Jaguar V8 For Sale

Jaguar AJ-V8 engine From Wikipedia, the free encyclopedia Jump to: navigation, search This Jaguar AJ-V8 engine is missing citations or needs footnotes. Please help add inline citations to guard against copyright violations and factual inaccuracies. (September 2009) This article needs additional citations for verification. Please help improve this article by adding reliable references. Unsourced material may be challenged and removed. (September 2009) Jaguar AJ-V8 Manufacturer Jaguar Cars Production 1996– Predecessor Jaguar AJ16 Jaguar V12 The Jaguar AJ-V8 is a compact DOHC V8 piston engine used in many Jaguar vehicles. It was the fourth new engine type in the history of the company. In 1997 it replaced both designs previously available on Jaguar cars: the straight-6 Jaguar AJ6 engine (or rather its AJ16 variant), and the Jaguar V12 engine. It remained the only engine type available on Jaguar until 1999 with the launch of the S-Type, when the Jaguar AJ-V6 engine was added to the list. The AJ-V8 is available in displacements ranging from 3.2 L to 5.0 L, and a supercharged version is also produced. Ford Motor Company used this small V8 in other products as well, including the Lincoln LS the 2002-2005 Ford Thunderbird as well as in several Land Rovers. The AJ-V8 was designed to use Nikasil-coated cylinders rather than the more-common iron cylinder liners. However, like the BMW M60, high-sulphur fuel reacted with the Nikasil liners and caused engine failures. Jaguar replaced affected engines, and has used conventional cast-iron linings ever since. The engine uses a two-state Variable Valve Timing system to switch the intake cam timing by 30°. Newer engines use a more sophisticated system which can vary intake timing incrementally up to 48°. The Lincoln version was made in the United States. Other engine features include fracture-split forged powder metal connecting rods, a special one-piece cast camshaft, and reinforced plastic intake manifold. The AJ-V8 was on the Ward's 10 Best Engines list for 2000. Contents 1 Manufactory 2 AJ26 2.1 AJ26S 3 3.2 4 3.5 5 AJ30/AJ35 6 AJ34 7 AJ34S 8 Land Rover 4.2 9 Aston Martin 4.3/4.7 10 Land Rover 4.4 11 AJ-V8 Gen III 11.1 AJ133 11.2 5.0 12 See also 13 References 14 External links [edit] Manufactory Jaguar's own dedicated engine facility located at Ford's Bridgend engine plant builds a families 3.5-5.0 of eight-cylinder engines for Jaguar and Land Rover, these engines include the 5.0-litre V8 Gen III for the all-new Jaguar XJ. This Jaguar facility operates as a plant within a plant at the larger Bridgend plant.[1][2] [edit] AJ26 The 4.0 L (3996 cc) AJ26 engine was introduced in 1996 It has a square 86 mm (3.4 in) bore and stroke. It was updated in 1998 as the AJ27 with continuously variable valve timing. The AJ-V8 was updated again in 2000 as the AJ28. The naturally-aspirated version produces 290 hp (216 kW) (216 kW) in the 2004 XK8. Vehicles using this engine: Daimler V8 AJ26 1997-1998 Jaguar XJ8 1997-1998 Jaguar XK8 AJ27 1999-2004 Jaguar XJ8 1999-2004 Jaguar XK8 AJ28 2000-2002 Jaguar S-Type 281 hp, 287 ft·lbf [edit] AJ26S The supercharged version of the AJ26 is used in the high-performance R versions of Jaguar's cars. The engine was updated with AJ27 specifications for 2000. It produces 370 hp (276 kW) and 387 lb·ft (525 N·m) with the help of an Eaton supercharger (modified roots-blower). The supercharged engine did not use variable cam timing as the normal benefits of improved volumetric efficiency are not noticeable on a boosted engine Vehicles using the supercharged version include: AJ26S 1998-1999 Jaguar XJR 1998-1999 Jaguar XKR AJ27S 2000-2003 Jaguar XJR 2000-2003 Jaguar XKR 2000-2002 Vanden Plas 2002 Daimler Super V8 [edit] 3.2 The 3.2 litre variant was the second to be introduced. It reduces the stroke to 70 mm (2.8 in) and power falls to 240 hp (179 kW) and 233 lb·ft (316 N·m). Vehicles using this engine: Jaguar XJ (non-US) [edit] 3.5 The 3.6 L (3555 cc/216 in³) "3.5" was used in the XJ series as well. The stroke was 76.5 mm (3.0 in). Output was 262 bhp (195 kW; 266 PS) at 6250 rpm and 345.0 N·m (254.5 lb·ft) at 4200 rpm. Vehicles using this engine: 2002–present