The Jaguar XJ (1968-1992)

26 May 2015 | Author: | Comments Off on The Jaguar XJ (1968-1992)
Jaguar XJ

Chapter 6. The Jaguar XJ (1968-1992)

By Buja ( and Henry Fok

1. Overview of the Jaguar XJ6 and XJ12.

The XJ was a lifesaving model for Jaguar Ltd. Since it was first in 1968, the XJ design has evolved five generations. The first models are differentiated only by styling or mechanical variations, the same basic bodyshell and

The fourth and fifth generation each incorporate major mechanical and electrical redesigns. The for the different versions of the XJ6 are: I (1968-73), Series II (1973-79), III (1979-87), XJ40 (1986-94), and (1995-current). The last two models almost nothing with the ones, and are rightly considered models and have their own elsewhere.

The Series III, in form, soldiered on until when it was replaced by an XJ40-based For more information on these conflicting dates, see Important , below.

This chapter focus on the Series I thru III XJ’s. Due to the greater number of much of this section discuss them; but everything engine-specific information also to the XJ12 of the same years.

The I thru Series III XJ’s are many consider to be the definitive Jaguar sedans. The engine commonly found in these was the 4.2L inline 6 cylinder derived from the classic XK racing motor. Other which were offered the 2.8L and 3.4L inline 6 and the 5.3L V12.

Since the XJ was a luxury sedan, 90% of these were fitted with transmissions.

The Series 3 XJ6 looks enough to be perceived by the general as an expensive, luxury vehicle. In my other drivers will you as the rich bastard they you to be. The Series 1 XJ6 on the other hand older, although the only difference to the layman is the grille.

The 1 is the classic car. When the Series 1 I am frequently approached by interested in the car and old ladies will me on my beautiful automobile. The Series 1 very much more to people, it doesn’t provoke in the same way as a car that is obviously expensive.

So, if you want to bask in the of admiration, drive a Series 1. If you wish to show the proles the finger, go for the Series 3. You think you me pegged now? I experience swings in attitude so I have one of Nick Johannessen (

quality of the XJ varied greatly these years, from in the early years, to very during and after the British-Leyland over in the seventies thru eighties (approximately 1982), back to good in the mid eighties and very good since acquired the company in 1991 the end of Series III production in 1992. stories abound:

Over the of the year, I spent almost on maintenance. That’s right, Mind, I took it to the Seattle Jaguar guru (not the who charged $55 an hour for labor. I did no repairs myself (I was working hours per week and had no time. the bonnet and you might have no either!).

Also, I knew the buyers inspection that $6K or of this was needed when I None of the repairs was of a major the car died) nature. Shoulda Roger (

However, be put off by the … stories, there are great XJ’s out there if you how to find them. And once you do a good XJ, you get a fabulous luxury car seems to be admired by almost

I like to think that above getting caught in the that can come with a luxurious Jaguar. I’ve put sweat and blood into the and ugly undersides of this car to much be immune to the subtle of it’s leather, wood and

But, when pressed, I admit to liking the attention it can draw among the unfamiliar. To when I floor it and hear the of the race-bred motor which I with my own hands powering us by the econobox’s on the highway. To occasionally into a corner hot, seeing how much more I can it before it starts to drift.

To shaking my head as I look it’s glossy wood leather seats and wonderful wondering how this simple boy ended up driving such a car. Lawrence Buja

IMPORTANT NOTE: A common is to confuse an XJ40 or X300 an original XJ. Not surprising, since all of cars were sold an XJ6 badge on them.

The Series III was intended as a stop-gap model; to keep the wolves from the while the replacement for the original 10-year-old design) was designed and However, it ended up becoming the numerous of the three series the design, code-named XJ40 and in the 70’s, was repeatedly delayed.

the XJ40 (badged as an XJ6 finally after a (reportedly) 14 year it replaced the Series III slowly; in Europe in 1986, it was produced Series III cars for the US market 1987, when the original XJ6 was off. By this time, had more or less perfected the of the XJ, and was well on the way to having a reputation as a of reliable, refined, and interesting sporting sedans after the debacle from the late under the British Leyland until 1981-82 (just Jaguar left the conglomerate).

