Jaguar XJ Saloon ‘Series 1’, Series 2 & Series 3 1968-1992
Overview
Conceived in the early 1960s as a means to consolidate Jaguar’s extensive saloon range into one basic model line, the XJ6 of 1968 quite literally redefined the luxury car by setting new standards in both refinement and driver involvement. Here was a four door, five seat saloon that could out handle most sports cars of the era while also remaining quieter inside than a Rolls Royce. Designed as a V12 from the start, delays with the intended fuel injection system forced the late substitution of a twin carburettor 4.2 litre XK engine for the mainstream model along with a 2.8 litre variant intended for countries with restrictive tax laws. The 5.3 litre XJ12 finally arrived in 1971, with carburettors rather than injection, but still boasting over 300bhp and a top speed in excess of 160mph. The new XJ designation came from the car’s development program apparently standing for “Experimental Jaguar”.
To counter the lack of a distinct model hierarchy as had been the case with the Mk 2, S-type, 420 and Mk X, Jaguar introduced a more lavishly equipped Daimler variant for each XJ, crowning the range with the Daimler Double Six Vanden Plas, named after the famous coachbuilder and combining the V12 engine with an extra four inches of rear leg room, individual rear seats and wood veneer with matchwood inlay. Shortly thereafter, the 4.2 and V12 Jaguars could also be ordered with the longer wheelbase, if not the added luxury.
By today’s standards, the options list was relatively short, limited in the main to overdrive 4 speed manual or automatic transmission (a non overdrive four speed being standard) for six cylinder cars, air conditioning (standard on the VDP), chrome plated steel wheels and fog lamps.
The original XJ may have been a revolutionary car, but surprisingly, there was very little in the way of new engineering. The six cylinder engine dated back to the XK120 of 1948, the rear suspension was developed from the E-type of 1961, even the universally admired styling was a revised and tightened up evolution of the Mk X concept. What made the XJ stand out, however, was the way in which all of these factors were combined into one car – the XJ truly was the culmination of more than 20 years work.
The Series 2 range, launched in late 1973, improved ergonomics by relocating the minor instruments and switchgear directly in front of the driver, introduced an entirely new electronically operated climate control system, and, in response to US legislation, raised the front bumper to the same height as the rear one, forcing a new grille design. Shortly after launch, new four piston ventilated front brakes were fitted to all cars, along with a lighter, alloy cased automatic transmission for six cylinder cars. By 1975, all cars were built on the longer wheelbase gaining the extra 4” of legroom, with the exception of the new pillar-less coupe variant which retained the original standard wheelbase but used much longer doors and rear wings to balance the proportions.
The XJC as it was known could be had in every specification except as a 3.4 litre or V12 Vanden Plas, and followed a year behind the rest of the Series 2 range due to problems with the side glass seals and wind noise. Though undoubtedly the most elegant car in the XJ range, production of the XJC ceased in 1977, and though design studies were produced for the XJ40 and, in convertible form, the X300, there has never been another production two door XJ. The coupe was distinctive in many ways but was also the only car in the XJ range to be supplied with the traditional black vinyl roof so beloved by many in the 1970s. The main reason for this roof finish was somewhat more of a practical requirement. The coupe used the short wheel base XJ roof panel, as well as floorpan and where this roof panel met the enlarged rear pillars there was an external seam in the roof panel that would not have supported a painted finish to the required standards. Many of the coupes unfortunately suffered from rust under the vinyl and modern painting methods now allow the cars to be restored with a fully painted roof which further enhances the elegant lines. Some 10,500 Series 2 coupes were built but unfortunately Jaguar did not continue production into the Series 3 format.
While the specification of six cylinder cars changed little during the first six years of production, the V12 Series 2 was refined considerably, first in 1975 with Bosch-Lucas electronic fuel injection. Then again in 1977 when a new all alloy GM 400 Hydramatic transmission, shared with the Rolls Royce Silver Shadow, replaced the strong but slightly agricultural Borg Warner Model 12.
Had development of the all new XJ40 proceeded according to schedule, there would never have been a need for the Series 3. However, faced with an ageing model range and no replacement in the foreseeable future, Jaguar, for the first time in its history, employed an outside designer, Pininfarina, to update the XJ as a stop gap model. Originally intended to last only a couple of years, the Series 3, launched in 1979, would last until 1992, and in later Sovereign form become arguably the most desirable XJ of them all.
Though little changed mechanically, other than the universal fitment of fuel injection to 4.2 litre cars (it had already appeared on late Series 2 US cars) the body structure changed considerably with a higher, squarer roofline, curved side glasses and much flatter front and rear screens, along with new, larger tail lights and rubber faced bumpers. The side profile, always slightly unbalanced on the earlier LWB cars, was improved greatly with the removal of the front quarter vents which, for the first time since the SWB Series 2, effectively balanced the length or the front and rear door glasses. The bonded screens, a first for the company, have since proven a headache for owners, due to screen surround’s propensity to rust. Overall, however, the design was much cleaner and worked well providing significantly more headroom without upsetting the established elegant lines.
A further mild update in 1983 revised the interior with a new wood veneer faced centre console and introduced the new Jaguar Sovereign, which for the first time incorporated many of the Daimler luxuries into a mainstream model. The six cylinder cars were eventually replaced by the XJ40 in 1986, but the V12 cars, which had been updated with the re-engineered ‘High Efficiency’ HE engine in 1981, continued right through until 1992, the last of them even gaining ABS. The last of the Series 3 V12 were extremely well equipped and were the culmination of almost 25 years of production and with the Series 2 Coupe are the most desirable models of the range.
The V12 Series 3 saloons continued until 1992 as the XJ40 had been developed in such a manner that prevented a V configuration engine from being able to be fitted. This was to prevent the use of the Rover V8 engine, which, at the time the Jaguar designers felt was going to be forced upon them. Without a flagship saloon available in the XJ40 format this left the door open to the Series 3 remaining in production as the only platform capable of taking the V12 engine, much beloved by chairmen and chief executives. When Ford took over Jaguar in 1989 this design issue was addressed and resolved, leading to the Series 3’s retirement in 1992.
Some 318,000 Series 1, 2 and 3 Jaguars and Daimlers were built in total and the Series 3 XJ6 saw the end of Jaguar’s most successful and long lived engines; the XK straight 6 power unit. This engine had started development during the war in 1943 and first appeared in front of the public in 1948 in the Jaguar XK 120 and had continued in production until 1992 when it was fitted to the last of the Daimler DS420 limousines. This was an incredible length of time for any production engine which really just went to prove how good the original design had been. 6 decades of Jaguar Cars’ production had been powered by this great engine which also provided numerous wins for many marques, culminating in the great wins at Le Mans, surely a record for any production engine.
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