Jaguar XJ8 3.5, 262 hp (195 kW) and 254 lb·ft (344 N·m) [edit] AJ30/AJ35 The 3.9L (3934 cc) AJ30/AJ35 variant is a unique displacement used only by Ford and Lincoln and is built in Ford's Lima, OH engine plant. Bore is 86 mm (3.4 in) and stroke is 85 mm (3.3 in). The AJ35 version introduced for the 2003 model year added variable valve timing of the intake camshafts and electronic throttle control. While the block, crankshaft, pistons, and connecting rods are all unique to this displacement, many other parts are shared with the AJ-V8 engines produced in the UK by Jaguar. Vehicles using this engine: 2000-2002 Lincoln LS, 252 hp (188 kW) 267 lb·ft (362 N·m) 2002 Ford Thunderbird, 252 hp (188 kW) 267 lb·ft (362 N·m) 2003-2006 Lincoln LS, 280 hp (209 kW) 286 lb·ft (388 N·m) 2003-2005 Ford Thunderbird, 280 hp (209 kW) 286 lb·ft (388 N·m) Ford Forty-Nine concept The last AJ35 was produced in March 2006 after only 3 years. Total run of AJ30/35 was nearly 250,000 units [edit] AJ34 The 4.2 L (4196 cc) AJ34 version features a longer 90.3 mm (3.6 in) stroke with the same 86 mm (3.4 in) bore. It was introduced in 2003 as the AJ33 and produces 294 hp (219 kW) at 6000 rpm with 303 lb·ft (411 N·m) of torque at 4100 rpm, later increased to 300 hp and 310 lb.ft. Vehicles using this engine: 2003–present Jaguar XK-series 294 hp (219 kW), 303 lb·ft (411 N·m) 2003–present Jaguar S-Type 4.2, 300 hp (224 kW) and 310 lb·ft (420 N·m) 2004–present Jaguar XJ8, 300 hp (224 kW) and 310 lb·ft (420 N·m) 2009–present Jaguar XF, 300 hp (224 kW) and 310 lb·ft (420 N·m) [edit] AJ34S The AJ34S is a supercharged/intercooled variant of the AJ34. It was introduced in 2003 to replace the 4.0 SC and produces 390 hp (291 kW) at 6100 rpm with 399 lb·ft (541 N·m) of torque at 3500 rpm. Vehicles using this engine: 2004-2009 Jaguar XJR/Super V8, 400 hp (298 kW) and 408 lb·ft (553 N·m) 2003-2010 Jaguar XKR, 400 hp (298 kW) and 408 lb·ft (553 N·m) 2003-2008 Jaguar S-Type R, 400 hp (298 kW) and 408 lb·ft (553 N·m) 2005–present Daimler Super Eight 2009-2010 Jaguar XF, 420 hp (313 kW) and 408 lb·ft (553 N·m) [edit] Land Rover 4.2 A de-bored supercharged version of the Land Rover 4.4 is that company's high-performance engine. It displaces 4.2 L (4197 cc/256 in³). Applications: 2006 Land Rover Range Rover Sport 385 hp (287 kW) and 406 lb·ft (550 N·m) 2006 Land Rover Range Rover 400 hp (298 kW) and 413 lb·ft (560 N·m) [edit] Aston Martin 4.3/4.7 Aston Martin hand-assembles a special version of the AJ-V8 for the V8 Vantage. This unit displaces 4.3 L (4280 cc/261 in³) and produces 380 hp (283 kW) at 7000 rpm and 302 lb·ft (409 N·m) at 5000 rpm. This engine is unique to Aston Martin and features race-style dry-sump lubrication, which enables it to be mounted low to lower the centre of gravity. The engine is assembled by hand at the AM facility in Cologne, Germany, which also builds the V12 for the DB9 and Vanquish. The cylinder block, cylinder heads, crankshaft, connecting rods, pistons, camshafts, inlet and exhaust manifolds, lubrication system and engine management are all unique to the Aston Martin version. In May 2008, Aston Martin released a new design that used pressed cylinder liners instead of cast-in liners. This allowed for thinner liners, and a higher capacity of 4.7L for the V8 Vantage. Power output increased to 420 bhp (an 11% increase on the previous 4.3L unit) and peak torque to 470 N·m (350 lb·ft) (a 15% increase). Applications: 2005–present Aston Martin V8 Vantage [edit] Land Rover 4.4 4.4 L V8 in a 2006 Range Rover Sport The 4.4 L (4394 cc/268 in³) version features a 2 mm (0.1 in) wider bore over the 4.0 to increase torque. Vehicles using a 4.4 L AJ-V8 include: 2005 Land Rover Discovery - 300 hp (224 kW) , 315 lb·ft (427 N·m) 2006 Land Rover Range Rover Sport - 300 hp (224 kW) @ 5500 rpm, 315 lb·ft (427 N·m) @ 4000 rpm 2006 Land Rover Range Rover - 305 hp (227 kW) @ 5750 rpm, 325 lb·ft (441 N·m) @ 4000 rpm [edit] AJ-V8 Gen III This all new direct injection engines family is introduced in 2009 (all new engine block).[3] New features include spray-guided direct-injection, torque-actuated variable camshaft timing, cam profile switching in naturally aspirated engine, sixth-generation twin vortex supercharger on Gen III R engine. Conform to EU5 and US ULEV2 emissions regulations.