Due to disturbing proposals by Jaguar’s parent corporation, British the XJ40 was deliberately designed so as to be to have a V-configuration engine of any The engine bay was specifically designed for a six; in preventing the installation of the V8 truck engine, the designers Jaguar a V12 variant of the XJ40.

In to not lose sales, Jaguar to build Series III XJ12’s on a one-off basis until the XJ40 engine bay made it production in 1993. Since the States did not receive any XJ12’s the Series III run due to government regulations, Americans are unaware of the continuance of the until 1992. Likewise, other markets are unaware the original XJ6 made it into before being …

Of course, these staggered of production tend to confuse when discussing their

The XJ40 was a clean-sheet design, almost nothing with predecessor. It was designed to look a Jaguar, while being easier and cheaper for the (then) company to make. It was a roomy but there was much debate the largely boxy look of the new

Many thought that it as distinctive as a Jaguar sedan be, while others liked it. The was also powered by a new family of initially, the AJ6 and later the AJ16 engines, in displacements from to 4.0L; the later, XJ12 received a revised 6.0L of the mighty Jaguar 5.3L

Unfortunately, the XJ40 suffered quality control and design its first few years (86-90, and did much to damage the reputation of Door handles breaking self-levelling suspension that computers that reported problems, and fragile interior put many people off. all these problems were but the damage was done.

Jaguar on hard times and was bought out by in 1990.

However, even the Ford buy-out, forces of were on the move at Coventry. The for the boxy-looking XJ40 was on the drawing and the project, named X300, a familiar-looking face; that of the III! The X300 was a restyle of the to look like the Series III in an to increase sales. In addition, of the XJ40’s trouble areas redesigned or eliminated.

This car the XJ40, worldwide, in 1995, an XJ6 and an XJ12 version (and the engines as it’s predecessor). of these were scrapped the Jaguar AJ-V8, an engine also in progress since the buy-out, made it into in the 1998 models as the XJ8. As of writing, July of 2001, it is the model bearing the XJ series

There is a rumor that car is slated to be replaced in 2003 a Ford-corporate-platform badge-engineered model, but time will tell.

The run of the original XJ, the Series III, had build quality from until 1982. Jaguar house in 1982, and starting in year, there were strides made in build as well as individual component Quality of the Series III never after that point; by most mechanical problems had solved.

By 1986, with the in the paint process, there weren’t many problems the cars – they more or less perfected, to the odd situation that the car that the XJ6 was not as good a car. This is intended to introduce you to the original XJ, tell you a little about history, outline some of weak points and give you tips on how to avoid buying a bad XJ.

remember that since guide presents a critical at known problem areas in XJ‘s, it gives the appearance all XJ’s suffer from numbers of problems. This is not the a well-maintained XJ will be free of if not all, of the defects described The goal is to document what go wrong so that you can distinguish a XJ from a poor one.

a little background on the evolution of the XJ

In 1968, Sir William Lyons, of Jaguar, unveiled his final design to the world, the XJ6. The I thru Series III XJ’s are many consider to be the definitive Jaguar sedans. The engine commonly found in these was the twin overhead cam 4.2L 6 cylinder engine derived the classic Jaguar XK racing

Other engines which offered included the 2.8L and inline 6 and the glorious 5.3L

Not many cars cause as of a stir on their introduction as did XJ6 in 1968. Designed to replace not the large Mk.X-derived 420G but also the compact Mk.2s and the S-types and 420s, they had a task ahead of them. Yet were every bit up to what makers expected of them, and the next decade, the XJ6 became an automotive standard for refinement and

There were perhaps two in the original 1968 range: of room in the rear and an engine 2.8 litre) which acquired an reputation. To provide more the long-wheelbase XJ6L was announced in and that longer wheelbase standard on the Series 2 cars a after their 1973 The 2.8 litre engine disappeared the range, and was replaced from by a 3.4 litre derivative of the standard 4.2 type.

Meanwhile the short-wheelbase car in 1973 with striking coupé bodywork as an XJ6C.

It was for the Series 2 cars that should have had to live that period in the middle and 1970’s when Jaguar’s existence was under threat. British Leyland, Jaguar lumped together with and Triumph in an unhappy amalgamation did nothing for the morale of their Quality suffered – rather publicly.

