Jaguar X300 For Sale

The cars | Jaguar XJ40 | X300/X308 development story Jaguar X300/X308 Previous Page Next Page With Ford's money behind it, Jaguar was going places during the early-1990s - and the X300 was a clear indication that Uncle Henry wanted the best for the Leaping Cat, sticking rigidly to marque values... perhaps too rigidly. Ian Nicholls charts the history of the impressive X300/308 and wonders what might have been... Back to the future N 1989 the Ford Motor Company took total control of Jaguar Cars Ltd, and once again, after five years of independence, the Coventry company came under the control of a large corporate motor vehicle manufacturer. However, unlike British Leyland, Ford was not cash strapped, and had high ambitions. One of the reasons Ford bought Jaguar was to gain a foothold in the world luxury car market. This was in the same year that Toyota had created the Lexus brand, and turned the market on its head. In July 1990, Ford nominee Bill Hayden succeeded Sir John Egan as Jaguar Chairman, and on his first visit to Browns Lane, was reputedly shocked to find out how shoddy the place was. Jaguar was going to need major investment in order to produce cars of the quality expected of them. At the time of the takeover, Jaguar produced three basic model lines, the XJ40, the Series 3 XJ12 and the XJ-S, which had actually just enjoyed its best year. In addition, the company was working on the XJ41/42 and the XJ90, which was intended to replace the XJ40 saloon. Ford ordered a thorough review of Jaguar's activities. Jaguar's own Sales and Marketing department felt the XJ41/42 was a "huge disappointment" and many other non-engineering parts of the company agreed with them, feeling it failed to reconcile design specification and design requirements. With Jaguar now in financial difficulties the XJ41/42 sportscar was axed. So what do we know about the XJ90? Jaguar historian Paul Skilleter, writing in 1991, reckoned that the XJ90 was a facelifted XJ40 four-door saloon, also known as the X90. Prototypes were run in the late 1980s with a variety of engines; the XJ91 was the V12 version; the XJ92 was both a Daimler and/or fitted with the forthcoming AJ26 V8 engine. And then there was the XJ93, a Daimler and/or fitted with the AJ26 V8 and the V12. Jeff Daniels, on the other hand, maintained that "prototypes ran, powered by a variety of engines including the AJ26 V8 engine, but the project was abandoned around 1990 and probably with good reason, given the likely cost". However, the go-ahead for the AJ26 was not given until 1990, and it took twelve months for a running prototype to be built, which perhaps discounts Jeff Daniels' claim. On the subject of the XJ90 and the cancelled XJ41/42, Roger Putnam, the then Sales and Marketing Director, said in 1996: "At the time a wholly new successor to XJ40, called XJ90, was being planned. Having scrapped XJ41 and XJ42, simply because it was impossible to reconcile design specifications and market requirements, we had to do a complete review of what Ford's chequebook would stretch to". Further clarification came from former Jaguar Technical Director Jim Randle in a 2004 interview with Michael Scarlett for Jaguar World Monthly. Randle stated. "When Ford took over, we got the replacement for XJ40 in place, which was called XJ90, and that was a re-styled job, slightly taller, slightly longer, a very pretty car, which we finished off while Ford was there in fact. (Bill) Hayden, when he saw it, said he was going to have an orgasm! But everything hit a stone wall in 1991. The car had to be stopped - after I left, they took the centre section of XJ40 and put the nose and tail of XJ90 on, and that became the car (X300/308) that then ran on." At the time of writing no images of the XJ90 have reached the public domain. X300 arrives... and impresses Whatever the truth of the matter of the new model's development, the saloon that emerged in September 1994 was an extensively reworked and re-skinned XJ40, a car that had it origins back in the days of British Leyland. In order to produce the saloon to the required quality, Ford invested an impressive £110m on newer manufacturing equipment at both Castle Bromwich and Browns Lane. This was to also benefit the XJ40 in terms of improved quality in the twilight of its production life. The development cost of the X300 itself came to £90m between 1991 and 1994. At launch Jaguar boasted of how much of the car had been re-designed and re-developed and was more reliable than the outgoing XJ40. Jaguar did not actually state that X300 was a re-style of XJ40, but pundits noted that the wheelbase was the same and drew the correct conclusion. In fact, there was an easier way to tell, the interior of the X300 was pure late model XJ40. The exterior styling as pure retro, harking back to the Series 3 Jaguar XJ, and was, if anything, even better looking. Although the styling was by Geoff Lawson and his team, the decision to go with the retro look is generally credited to Ford, although Jim Randle's account suggests that the pre-takeover Jaguar was already working on this styling approach. Revised interior of the X308 took away the XJ40 familiarity of the X300... Why was the retro look adopted? Possibly because Jaguar had stumbled with the XJ40. Although the XJ40 had been launched to widespread acclaim, early examples had suffered from electrical, steering and suspension problems. To quote Clive Ennos who took over from Jim Randle as Jaguar Technical Director: "And the XJ40 was produced remarkably, with about 300 people. Unfortunately, however, it needed a little more development when it got out into the field". Regrettably, the quality issues with the early XJ40s damaged Jaguar's reputation as a luxury car manufacturer, particularly in the important American market, an arena that Lexus had now entered with its more contemporary looking LS400. In the 1980s, the Series 3 had firmly established Jaguar as a quality manufacturer, a status the XJ40 came close to destroying. With the X300, Jaguar hoped to re-kindle fond memories of the Series 3. The X300's retro styling was a risky move in comparison with the state-of-the-art designs from the likes of Lexus, BMW and Mercedes-Benz. By the time Clive Ennos joined Jaguar, its Whitley development centre had 1050 engineers working there, and Ford-style working methods were used to develop the X300. Clive Ennos commented in 1996: "There was no really affordable and containable cycle plan at that stage. Once a cycle plan had been put together, we had a superb talent base here in the engineering group... That was excellent in that we were very open-minded and could take on board some of the Ford processes and disciplines, and use them to really excellent effect. So the X300 was the first programme on which we pulled together". The X300 was the first Jaguar to benefit from computer-aided design (CAD) with the data of the new body shape electronically stored for use in the manufacturing process. Jaguar claimed there was more headroom in the X300 than the outgoing XJ40. As mentioned earlier the interior from the XJ40 was retained apart from a new design of seats. Jaguar claimed the new body shape was more aerodynamic - and it needed to be, as fuel tank capacity had shrunk from 19 gallons (86.4 litres) to 17.8 gallons (81 litres). The engine story Supercharged straight-six in the XJR was good for 322bhp... Engines for the X300 were the venerable V12 and a revised six-cylinder AJ6 engine, now re-christened AJ16. These revisions were intended to answer criticisms that the AJ6 was not as refined as it should be; indeed one journalist likened revving an AJ6 to thrashing a Morris 1100! In late 1989, the Lexus LS400 had made its debut with its 4-litre 32-valve V8. To Jaguar engineers, brought up with the tradition that mechanical refinement could only be arrived at through the use of six- and 12-cylinder engines, the refinement of the Lexus V8 came as a shock, because it was considerably smoother and more economical than the 4 litre AJ6. The Jaguar engine did retain a torque advantage however. As related earlier, Jaguar embarked on its own V8 engine programme, the AJ26, in 1990, that was due to arrive some time in the future - and that's why the AJ6 received a programme of revisions to become the AJ16. In 4-litre form, power was up to 245bhp and torque similarly improved to 289lb ft. The supercharged 322bhp XJR also arrived to challenge the BMW M5 but the 313 bhp V12, which was carried over from the XJ40, remained the pinnacle of the range. However, in terms of numbers, it was having real trouble making a case against the grunty new XJR. The V12 was vulnerable to emissions legislation, and demand for the engine evaporated globally once the six-cylinder XJS was fully on stream. The X300 V12 was codenamed the X305, and was better engineered than its predecessor, the XJ81. That car developed a reputation for wearing out its mechanical parts twice as fast as the six-cylinder XJ40, something that was rectified with its replacement. The X305 appealed to those who wanted a luxury car with all the trimmings, while the XJR had more sporting appeal. Wheel size went up from the XJ40's 15-inch to 16-inch, although the XJR had 17-inch alloys. Jaguar X300 figures 3.2 AJ16 4.0 AJ16 4.0 AJ16 Supercharged 6.0 V12 Maximum Power 216bhp 5100rpm 245bhp 4800rpm 322bhp 5000rpm 313bhp 5350rpm Fuel consumption N/A N/A 23.4mpg 18.4mpg 0-60mph 7.9secs 7.0secs 5.9secs 6.8secs Maximum speed 138mph 144mph 155mph (limited) 155mph (limited) In June 1995, Jaguar announced the long wheelbase X330. This became the standard bodyshell for the 4-litre Sovereign in October 1996. A sign of things to come was on 17th February 1997 when Jaguar's engine factory at Radford (the former Daimler factory) produced the very last V12 engine. In fact it was only two months later on 17th April 1997, that the very last XJ12 came off the Browns Lane production line - swiftly to to become a museum exhibit. For all its reputation for smoothness, engine technology had moved on 1971 and noise suppression techniques had allowed more economical smaller capacity engines to catch up. In its final months the X305 had only been available to special order, anyway. In all, only around 3400 X305s were manufactured. The X300 ceased production in August 1997 to make way for the V8 powered X308. The production run of 92,038 meant that the X300 had sold well but, with an average annual production of just over 30,000 cars, it showed Jaguar had not yet managed to reclaim the ground surrendered by the XJ40 in 1989/90 - even though the X300 was a much better car. The X300 was, in fact, a