[3] It includes the Denso Generation 1.6 Engine Management System. [edit] AJ133 Bore and stroke is 92.5 mm (3.6 in) x 93.00 mm (3.7 in). Land Rover version is called 'LR-V8 Petrol engine'. Vehicles using this engine: 2009–present Jaguar XFR, 510 PS (380 kW; 500 hp) and 625 N·m (461 ft·lbf) 2009–present Jaguar XJR, 510 PS (380 kW; 500 hp) and 625 N·m (461 ft·lbf) 2009–present Jaguar XKR, 510 PS (380 kW; 500 hp) and 625 N·m (461 ft·lbf) 2009–present Jaguar XF, 385 PS (283 kW; 380 hp) and 515 N·m (380 ft·lbf) 2009–present Jaguar XJ, 385 PS (283 kW; 380 hp) and 515 N·m (380 ft·lbf) 2009–present Jaguar XK, 385 PS (283 kW; 380 hp) and 515 N·m (380 ft·lbf) 2009–present Land Rover Range Rover, 510 hp (380 kW) and 461 lb·ft (625 N·m) 2009–present Land Rover Discovery, 385 hp (287 kW) and 380 lb·ft (520 N·m) 2009–present Land Rover Range Rover Sport, 510 hp (380 kW) and 461 lb·ft (625 N·m) 2009–present Land Rover Range Rover Sport, 385 hp (287 kW) and 380 lb·ft (520 N·m) [edit] 5.0 It is a race version of AJ133, rated 550 hp (410 kW). [edit] See also Jaguar AJ6 engine Jaguar AJ-V6 engine Jaguar V12 engine [edit] References ^ "Business Secretary Visits Ford'S Expanding Engine Plant | Ford Motor Company Newsroom". Media.ford.com. 2009-01-15. http://media.ford.com/news/businesssecretaryvisitsfordsexpandingengineplant.htm. Retrieved 2009-10-02.  ^ "Ford jobs safe at Bridgend and Dagenham - Car and Car-Buying News - What Car?". Whatcar.com. 2009-07-28. http://www.whatcar.com/car-news/ford-jobs-safe-at-bridgend-and-dagenham/241920. Retrieved 2009-10-02.  ^ a b "Jaguar Engines". Jaguarperformance.com. http://www.jaguarperformance.com/engines/. Retrieved 2009-10-02.  [edit] External links AJ-V8 Performance Jaguar Performance v • d • e Jaguar Cars road and race car timeline, 1940s–1970s — next » Type 1940s 1950s 1960s 1970s 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 Sports XK120 XK140 XK150 E-type S1 E S2 E-type S3 XJ-S Saloon Mark 1 Mark 2, 240, 340 S-Type XJ-C 420 XJ6 S1 XJ6 S2 Mk IV Mk V Mk VII Mk VIII Mk IX Mk X 420G XJ12 S1 XJ12 S2 Supercar XKSS Racing C-Type D-Type E-Type XJ13 XJ-C XJ41 / XJ42 Ownership Independent BMH British Leyland || Some History. Let us start by dispelling the belief still held by a few people that Jaguar just adapted a Ford designed V8 to create their new power unit. The truth is actually the reverse. Jaguar designed the engine in its entirety, it is manufactured in the UK, and a simplified variant is shipped over to the US where Lincoln install it in their LS model! Jaguar's design team started with a clean sheet of paper for this new V8 engine. Nothing carried over from previous engines and the aim clearly was to produce a class leading power unit with few compromises. In most respects they achieved success and were able to devise remedies for the inevitable weaknesses that emerged with time. So wide ranging was the research to determine the best engine format to carry Jaguar into the 21st century that the program included building and testing a number of advanced two-stroke engines. Most impressive was a 3.2 litre V6, lean burn, supercharged, two-stroke using the Orbital air-assisted injection process. It produced 350 b.h.p. but emissions and durability proved to be hurdles that were too difficult to overcome. Although a fairly conventional V8 was soon perceived as being the best solution, details like the number of valves to use were resolved in a series of single cylinder prototypes, echoing the V12 program 30 years or so before. Most modern engines use the four valve layout but as befits a project aiming for the best solution, Jaguar's engineers also considered alternative arrangements like the five valve configuration used so successfully by Yamaha on their high performance motor cycle engines. No real advantage could be found that way so progress continued with a more conventional four valve layout. A very efficient and compact combustion chamber was achieved by closing up the angle between the valves from the 47 degrees of the AJ6 and AJ16 engines to a more ideal 28 