As a result, are good and bad results of these 2#93; cars to be had today. The who picks a bad one will regret it but the buyer who finds a good XJ6 of any will derive enormous from it. James Taylor, Books, Jaguar XJ6 Gold .

THE SERIES I XJ6 (1968-1972): If you are specifically in the classic Jaguar Saloon consider the Series I XJ6’s The Series I’s also do the job of combining the elements of traditional saloon design with road handling adaptations. The is very traditional Jaguar large E-type switchgear.

The car is a luxurious carriage, with the of travelling fast without the passengers. The flat ride fast cornering and fierce with no risk of pitching the on top of each other. Because of its exceptional roadholding and light this big car feels like a two-seater to drive.

Autosport . 27, 1968.

However, some of this car such as the carburetion, the model gearbox and the age of these makes them poor for daily drivers.

I’d my vote for the Series I XJ6 (ok, a little prejudiced because I own but I still think it’s the and purest expression of the final design). It was just as he thought it look (before federal mandated so many changes the pure design look was It was the only XJ6 version with bumpers and truly operational windows.

The winged adornment on the was a vintage Lyons’ touch and a shame practicality won out on the Series II and as the lovely wings were by a clunky light fixture. Burlingame (

THE SERIES II XJ The SII XJ was only cosmetically different the SI XJ. The front bumpers were to a standard height and the front was much smaller, with bars. SII XJ6’s delivered to the US fitted with large say unsightly) black rubber to satisfy US safety standards.

The was updated to a more modern

Heeding their critics, cured that with the Two, and the car is now very good in areas. Set neatly into the dash, the tacho and speedo the centre of the instrument grouping fuel and water, oil pressure and ranged on each side of All six dials are easily visible and having white markings on faces. A series of tell-tales something fail, is arranged in between the tachometer and speedo.

The ignition switch is in the lower edge to the right of the steering and the lights switch to the left of it. have their various illuminated at night by the fibre-optic that feeds the light a central source. Steering stalks now control the dipping of the and turn indicators, and the washing and of the windscreen.

. Four push-push are arranged across the the top of the centre to look after the map light, light, heated rear and switchover for the twin fuel (each holding 10 gallons). All are color-keyed at night to make as easy as possible. Then the gearlever, which is well-enough and after it comes the switch for the locking system, and the five for the windows (one is a lock to children working them).

Car . 1974.

Early SII’s the same short 108.9 wheel base. In 1972 the was extended 4 inches (to 112.8) to the long wheel base known as the XJ6L. Both 6 and 12 models were available.

this period, British-Leyland control of the company which led to the morale and build quality Very late models had an form of the fuel injection on the Series III.

Conventional is to avoid Series II XJ’s due to quality control problems. avoid those built and just after the British years (1973-1980). However, of the problems with these should have been by now through regular maintenance the years.

Series I XJ6’s are IMHO because the front end and dash are different, giving it of a transitional old-world charm half way between a Mark II and the XJ6’s. They also a manual choke which is a big I would avoid series 2 cars like the plague just cannot run well). Series II XJ6’s have the carb’s as Series I’s Strombergs), but have a wretched automatic choke.

These work and cannot be fixed. Augenbraun (

On the other we judge that there is no car which offers quite a combination of silence, effortlessness, ride and speed for the money. You to judge for yourself whether the costs are worth it to you – in mind that a Benz or a or even a Cit#91;röen#93; aren’t to run or service either. Wheels . 1978.

. I see no reason why Jaguar continue to build the XJ for another ten This sort of charm never be obsolete. Patrick Car and Driver . December 1978.

The XJ6 (1975-1977): The one Series II XJ which has very collectable is the XJ Coupe, a low two door sedan. Sold for three years starting in they were based on the wheelbase XJ platform and came either 6 and 12 cylinder engines. were the first production to be fuel injected.

An aborted was made to field a XJ12C team, but the extremely fast were plagued with problems. While beautiful, replacement glass and body can be a problem.

If you like the XJ6 but it’s too big, there is the XJ6C two coupe. I bought one of these a back after falling in with my brother’s ‘6, but it had terminal radius arm mounting problems. This was a car that felt right. The LWB XJ6 really is a big and the coupe feels a lot smaller

And if the 4 door XJ6 is beautiful, the coupe is a I’ve yet to see a picture that its flowing lines justice. Dodd (

A reliable XJ6C is one of the world’s very cars. It will be a long before somebody builds a car all be able to step out of and know is better in ride, handling, insulation and comfort than the It’ll be five years, 10, and when it happens, Jaguar probably build it.