phased evolution of the original XJ40, and the next step was the X308. From six to eight... X308 arrives Few external changes, but a revolution in the engine bay... Visibly the revised interior was most important change to the X308, which finally did away with the last vestiges of the XJ40 dash and centre console. Externally, there were only minor cosmetic changes. However, 30 per cent of the underbody changed, and the amount of high-strength steel in the body was doubled. Wheel size went up to 17-inches on the standard cars, giving the X308 a more contemporary stance. The most obvious change was the powertrain, with a new 32 valve V8 engine mated to a five-speed automatic transmission. There was to be no manual option and, with Sports mode on the automatic box, the chances were that only a minority of diehards would want one. The X308 was naturally christened the XJ8, and was joined by a new-generation supercharged V8 XJR. Jaguar claimed its new V8 could match the legendary V12 for refinement. The new engine, dubbed the AJ26, made its debut in June 1996 in the XK8, was later to be re-christened AJ-V8 for PR reasons - but the AJ26 designation continued to be used within Jaguar. The new V8 was available in both 3.2- and 4.0-litre variants, and outclassed the AJ16 engines in every department, including weight. Overall, the X308 was 200lb lighter than the outgoing X300, with much of that down to the new power unit. Designed to provide refined power, to meet forthcoming emission regulations, and to match the competition, the AJ26 met all its targets. The 4.0-litre produced 290bhp, easily beating the Lexus for sheer power and refinement. Discussions on a new engine began before the Ford takeover and the arrival of the Lexus V8 hastened the project along. As the lead engineer on the AJ26 later said. "Lexus launched a fantastic new V8 engine in 1990 that really set all-new standards in terms of refinement, and BMWs are renowned for their performance - but we knew we had to exceed their achievements". Supercharged XJR engine was good for 370bhp - enough to go M5 chasing... Once Ford had taken over Jaguar, the Coventry men managed to convince the parent company that they needed a bespoke engine. Jaguar Powertrain Director Trevor Crisp takes up the story: "The decision on number of cylinders was far less obvious as we had to balance the frequently conflicting requirements of refinement, cost, economy and emissions. Our market research clearly indicated that refinement was a priority, and to achieve the programme objectives for this feature we believed that we needed a minimum of eight cylinders. A short stroke 'six' was considered but rejected due to the anticipated hydrocarbon emission problem and increased weight of the reciprocating components. "Ten cylinders were rejected on the grounds of inherent design imbalance, and twelve cylinders for cost and increased friction giving poorer fuel consumption. By concentrating on reducing the reciprocating weight and increasing the rigidity of the engine and transmission structure, we also considered that we could obtain refinement levels equal to, or better than, our existing V12 engine. A vee configuration, of course, gives a very compact package and greater freedom of design for the whole vehicle". Unlike his predecessor, the now deceased Harry Mundy who led the design of the AJ6, Trevor Crisp delegated the design of the new engine to David Szczupak, who had been with Jaguar since 1985. Szczupak and his team designed a compact, light V8 that even had ribbed cylinder heads made by Cosworth in an effort to reduce vibration. The engine had Nikasil plated bores to save weight, something BMW were also using at the time. It was a decision that was to come back and haunt Jaguar... Jaguar X308 figures 3.2 AJ26 4.0 AJ26 4.0 AJ26 Supercharged Maximum Power 240bhp 6350rpm 290bhp 6100rpm 370bhp 6150rpm Fuel consumption 23.5mpg 23.7mpg 21.6mpg 0-60mph 8.1secs 6.9secs 5.3secs Maximum speed 140mph 150mph 155mph (limited) Daimler Super V8 combined supercharged power and top-line luxury. Not a big seller, though... As well as the XJR, which was a supercar bargain, the supercharged engine was also available in the top of the range Daimler Super V8, which replaced the Daimler Double Six as the flagship model. The supercharged engine again used an Eaton blower, this time the M112. Because the AJ26 V8 was more compact than the AJ16 inline six, this enabled a second bulkhead to be fitted in the engine bay, which not only provided an extra barrier against noise and vibration entering the cabin, but allowed many important parts of the electrical system to be fitted behind it, out of harms way. Unfortunately, early on in the life of the V8 engine, Jaguar discovered that some high sulphur petrols attacked the Nikasil bore linings in the AJ26 engine and the company was forced to replace whole engines under warranty. X308 production ceased in December 2002 after 126,260 examples had been built. Whether this affected demand for the model is difficult to quantify, as BMW were similarly afflicted, but even the added refinement of the V8 engine was unable to boost demand to put Jaguar back into profit. The X308 was replaced in production by the all aluminium X350. Run-out XJR-100 was spoiled in the ride department by those 20in rims... Feedback: Thanks to Ian Nicholls Previous Page Next Page Related pages: ·Jaguar Under Leyland ·Jaguar XJ41/42 Development story The cars | Jaguar XJ40 | X300/X308 development story || Used Jaguar X300's - Common faults. Back Axle noise, especially on the over-run. Don't be tempted to buy a car with any appreciable noise on the 'back end' You may have been told that the noise is due to a worn wheel bearing but this often not the case. Mostly, worn differential bearings are to blame. Repair is expensive in both terms of parts and labour and there aren't many mechanics that can (or will) do the job. Finding a second-hand differential unit that is genuinely quiet is difficult, and the last thing you'd want is to spend a lot of money in having a used Diff. fitted only to find it is also noisy and the assurance that it is 'guaranteed' is worthless. The only way to buy a used unit is to stick to what you can test drive before buying and make sure that it is that unit you end up with. A new or reconditioned differential unit will set you back a long way, possibly costing half of what a car is 'worth', plus the labour of removal/refit. Note that the labour element of this job is unpleasant to undertake, whilst seized bolts can hinder the job further. In my experience, the labour cost of removal and refit of a diff. unit is somewhere around £400 - £500, and that is without the supply/ repair of the diff. I have got 'lucky' in finding a used diff. unit that proved to be quiet but the total cost of buying it and having it fitted exceeded £800, not good if the car is 'worth' only £2000. Alleged 'Spongy' Brake Pedal The X300 braking system is quite different to that fitted to the XJ40. The XJ40 has a real 'drivers' pedal, moving very little before the brakes are being applied. The X300 (and XJ8 for that matter) have much more pedal travel before the brakes actually come into play. I have heard XJ40 drivers make comments about 'Sponginess' of the X300 / XJ8 brake pedal and making an incorrect assumption that there is 'something wrong with the brakes' on X300's or XJ8's. I even had one MOT tester try to fail a car on 'no reserve footbrake travel' but soon educated him on these differences by inviting to speak to a Jaguar Agent and giving him the chance to try another car. The plain fact is that the X300 / XJ8 has more pedal travel than XJ40's and some other makes. When someone claims to have found a 'brake fault' it is often due to them being unfamiliar with the model. Digital Dashboard Clocks I only see around 5% of cars with this clock actually working. There are replacements available from E Bay or similar, costing £35 - 70 plus fitting which can be DIY, although there is quite a lot of work involved removing trim etc. I have heard that the clock can be repaired by simply sliding in a piece of cardboard behind the PC board connection in order to tighten it up but I have not tried it to date. UPDATE - I found the description of this repair kindly posted by someone on the excellent Jag Lovers website. Click this link - Jag Lovers - Dashboard Clock Oil Pressure readings low or Zero and Oil light coming on This is a common problem, especially on older or higher mileage cars. It can be alarming as it often denotes an engine which is about to expire on other makes. Worry not. I have had several cars that have shown zero Oil pressure, normally just after warm up. The X300 engine is 'bombproof' and I have never seen one quit in such circumstances. When checked out, it always has actual Oil pressure if checked with an in-line (mechanical) pressure gauge. The cause of the errant 'Zero' pressure indication is the electronic sensor which fails to work at certain temperatures when close to the end of its useful life. The cure is to fit a new or even a used sensor. This is a relatively easy thing to do although it is hard to get at. Central Locking and Alarm Key Fob not Working Key fob transmitters have a hard life and do wear out. It may be that new Fob Batteries (there are two, part number 2016) will bring the fob back to life. If that is the case then you are lucky. We often see fobs that have only one battery fitted by a previous owner and its not surprise that the fob does not work. Again, if that is the case with your fob you might get lucky, because.... A replacement fob costs around £120 plus VAT from Jaguar and then it must be adapted to the car. A secondhand one can be bought and adpated to suit the car if you can find one that works.Cars that have 2 servicable fobs are rare, mainly because the first fob packed up and a previous owner moved on to using the second one. To be fair, getting one working fob with a car that has covered 100k miles is a bonus. Two working fobs is almost unheard of! If you haven't got a working fob at all and don't want to replace it, you don't have to buy one at all. The Alarm will be armed and disarmed by using the key to lock the doors. When opening the doors you have to get the key into the steering lock and switch on the ignition pretty quickly to stop the alarm horn sounding. See the Driver's handbook for more on this. Boot opening (external) switch not working The button used to open the X300 boot from outside the car operates a small switch. This can fail, although most often the wiring that crosses the boot hinge will have become stiff and broken