degrees, accepting the slight drawback that the head bolts were situated right under the camshafts so the heads could not be totally pre-assembled. An incidental advantage of the narrower valve angle is that it helps to keep the cylinder heads compact, so minimising the weight and package size of the complete power unit. Special attention was devoted to the valve train to keep masses as low as possible, valve stems for example being just 5 mm in diameter. This brings advantages in three respects: firstly, there is a measurable improvement in fuel economy due to reduced friction losses; secondly, it is easier to reduce mechanical noise thereby improving refinement; finally, the mechanical stresses in the valve train are reduced. The latter point is particularly relevant but to understand why a short digression is necessary. Purpose designed four valve V8 racing engines use a single plane crankshaft (like an in-line four cylinder) to obtain evenly spaced firing impulses along each bank to allow for optimum exhaust tuning, the downside being that the engine shakes laterally because of unbalanced forces. Even with a regular firing order such engines are notorious for timing gear problems associated with severe instantaneous torque reversals, which at different times have caused much trouble in four valve V8s from such illustrious names as Coventry Climax, Repco, Cosworth and Ilmor. Production V8 engines almost always use a two plane crankshaft (four crank throws disposed at 90 degree intervals) which provides good balance but an uneven firing order along each bank. Because of this a four cam production V8 inevitably has the cams asymmetrically phased around the axis of each camshaft as shown in the diagram. This gives rise to irregular loads on the drive between the crankshaft and the cams and between the two camshafts on each head. It is perhaps then not surprising that on the Jaguar V8 the tensioners on the secondary camshaft chains in particular have developed a reputation for being troublesome. In fact it may not be that there is any weakness in the tensioners themselves, rather that at certain critical speeds heavy torque reversals on the chain can produce higher than expected stab loads, a condition which can probably be exacerbated by some usage patterns. It is perhaps interesting that the later 4.2 V8 uses more rugged morse internal tooth primary chains and that when BMW introduced a similar V8 (four valve, twin OHC, Nikasil bores, sintered fracture split con-rods) in 1992 they used duplex chains throughout. Whilst Jaguar's design team, in choosing a single link chain drive, did specify that it should be rated for heavy duty, one wonders if there have been any regrets that space wasn't made to use a duplex chain rather than relying on the lightweight valve gear to let them get away with the narrower option? Of course, all engines have weaknesses that only become apparent with time and the engineering of the Jaguar V8 is not without many positive attributes. The combination of quite large valves and cam profiles of modest duration, allied, in the case of the naturally aspirated 4 litre, to a variable timing mechanism controlling the inlet cams, results in an engine with a particularly wide spread of torque. The early variable timing device was a two state system - either advanced or retarded over a range of 30 degrees (at the crankshaft). Retarding the inlet cam eliminated overlap so improving idle and drive quality at very low speeds and light loads. It also meant the inlet valve closed later thereby improving power at higher speeds. In the mid-speed, part to high load range, the cam was advanced giving early inlet closing to boost torque, the extra overlap then also providing a degree of 'internal EGR' to reduce NOx emissions. Later engines use a more advanced system that optimises the cam phasing within a much wider range of, incredibly, 48 degrees. With the benefit of hindsight the decision to use Nikasil plated cylinder bores instead of conventional liners might be judged a bad mistake, but it is one that was understandable and which caught BMW off-guard as well. The Nikasil process had been used for years on