Sports Car . July 1976.

THE SERIES III XJ In 1979, the SIII XJ was introduced. model was a smashing success for producing record sales and the company a new lease on life. of Italy subtly redesigned the II XJ6 body with great and the resulting design has aged well – becoming the for the current X300.

The roof was extended slightly for more headroom, rear tail were modernized, the door made flush, the bumpers better integrated into the and the vertical bars on the front all made for a much better

In spite of the beautiful new body, SIII’s suffered the same control problems which the SII’s. The 1979 Series III in fact, the source of the infamous about, It takes four to complete one road test. test was run by Road and Track; it them four cars to one machine long enough to the test.

While they impressed by the advances made in the design, they were than overwhelmed by such

In 1980, Jaguar left the British Leyland manufacturing and became an independent company In 1981, Jaguar management a tremendous effort to correct dismal quality control XJ6’s produced during period still suffered numerous build and component but the situation slowly started to get

For the buyer who is comfortable fixing own cars, these XJ6’s can be bargains.

Then there are the XJ saviors of the company’s bottom in recent years, a success in modern internationalization as the managing made parts suppliers responsible for the warranty costs with the car’s failures. put, if a Jaguar had to be repaired warranty and the failure was due to a component from one of the factory’s approved that vendor had to pony up the for the customer’s warranty work, not Cars Limited. You can believe this got the attention, not only of the at Lucas and Bosch but around the Scott Fisher (

in the 1982 model year, the electronics were extensively and many small but important were made to engine Overall build quality immensely, as Jaguar began parts that did not meet high standards and had a housecleaning on control and assembly staff..

. the 82.5 cars are VASTLY to the ones that went my late 82 is as new, very built. Not a squeak or rattle, and of the 4 xj I have owned, including the V12 it is the quietest. It has proved to be perfectly in service. As far as I am concerned the quality of 82 easily matches that of my 84, 87 and 88 cars.

Dr. Gregory Andrachuk

1983 brought other the dashboard design was improved, more wood, toned-down graphics and an electronic trip for the Vanden Plas. Further engine changes were this year. The following 1984, saw the trip computer standard across the line, as as additional small in-progress to the engine.

This same Road and Track reviewed an XJ6 and to get it to blow up – they They picked another one and did the thing. It wouldn’t blow up, They seemed to like it.

The example in this test was hard for over a month.

went wrong.

When one went home, we swapped for an XJ6 with the standard interior. one was used for another 1500 as long and as hard as good allow. It was kept idling in lots, crept through hour traffic, cruised the desert at unprintable speeds.

went wrong. The needles at the center of their dials. were no mysterious noises, no of sparks, no puddles of steaming coolant.

This is wonderful Later logbook notes the pleasures of driving a car with one that somehow imparts to the more flair, more than otherwise displayed. The XJ6 has been a driver’s car.

Now one that can be driven there. and Road Track . July

Improved paint application was on-line in June of 1986. pre-’86 Series III XJ6’s poor paint jobs, is unfortunately normal. Sovereign and Plas are the luxury trim

I personally prefer the Series 3 Late Series II’s FI, as do Series III’s. In this its a good thing, the cars and run beautifully, which is something cannot be honestly said of the cars. Joseph Augenbraun

For the average buyer to use as a daily a 1986 or 1987 Series III XJ6 is the best choice, though is some thought that the of the 84-85 cars are slightly These are the nicest, the most have the best paint, being free of the electronic and headaches of the XJ40. For the non-US a post-86 XJ12 is sure to be a choice, though you might not the fuel bills the mighty V12 rack up.

2. Specific major areas with Series I Series III XJ’s.

When a used XJ sedan, the first is to do some basic research which model is best for Certain Jaguar models are oriented, while others comfort and luxury, some put together poorly and others A good start is to look some of numerous books outlining the various model and differences.

Once you’ve your choice down to a model, you can begin patiently for a solid example of that At this step, it is extremely to find a well maintained Full documentation that work was done on the vehicle is to establish this.

