1986 Jaguar XJ-SC

Jaguar XJS and XJ-S 1975 - 1996

First seen in September 1975, the Jaguar XJ-S was not regarded as a replacement to the E-type but more of a grand tourer than a sports car as it was a good deal bigger and available solely as a coupe. The engine was adapted from the Series III E-Type's V-12 5,343cc OHC unit with 60-degree aluminium heads and block but now produced 285bhp with fuel-injection, and a choice of automatic or manual gearbox, although the latter was deleted by 1980.

The XJ-S chassis was taken directly from the short wheelbase Jaguar XJ12 saloon, complete with all its running gear and all-round independent suspension. Lower than the saloons and providing better handling, the XJ-S was as comfortable as the saloons, but heavy compared with the E-Type. Performance suffered as a result; whilst the XJ-S was slightly faster than an SIII V12 E-type with a top speed of 153mph, 0-60mph was slightly slower at 6.9 seconds against 6.4 seconds.

Some Jaguar enthusiasts felt let down by the styling of the XJ-S when they had been expecting an all-new sports car. The large horizontal headlamps were considered ungainly and replaced with pairs of lamps for the US market, but it was the flying buttress rear wings (designed to break up the huge expanse of boot lid) which were, at the time, considered too bold and even dangerous, as they restricted the rear view. Jaguar did what it could to publicise the XJ-S and managed to find roles for the model in The New Avengers and Return of the Saint.

By 1980 the decision was made to separate Jaguar from British Leyland, the former being put under control of John Egan. Under his stewardship, the XJ-S was updated in 1981. The car gained re-styled bumpers incorporating the front indicators, a burr-wood dash and five-spoke alloys, but the biggest change was under the bonnet. The 5.3- litre V12 received new heads incorporating Michael May's 'Fireball' design which encouraged a swirl effect at high compression ratios, and drastically reduced fuel consumption. The new model was known as the XJ-S HE.

In October 1983, the range received a new variant, the XJ-S 3.6 coupe featuring the AJ6 twin-cam in-line 6-cylinder 3,690cc unit producing 225bhp. Incorporating digital fuel injection, PAS as standard, an LSD and perforated alloy wheels. A cabriolet version with twin interlocking targa panels, starfish alloys and a full leather interior was also offered for the first time, known as the XJS-C. With rear seats deleted, it was offered with a 5-speed Getrag 265 manual from until 1987 when a 4-speed automatic option was added.

The XJR-S 5.3 V12 by JaguarSport appeared from 1988 as a result of the successful race association with TWR. It was an equal partnership with TWR who provided a special body kit, alloy wheels, and handling and suspension upgrades. The first 100 cars were known as Celebration Le Mans models after that year's Le Mans win. 350 V12s were built in 1988-89. From September 1989 to 1993 the 6-litre Zytec version of the V12 was used in the XJR-S, finishing with their 333bhp V12.

After Ford's takeover of Jaguar the standard model was renamed the XJS for the last cars to be built from April 1991-96. 24,406 cars were built in this final period, interestingly more convertibles (18,574) than coupes (8832). Restyled with a larger rear quarter window and re-profiled side window, nearly half the panels were modified in some way, and the 6-cylinder engine enlarged to 4-litres. Updated new rear lamps were fitted, but there were no major alterations to the front end apart from more aerodynamic bumpers fitted to front and rear. The convertible became a 2+2, known as the Insignia. From 1992 manual transmission was an option for the six-cylinder XJS, the steering wheel was moved forwards and the seat moved backwards, creating more room. The standard XJS V12 was also enlarged to 6-litres and now had 304bhp.

In the final year, 1995, Jaguar's 60th year, Celebration cars had diamond turned wheels, a wood steering wheel and embossed 'Jaguar' seats. The last of the V12s were built at the end of 1995, with production of the 4-litre Six continuing until the XK8 came in mid-1996 with a £45,100 price tag. The total numbers of XJS cars built in all forms was 115,413.

New and used parts are widely available from a multitude of suppliers, including one dedicated to the entire XJS range from 1975-96. Clubs include the XJS Club, Jaguar Owners Club, JEC (Jaguar Enthusiasts Club) and the JDC (Jaguar Driver Club) and adequately cover all aspects of ownership and events. An advice website, Xclusively Jaguar, offers free advice and there are many national Jaguar magazines available at newsagents.

Buying a good XJS takes time since values have been low for some time and therefore many have been poorly looked after. V12 engines should be silky smooth, and any lumpiness could be worn out valves or blown gaskets. Listen for the normal tell-tale noisy cold start-up indicating worn main bearings. The 6-cylinder has many more issues - some major - indicating an imminent engine rebuild is not far away. Rust, rot and corrosion can break out anywhere. Buy carefully and be prepared to walk away and find another car. Interiors wear well but suspect water leaks if the smell is too bad from damp or wet carpets.

A true GT, the XJS is indeed a grand tourer, still modern and capable of long journeys and presentation at shows anywhere.