through. It is not expensive to fix the problem but like many electrical jobs it can soak up a lot of expensive diagnostic time. It is always much cheaper to use the boot button inside the car, or the key from outside and leave well alone! Heater not supplying hot air In just about every case, this is due to the failure of the electric circulation pump, fitted on the NSF inner wing. Replacements are not cheap from Jaguar although a used one might be good. Specialists like David Manners can save you money on a new one. NOTE! If your car is LPG converted a failed heater coolant pump can cause all sorts of problems because the LPG system relies on hot coolant being supplied by the heater circuit. If it doesn't get that, the LPG system will not perform properly. Another cause of heater failure can be Air Locking, especially if the air is trapped in the heater matrix. This problem is much that same as Air Locking in a house radiator and has the same cure. There are various methods for 'bleeding' the air out. In extreme cases we've had to raise the front of the car whilst bleeding air out of the matrix. If you bleed the heater matirix successfully only to suffer the same problem later on, start looking for a coolant leak before things progress to a more serious level. Screen Washer Pump not working Most often the pump itself will have failed. It is not easy to get at, requiring the removal of the OSF inner wing liner. Jaguar charge £47 inc. Vat for a new pump although note that many types of Ford screen wash pump can be made to fit. I have bought these at £2 each from a breaker. If you go down this route, take some of the wiring and the connecting plug along for the ride. Often these differ whilst the pump is similar mechanically. Other causes can be simple blocking of washer nozzles and pipes or failure of the in-line non return valves. There is a pictoral 'how to' item on Screen washer pumps on one of our other Jaguar pages - Jaguar faults Rear Bumper Top Face Bright Trim. These are often dented by careless folk dumping heavy items on top of the bumper before opening the boot. The top trim is not chromed steel as many expect, but high quality stainless steel. A new replacement trim costs £165 plus Vat from Jaguar. They are held on by all manner of awkward clips which break easily. Also be aware that the bumper has to be removed before replacement can commence, something which brings its own problems in terms of seized bolts and broken plastic. Add the labour cost to the cost of the replacement trim and you could easily spend £300 total. If you are lucky and the dent is not serious, it is possible to remove the trim and carefully roll out the dent. For best results, ask an experienced panel beater to do this for you – NEVER use a hammer on the back of the trim without a sandbag on the other side or you'll end up with a worse dent in the other direction! Rear Windows not working This is another common X300 problem which is often due to simple lack of use. The motor is not too hard to remove and may respond well to freeing oil and TLC. You can plug the motor back in when it has been removed and check it for operation using the door switch (with ignition on) but mind your fingers! Rear Shock Absorbers – Rattling noises on the back end……… This problem is often passed off or misdiagnosed as loose exhaust mountings, items moving in the boot or perhaps a loose rear bumper. If the noise occurs most often after going over a pot hole, it is more likely that the mounting bushes and bearings of the rear shock absorbers are to blame. If the shocks themselves look old it is often a mistake to have them re-bushed. The only way to deal with this is to fit complete new shockers or have then fitted. The Jaguar replacement items are very expensive although David Manners supply a new pair (and I'd only recommend fitting a pair) for £127 delivered. Don't be tempted to buy cheaper items as the top of the shocker shaft can snap right off during a good jolt, meaning the job must be done all over again. Removal and refit is, like the rear differential, not a fun job. Labour cost is around £150 a side (as long as none of the bolts shear off when being undone) making the total cost of a pair of rear shocks around £450. I do not recommend DIY for this job. The good news is that the handling of a car with worn and noisy rear shock is dramatically transformed by fitting new ones! Aerial Mast replacement Often these are broken, damaged or simply seized. If seizure is the problem they do not normally retract or extend properly. The major cause of seizure is lack of regular cleaning of the mast by the previous owner or driver. As prescribed by Jaguar, the mast should be cleaned every 2 weeks or so using WD 40 and a soft cloth, wiping in an upward direction only. This stops the dirt from being pushed into the joints of the mast. If the mast has to be replaced beware that new ones are not cheap - £47 from Jaguar. Air Conditioning not working. By far the most common used X300 fault. The cause is often no more than a lack of use by the previous owner(s). As prescribed by Jaguar, the Air Con, should be turned on every 2 weeks or so to keep it maintained, Winter or Summer. The reason for this is simple once Air Con is understood; Air Con. has many mechanical parts that require lubrication, bearings, seals and so on. The Air Con. system contains a gas that tends to remove ordinary mineral based oil or grease. To get around this problem a special lubricating oil formulation is added to the refrigerant gas. This oil only circulates to where it is needed when the Air Con. system is working. If this oil is not circulated, mechanical seizure can result. Secondly, the many seals that keep the gas in the system will tend to dry out and shrink if they do not get a regular supply of this special oil. If the system isn't used regularly the seals will shrink and the gas will escape, leaving the system inoperative the next time it is called upon. As a result of this there is no special oil left in the system either. You will hear many people speak of a car's system needing a 're-gas' but this is often unsuccessful. Once those seals have shrunk to a certain level they will not come back to useful life and the gas just put in will leak out within a few days. A large repair bill then looms. It is easy to spend £1000 or so on a Jaguar Air Con. System that has been neglected. On older cars it has to be judged as to whether it is worth doing this. If you are lucky enough to have Air Con. working in an X300 or any other car, look after it by running it every 2 weeks or so. It really is a case of 'Use it or lose it'. Note that cars fitted with 'Climate control' only but having no Air Con, system are actually preferred by many – If Air Con. isn't fitted, it cannot break! Cars that will not allow 'Drive' or Reverse to be selected from a start If the brake light bulbs (or the circuit that feeds them) do not work, the gear selector interlock will not release from the 'Park' position when the brake pedal is pressed. It can take ages to select a gear in such a case. Also note that the Brake light switch itself can be faulty or out of adjustment, causing a similar problem although the bulbs are both good and the circuit is working. Front and Rear Brake Discs - Warping and Wear Wear is clear enough to diagnose. When the brake discs become too thin they need replacing. They are checked on MOT but sometimes a 'borderline' case will be let through the MOT, only to be well below par after a period of frequent use later on. Only replace them (or have them replaced) in pairs, 2 front or 2 rear, and with new pads. If you are DIY'ing, make sure the protective coating is cleaned off the discs before fitting the pads. Disc Warping will manifest as 'pedal bounce' and may be felt through the steering, especially in the case of front discs. Replacement as prescribed above is the only realistic cure. Petrol Cap drain blockage and Water Contamination of Fuel Owners still using Petrol to run their cars get to see the petrol filler every day or two but those running on LPG rarely see it! The filler drain hole and its filter are both prone to blockage by leaves and other debris, causing the filler to collect water. This is really undesirable. The water can leak into the Petrol tank under the submerged cap and cause you all manner of problems later on. Check that your filler drain is clear. If it isn't, take out the filter and clean it. The drain pipe itself can be unblocked with a length of stiff wire. Test it out afterward with a little water and remember to keep an eye out for the next blockage (most likely in Autumn). For pic see our other page on Jaguar faults Car Wash Damage to Paintwork Easy to spot and often worse on top surfaces, roof, bonnet and boot lid. The laquer finish is 'fogged' (scratched) by the coarse nylon brushes. Often the damage cannot be polished out. Avoidance is easy - Never put your X 300 through a car wash! Cars that Idle Eratically or Stall at Junctions The first thing to check for is any air leakage after the air mass meter. The rubber 'Bellows' fitted to the inlet manifold is the main area to concentrate on. The second thing is much more subtle - Have you recently changed the spark plugs or had them changed? X300's are notoriously sensitive to spark plug resistance. If this is incorrect, the ignition timing can oscillate between high advance and retard values, making the engine speed change dramatically. This makes the engine idle badly or stall. Some engines may not even start at all. If you find this just after changing the plugs, put the old ones back in until you have sorted out what is wrong with the new ones. Replacing Oxygen (Lambda) SensorsThese are a consumable item and have a finite life. Testing or replacing them can be difficult. We came up with the X300 Lambda Connection Modification to make life easier. Siezed Front Brake Calipers A lot of X300 calipers sieze, we have replaced many. Dissasembly shows the cause to be split rubber piston seals which allow road water and salt in, resulting in corrosion. Almost without exception, the blame lies with the last but one person to change the pads, having used some unsuitable instruments and little care. The seal is damaged then, and in time corrosion takes its toll on the unprotected piston. Next time new pads are fitted, even by a careful person, the corroded portion of the piston is forced back into its cylinder and it will eventually sieze up. Replacing the Fuel Filter Take great care when undoing the union nuts to the filter - Often the fuel pipes are corroded and fall into a pile of dust. If that happens