A poorly Jaguar will present you a host of expensive hidden

In the 24 years I have been on Jags, the ones I have go the distance are the ones that maintained properly, watched a hawk. They aren’t a car you can like a Japanese import fuel and go), but nothing like a Jag. Loren (

I would not buy a late used car unless it had a complete service history showing all recommended maint. items had carried out on Jaguar’s schedule. I like to see that the work was either by a dealer or a Jag specialist Only 1 in 20 or so cars meets standard, but they do exist and you want a car that was well

By looking through all the records you can get a feel for whether or not the car has recurring and if typical major items steering rack) have been handled. John T

The following is a list of serious reported by a number of members of the list. Please do not be alarmed by appears to be a large list. It is doubtful that any single car suffer from all of these, but of these problems are seen and again.

Rust: Rust in the XJ appears in the fender lips the front turn signals, the wheels, in the front jacking under the rear bumper and in the lower seams of the doors and lid.

Rear radius arm points: If the car shows any signs of it is extremely important to get these by a professional. These very parts is located below the seat and is essentially the pieces anchor the rear suspension to the These are very susceptible to and can be terminal if left untreated.

to this area involve and sometimes complex welding.

problems: Jaguars have a for overheating. The XJ coolant system at high pressure (15 psi) and a anywhere in the system can cause problems, such as a warped A good XJ6 should run at 88 degrees If the temperature gauge reads any than 95C once the car is warmed up, you have problems.

See the coolant FAQ for information on this.

Worn Cam When the cam followers (aka guides) become worn can pop out, destroying your The usual symptom is loud or clicking coming from the the cam covers when the engine is The exhaust side is the most to wear. Jaguar has a retrofit kit holds the cam followers in place. As so many fixes with car, it is about $30US for the kit and $250US for labor.

This was done on many cars. You ask if a ‘Stakedown Kit’ has been over the cam followers.

I have self employed since with an average of 3 to 5 mechanics in the department, and for 14 years I was the Jaguar and attended many dealer sessions. I consider myself to be an

In the early days of Jaguar to XK150 the fix for this problem tappet guides) was a grub this did solve the problem. The fix is the tappet retainer plates, it is a professional fix that was recommended by Cars. I have seen with the tappet sleeve broken up. We have used tappet retaining kit on all loose sleeve for many years a problem.

I would put a tappet retainer kit in any I owned up to a 1987 XJ6, there was a click or not. Nock

Timing A worn timing chain or cam tensioner will make a sound in the front cam covers. timing chains are easy to worn out chains are not. The chains themselves are cheap, but require a lot of expensive shop to get to.

Front main crank The XJ6 main seal design is Expect to replace it every 40K no matter what. Every engine I have ever on (and most of those seen) leak here at a little.

It’s a design I think. It’s also a to swap out – but not fatal.

Paint on most XJ’s 1986 was terrible. Improved application was brought on-line in of 1986. The paint on XJ’s before this time is poor, suffering from bad clearcoat and general deterioration.

Gas There is a jungle of fuel in the floor of the trunk servicing the gas tanks. There are also vapor recovery cans there too. When the get old and cracked or the vapor canisters are you can get gas smells. A devious way to get the price on an XJ you are buying is to overfill the gas tank, the recovery system and producing gasoline odors.

The problem is, you to get rid of the odors later.

The XJs are often for the typical reasons: (1) poor control at the factory, and (2) American who do not understand the level of maintenance by a British car. Once you found an XJ6-III that was correctly, there are 2 major in the design. One, the main design is awful. Expect to it every 40K miles no matter Two, when the cam followers worn, they can pop out.

has a retrofit kit which holds the cam in place. It is about $300US. work was done on my car. of the gadgets don’t work right on my car.

No big deal; I get around to them when I time. Ron Knipper (

Owners: Many people do not the nature of life with a While not onerous, these require a little bit more than, say, the typical Corolla. In addition, there are service procedures unique to the XJ even well-intentioned owners may

More often, though, the neglect them out of ignorance, and a problem becomes worse. sure it has complete maintenance and that the facility performing was trustworthy. If this is not an option, you have the car checked out by a Jaguar familiar with the type.

