another_1 wrote:
Actually, Jaguar discontinued their v-12 several years ago. And I would have to disagree that "V12 is where it's at, " While they are great on the track, IRL it seems as if everybody - including Jag, BMW & MB - ends up having reliability issues and ridiculous maintenance costs - God help the owner of one once it's out of warranty!
Compared to a V10 I mean, V10s are the most ret*d large engine layout ever, there is no need for 2 more cylinders which serve to unbalance the engine. With a V12 an engine works like a smoother straight 6, each bank naturally balances itself so ANY bank angle can be used whether it's a narrow angle to fit in a thin engine bay or a wide angle to allow for straighter intake runners. The V10 is handicapped to being most effective at 72 degrees I believe. With a V8 you have either a crossplane or a flatplane engine. Ferrari makes flatplane engines, they work more like 2 individual I4s and usually have balance shafts like a majority of well built I4s but have less overall reciprocating weight than a crossplane which allows them to rev easier. The majority of crossplane V8s have heavy counterweights and use a 90 degree bank angle, which leads to VERY fat engines especially with overhead cams and because of the heavy counterweights they don't like to rev, hence why Ferrari and similar don't like them.
Any engine is only as reliable as the parts it's made of. A V12 just has more of them. Give me a V12 I don't give a damn if it's a BMW, Jag, Ferrari, etc. I can convert it to run Chevy LS1 ignition coils on a standalone ECU using fuel injectors off of a Japanese engine (NA Z32 270s = 500hp+, TT Z32 370s = 700hp+, DSM 440s = 800hp+) and it will be reliable enough to drive on a daily basis, the only question would be if I could daily drive it, the answer is probably yes assuming I use 2 seperate ECUs so I can run only 1 bank when I'm not racing and get possibly a little better fuel economy.
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