it's best to go back to good pipe both sides and splice new sections in, but it would be unwise to do this with worm drive clips and bits of fuel hose. Get same diameter push-on hydraulic or air connectors, they are an absolute doddle to fit and no risk of leaks as they are designed for far higher pressures than present in Jaguar fuel delivery. Best to check that what you are buying will be fuel proof too. For the missing pipe you can use new plastic fuel pipe. At the filter end(s) things might be easy or complicated, depends on the conditions of the union nuts. If they are scrap then you could replace them or go for a filter with different connections that can be bought to match. Contact us to arrange the conversion of your Jaguar (Link is currently available only when using Outlook Express browsers). || Jaguar XJ From Wikipedia, the free encyclopedia Jump to: navigation, search Jaguar XJ XJ6, XJ8, XJ12, Vanden Plas, XJR, Super V8 X351 Manufacturer Jaguar Cars Production 1968–present Class Full-size luxury car Layout FR layout The Jaguar XJ is a luxury saloon sold under the British Jaguar marque. The XJ was launched in 1968 and has served as Jaguar's flagship model for most of its production span which continues through to today. The original model was the last Jaguar saloon to have had the input of Sir William Lyons, the company's founder. Contents 1 Mark I - Series 1, 2 and 3 (1968–1992) 1.1 Series 1 (1968–1973) 1.2 Series 2 (1973–1979) 1.3 XJ Coupé 1.4 Series 3 (1979–1992) 2 Mark II - XJ40, XJ81, X300, X305 and X308 (1986–2003) 2.1 XJ40 (1986–1994) 2.2 XJ40 (1989–1994) 2.3 XJ81 (1992–1994) 2.4 X300 (1995–1997) 2.4.1 Safety 2.5 X305 (1995–1997) 2.6 X306 (1995–1997) 2.7 Daimler Corsica concept 2.8 X308 (1997–2003) 3 Mark III - X350 & X358 (2003-2009) 3.1 X350 (2003-2007) 3.2 X358 (2007–2009) 4 Mark IV X351 (2009-) 5 'XJ' Numbering 6 See also 7 References 8 External links [edit] Mark I - Series 1, 2 and 3 (1968–1992) [edit] Series 1 (1968–1973) XJ Series I This section requires expansion with: Context. Also called XJ6, XJ12 Daimler Sovereign Daimler Double-Six Production 1968–1973 82,126 produced Assembly Coventry, England, UK Cape Town, South Africa Nelson, New Zealand Predecessor Jaguar 240, Jaguar 340 & Daimler 250 Jaguar S-Type Jaguar 420 and Daimler Sovereign Jaguar 420G Body style(s) 4-door saloon Engine(s) 2.8 L XK I6 4.2 L XK I6 5.3 L Jaguar V12 (from 1972) Wheelbase 108.75 in (2762 mm) Length 189.5 in (4813 mm) Width 69.75 in (1772 mm) Height 52.75 in (1340 mm) The XJ6, using 2.8 litre (2790 cc/170 in³) and 4.2 litre (4235 cc/258 in³) straight-six cylinder versions of Jaguar's renowned XK engine, replaced most of Jaguar's saloons – which, in the 1960s, had expanded to four separate ranges. Apart from the engines, the other main component carried over from previous models was the widest version of Jaguar's IRS unit from the Mark X. An upmarket version was marketed under the Daimler brand and called the Daimler Sovereign, continuing the name from the Daimler version of the Jaguar 420. The "XJ" designation was from the car's code name during development, standing for Experimental Jaguar[citation needed]. The car was introduced in September 1968. Power assisted steering and leather upholstery were standard on the 2.8 L 'De Luxe' and 4.2 L models and air conditioning was offered as an optional extra on the 4.2 L. Daimler versions were launched in October 1969, in a series of television advertisements featuring Sir William. In these spots, he referred to the car as "the finest Jaguar ever". An unusual feature, inherited from the Jaguar Mark X, was the provision of twin fuel tanks, positioned on each side of the boot / trunk, and filled using two separately lockable filler caps: one on the top of each wing above the rear wheel arches.[1] In March 1970 it was announced that the Borg-Warner Model 8 automatic transmission which the XJ6 had featured since 1968 would be replaced on the 4.2 litre engined XJ6 with a Borg-Warner Model 12 unit.[2] The new transmission now had three different forward positions accessed via the selector lever, which effectively enabled performance oriented drivers to hold lower ratios at higher revs in order to achieve better acceleration.[2] "Greatly improved shift quality" was also claimed for the new system.[2] In 1972 the option of a long wheel base version, providing a modest increase in leg room for passengers in the back, became available. The XJ12 version was announced in July 1972, featuring simplified grille treatment, and powered by a 5.3 L V12 engine (coupled to a Borg Warner Model 12), :[3] The car as presented at that time was the world's only mass-produced 12-cylinder four door car, and, with a top speed "around 140 mph" (225 km/h) as the "fastest full four-seater available in the world today". Although it had, from the car's launch, been the manufacturer's intention that the XJ would take the twelve cylinder engine, its installation was nonetheless a tight fit, and providing adequate cooling had evidently been a challenge for the engineers desiginging the installation.[4] Bonnet/hood louvres such as those fitted on the recently introduced 12 cylinder E Type were rejected, but the XJ12 featured a complex "cross-flow" radiator divided into two separated horizontal sections and supported with coolant feeder tanks at each end: the engine fan was geared to rotate at 1¼ times the speed of the engine rpm, subject to a limiter which cut in at a (fan) speed of 1700 rpm.[4] The fuel system incorporated a relief valve that returned fuel to the tank when pressure in the leads to the carburetters exceeded 1.5 psi in order to reduce the risk of vapour locks occurring at the engine's high operating temperature, while the car's battery, unusually, benefitted from its own thermostatically controlled cooling fan.[4] 3,235 of these first generation XJ12s were built. As with the six cylinder cars, an upmarket version, this time called the Daimler Double-Six, became available later, reviving the Daimler model name of 1926-1938. Total production figures for the Series 1 Model Production Jaguar XJ6 2.8 swb 19,322 Jaguar XJ6 4.2 swb 59,077 Jaguar XJ6 4.2 lwb 574 Jaguar XJ12 swb 2,474 Jaguar XJ12 lwb 754 Daimler Sovereign 2.8 3,233 Daimler Sovereign 4.2 swb 11,522 Daimler Sovereign 4.2 lwb 386 Daimler Double Six swb 534 Daimler Double Six Vanden Plas 351 Total Production for Series 1 98,527 [edit] Series 2 (1973–1979) XJ Series II Also called XJ6, XJ12 Daimler Sovereign Daimler Double-Six Production 1973–1979 (1981) 91,227 produced Assembly Coventry, England, UK Cape Town, South Africa Nelson, New Zealand Body style(s) 4-door saloon Engine(s) 2.8 L XK I6 3.4 L XK I6 4.2 L XK I6 5.3 L Jaguar V12 engine Wheelbase 108.75 in (2762 mm) (swb: only sold till 1974) 112.75 in (2864 mm) (lwb till 1974: thereafter all sedans) Length 194.75 in (4947 mm) (lwb till 1974: thereafter all sedans) Width 69.75 in (1772 mm) Height 54 in (1372 mm) Kerb weight 3,841 lb (1,742 kg) Commonly referred to as the "Series II," the XJ line was facelifted in Autumn 1973 for the 1974 model year. The 4.2L I-6 XJ6 (most popular in the United Kingdom) and the 5.3L V12 XJ12 were continued with an addition of a 3.4 L (3442 cc/210 in³) version of the XK engine available from 1975. The Series II models were known for their poor build quality, which was attributed to Jaguar being part of the British Leyland group, as well as to problems inherent in the design of certain Lucas-sourced components.[citation needed] Initially the Series II was offered with two wheel bases, but at the 1974 London Motor Show Jaguar announced the withdrawal of the 'standard wheel base' version: subsequent saloons/sedans all featured the extra 4 inches (10 cm) of passenger cabin length hitherto featured only by the 'long wheel base' model.[5] By this time the first customer deliveries of the two door coupe, which retained the shorter 'standard' wheel base (and which had already been formally 'launched' more than a year earlier) were only months away. Visually, Series II cars are differentiated from their predecessors by raised front bumpers to meet US crash safety regulations, which necessitated a smaller grille, complemented by a discrete additional inlet directly below the bumper. The interior received a substantial update, including simplified heating and a/c systems to address criticisms of the complex and not very effective Series I system. In April 1975 the North American Series II got a slightly revised set of front bumpers which had rubber overriders covering the full length of the bumper with embedded turn signals at each end. In 1978 the North American cars also got the addition of electronic fuel injection in the place of Zenith-Stromberg carburettors. In May 1977 it was announced that automatic transmission version of the 12 cylinder cars would be fitted with a General Motors three speed THM 400 transmission in place of the British built Borg-Warner units used hitherto.[6] The 1978 UK model range included the Jaguar XJ 3.4, XJ 4.2, XJ 5.3, Daimler Sovereign 4.2, Double-Six 5.3, Daimler Vanden Plas 4.2, Double-Six Vanden Plas 5.3. In New Zealand, CKD kits of the Series II were assembled locally by the New Zealand Motor Corporation (NZMC) at their Nelson plant. In the last year of production in New Zealand (1978), a special 'SuperJag' model was produced which featured half leather, half dralon wide pleat seats, vinyl roof, chrome steel wheels and air conditioning as standard. New Zealand produced models featured speedometers in km/h, and the black vinyl mats sown onto the carpets in the front footwells featured the British Leyland 'L' logo. Though worldwide production of the Series II ended in 1979, a number were produced in Cape Town, South Africa until 1981. A total of 91,227 Series II models were produced, 14,226 of them with the V12 engine. Engines [7] Years Type Capacity Horsepower 1973–1975 DOHC I-6 2,792 (171 cid) 140 1975–1979 DOHC I-6 3,442 (210 cid) 161 1973–1979 DOHC I-6 4,235 (258 cid) 245/162-186 See Note 1973–1979 SOHC V12 5,343 (326 cid) 265/244 See Note Note: HP varies depending on emission standards imposed on particular vehicles Production Count [7] Year XJ6 XJ12 1973 1488 168 1974 13526 4744 1975 11990 2239 1976 12157 3283 1977 9043 1913 1978 12138 3284 1979 1099 429 Total 61,441 16,060 [edit] XJ Coupé XJ-Coupé Also called XJ-C, XJ6-C, XJ12-C, Daimler Sovereign Coupé Daimler Double-Six Coupé Production 1975–1978 10,487 produced Assembly Coventry, England, UK Body style(s) 2-door coupe Engine(s) 4.2 L XK I6 5.3 L Jaguar V12 engine Wheelbase 108.75 in (2762 mm) Length 190.75 in (4845 mm) Width 69.75 in (1772 mm) Height 54.125 