Sit with the owner and the owner’s if it has one, and go through the recommended items and inquire if these were done, then with the specialist. On the discussion the previous owner is often to be the biggest problem with cars.

3. Other common areas with Series I Series III XJ’s.

These are other common, yet, serious, problem areas by XJ owners on the jag-lovers e-mail

Gas mileage: Jaguar sedans are heavy. While this for good accident protection, gas suffers proportionally. Expect to see from these cars, and if you have a V12.

Steering leaks: Leaks in the XJ steering are common. The fix is to either install new ($40+labor) or a rebuild rack (

Steering rack bushes: what I hear, _all_ Jag XJ need these all the time. are the first thing I fixed on my I did it in the driveway with no special Took about 4 hours.

are now polyurethane bushings on the market current reports indicate better (and longer results than with the ones referenced above.

temperature sensor: failure of component will result in the running very rich cold, pouring black out the back and refusing to accelerate ‘asked’ to. Easy fix.

Oil leak: If it leaks from the tighten it some or use some thread tape on it. If it leaks the body, replace it. No big deal on an but who knows on a 12?

A/C Failure: This is to check. Believe it or not, can put you on the side of the road on a hot day. The line runs next to the hot block and then goes a fuel cooler built the A/C system. If the A/C is out, eventually you get a lock when your gets too hot. This has to me personally and to other XJ6 owners I’ve talked to.

A/C failures than hose or compressor are often extremely expensive and repairs. Think long and about a car that has A/C problems and if you buy it, it should be at a price well local market average.

A/C leak: All A/C hoses leak to extent. The most common (urban legend to follow!) is the Freon molecules are small to seep through the molecular of the hoses. If they leak or from the joints, they to be replaced which is $$$ on any car anymore.

have reported success for ‘porosity’ using system which are available. YMMV

Rotors: If they’re evenly and there is plenty of pad, is something to worry about Rotors for the 6 are not very expensive like $30 or so each, I think), more for the S. Rear brake on XJ is a expensive job due to the excessive time to do the job – the rear subframe come out to replace the rotors.

The Borg Warner Transmissions are clunky, susceptible to heat and they wear out, are very worn out. out for slow or nonexistent gear strange noises, like or leaks.

Jaguar XJ

Valve cover Easy to fix on a 6, probably a pain on an 12. are cheap for this though, and if you use a sealer (blue RTV seems to be one of the of choice, the copper stuff is too), it should remain free for quite a while. The all by themselves won’t seal for long.

Cruise control This was an easy fix on my car (after a diagnosis). There is a disengagement on the brake pedal mount to the brake light switch). One of the to this switch _broke_ at the on connector. I fixed it, and it repeated about a month.

A second, more careful fix to have remedied the problem. is also a bellows that to like to come unsealed. is the fix.

Dead XJ12 module: Heat tends to the ignition amplifier modules on and, to a lesser degree, on the A common modification is to move the to a cooler locations in the engine Replacement GM HEI module (Borg-Warner around $35, plus time to replace the module) been used successfully in of the expensive Jaguar units.

Computer on the fritz: If you have an background, these look inside. If you have techno-phobia, scary. Expensive to replace, but not a necessary item in any case.

I found the mileage reports to be so that I just use mine as a

Speedometer/Odometer failure: The transducers in the are prone to failure. The clever can fix these.

Note that on an XJ it is easy to remove the speedometer/odometer. press and turn). Thus be of those low mileage cars were only driven to on Sunday. I often suspect was tampered with in that the face has lots of fine which are on no other gauges. (

Electrical Switches: are many electrical switches in the Make sure all the window ($30US) and door-locks work. sure the gas-tank switch fuel gauge will the changeover) and the rear heater switch works properly.

window switches are often with a good cleaning.

expensive items: Rear seals (A common problem and a to replace, about $500.00), cracks in front shock housings, … power leaking hoses (watch for fuel lines feeding the leaking transmission, leaking gas bad front suspension (especially joints), overheating,

Overall, if you to work on cars, and have aptitude, these cars are not bad to on. In fact you’ll find that are _way_cool_ and wonder why doesn’t do it that way. fan belt tighteners). A while on the brit-cars list, Scott #1 spoke of ‘a comfortable of wrong’.

