The picture at right is a view of the oiling system, under the nose of the car. All external parts of this system had to be modified, requiring the fabrication of special parts like the aluminum junction block where the fittings meet.

Everywhere you look on, in or under the Jaguair, you see that Jay put the emphasis on quality materials and construction. A good example is his use of aircraft quality stainless braided hose in critical areas.

Jaguar designed the system to pass 50% of the pump to the cooler. When used on Jaguar Le Mans race cars, the oil pump uses 20 hp @ 7,500 rpm.

Building the exhaust headers was a real challenge since there is so little room to clear the engine mounts.

Jay improved water circulation through the Jag engine. On the side seen in the picture at right, Jaguar only takes water out at cylinders 1, 2, 4, & 5. He modified the water outlet and now has coolant flowing from all 6 cylinders on each bank. This is something often done in high output applications because it encourages more even heat dissipation and improves the overall performance of an engine by eliminating hot spots.

When I asked how he'd managed to retain the flat floor configuration of the Corvair, he explained how he'd routed the coolant tubing through the Corvair's stock center tunnel, then placed the exhaust tubing under it. The pipes were chrome plated to reduce heat transfer to the car's interior. All the components, including the Tempest torque tube, fit flush with the standard Corvair tunnel pan.

The oil cooler is cleverly located in the recess for the driver's seat.

The exhaust pipes flare out under the rear seat. You can see the coolant pipes also, as they make their way rearward to the radiator, which is mounted in what was previously the Corvair's engine compartment.

In a few of the photos, you'll notice the coolant pipes are wrapped with insulating material. The material was removed after initial testing, as it was determined to be unnecessary.