The Jaguar XJ-S is one of those cars that hit its stride long after it went out of production, which is odd, given that almost a 100,000 cars were sold during its two decade production run. Unloved at first, it has become a seriously desirable classic.
When it was launched in 1975, the Jaguar XJ-S had the hardest job in motoring. It had to replace the E-Type. Quite sensibly, Jaguar didn’t attempt to ape the styling or ethos of its legendary predecessor, opting instead to take its flagship model in a different direction entirely. Take one look at the XJ-S and there’s no mistaking it is a child of the Seventies, with its chrome detailing and boxy lines. In retrospect, it was an inspired move. Not that anyone thought it at the time. The Big Cat suffered a frosty reception, with Jag customers left wondering what happened to the elegance of the E-Type. It took a long while for the XJ-S to hit its stride (not helped by Jaguar’s optimistic use of its 5.3-litre V12 at the height of a global fuel crisis), and only began to emerge out of the E-Type’s shadow in the early Eighties, when a convertible variant was introduced and money returned to the pockets of its customer base. It was admirable of Jaguar to stick with its lumbering flagship. Sales were tanking in the late Seventies and early Eighties, and a more timid brand would have killed it off. Instead, Jaguar repositioned the XJ-S as the consummate grand tourer, improving its reliability and extending its range to include the more affordable slat-six AJ6 engine in 1983. Finally, the big Jag had found the right market at the right time. The crazy Eighties were in full swing, and an ostentatious, thirsty British sports car was exactly what the doctor ordered. In 1988 a proper drop-top version was launched, which kick-started the XJ-S’s renaissance. In 1991 the XJ-S was facelifted and became the XJS. This runout model (from 1991-1996) was the best of the lot, with the (increasingly attractive) body galvanised and the running gear finely fettled. The party finally came to an end in 196, to be replaced with the XK8.
Rust is the XJ-S sternest threat. The older the example the worse the issue will be, so pay the body a close inspection. Starting underneath the car, the jacking points are prone to rot, as are the floorpans (particularly around the strengthening plate for the seat belt mounting), which traps water and eats away the floor. Closely inspect the bottoms of the front wings to check if they’re flush with the sill. If it isn’t then the car’s likely undergone a shoddy repair. Another part of the wings requiring a look over are the headlight surrounds, as well as the wheel arches. These need a good look over - inside and out (keeping an eye out for filler). Check the area surrounding the radius arm’s forward mount, which can be found near the back of the sills. The boot floor and lid are common trouble spots, as is the battery tray. Also inspect the base of the c-pillars, the back window and windscreen surround. The post 1991 cars should pose far less of a problem, given they are galvanised, but don’t take any chances with Jaguar build quality, issues are still reported with these cars.
The Jaguar V12 is a legendarily smooth engine, and a major reason to buy an XJ-S in the first place. It’s still an old engine, though, so check if the engine is misfiring (easily done by holding a piece of paper in front of the exhaust and letting the engine idle). Ascertain if the engine has been looked after properly - this is a unit that requires constant care and attention. You’ll need to replace the coolant every couple of years (the radiator silts easily). If the coolant on your example looks muddy rather than green and clean, then walk away. The AJ6 engine is also reliable. As long as the unit has been well maintained you shouldn’t encounter many serious issues - although head gaskets have been known to blow after 50,000 to 60,000 miles. Inspect the condition of the cooling fan blades, hoses, the radiator and the air-conditioning condenser, and listen out for a rattle when the car starts up. This is often the timing chain. Let the car idle for 20-30 seconds and check if there’s any hunting. It’s mega expensive to fix if there is, so it’s best to walk away.
The XJ-S was predominantly mated to a series of autos. They shouldn’t pose many problems but make sure they change gear smoothly and kickdown immediately. If you can hear knocking from the transmission then it's likely the mount itself, which allows the unit to move. On the rare occasion you find a manual, make sure the gears don’t crunch and there’s no clutch slip.
When out on a test drive, listen out for knocks and bangs, which point towards worn shock absorbers and bushes. The suspension mounts have been known to rot through, and if there’s uneven tyre wear it’s likely evidence of a perished inner front suspension bush.
The XJ-S hails from the era of shoddy electrics, and as a British luxury barge was worse than most. Make sure everything is working okay - this includes the windows, radio, dials and making sure the dashboard doesn’t look like a Christmas tree. Also check if the air-conditioning has been re-gassed.
The cabin is luxurious even by today’s standards, and has aged fairly well. But like all leather cabins, the seats can be worn (especially around the bolsters) and the headlining can sag. Have a feel of the carpets to ensure they aren’t damp, which could be caused by a leaking windscreen. It will be expensive to repair the dashboard wood if it has cracked, so bear this in mind. Inspect the fabric hood on drop tops, checking for wear and tear.
The XJ-S is a big, lethargic waft-mobile. In character it couldn’t be more different to the E-Type, preferring to cruise along and soak up the miles with nothing but the distant purr from the V12 or slant-six. Remember, this is a big car and isn’t best suited to country lanes or anything remotely narrow. Stick to open, flowing b-roads and allow the Jag to catapult you along. You’ll be shocked by the lack of practicality. Despite taking up more space than a aircraft carrier, you’ll struggle to put anyone old enough to tie their own shoe laces in the back, and even the front two seats are snug for anyone over six-foot.
With the E-Type demanding silly money, XJ-S values have started to rise. Nevertheless, it remains a fantastic amount of motor car for the money. You can pick a project car for around £2,000 to £5,000, although these are best avoided due to the likely stratospheric maintenance costs. Working runners will set you back anything from £5,000 to £9,000 (particularly post-1991 coupes), while post-1991 4.0-litre cars with lower mileage and the 5.3-litre convertibles go for £12,000-£15,000, with the desirable late 4.0 and 6.0 drop tops fetching £15,000-£17,000. Best of breed examples and special editions can fetch upwards of £20,000.
The XJ-S should cost you surprisingly little when you take it in for service (so long as you use an independent garage) thanks to the abundance of cheap spare parts. The power train is mostly excellent and shouldn’t cause you any troubles as long as it has been well maintained, so don’t be intimidated by the big V12. A good XJ-S shouldn’t burn your wallet. One thing that will make you wince is the fuel consumption. This is a big car with an engine that was unfashionably thirsty even in the Eighties. Take this into consideration before you play a road trip across the Continent.
The XJ-S may have been the E-Type’s unwanted offspring when it first arrived, but it has become a legend in its own right and Jaguar’s longest running model. It represents a tempting alternative to a Mercedes SL and an everyman’s E-Type.
Clubs & Websites
Log in / Register