motorcycle engines and is in common use for F1 and other racing engines so it is hardly unproven technology. At the time BMW's exceptionally tight control of oil on the bores was thought to be a factor in their troubles, which would not apply elsewhere. In truth, instances of failure of the Nikasil coating appear to have been induced by poor fuel quality in certain markets allied to short journey usage, and engines running on low sulphur fuel would be most unlikely to suffer the problem. Jaguar resolved service failures in an honourable fashion but eventually decided to abandon Nikasil and revert to conventional cast iron liners (from VIN 42776 XK8, 878718 XJ8). The advantages of light weight and close running clearances were sadly lost. Ironically the fuels which caused the problem have now virtually disappeared from the market. The size increase to 4.2 litres was obtained by increasing the stroke - always a favoured approach at Jaguar - necessitating the crankpin journals to be reduced in diameter to maintain the same block height. The supercharged V8 is an impressive performer yet flow through the intercoolers is a little constricted and the Eaton roots supercharger is not very efficient, so it could have been even better. For example, a more efficient screw type of supercharger would provide an immediate gain of around 40 b.h.p. and would make possible quite a lot more than that. Anyone interested in a more detailed explanation of why might care to read the feature about supercharging technicalities found elsewhere on this website. Performance Enhancements. 1. Air Filter. The starting point for upgrading most induction systems is at the air filter and this is true for the Jaguar V8. Replacing the original paper filter with a high quality low loss filter gains approximately 6 b.h.p. over standard. The JR filter that we supply is identical to the well known K & N type - only the colour is different - and is washable at service so does not need to be replaced. Surely a bargain! 2. The Exhaust System and the V8 Sound - Tasteful not Raucous. The original system has quite a severe restriction due to the shape of the pipes at the point where they rise to pass over the rear drive-shafts. The sequence of silencers adds further restriction which saps power at the higher engine speeds. Strangely Jaguar have silenced the engine to the point where it is almost too quiet for a high performance car and the undoubtedly evocative note of the V8 is muted to the point where it is all but lost. If any engine note was ever intended to be heard it must be that of the V8 engine. We like to think we have created the system that Jaguar would have produced if they did not have to cater for people who do not know or care about the differences between a V8 and a flat four. It recovers the power loss and subtly releases the lovely V8 sound, yet not to the extent that it becomes obtrusive and spoils the refinement of the car. What Else? Nothing we can talk about at the moment - but we have things in development for both naturally aspirated and supercharged V8 engines which will become available in the next few months���.. || Loading Advert HomeNew CarsUsed CarsCar LeasingVan LeasingCar ReviewsSell Your CarCar LoansCar InsuranceCar Parts Used Jaguar V8 - Second Hand Jaguar V8 Cars Log In / RegisterUsed Car Search Price From: Price To: Loading Advert Loading Advert Used Jaguar V8 Vehicle Search Sort Order: Your search returned no results, please refine your search options and try again. 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You’re looking at the quickest version of Jaguar’s new limo, but it’s got a different name. There’s no Jaguar XJR in the new big-car range, even though the outgoing car had one. It’s allegedly because the marketing types reckon this car’s sheer size - you can get it in both short and long wheelbase versions - limits its outright sportiness in comparison with the XKR and XFR, and possibly because the whole ‘R thing’ may now be under review, given that Honda and Volvo, among others, use much the same nomenclature. However, far be it from Jaguar not to provide a top-performance version of any new model. This quickest