The XJ-S predecessor’s design was almost impossible to improve upon. It took a while to gel with Jaguar fans but it happened and production lasted for 20 years. The first generation was not officially imported into South Africa but the second version with the high-efficiency engine started arriving in 1983.
Packaging
This car is large. The designers must have decided, above all else, that superseding models should always be larger than their predecessors. Although, this does have the benefit of four seats instead of two. The bonnet is as long as the E-Type’s, but then it needs to be, to house the V12 mill beneath it. The XJ-S is very nearly five metres long and two metres wide. Cibie headlamps, Connolly hide upholstery, burr-elm wood panelling, electric windows and mirrors and air-conditioning were all standard. Boot size is a useful 325 litres. Sound insulation was noted as excellent, too, with the engine barely audible at 100 km/h.
Powertrain
To outdo the popular and powerful (but heavy) XK engine, Jaguar had to come up with something special and what could be more special than a V12. This had already done service in the last of the Jaguar E-Types so was a logical extension. Power is 223 kW with 433 N.m of torque. Starting with triple carburettors, the manufacturer soon realised fuel injection was the more efficient direction. The transmission was also switched from a Borg-Warner to a GM Turbo-Hydramatic 400; a fancy name for a three-speed auto. The XJ-S is rear-wheel drive with a limited-slip diff.
Suspension and steering
The rear suspension uses twin coils with trailing arms while the front has double wishbones. Steering is power-assisted rack and pinion.
Which one to get
All local units should have the HE engine so it becomes a choice of coupé or cabriolet. Drop-tops are always special but it is a pity the flying buttress wings of the coupé had to be ditched as they were the most defining styling element of the car. Engine access is not great and there are fuel injection and vacuum pipes all over. Merely changing the 12 spark plugs will take some time. Lucas electrics are not the best, while the suspension, too, is complex. Choose carefully or you may have maintenance headaches. While this may not always be applicable, a good friend has a gold XJ-S HE with an extremely low mileage of just over 60 000 km. A failure to run properly was traced to dirt in the fuel tank. The tank can be removed via the boot and sent for cleaning and re-sealing. This is a common problem with many older, low-mileage cars. To diagnose, check the fuel filters for clogging. If you have a carburettor-engined car, make sure you have an in-line transparent filter fitted in the fuel line for quick and easy inspection.
Availability and prices
As so often with more unusual classics, there are just a few in the market at any time. According to Naamsa figures, fewer than 100 XJ-S models were sold between 1983 and 1989. Prices can vary from R60 000 for a fixer-upper to R400 000 for a really neat example.
Interesting facts
The need for more efficient engines really took off after the 1970’s fuel crisis and, by the 1980s, fuel injection helped considerably. While the days of the big, multi-cylinder engines were numbered (apart from in the USA), the larger luxury vehicles have continued with impressive powertrains to this day.
As early as 1983, the decision was taken to produce a more wallet-friendly model that would also save money at the pumps and they ditched half-a-dozen cylinders and the straight-six, 3,6-litre engine was fitted. This later grew to 4,0 litres.
The final series III was launched in 1991 under new owners, Ford. Both six- and 12-cylinder options remained with capacities of 4,0 litre and 6,0 litres respectively. We note that our 1983 test car had a price tag of R64 300 while the next one, a convertible in 1989, saw a drastic increase to R292 000.