in (1375 mm) Kerb weight 4,050 lb (1,837 kg) An 9,378-car run of 2-door XJ coupés with a pillarless hardtop body called the XJ-C was built between 1975 and 1978. The car was actually launched at the London Motor Show in October 1973,[8] but it subsequently became clear that it was not ready for production, and the economic troubles unfolding in the western world at this time seem to have reduced further any sense of urgency about producing and selling the cars: it was reported that problems with window sealing delayed production. XJ coupés finally started to emerge from Jaguar show-rooms only some two years later. The coupé was based on the short wheelbase version of the XJ. The coupé's elongated doors were made out of a lengthened standard XJ front door (the weld seams are clearly visible under the interior panels where two front door shells were grafted together with a single outer skin). A few XJ-Cs were modified by Avon into convertibles with a retractable canvas top, but this was not a factory product. Both six and twelve-cylinder models were offered, 6,505 of the former and 1,873 of the latter. Even with the delay, these cars suffered from water leaks and wind noise. The delayed introduction, the labour-intensive work required by the modified saloon body, the higher price than the four door car, and the early demise promulgated by the new XJ-S, all ensured a small production run. All coupes came with a vinyl roof as standard. Since the coupe lacked B-pillars, the roof flexed enough that the paint used by Jaguar at the time would develop cracks. More modern paints don't suffer such problems, so whenever a coupe is repainted it is viable to remove the vinyl. Today many XJ-Cs no longer have their vinyl roof, also removing the threat of roof rust. A small number of Daimler versions of the XJ-C were made. One prototype Daimler Vanden Plas version XJ-C was also made, however this version never went into production. Production Count [9] Model \ Year 1973 1974 1975 1976 1977 1978 4.2l Coupe 2 1 2925 1746 1776 37 5.3l Coupe - 11 821 663 329 31 Daimler Sovereign Coupe - - 471 587 613 6 Daimler Double Six Coupe - 1 76 149 159 22 Total 2 13 4293 3145 2877 96 Grand Total = 10,426 [edit] Series 3 (1979–1992) XJ Series III Also called XJ6, XJ12 Daimler Sovereign Daimler Vanden Plas Daimler Double-Six Double-Six Vanden Plas Jaguar Sovereign (from 1983) Production 1979–1992 132,952 produced Assembly Coventry, England, UK Body style(s) 4-door saloon Engine(s) 3.4 L XK I6 4.2 L XK I6 5.3 L Jaguar V12 engine In late 1979 the XJ was facelifted again, and was known as the "Series III." Using the long-wheelbase version of the car, the XJ6 incorporated a subtle redesign by Pininfarina. Externally, the most obvious changes over the SII were the thicker and more incorporated rubber bumpers with decorative chrome only on the top edge, flush door handles for increased safety, a one-piece front door glass without a separate 1/4 light, a grille with only vertical vanes, reverse lights moved from the boot plinth to the larger rear light clusters and a revised roofline with shallower glass area. There were three engine variants including the 5.3L V12, the 4.2L straight 6 and 3.4L straight 6. The larger 6-cylinder, and V12 models incorporated Bosch fuel injection (made under license by Lucas) while the smaller 6-cylinder was carbureted. The smaller 3.4L 6-cylinder engine was not offered in the U.S. 1983–1986 Jaguar XJ6 Sovereign 4.2 sedan (Australia) The short wheelbase saloon and coupé had been dropped during the final years of the Series II XJ. The introduction of the Series III model also saw the option of a sunroof and cruise control for the first time on an XJ model. The 1979 UK model range included the Jaguar XJ6 3.4 & 4.2, XJ12 5.3, Daimler Sovereign 4.2 & Double-Six 5.3 and Daimler Vanden Plas 4.2 & Double-Six Vanden Plas 5.3. In 1981 the 5.3 V12 models received the new Michael May designed 'fireball' high compression cylinder head engines and were badged from this time onwards to 1983 as "HE" (High Efficiency) models. In 1982 the interior of the XJ underwent a minor update. A trip computer appeared for the first time and was fitted as standard on V12 models. A new and much sought-after alloy wheel featuring numerous distinctive circular holes was also introduced, commonly known as the "pepperpot" wheel. Also in 1982 a top spec Vanden Plas model was introduced for the US market, a model designation still used today for the top-level XJ saloon in the US. In 1983 the Sovereign name was transferred from Daimler to a new top spec Jaguar model, the Jaguar Sovereign. The Vanden Plas name was also dropped at this time in the UK market, as the designation was used on top-of-the-range Rover-branded cars in the home UK market. Daimler models became the Daimler 4.2 and Double Six and were the most luxurious XJ Series III models, being fully optioned with Vanden Plas spec interiors. The 1984 UK model range included the Jaguar XJ6 3.4 & 4.2, Sovereign 4.2 & 5.3, Daimler 4.2 & Double Six 5.3. The last Series III XJ with a six-cylinder engine was produced in 1987. Production of the Series III XJ continued until 1992 with the V12 engine. In 1992, the last 100 cars built were numbered and sold as part of a special series commemorating the end of production for Canada. These 100 cars featured the option of having a brass plaque located in the cabin. It was the original purchaser's option to have this plaque, which also gave a number to the car (such as No. 5 of 100, etc.), fitted to the glove box, to the console woodwork or not fitted at all. This brass plaque initiative did not come from Jaguar in Coventry. It was a local effort, by Jaguar Canada staff and the brass plaques were engraved locally. 132,952 Series III cars were built, 10,500 with the V12 engine. In total between 1968 and 1992 there were around 318,000 XJ6 and XJ12 Jaguars produced. The Jaguar XJ is a popular car with UK banger racers due to its simple but tough construction. Many are raced with the original engine replaced by a Ford V6 as used in the Granada cars but others are raced with the original Jaguar engines. These cars are often used at 2.0litre + meetings where they are raced alongside Ford Granadas and Volvos. [edit] Mark II - XJ40, XJ81, X300, X305 and X308 (1986–2003) XJ40 (& XJ81) Also called XJ6, XJ12, Sovereign, Daimler Production 1986–2003 Assembly Coventry, England, UK Body style(s) 4-door saloon Engine(s) 2.9 L AJ6 I6 3.2 L AJ6 I6 3.6 L AJ6 I6 4.0 L AJ6 I6 6.0 L Jaguar V12 engine Transmission(s) 4-speed automatic 5-speed manual Wheelbase 113 in (2870 mm) Length 196.4 in (4989 mm) Width 1986-1991: 70.8 in (1798 mm) 1992-94: 79.3 in (2014 mm) Height 53.1 in (1349 mm) [edit] XJ40 (1986–1994) Throughout the 1970s Jaguar had been developing "Project XJ40" which was an all-new model intended to replace the original XJ6. Due to problems at British Leyland and the fuel crisis, the car was continually delayed. Proposals from Jaguar's in-house designers and Pininfarina were received. Eventually, it was decided an internal design would be carried through to production and in February 1981 the BL board approved ₤80 million to produce the new car, however by the launch over ₤200 million had been invested. XJ40 Investment up to 1986 Area Amount XJ40 R&D model ₤50 million Tooling at Austin-Rover and other component suppliers ₤70 million Building work and new transfer line for the AJ6 engine at Radford ₤35 million Building work for the manufacture of axles at Radford ₤10 million Paint facilities at Castle Bromwich ₤25 million Pilot assembly plant at Browns Lane ₤10 million During the development the XJ40 pioneered significant improvements to the way Jaguar designed, built and assembled cars. Developments such as a 25% reduction in the number of bodywork panels (e.g.: 3 pressings needed for Series 3 door vs. 1 pressing for XJ40 door) resulting in not only a more efficient assembly process, but also a weight saving and a siffer structure. Greater attention to panel gaps improved the drag factor (reduced from 0.849Cd to 0.762Cd) while also improving the fuel economy and lowering over noise inside the cabin. The automatic transmission selector was redesigned to allow the manual selection of forward gears without accidentally putting the car into neutral, or worse reverse. This new feature was dubbed the J-Gate and has carried over to other Jaguars since. Working with Dunlop and Michelin the XJ40 was to have TD (metric) tyres and rims. This tyre technology has a groove in which the TD tyre bead cloks in and in the event of a flat, the tyre is prevented from escaping the rim, allowing the driver to continue from a limited distance. New technology also appeared in the cabin in the form of a Vehicle Condition Monitor (VCM) which contained a 32 x 32 dot-matrix screen to alert warnings and diagnosis to the driver including bulb failure, brake pad wear, doors/boot/open, coolant level, for a total of 34 functions. The XJ40 became the most tested car at Jaguar completing 1,240,000 miles (2,000,000 km) million miles in Arizona (summer heat testing), 1,100,000 miles (1,770,000 km) million miles in Canada (winter testing), 1,800,000 miles (2,900,000 km) in Australia (heat and dust testing), in addition to 750,000 miles (1,210,000 km) on the high-speed Nardo circuit in Italy and other general road tests. This car was finally released in October 1986 with (in European markets) controversial square headlamps on all but the lowest specification; these were a lingering feature from the 1970s development. The car was considered more evolutionary than revolutionary,[citation needed] receiving improvements such as the second generation of Jaguar's IRS. It had to fight off a new competitor: the recently enlarged BMW 7 Series (E32). While the British press favoured the Jaguar, the XJ40 tended to lose comparison tests run by German publications. Only six-cylinder models were initially offered: a 2.9 L (in Europe) and a 3.6 L. The V12 (XJ12) and a long wheelbase model, including a high-roofed Daimler Majestic model (reviving the model name of 1958-1962) and destined for official use (one was used by the British prime minister), were again delayed, being launched at the very end of the XJ40's life. The delay in fitting the V12 engine was due to the design of the engine bay which was too narrow to allow a V formation engine, said to have been designed deliberately in that fashion as the designers feared that their parent company would insist use of an engine based on their widely-used Rover V8 engine. After Jaguar's takeover by Ford in December 1989, work began on redesigning the engine bay to accommodate