There will be something less than about any car, especially one as as the Jaguar XJ series. A Toyota is child’s play by comparison. Me, I the way the car is put together, the way it looks, the way it drives, and the way it

I can put up with a bit of wrong. John R (

There are a couple of that every XJ6 should The steering rack is held in wimpy foam rubber sliding in a couple of washers to movement transforms steering FI cars come from the set too lean and with too slow on the air flow sensor. Breaking off the compound to get in and make these is rewarded with 0-60 decreased by a second and a half, and no passing emissions either.

are famous for cooking their This is due to inadequate cooling of AT in the radiator; an aftermarket transmission should be installed. Every 6 Jag engine needs tappet hold-down plates installed at 40k

Any car without these will horrible knocking sounds at idle. Installation is an easy process. All XJ6 catalytic convertors at 70-90k miles.

Replace or it out, or you will lose the gasket at 100k miles. Augenbraun (

4. Prices of

As with any used car, is no foolproof method for determining the correct price of a used XJ be. One metric is to see what similar are selling for in your local An upper bound for the price can be be determined by looking at the prices asked in the US publication Hemmings News.

Vehicles advertised tend to be in excellent shape and accordingly.

In the western United the prices for running Series III appear to have bottomed out at US$2000-$3000. XJ6’s at this level usually are high cars which have driving hard and may require a lot of make right. Anything this price level is to be a basket-case. For US$6000-$8000 you can find in good condition and any priced than US$10000 should be low mileage and be in excellent condition.

series I and II XJ6’s typically go for less than the series III XJ coupes and newer XJ12’s are valuable than equivalent XJ6 while older XJ12’s are valuable.

What to beware of? of the PO (Previous Owner). Don’t anything for granted – at the brakes and rotors with own eyeballs, drive the car while how nice it looks and feels and smells – pay attention to the idle or lack of power at speeds.

Ask who’s maintained it, the service dept. give the VIN, and get the car’s pedigree. should read to you the service The recent threads about – important. There are that fit, and there are that fit *and* are correct.

tires are indicative of a cheap-o PO. I overkill on tires. David J (

From my own experiences I pass on some oft repeated of advice for future Jag owners: 1) Buy the best Jag you can afford. You are better off a premium than sinking into a lower cost and then never really it. Look for those dealer records. Had I spent another up front and also had it checked out by the I would likely not be trading it in three years.

2) Get the vehicle out by a JAGUAR mechanic BEFORE I paid $70.00 to get mine out by a we fix anything shop and they to notice MANY problems to the XJ6 which were there I bought it. Again, penny and pound foolish. Mike_Israel

5. Miscellaneous XJ topics:

The 4.2L XK The Jaguar XK engine design is one of the successful designs in British Originally designed as a racing in the late forties, the XJ engine is a overhead cam straight 6 which was first in the XK120. The engine in a number of different sizes ( 3.4, 3.8 and 4.2 litre) with the 4.2 displacement being the most XJ6 engine. Compression ratios from about 7 to 9 depending the year and market.

It was available twin Stromberg 175’s, SU’s of similar size, 2 inch SU’s and, with the Bosch L-Jetronic injection system.

The race-bred of the XK engine seems to be one of the main features which sets a apart from almost any car. When matched Jaguar’s wonderful wood/leather and the curvy fenders like under silk body Jaguars have an incredible on me, to the point of becoming an irresistible Lawrence Buja (

The 5.3L V12 engine: XJ12’s, with the Jaguar 5.3L V12 were built in SII, and XJ40 platforms. The XJ12 is not for the of heart. While the Jaguar V12 is considered grossly overcomplicated and intensive, they are truly if you have a big enough wallet to them.

Improved, high (HE) May combustion chambers for the V12 were introduced in mid-1981.

As for of this car and engine (XJ12), let me say that you had better be an enthusiast/collector. is a car that needs to be looked constantly. The frame of mind one have is to treat this car as a to be driven once in a while or on

Road and Track did a survey at time, and found the XJ12 to 21 problem areas. At the same this car also has immense it has a beautiful body, beautiful and even a beautiful engine. Peng (

In the last 5 I have repaired/replaced heads on 8-9 V-12s. Usually there are problems all related to heat. of these had dropped exhaust seats, due to heat, causing damage than just a head; broken pistons, two cylinders liners, several had bent beyond the point of New heads from Jag are approx. It PAYS to watch your temperature on any Jag, since to repair are not cheap.

