated elsewhere (perhaps an old Range Rover for example) and instead of the tall fine allen key adjuster normally used in your video, they instead use a grooved round bar (I normally make these out of old screwdrivers) when I encounter these adjuster types. What I am additionally finding quite often is that the traditional needle profiles and baseline jet heights are no longer applicable because of fuel changes.
Takes time and skill to keep these ticking over, something you seem to have in excess, you have the touch, if only it was as easy as you make it seem.
Thank you! It’s a fun skill that I really enjoy. The first time I tried on twin SU’s I messed it up big time. Took a few tries to get it right. This is just twice as many carbs but quite a bit more work
Thanks Adam. Well if using a hose is good enough for Iain Tyrrell then it' good enough for you ! Adam , you're on another level when it comes to getting a V12 purring but it's clear that most mechanics just don't have that one important element .......patience ! Thankyou
The carb mixtures can be adjusted. Its a long allen key that is acessed through the dash oil pot where you fill up the oil. There is also a aJag special tool that holds the rubber diaphram from turning.
Yes I said that in the video however if you watched the video you would know that I mentioned the carbs had been messed with before. Someone has added internals from another car that weren’t adjustable. That’s why I had to adjust it that way.
V12 sounds great, very helpful video thanks Adam.
Glad you liked it!
Hi Adam. Great detail...always a pleasure to watch your work. I can't thank you enough for all you do for the Jaguar enthusiast. No oil leaks on the engine?
Really helpful video so thanks for taking the time to make it. I do have a question, do you reconnect the linkage between the carbs before you start to balance the air flow between the carbs on the same side of the car? I just didn't catch when is the right time to connect them back together. Thanks
Amazing job! Very professional and informative.
Just thinking of buying a Daimler Double Six -87....A Very nice grey with grey interior...advertised locally....To join my X308 XJR......
Great video! It seems complicated but possible. Are there any V12 with SU-Carbs?
Many V-12s have SU carbs, but I think they all came from the factory with Strombergs originally. I also would like to know if any left the factory with SU carbs.
As far as I’m aware all came with Stromberg due to emissions. I know some owners who have converted to SU’s
Adam, if you don’t mind…
1) 1:18 you changed a little rod that had a big effect on timing? What do you mean? What rod?
2) My HE V-12 runs very smoothly up until about 3,000rpm, then gets a vibration. Vacuum and mechanical advance are definitely working. I’m thinking maybe it’s not getting enough spark at higher RPM? Any suggestions or troubleshooting tips?
Many thanks for your terrific videos!!
It was the rod for the vacuum advance. It normally just has one position. However a previous owner had drilled another position I got it. I was just putting it back to stock.
Have you set the timing at 3000 rpm?
@@LivingWithAClassic I have set the timing by ear, advancing up to the point of pinging and then backing off a bit.
I was unable to locate the timing mark on my pulley, so couldn’t use a timing light on it. This week I had a shop help me out and paint the mark white, so I will hit it with the timing light later today. I don’t expect the results will tell me to advance timing further, because I think that would get her pinging, but I will do the test and see.
Thank you so much for the advice. Please let me know what else you think I might look at if timing isn’t the issue.
Hola. Muy buen video. Una pregunta. Los Stromberg operan individualmente, o se intercomunican. Gracias y saludos.
I still Owen my xj12l 1974 bought new $15,790.00 runs great do my own work on it.
It would help if you explained how to balance the air
Maybe your input would help me, my 1986 XJS V12 no longer has a functional A/C and therefore the fuel cooler no longer works. Is the fuel cooler important enough to justify alternate methods for cooling the fuel, for example using a tube and fin cooler instead? Appreciate your videos, they've helped me a lot!
Hi Ive got the same engine It has been sat for 10 Years , timing is done, Ticks over great
but no throttle when pushed down, just sucks air.. Any ideas please...
Good job! But I prefer injection any day of the week.
I have the same engine in my car, but with fuel injection. It comes with plenty of headaches of its own. More potential to run reliably and consistently, but at least as many things to go wrong.
I also have Bosch CIS injection in my Ferrari, which was Bosch’s other flavour of injection in the 80s, different from what Jaguar used. It, also, is no easier to get running well than carbs.
Modern FI is great, but back in the day both systems left a lot to be desired.
Just my experience. I’m no authority.
Both have the pros and cons. When I was getting my injected 1977 car back on the road after sitting for 17+ years I kept wishing it was carbed. Carbs are easy to rebuild and pretty straight forward to set up. Injection takes longer to go through every sensor and get it right. The injected cars do run a bit better but I prefer the sound of the carbed ones
@@LivingWithAClassic I'm an electronic technician, so for me it is easier to test sensors and troubleshoot wiring, but yes, I can understand how everyone have their preferences.
@@alexandrecouture2462 Makes sense. For me electronic engineering is a glaring gap in my knowledge and troubleshooting capabilities.
Well it’s more the issue of finding the parts. It’s very hard to find spares for the early injection systems