the V12. Ironically, thanks to Ford, Jaguar was later to find itself back in common ownership with another part of the old Rover family: Land Rover, where they had previously been thanks to British Leyland. However, having since developed their own more modern V8, they saw the reverse happen with a version of their engine fitted to Land Rover models, from which the old Rover V8 was finally dropped. The single cam 2.9 L straight-6 engine found in Europe was a derivative of Jaguar's legendary 6.0 L V12 HE, but it proved to be underpowered and thirsty compared to the 3.6. L Frequent timing chain failures were also a problem. The engine was later replaced with the 3.2 L, based on the durable 3.6 L Vanden Plas, which then became the 4.0 L. Prototypes 1986 1987 1988 1989 1990 1991 1992 1993 1994 TOTAL 251 3958 33,064 39,432 32,833 30,862 17,190 15,967 24,910 10,239 208,706 [edit] XJ40 (1989–1994) In 1989, under Ford control, the model range was revised with the deletion of the 2.9 L engine, replaced at the low end by a twin-cam 3.2 L version. The 3.6 L was upgraded to 4.0 L. The most obvious interior improvement was replacement of the often unreliable digital dashboard with conventional analogue instruments. In 1994 the XJ6 received a passenger's side airbag which meant the loss of the in-dash glove box. In 1989 Jaguar Cars produced a special model of the XJ40 3.6 unique to the USA called the Majestic. All of these had maroon exteriors with special mesh wheels where the interior of the mesh was painted the same maroon colour as the exterior of the body, although the British prime minister had an armoured black ministerial Majestic. Inside there were autolux leather seats with contrasting piping along the edges. There may have only been 527 of the 1990 Majestics made. XJ-R versions of the XJ40 were produced; they featured upgraded suspension, engine and appearance, but lacked the supercharger of later XJRs. With numbers somewhere in the hundreds, they are quite rare and difficult to find. [edit] XJ81 (1992–1994) With the design alteration of the XJ40 engine compartment finally completed, the XJ81 or XJ12 saloon reached the market in 1993 and continued until the end of the 1994 model year. The 1993 - 1994 XJ12 Vanden Plas cars marked the introduction of the 6.0L V12 and four speed automatic transmission in the four door saloon. The new four speed automatic transmission in these cars was based on the GM 4L80E and featured an overdrive fourth gear for extended cruising comfort. The 1993 XJ12 cars that entered the United States were titled as 1994 cars. L'année de sa production : 1993 et son lancement 1993-1994. The primary differentiation between these early 1994 cars and the later 1994 cars is the presence of a in-dash glove box in the early cars that was replaced by a passenger's side airbag in the later 1994 cars. The V12 cars also had a latice or BBS style wheel and body coloured grille vanes. [edit] X300 (1995–1997) X300 Also called XJ6, Vanden Plas, XJR, Daimler Production 1994–1997 Assembly Coventry, England, UK Body style(s) 4-door saloon Engine(s) 3.2 L AJ16 I6 4.0 L AJ16 I6 6.0 L Jaguar V12 engine V12 Transmission(s) 4-speed automatic 5-speed manual Wheelbase 113 in (2870 mm) Length 197.8 in (5024 mm) Width 70.8 in (1798 mm) Height 53.1 in (1349 mm) With an all-new replacement still years away, in the early 1990s Jaguar recognised the boxy 1980s lines of the XJ40 needed to be facelifted and decided a "retro" path was the way forward. This path worked as Jaguar's biggest markets, the Americans, the Germans and the Japanese all associate Jaguars with sleek, voluptuous and taut feline curves. This revamp reintroduced many styling cues of the popular original XJ series. The X300, as it was known, was based on the XJ81 chassis, designed by chief Jaguar designer Geoff Lawson and was launched as the XJ6 for the 1995 model year. The centre section (namely the doors and glass area) was shared with the original "Mark 2" (XJ40/XJ81) but the X300 saw the XJ6 revert to a traditional fluted bonnet and 4 individual headlights. The front and rear wings, bumpers and bootlid were also redesigned. The interior remained more or less the same as before. The engines were basically the same 3.2 L and 4.0 L units (engine code AJ6) found in the XJ40, but were mildly revised to further increase power and refinement (engine code AJ16). It was this generation that saw continued improvement in build quality. [edit] Safety According to the UK Department for Transport's road accident statistics on a model-by-model basis (Table A, Page 10), which shows risk of injuries to car drivers involved in two-car accidents whenever an injury is reported, the X300/X308 series Jaguars were among the safest cars on UK roads (measured in terms of chance of death in an accident during the four year assessment period) – three times safer than the safest Volvo models and matched only by the Mercedes-Benz S-Class. This publication presents estimates of the risk of driver injury in popular models of car, if they are involved in a two car injury accident. It does not address issues of primary safety and gives no information on whether or not specific makes of car have different risks of being involved in an accident. The statistics are based on personal injury road accident data reported to the Department for Transport by police forces within Great Britain. [edit] X305 (1995–1997) X305 Also called XJ12, Daimler Double-Six Production 1994–1997 Assembly Coventry, England, UK Body style(s) 4-door saloon Engine(s) 6.0 L Jaguar V12 engine Transmission(s) 4-speed automatic GM 4L80E Wheelbase 113.0 in (2870 mm) (SWB) 117.9 in (2995 mm) (LWB) Length 197.8 in (5024 mm) (SWB) 202.7 in (5149 mm) (LWB) Width 70.8 in (1798 mm) Height 52.2 in (1326 mm) (XJ12) 52.5 in (1334 mm) (Double Six) In September 1994, the XJ12 got the same styling revisions as the X300 XJ6. The 6.0 L Jaguar V12 engine offered 318 bhp (237 kW; 322 PS) and was continued for the 1995 model year mechanically similar to the 1994 XJ81 car, with a notable switch from forged to chill cast crankshaft. From 1995 on, the engine used a distributorless Nippon Denso electronic management system. The top aluminum cover in the V valley was redesigned to house two packs of 3 coils each, with each coil having two high tension terminals for a total of 12. These coilpacks were driven by two Denso ignition modules, which are very similar to Ford EDIS-6 units. A visibly significant chromed pipe connecting the left and the right banks of XJ81 engine, which was located at the top rear of the engine that vents and routes the crankcase blow-by gas to the intake plenum, was changed to an almost invisible design at the top center of the engine underneath a plastic cover that also hides fuel rails and coilpacks. The XJ12 body was visibly differentiated from the XJ6 not only by a badge on the boot lid, but also by a "V12" badge on each side of the central pillar, a "V12" sign on the dashboard, as well as a gold-colored Jaguar crest on the top center of radiator grille, as opposed to a silver one on XJ6. The X305 XJ12 was available in both short- and long-wheelbase(LWB) forms, the latter became available for the 1996 model. In the North American market, the long-wheelbase version was available with the 1996 model year only. X305 was equipped with On-Board Diagnostics System, however, the system failed to fully meet the OBD-II specifications, which became mandatory for the 1996 model year in the U.S. With a special dispensation for that model year expired, no 1997 model year X305s were sold in North America. While the sister X305 Daimler Double Six came with 225/60-16 tires on 7 inch rims standard, the XJ12 came with 225/55-16 tires on 8 inch wide wheels, which explains the height difference between the two models. The in-dash glove box that was deleted for late 1994 XJ81 to make room for passenger's side airbag, did get reintroduced under the dashboard for later 1995 model. This mid-1995 model change also includes a revision in the rear suspension that now allows adjustment of toe-in. The last Jaguar to be powered by a V12 engine was a black XJ12 which left the production line on April 17, 1997. It now resides in the Jaguar Daimler Heritage Trust Museum, Coventry. Only 3,400 XJ12s were produced in the X300 body style, making it rarer than V12 rivals such as the BMW 750iL and Mercedes-Benz S600. [edit] X306 (1995–1997) X306 Also called XJR, XJR6 Production 1994–1997 Assembly Coventry, England, UK Body style(s) 4-door saloon Engine(s) 4.0 L supercharged AJ16 I6 Transmission(s) 4-speed automatic GM 4L80E 5-speed manual Getrag 290 Wheelbase 113 in (2870 mm) Length 197.8 in (5024 mm) Width 81.7 in (2075 mm) Height 51.4 in (1306 mm) Kerb weight 3,858 lb (1,750 kg). For the 1995 model year, a supercharged version of the AJ16 engine was offered in an XJ badged as the XJR, and given the X306 designation. It is also known as the "XJR6", which helps to differentiate it from the later V8-powered XJR. This was the first supercharged Jaguar in the company's history and only the second car Jaguar ever made that used forced induction (the other being the turbocharged Jaguar XJ220 sports car.) The supercharged AJ16 engine used an Eaton M90 supercharger and an air-water intercooler. It produced 321 bhp (239 kW; 325 PS) and 378 lb·ft (512 N·m). Like the XJ12 of the same generation, the automatic gearbox in the XJR was the General Motors 4L80-E. In total, 268 XJRs were built with the Getrag 290 manual 5-speed gearbox (with 103 of them in RHD configuration for the UK market), although none of these manual-gearbox cars were exported to North America. [edit] Daimler Corsica concept A single 2-door XJ convertible was built in 1996 to commemorate Daimler's centenary. The concept car, called the Daimler Corsica, was based on the Daimler Double-Six saloon and can seat four. The prototype, which lacked an engine, had all the luxury features of an XJ saloon, but a shorter wheelbase. It is painted in a now-discontinued colour called "Seafrost." The Daimler Corsica was named after the 1931 Daimler Double-Six Corsica. The concept was a one-off, and may have been intended for limited production beginning in 1997. The car has made a limited number of appearances at car shows and events since 1996. It has most recently appeared at the Belfast Sports Car Show in January 2004. The Daimler Corsica prototype is owned by the Jaguar Daimler Heritage Trust, who have decommissioned it to operate as a fully functional road-legal car.