Like Neal, I had one customer with an XJS on these engine (he bought it and it hadn’t been apart. Of he was on his third transmission. Loren (

The 350ci Chevy V8 While a case can be made for a non-Jaguar engine into a the end result is something which is not a Jaguar. Accordingly, this will not be discussed here.

B. Injection:

The injection in the XJ6 is Bosch. The is Bosch, the patents Bosch. The are either made by Bosch, or by under license. Most, if not parts are Bosch made on the The system is known as the Bosch system.

If a local mechanic can not on it, he had best turn in his vise-grips. The is *common*, either in Bosch or based on the Bosch patents. car makers, European, Asian, and alike, have used or one of it’s variants. Everything BMW’s to Yugo’s.

280Zs to Fiat, Truimph, and Ford. The is no black magic in servicing and that injection system. K. Wilson (

C. Transmissions:

An XJ6 with a manual transmission is a find, most XJ6’s built with 3 speed automatic transmissions. Early were fitted with the and BW65 automatic transmission. In a transition was made to the upgraded model.

These 3 speed transmissions are perhaps the least feature of the XJ6. Though they are relatively slow and a bit However, these transmissions turned out to be relatively robust. The of this is that when wear out, almost part is worn out and it is often not to rebuild them.

The later came with a GM Turbo-Hydramatic 400 speed automatic that has quite reliable in daily Earlier models had the Borg BW12, which has received reviews. Some owners replaced their BW’s GM automatics or Toyota manuals.

replacements are available, those two the most common.

The XJ6 used a Warner BW66. This box is to the Jag, but has cousins in everything AMCs to Volvos. Randy (

At 62,000 the BW (Borg-Warner swallowed itself and spit out of little bits of metal died. I had the choice of big $ and a new BW or big $ and a TH350 could be replaced next for $350. I chose the latter. My mileage went up from to 16.0 and the highway mileage at went from 22MPG to I have put 40,000 miles on it the installation, and there IS NO VIBRATION, and the U are still fine.

I understand all the but I really think 40,000 speaks for itself. I only got miles out of the BW … in the first Again, I repeat, 40,000 read my lips, 40,000 and not a bit of vibration, noise, or maintenance

It speaks for itself. This is a XJ6 fuel injected 4.2 litre in a hot climate (Texas). James A. (

Regular fluid will keep that BW66 operating perfectly well beyond 100,000 as I know from experience. Dr. Andrachuk (

The fine / ride characteristics of XJ6’s are a of a huge number of difficult-to-replace bushings. These degrade time and miles. Even they have identical you will think that a is a fair to middling car and a 1986 the finest balance between and ride you’ve ever on a softly sprung car.

The is the dry-rotted bushings. (The aren’t expensive, just consuming to replace). Joseph (

E. Differences between Spec XJ6’s and US XJ6’s:

specification XJ-6’s were brought into the US as grey-market in the 1980’s. The European models had minor differences from US which may be important if you live in an of strict emission rules. The XJ6 may or may not have: 1) A catalytic converter, sensor, air pump or other gear fitted to the US cars. 2) The 4.2L found in US cars.

European motors were displacement 2.4 or 3.4L engines, others are higher performance 4.2L engines which high octane fuel 3) 7 inch outboard headlights wipers and smaller 5 inch headlamps. US versions have the sized headlights in both and outboard positions with no A chrome flashing is used to for the smaller outboard headlight.

F. about the XJ6 Saloons:

The XJ-Series (Jaguar Collector Series)

Skilleter, 144 pg, 180 ill, $27.95

XJ: The complete Companion (*NEW*)

Thorley, 168pg, 120bw 20 ill, $29.95

Jaguar XJ6 II, 1973-1979 (Reprinted Reviews)

Series, 100 pg, 215 ill, $15.95

XJ6 Series III, 1979-1986 Reviews) (*NEW*)

Brooklands 100 pg, 180 ill, $15.95

Jaguar XJ5.3, V12 (1972-1990) (Reprinted (*NEW*)

Brooklands Gold 180 pg, 300 ill, $21.95

Jaguar XJ40. The inside view of the new

Jaguar XJ
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