Which jaguar xjs to buy

Unfortunately, U. Apart from four-speed cars early on, all Vs had automatic transmissions — briefly Borg-Warner units, then GM Turbo s — three-speed until , four-speed after that. However a five-speed Getrag manual gearbox was introduced in , with a new bhp, 3. The production process was convoluted, but XJ-S sales rebounded to 6, in and a V cabriolet was offered in They created their own rear fenders and twin gas tanks, but quality control was problematic, and parts remain scarce.

A factory XJ-S convertible was launched in , as Ford took control. Ford updated the XJS in eliminating the hyphen. The new Jaguar looked the same, but was simpler, with fewer stampings and better rust proofing. Hard-to service inboard rear brakes were moved outboard in The V coupe was discontinued, but the convertible V was available through on special order.

The XJ-S and later XJS models were status symbols and as long as the cars were well-maintained, they could be reliable. Visibility is also generally poor - the car flows away from the driver to reach hidden corners. It's a big car that would definitely benefit from parking sensors. The XJS interior is, even in our facelifted, timber-bedecked version, a bit of a letdown. The dashboard looks rushed - apparently it was - and badly built, with a horrible plastic grommet holding either side of the dial cowling in place.

You sit low, with a high central tunnel that gives a pleasing sense of GT decadence. But the seats are not that comfortable and the switchgear is scattered rather than arranged. Rear seat space is better than the XK8 - you could actually fit a family with teenage kids in here. Both cars have large boots. In the case of the XK8 the apparent need to fit a set of golf clubs explains the only weak point of the styling - a slightly over-long rear overhang. As you'd expect, the later car has much-improved heating and ventilation.

The XJS suffered from Jaguar's half-hearted approach to interior ambience at the time. Overall, it's on the inside that the XK8 takes a resounding win. It's cohesive, luxurious and almost beautiful. Exactly what you want from a GT car. Owning One.

Both cars could be used as daily drivers, but it is the XK8 that inevitably better fits the job. The seats and gearbox mean it is very relaxing, while the big boot makes it fairly practical. Neither car is going to save the planet but the 4 litre V8 will crack 20 mpg, a figure the daily XJS driver can only dream about. A later 4 litre 6 cylinder XJS would be a better option, but you're still stuck with a less comfortable interior and less flexible gearbox.

Even equipped with a V12 engine that tends to alarm buyers, the XJS' relative simplicity makes it much easier to own. This is a car from a time when bits physically connected to other bits, rather than via electronics.

Things go wrong but as a general rule they are far easier to fix than the XK8. The six cylinder cars are simpler and the motors generally very robust. Don't discount the V12 though - regularly serviced with correct coolant mix maintained these are durable, high mileage engines that don't need to be scary.

The XK8 does go wrong. This is a complicated car built by a company not renowned for doing complexity consistently. That V8 can lunch head gaskets if not serviced properly - particularly the supercharged versions - and the gearbox causes problems if the fluid isn't changed well before the recommended intervals. The electrics are plentiful and questionable - a ECU code reader would be a wise investment. Both cars rust. The XK8 is no better than the older car - the front floors rot out, the rear arches disintegrate and so do the sills.

The XJS has problems with leaking windscreens, crumbling rear arches and holey sills. There are good specialists around to repair them both but, so far, parts supply is patchy - specialists like SNG Barratt haven't yet focussed on either cars so some parts like the trapezoid XJS headlamps are unavailable. We want it to be powerful, attractive, luxurious and desirable, but we also want it to be sufficiently under-appreciated so that we can afford one now, enjoy it for a generation then gloat as its value goes a similar way to that of its fabled forebear.

Now, for those with a memory of the Seventies and early Eighties, the suggestion that this beefy barge has the makings of a legend might seem a bold one. Launched in the year E-type production ceased, the XJ-S as it was first known certainly broke the styling mould.

On the road it had plenty of presence, refinement inside and no shortage of power, but a thirsty V12 motor with nightmare reliability has made it a classic bought only by the brave. Should the automatic transmission require some TLC, parts and services are widely available although prices can vary.

Manual gearboxes are more of a challenge, as certain components are tricky to source and clutch mechanisms can be costly. The rear suspension is housed within a subframe that also contains the differential. This can make suspension repairs difficult. We recommend supporting the body or putting the XJS on a ramp to inspect the underside and check the subframe mounts for unwanted movement.

Check the hub bearings by rocking each wheel from side to side. Components for your braking system and suspension setup can be purchased from car breakers or from parts suppliers and specialists. Nearly all parts are available new from the likes of Jaguar Classic Parts. One of the largest failings of the XJS is the bodywork. Check around the headlamps and down the front wings, along with both front and rear wheelarches.

Ensure you open the bonnet and inspect the wing mounting flanges. If they show signs of rot then the box sections below may be rotten too. There should be an obvious seam on show at the lower front edge of the rear wing where it joins the sill.

If there is evidence of a cover sill having been welded over the original, you can expect a crusty reception underneath. Doors often rust from the inside out due to an ingress of water through the window rubbers. Skins and frames both rot badly. Run your hand slowly along the bottom edges after inspecting the metalwork to check for oxidisation bubbles. Doors also rust around the internal brackets halfway up and on the door top, and windscreen surrounds can rust spectacularly.