XJ is a 503bhp supercharged V8 which develops more torque than any other model, even the diesel, and which the figures say can hurl you from 0-60mph in just 4.7sec, which is not far short of a Ferrari’s time. Top speed is still limited at the usual 155mph, though the car would doubtless be good for 170mph-plus in ungoverned form. See the Jaguar XJ 5.0 V8 Portfolio LWB pics What's it like? Despite the extra potential, the most remarkable thing about the Supersport is its similarity to the rest of the XJ range; it uses the same tyre size, the same suspension bushes and rates, the same controls and instruments. The only differences are some interior trim details (such as a leather roof lining) and an ‘active’ limited-slip diff, similar to that used for the XK and XF models. It employs electronically actuated brakes on its output shafts to improve cornering traction and aid agility. Jaguar suspension engineers insist you can feel the difference, between “slippery and no slippery” but it’s a faint difference, simply because the standard car sets such high standards, and has impressive traction-keeping gadgetry of its own. On the road the car’s 270bhp-per-tonne performance is usually discreetly deployed. True, the car has prodigious low-speed thrust, but unless you use wide throttle openings the engine noise is not much more than a V8 murmur. When you’re really use the power (handy even in motorway traffic for threading the car into gaps it would otherwise miss), the sound changes to that of a pure performance car, just as with the two smaller R models. The thrust is the same, too, not least because this car weighs slightly less than an XFR. This is a light car for its power, and feels it. What is noticeable, though, is the extra agility of the short wheelbase XJ, which turns a little more sweetly, but maintains its line just as accurately. And given the extra nose mass of the V8, it seems to ride just a shade more quietly over some noisy surfaces, too. Like all XJs, it feels to have been carefully honed: Jaguar is determined to lose nothing to its opponens on refinement. Should I buy one? It’s worth pausing before you do: some Jaguar people say the normally aspirated V8 is now just about as quick as you need a car to be. And this is the priciest XJ of all; you pay £87,455 before options, or £90,455 if you want the extra five inches of rear room. Still, all that power and torque is seductive, and almost too easy to deploy. Against the opposition, and looking at its performance and standard equipment, it’s almost a bargain. Steve Cropley Your say Comments: 14 Join the discussion Car reviews home Ads by Google Advertisement FIND A CAR REVIEW Select a car AC Alfa Romeo Alpina Ariel Artega Ascari Aston Martin Audi Austin Bentley BMW Bristol Brooke Bugatti Cadillac Callaway Campagna Caparo Caterham Chevrolet Chrysler Citroën Corvette Dacia Daewoo Daihatsu Datsun DMS Dodge ECC Elfin Farbio Ferrari Fiat Ford Ginetta Gumpert Holden Honda Hummer Hyundai IFR Infiniti Invicta Iveco Jaguar Jeep Jensen Jetstream Ken Okuyama Kia Koenigsegg KTM Lamborghini Lancia Land Rover Leading Edge Lexus Lotus Marcos Marlin Maserati Mastretta Maybach Mazda McLaren Mercedes-Benz MG MG Motor Mini Mitsubishi Mitsuoka Monteverdi Morgan Morris NAC Nissan Noble Opel Pagani Peugeot Porsche Proton Qpod Radical Reliant Renault Roewe Rolls-Royce Rover Saab Saturn Seat Shelby Skoda Smart Spyker Ssangyong SSC Subaru Superformance Suzuki Tata Tesla Think Toyota Triumph TVR Vauxhall Veritas Volkswagen Volvo Westfield Zenvo Prices & specs Edition Price Jaguar XJ Series 5.0 V8 Premium Luxury £67,000 Jaguar XJ Series 5.0 V8 Premium Luxury LWB £70,000 Jaguar XJ Series 5.0 V8 Portfolio £74,300 Jaguar XJ Series 5.0 V8 Portfolio LWB £77,300 Jaguar XJ Series 5.0 V8 Supersport £91,000 Jaguar XJ Series 5.0 V8 Supersport LWB £94,000 Jaguar XJ Series 3.0D V6 Luxury £55,500 Jaguar XJ Series 3.0D V6 Luxury LWB £58,500 Jaguar XJ Series 3.0D V6 Premium Luxury £59,300 Jaguar XJ Series 3.0D V6 Premium Luxury LWB £62,300 Jaguar XJ Series 3.0D V6 Portfolio £66,500 Jaguar XJ Series 3.0D V6 Portfolio LWB £69,500 More Now read this... 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