[10] It is on display at their museum at Browns Lane in Coventry, England. The car was recently displayed at Harewood House as part of the Jaguar Enthusiasts' Club show. [edit] X308 (1997–2003) X308 Also called XJ8, Vanden Plas, XJR, Daimler Production 1997–2003 Assembly Coventry, England, UK Body style(s) 4-door saloon Engine(s) 3.2 L AJ-V8 V8 4.0 L AJ-V8 V8 Transmission(s) 5-speed ZF automatic Wheelbase 113 in (2870 mm) (SWB) 117.9 in (2995 mm) (LWB) Length 197.8 in (5024 mm) (SWB) 202.7 in (5149 mm) (LWB) Width 70.8 in (1798 mm) Height 52.7 in (1339 mm) (SWB) 53.2 in (1351 mm) (LWB) September 1997 saw the "Mark 2" XJ revised for a final time, and this time the car (known as X308) had changed more over the X300 than the X300 had done over the XJ40. The exterior styling which won the award of "L'Automobile piu Bella del Mondo" was mildly revised, the only real notable changes being new, shallower grille, bumpers incorporating oval front indicators & side reflectors with 1/4 chrome trims instead of the full width ones of the X300, as well as revised clear indicator rear light clusters and the fitting of modern clear lens projector headlamps. The CATS Computer Active Technology Suspension was also offered, which adapted the stiffness of the dampers to optimise ride comfort or handling. The passenger compartment was further strengthened by use of ultra high strength boron steel and the high speed crash survivability was further improved by incorporation of a unique "swans neck" design into the crumple zones. More obvious changes lay under the bonnet and inside. An all-new, and hugely praised, V8 engine was introduced and was available in 3.2 L, 4.0 L and 4.0 L supercharged versions. The new 8-cylinder engines, built in Bridgend, Wales, not only saw the temporary end of 6-cylinder and 12-cylinder power in an XJ, but the legendary XJ6 moniker was dropped (but later re-introduced in the 2003.5 X350) the cars with naturally-aspirated engines were now called XJ8. The new performance figures were 290 bhp (216 kW; 294 PS) and 240 bhp (179 kW; 243 PS) for the naturally-aspirated 4.0 L and 3.2 L versions respectively and 370 bhp (276 kW; 375 PS) with 525 N·m (387 lb·ft) of torque for the supercharged version. The interior was changed greatly, featuring an all-new "oval design" dashboard (first seen in the XK) with matching door veneers. However, the basic car was now 11 years old and some now considered the limited legroom for rear passengers (except, of course, in the long-wheelbase model), which was an issue back in 1986, to now be a real Achilles' heel, especially when compared to competing models from BMW and Mercedes-Benz. Nonetheless, many overlooked this issue, citing the continued "Jaguarness" and "Britishness" of the new interior as a preferable place to spend time when compared to rivals, with the abundance of wood, chrome and leather that is a British luxury car trademark. However, for those who considered rear legroom to be a very real issue, there were LWB (long-wheelbase) versions available (and, at the very top of the range, the supercharged Daimler, known as the Super V8 in the UK & the Vanden Plas in the United States complete with fluted boot plynth & grille top, as well as full "autolux" leather interior trimming, extra highly figured walnut trim and rear picnic tables inside). 1998 Jaguar XJ8 Although the new car was improved over the X300 and featured revised dynamics (including an excellent ride) along with its excellent new V8 engines (designed solely by Jaguar's engineers), the basic design was now 12 years old and was launched less than a year before a new version of the traditional heavyweight of the class: the Mercedes-Benz S-Class W220. Although the XJ was considered by critics as still competitive in some areas in many roadtests the X308 was essentially outclassed by the new S-Class, a car which was proclaimed by critics to be the "best car in the world" at launch. However, despite the Mercedes' plaudits it is important to note that the Mark 2 XJ was the best-selling luxury car in the UK.[citation needed] The XJR-version featured a 5 speed automatic transmission W5A580 from the Mercedes-Benz AMG E55 and other high power Benz models. Between 1998 and 2000, Jaguar used Nikasil cylinder liners which resulted in accelerated engine wear and eventually premature engine failure.[11] A limited-edition XJR called the XJR 100 was available in 2002 only. The XJR 100 came only in black (paint as well as exterior trim) with black leather interior. Features exclusive to the XJR 100 were unique alloy sport wheels, gray-stained birdseye maple trim, red badges and red stitching throughout the interior. Only 500 were produced. The XJR 100 also used the "R1" Package's Brembo brakes and larger drilled rotors with future 18 inch series BBS Milan wheels. The "R1" Package originally appeared in 2001 MY. The final production run of the X308 series the XJR was in 2003 MY. The model continued until an all-new aluminium-bodied replacement (X350) was unveiled in 2003.5 [edit] Mark III - X350 & X358 (2003-2009) [edit] X350 (2003-2007) X350 Also called XJ6, XJ8, Vanden Plas, XJR, Super V8, Daimler Super Eight Production 2003-2007 Assembly Castle Bromwich, Birmingham, England, UK Body style(s) 4-door saloon Engine(s) 3.0 L V6 3.5 L AJ-V8 V8 4.2 L AJ-V8 V8 4.2 L supercharged AJ-V8 V8 2.7 L V6 Diesel Transmission(s) 6-speed automatic Wheelbase SWB: 119.4 in (3033 mm) LWB: 124.4 in (3160 mm) Length SWB: 200.4 in (5090 mm) LWB: 205.3 in (5215 mm) Width 2004-05: 73.2 in (1859 mm) 2006-07: 83.0 in (2108 mm) 2008-present: 76.5 in (1943 mm) Height SWB: 57 in (1448 mm) LWB: 57.3 in (1455 mm) Kerb weight 3,946 lb (1,790 kg) Main article: Jaguar X350 Although major revisions (through the X300 and, particularly, the X308 updates) kept the Mark 2 competitive in some areas against its rivals, the basic design dated back to 1986 which meant the car was being outclassed and losing ground to its rivals, many of which were now two generations advanced from the original competitors of the Mark 2 XJ. For example, since the model had been unveiled in 1986 (at the same time as the BMW 7 Series E32), BMW had launched Mark 3 (E38) and Mark 4 (E65) versions of its 7 Series in 1994 and 2001 respectively – all while Jaguar was still producing the Mk 2 XJ. In early 2003, the all-new third generation XJ (known as X350) arrived in showrooms. While the car's exterior and interior styling were traditional in appearance, the car was completely re-engineered. The new car also saw the return of the fabled XJ6 badge, and with it 6-cylinder power, albeit in a V-configuration. Although traditional in appearance, the car was actually highly technologically advanced: for example, it had an all-aluminium body that made the car very light compared to rivals, bringing improvements in performance, agility and economy. Larger all round and higher, the new car offered much improved interior and luggage space. The V8 engine was offered in larger 3.5 and 4.2 Litre sizes as well as a supercharged 4.2 Litre. The car's lighter weight meant the 3.0 Litre V6 was also offered although with the later introduction of the 2.7 Litre V6 Diesel the V6 petrol version was discontinued (neither V6 petrol nor diesel were available in US markets). A new 6 speed automatic gearbox was fitted which was lighter and offered better economy with lock up on all gears and a larger spread of ratios. Air suspension was fitted all round which provided adaptive damping as well as rear self levelling. Unlike other manufacturers Jaguar did not provide any driver control of ride height or suspension mode which was fully computer controlled. Dynamic stability control as well as traction control were standard. Two zone climate control was also standard with four zone available on long wheelbase models (optional on SWB). An optional touch screen interface controlled default settings, satellite navigation, the Alpine audio system, and blue tooth telephone. "Jaguar Voice" offered voice control of many functions. [edit] X358 (2007–2009) X358 Also called XJ8, Vanden Plas, XJR, Super V8 Production 2007–2009 Kerb weight VJ8: 3,770 lb (1,710 kg) VDP: 3,871 lb (1,756 kg) XJR: 3,946 lb (1,790 kg) Super V8 4,006 lb (1,817 kg) Main article: Jaguar X358 The X358 is a face-lifted version of the X350, and was unveiled at the end of February 2006. Aesthetically, the main changes were a new lower grille system, with a deeper, more aggressive gape, and side air vents added similar to those introduced on Ian Callum's 2005 XK. [edit] Mark IV X351 (2009-) Main article: Jaguar XJ (X351) XJ X351 2011 Jaguar XJ-L (US) Manufacturer Jaguar Land Rover Production 2009- Assembly Castle Bromwich Assembly, Birmingham, England. UK Predecessor XJ X358 Body style(s) 4-door saloon Engine(s) 5.0 L 385 PS (283 kW) AJ Gen III V8 5.0 L 510 PS (375 kW) supercharged AJ Gen III V8 3.0 L 275 PS (202 kW) V6 Diesel Wheelbase SWB: 119.4 in (3033 mm) LWB: 124.3 in (3157 mm) Length SWB: 201.7 in (5123 mm) LWB: 206.6 in (5248 mm) Width 83.1 in (2111 mm) Height 57 in (1448 mm) Kerb weight (SWB) Diesel : 1,796 kg (3,960 lb) Petrol : 1,755 kg (3,870 lb) Supercharged: 1,892 kg (4,170 lb) Add 23 kg (51 lb)) for LWB Designer Ian Callum On the 9th July the newly styled XJ was unveiled at the Saatchi Gallery in London, with Jay Leno and Elle Macpherson unveiling the new car.[12] The unveiling was broadcast live on the Jaguar website. In keeping with Ian Callum's new design direction for Jaguar, it is an all-new exterior design and a break from the XJ series mould carried over on all previous generations. It is a longer, wider car that looks much bigger than its predecessor.The front has clear links with the executive car XF, although with slimmer, sleeker lights and a larger, squarer grille and more aggressive appearance. The rear is the contentious part, like nothing Jaguar has shown before. The upright, swooping taillights, nicknamed 'cat's claws', and black roof panels each side of the rear screen, which aim to hide the XJ's width, are the most striking aspects. There is also a standard full-length sunroof, that extends all the way back with just a single body-coloured roof panel that the designer likens to bridges on yachts. The new XJ features innovative, all-LCD dashboard and console displays. The former can be configured to display various virtual dials in addition to the obligatory speedometer, whereas the latter presents different views to the driver and passenger, including control of a sophisticated video and audio system. Mike Cross, one of the company's Chief Engineers, spoke more about the new Jaguar XJ dynamics in an interview with Autocar.