Jaguar XJS Retro Review: 3 Classic Engines And GT Luxury

The Jaguar XJS stands as a bold testament to British automotive ingenuity, emerging in 1975 as the spiritual successor to the legendary E-Type. Far from a direct replacement, this grand tourer prioritized refined luxury and long-distance cruising over raw track aggression, carving its niche through decades of evolution. With engine options ranging from thirst V12s to efficient inline-sixes, the XJS combined silky power delivery, elegant styling, and surprising usability, earning a devoted following among classic car enthusiasts today.

The Origins and Design Philosophy

Launched amid the opulent ‘Brougham Era,’ the XJS shocked purists expecting an E-Type clone. Built on the XJ sedan’s sturdy platform, it featured a plush coupe body with distinctive flying buttresses framing the rear window—a divisive choice that enhanced structural rigidity for convertibles later on. This design emphasized comfort for transcontinental journeys, with a serene cabin wrapped in Connolly leather and burr walnut trim.

Jaguar’s engineers drew from racing heritage, incorporating inboard rear brakes to cut unsprung weight and boost handling poise. The long hood and low roofline exuded GT charisma, rivaling Porsche 911s and Aston Martins in presence. Over 21 years, the XJS matured through facelifts, shedding early bulk for sleeker lines by the 1990s, when convertibles amplified its open-air appeal.

Engine Lineup: Power with Refinement

At launch, the XJS relied solely on Jaguar’s 5.3-liter aluminum V12, producing around 262 horsepower in early forms. This DOHC powerhouse, famous from the E-Type, delivered effortless thrust—0-60 mph in about 7.5 seconds and top speeds nearing 140 mph—but guzzled fuel post-1970s oil crises.

By 1981, the High Efficiency (HE) update transformed it: Michael May’s fireblade heads raised compression to 11:1, bumping output to 290 hp while improving economy to 20 mpg on highways. Paired with GM’s reliable TH400 automatic, it offered velvet-smooth shifts akin to contemporary Corvettes.

Later, the 4.0-liter inline-six (AJ6) arrived for 1983, delivering 238 bhp and 282 lb-ft in a lighter package. Quicker to 60 mph (7.4 seconds) and topping 147 mph, it proved nimbler, especially in manuals, with a hushed inline smoothness epitomizing British GT tradition.

This table summarizes key specs, highlighting the inline-six’s balance of performance and efficiency.

Driving Dynamics: Luxury Meets Poise

Behind the wheel, the XJS wafts with composure. The V12 pulses like a time machine, surging past 60 mph in 8.4 seconds en route to quarter-miles at 95 mph, all with minimal drama. Independent suspension delivers a compliant ride over freeways, secure through curves despite 4,000+ pounds.

Steering is communicative yet light, encouraging spirited drives. Dive into turns, and the chassis remains forgiving, aided by wide Pirellis and rack-and-pinion precision. Brakes evolved too: early setups felt vague, but later all-disc systems halted from 60 mph in 111 feet with good modulation, though inboard rears demand maintenance.

• Smooth powerband: V12 or six-cylinder engines excel at sustained high speeds.
• GT handling: Secure without harshness, ideal for canyon carving or autobahn runs.
• Cabin isolation: Wind and road noise hushed, fostering relaxation.

Owners rave about the experience: one calls it ‘power, class, sport, and comfort’ incarnate, smiling every drive.

Evolution Through the Years

The XJS spanned 1975-1996, with pivotal updates:

1. 1975-1980: Pure V12 era; polarizing looks but potent performance.
2. 1981-1985: HE V12 debuts; fuel injection and EFI boost usability.
3. 1983-1991: Inline-six option; cabriolets from 1988 add allure.
4. 1991-1996: Facelift with rounder nose, supercharged 4.0L (322 hp); convertibles peak popularity.

Transmission choices included three-speed autos early on, progressing to ZF four-speeds and GM400 units for durability. By the end, it rivaled Ferrari Mondial in luxury, outselling rivals.

Interior and Comfort: Opulent Sanctum

Slide inside, and walnut dashboards, hide seats, and analog gauges envelop you. Visibility challenged by buttresses, but the low-slung stance feels intimate. Convertibles offered effortless top-down cruising at 170 mph claimed speeds, bolstered seats hugging through bends.

Trunk space accommodated luggage for GT duties, while climate control and stereos (later with CD) kept long hauls civilized. No plastic marred the premium feel—pure ’80s/’90s luxury without modern gimmicks.

Buying and Ownership Today

Values climb: clean V12 coupes fetch $20,000-$40,000, convertibles more; inline-six models offer entry at $15,000. Reliability improved post-HE, but watch for:

• Head gasket failures on early V12s.
• Inboard rear brake wear—specialist job.
• Electrical gremlins; fuel pumps in tanks.
• Rust in sills, arches; check service history.

Running costs? 15-22 mpg combined; parts available via specialists. It’s underrated—performance rivals modern sports cars at fraction of price.

Why the XJS Endures

Once maligned, the XJS now shines as a collectible GT. Its blend of V12 symphony, inline refinement, and yacht-like cruising defies eras. Whether wafting coastlines or testing limits, it delivers joy undimmed by years. For enthusiasts, it’s not just a car—it’s a lifestyle.

Frequently Asked Questions (FAQs)

Is the Jaguar XJS a good daily driver?

Viable for enthusiasts, but thirsty V12s and maintenance suit weekend use best. Inline-six variants offer better economy.

How reliable is the XJS V12 engine?

HE versions excel with proper care; earlier ones prone to overheating. Regular oil changes key.

What’s the difference between coupe and convertible XJS?

Coupes stiffer, quieter; convertibles (post-1988) add open-air fun but check top condition.

Can you mod an XJS for more power?

Yes—superchargers on 4.0L hit 400 hp; V12 upgrades common via ECUs, exhausts.

What’s a fair price for a 1990s XJS?

$15k-$50k depending on condition, mileage, variant. Low-mile originals premium.