[13] Like several of its predecessors the X351 will be available with both standard and long wheelbase as well as many special editions. Engines are modern units, already seen in other JLR products: the five litre petrol V8 either normally aspirated or supercharged, or a twin-turbo three litre diesel which is predicted to account for most of the sales.[14] [edit] 'XJ' Numbering Just prior to World War II Jaguar, known then as SS Cars, started using a numbering system beginning with the letter X for internal projects. X meaning experimental, XB for military chassis projects and XF to XK for engines. This numbering system has never been consistent and there appears to be many omissions and duplications. Number Project XJ3 3.4-litre and 3.8-litre S-Type saloon cars (known to the Pressed Steel Company as 'Utah') XJ4 Designation of the project which led to what was publicly announced as the XJ6 XJ5 Modifications to the Mark Ten for air-conditioning XJ6 A V12 racing engine with four-overhead-camshafts XJ8 E-type 2+2 version XJ13 Jaguar sport-racing mid engined prototype XJ16 Jaguar 420 saloon XJ22 & XJ23 E-type Series Two XJ27 The Jaguar XJS XJ40 Second Generation Jaguar XJ6 (1986–1994) (as opposed to Series 2 version of First Generation) XJ41 Prototype Coupé replacement for the XJ-S XJ42 Prototype Drophead replacement for the XJ-S XJ50 Jaguar XJ12 Series Three XJ57 & XJ58 Jaguar XJ-S 3.6 litre XJ81 Second Generation Jaguar XJ12 (1993–1994) [edit] See also Wikimedia Commons has media related to: Jaguar XJ Jaguar XJ-S [edit] References ^ "Autotest Jaguar XJ6". Autocar 134 (nbr 3920): pages 6–10. date 13 May 1971.  ^ a b c "News: New Automatic for XJ6". Motor nbr 3534: page 57. date 14 March 1970.  ^ Daily Mail Motor Show Review 1972 on 1973 Cars (London: Associated Newspapers Group Ltd): Page 27 (Jaguar XJ12). October 1972.  ^ a b c "Twelve for the XJ". Motor nbr 3652: pages 4–6. date 12 July 1972.  ^ Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar XJ6 L). October 1974.  ^ "Nachrichten aus der Technik: Jaguar mit amerikanischem Getriebe". Auto, Motor und Sport Heft 11 1977: Seite 64. date 25 Mai 1977.  ^ a b "Howstuffworks "1973-1979 Jaguar XJ6/XJ12 Series II"". Auto.howstuffworks.com. http://auto.howstuffworks.com/1973-1979-jaguar-xj6-xj12-series-ii.htm/printable. Retrieved 2009-04-13.  ^ Daily Express Motor Show Review 1974 Cars: Page 28 (Jaguary XJ12 Series Two). October 1973.  ^ "Welcome to the website dedicated to the Jaguar XJC". Xjc.com.au. http://www.xjc.com.au/story.htm. Retrieved 2009-04-13.  ^ "Daimler Corsica project". David Marks Garages. http://www.davidmarksgarages.net/daimler%20corsica%20part%201.htm. Retrieved 2010-09-23.  ^ http://www.jagweb.com/aj6eng/v8_performance.html ^ "Jaguar XJ: full details and pics". Autocar (Haymarket Consumer Media). 2009-07-09. http://www.autocar.co.uk/News/NewsArticle/Jaguar-XJ-Series/241405/. Retrieved 2009-07-10.  ^ Interview with Mike Cross in Autocar ^ "2010 Jaguar XJ Teased at Shanghai Auto Show:The Icon Reimagined : Auto News". Autoguide.com. 2009-04-20. http://www.autoguide.com/auto-news/2009/04/2010-jaguar-xj-teased-at-shanghai-auto-showthe-icon-reimagined.html. Retrieved 2009-07-16.  [edit] External links Jaguar XJ at Jaguar UK Jaguar XJ at Jaguar USA v â€¢ d â€¢ 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 v â€¢ d â€¢ e « previous — Jaguar Cars road and race car timeline, 1980s–present Type 1980s 1990s 2000s 2010s 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 0 Sports car XJ-S XJ-S HE XJS XK8 / XKR XK / XKR Compact exec X-Type Executive car S-Type XF/XFR Luxury XJ6 S3 XJ6 (XJ40) XJ6 XJ8 / XJR XJ8 / XJR XJ XJ12 S3 XJ12 XJ12 Halo model 15 XJ220 Racing XJRs C R1/2/3/4/5 XKR GT3/GT2 Ownership BL Independent Ford Tata Motors v â€¢ d â€¢ e Automobiles made by BMC, BL and Rover Group companies, post-1945 Austin Â· Austin-Healey Â· British Leyland Â· Jaguar Â· Land Rover Â· Leyland Â· Mini Â· MG Â· Morris Â· Princess Â· Riley Â· Rover Â· MG Rover Â· Triumph Â· Vanden Plas Â· Wolseley Austin A40 Â· Cambridge Â· Westminster Â· A35 Â· Mini Â· Mini Moke Â· 1100 / 1300 Â· 1800 / 2200 Â· 3-Litre Â· Maxi Â· Allegro Â· Ambassador Â· Mini Metro Â· Maestro  Â· Montego Â· Lancer Â· Freeway Â· Tasman Â· Kimberley Austin-Healey 100 Â· 3000 Â· Sprite Jaguar XJ6 Â· XJ12 Â· XJS Land Rover Series I, II & III Â· Defender Â· Range Rover Â· Discovery Â· Freelander Â· Range Rover Sport Leyland Mini Â· Mini Moke Â· Marina Â· P76 MG Magnette Â· MGA Â· MGB Â· MGC Â· Midget Â· 1100/1300 Â· Metro Â· Maestro Â· Montego Â· RV8 Â· MG F / MG TF Â· MG ZR Â· MG ZS Â· MG ZT Â· XPower SV Mini 850 Â· 1000 Â· 1275GT Â· Clubman Â· Cooper Â· Moke Morris Minor Â· Oxford Â· Cowley Â· Mini Â· Mini Moke Â· 1100 / 1300 Â· 1800 / 2200 Â· Marina Â· Ital Â· Marshal Â· Major Â· 1500 Â· Nomad Princess 1700 / 1800 / 2000 / 2200 Riley Pathfinder Â· 2.6 Â· 1.5 Â· 4/68 Â· Elf Â· Kestrel Rover P3 Â· P4 Â· P5 Â· P6 Â· P6 Estoura Â· SD1 Â· 200 Â· 400 Â· 600 Â· 800 Â· Metro/100 Â· 25 Â· 45 Â· 75 Â· CityRover Â· Streetwise Triumph Herald Â· Spitfire Â· Vitesse Â· GT6 Â· Stag Â· TR2 Â· TR3 Â· TR4 Â· TR4A Â· TR5 Â· TR6 Â· TR7 Â· TR8 Â· Toledo Â· 1300 Â· 1500 Â· 2000 Â· 2.5 & 2500 Â· Dolomite Â· Acclaim Vanden Plas Princess Limousine Â· Princess 3-litre Â· Princess 4-litre "R" Â· 1100 / 1300 Â· 1500 / 1700 Wolseley Ten Â· 4/50 Â· Eight Â· 6/80 Â· 4/44 Â· 6/90 Â· 15/50 Â· 15/60 Â· 1500 Â· 16/60 Â· 6/99 Â· 6/110 Â· Hornet Â· 1100 / 1300 Â· 18/85 / Six Â· 24/80 || SWALLOWS INDEPENDENT JAGUAR   A FINE SELECTION OF THE XJ300 & XJS RANGE OF GENTLEMANS CARRIAGES. SELECTED & INSPECTED BY OURSELVES. CARS PURCHASED FOR CASH LET US SELL YOUR CAR ON A COMMISION BASSIS   FROM £10 TO £100,000 Click image for more details Jaguar XJ Executive 3.2   In Topaz paintwork with oatmeal leather interior Mileage 55,173.1st registration August 1996. F.S.H.& ALL MOT CERTS.   £3250.00 ONO Click image for more details Jaguar X Type 2.5 V6 SE 2001 Model   In Westminster Blue with champagne leather interior,all usual SE external chrome and interior finishing.106k full service history.   £2750.00 Click image for more details JAGUAR XJ 4.0 SPORT 1995 MODEL   FSH. SAPHIRE BLUE WITH OATMEAL HIDE. WARRANTED 76000MLS   £2250.00 Click image for more details Classic 1967 Land Rover S W B 88 V6 2.8cc Special   Tax Exempt new MOT Interesting history, V6 Engine conversion Professionally built for Green Lane use.   £2000.00 ONO Click image for more details Jaguar X300 4 Litre Sovereign 1995 Model.   In Black with saville grey leather trim,with Full Service History,150k miles.   £1950.00 Click image for more details Jaguar Sovereign XJ6 Model   Grey paintwork with light grey leather interior.1996 1st registration 120,000.   £1950.00 Click image for more details Jaguar X300 3.2 Sovereign   In Meridon Red with Magnolia leather trim,mileage 120,000.1st registration 1995.   £1850.00 Click image for more details Jaguar X300 1994 Model   In Powder Blue,with dark blue leather interior,long M O T,142k miles 100% reliable our own courtey car.Good history.   £1100.00 ono Click image for more details BMW 520I 1992 Model   White BMW with 90,000 miles blue velour interior,alloy wheels, towbar,New MOT.   £500.00 ONO Click image for more details Jaguar Sovereign     Click image for more details 1 Home - Workshop Facilities - Parts - Car sales & Hire - Contact/Find Us || BrowseUpload Create AccountSign In Search 1995 Jaguar XJ (X300) promotional video kilikcalibur 1 videos Subscribe Subscribed Sign In or Sign Up now! Loading... Upgrade to Flash Player 10 for improved playback performance. Upgrade Now or More Info. close 13,591 Like Add to Share Embed Short URL Email MySpace orkut hi5 Blogger Live Spaces Bebo StumbleUpon Loading... This feature is not available right now. Please try again later. Sign In or Sign Up now! kilikcalibur | October 22, 2009 | 27 likes, 0 dislikes Featuring new-for-1995 XJ6, XJ12 and XJR models. No copyright violations are... kilikcalibur | October 22, 2009 | 27 likes, 0 dislikes Featuring new-for-1995 XJ6, XJ12 and XJR models.No copyright violations are intended. Category: Autos & Vehicles Tags: Jaguar XJ XJ6 XJ12 XJR X300 promotional video Link to this comment: Share to: Uploader Comments (kilikcalibur) tuaclass 10 months ago the song is "at last" by etta jones tuaclass 10 months ago kilikcalibur 10 months ago thanks but I'm interested in the song starting at 1:08...it sounds similar to Quincy Jones kilikcalibur 10 months ago 5278337 2 weeks ago @kilikcalibur It's Hit and Run by Ralph Dollimore if I'm not mistaken. 5278337 2 weeks ago kilikcalibur 1 week ago @5278337 "Hit and Run" by Ralph Dollimore.  Thanks for identifying the song! "At last" I know! kilikcalibur 1 week ago migueldefender 1 year ago 4 Hi, in many years, it's the first time that a see a real promotional video of the X300. Where did you find it? My best regards, Miguel migueldefender 1 year ago 4 kilikcalibur 1 year ago This was from the promotional video originally on VHS. I have been trying to identify the background music at 1:08 for a very long time. kilikcalibur 1 year ago Highest Rated Comments szbs 9 months ago 2 i have a xj6 3.2 1997 british racin green szbs 9 months ago 2 see all All Comments (24) Respond to this video... Sign In or Sign Up now to post a comment! OurHouseMuzic 3 weeks ago Thanks,just what I was looking for.Beautiful cars...Very much looking forward to getting my hands on the XJ Executive in racing green with black leather. OurHouseMuzic 3 weeks ago Acct1941 2 months ago I scoured the web for Crash tests before I bought my 2002 XJ Sport 4.0, and found nothing. This has them! At last. Mine, unlike the X300, though, has side airbags. Acct1941 2 months ago usfiremankazzo 3 months ago thank you very much for this marvellous advert of one of my most loved car trademark. i really regret that nowadays Jaguar own to tata group and lost its British identity. usfiremankazzo 3 months ago jslhk 4 months ago I love my xj6 more after watching this video and feel lucky to have one. jslhk 4 months ago Eddyisgreat 5 months ago WOW we just got one of these and it's great on the inside but the previous owner didn't take care of the exterior (wrt wax and such). I'm cleaning it up right now but this video just reminds me how much care and dedication needs to be taken. Eddyisgreat 5 months ago azcat2 6 months ago The X300 is gorgeous. I would love to find a mint 95-97 XJR… azcat2 6 months ago AKLNZ92 7 months ago Beautiful advertisement. I own an x305 (XJ12) Jaguar Daimler Double Six SWB, XJ40 and Series 3 4.2, all of which are fantastic motor cars, brilliant commercial. Unfortunately I cannot recall the artist of the song you are interested in. AKLNZ92 7 months ago View all Comments » 1 2 3 Next Reply Block UserUnblock User Loading... 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