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XJ-S Help Manual von Kirby Palm (engl.)Experience in a Book / Help for XJ-S Owners by Kirby Palm
Download des komplette Handbuches am Ende dieser Seite!
Compiled by an XJS owner, Experience in a Book is a unique type of automotive resource providing the sort of how-to information not found in either owner’s handbooks or repair manuals. The information provided includes maintenance tips, common problems, suggested modifications, and some sources for parts. The book is not intended to replace a repair manual, but rather to complement it. This is not a small pamphlet; the book is 1 pages when printed with a 10-point proportionally-spaced font, and includes quite a few illustrations and schematics. It grows as more information becomes available. Experience in a Book may be downloaded, free of charge, from the World Wide Web at: Yes, you read right: This whole thing is free. If you have a computer, internet access, and a printer, all it costs you is the effort to log on and download plus the paper and ink to print. There are no catches; this is a hobby, not a profit-making enterprise. This book -- along with a great deal of other Jaguar-related stuff -- is also available on the Nine Lives CD-ROM. There are links to online ordering from the URL provided above, or you can order it directly from:
Coltrane Productions PO Box 932 Morgantown, WV 26507 The cost is $2 plus shipping, and shipping is $0.97 in the US, $1.20 to Canada, $1.66 to Mexico, or $3.40 to the rest of the world. Experience in a Book is a work in progress and is revised when new information becomes available. If you have learned something about your XJS that the rest of us should know, please visit: and log on to the xj-s@jag-lovers.org or v12-engine@jag-lovers.org e-mail discussion lists and post your discoveries there. Most of the contents of this book came from these discussions.
CONTENTS <typolist> THE JAGUAR XJS 1 SHOPPING FOR A USED XJS 13 GENERAL 15 Repair Manuals 16 ENGINE 31 Leaks 38 PCV System 50 Fault Diagnosis 52 ENGINE WORK 57 Top 58 Front 88 Bottom 97 Performance Upgrades 103 Intake Upgrades 107 Other Modifications 113 IGNITION SYSTEM 118 Lucas Ignition (up to 1989) 127 Vacuum Advance 132 Centrifugal Advance 139 Lucas Opus Mark 2 (pre-1982) 148 Lucas Constant Energy Ignition (1982-89) 154 Marelli 160 XJRS 176 Distributorless Ignition 177 COOLING SYSTEM 177 Fans 217 Post-Shutdown Cooling 231 FUEL SYSTEM 234 Tank, Surge Tank, Pump, Lines 234 Hess & Eisenhardt Convertible 257 Vapor Recovery System 258 Hess & Eisenhardt Convertible 263 Throttle Linkage, Idle Speed Adjustment 263 Electronic Fuel Injection 273 D-Jetronic 285 Cold Start Injectors 286 Digital P 289 Cold Start Injectors 307 Early 3.6 AJ6 Engines 307 XJRS 308 Fault Codes 308 Passing Emissions Tests 310 Fuel System Upgrades 311 AIR INJECTION 313 EXHAUST SYSTEM 316 DRIVETRAIN 327 BORG-WARNER MODEL 12 327 GM400 328 ALTERNATIVE TRANSMISSIONS 336 TRANSMISSION MOUNT 339 Borg-Warner 340 GM400 341 DRIVESHAFT 345 FINAL DRIVE 346 SUSPENSION & STEERING 351 Front Suspension 358 Steering 370 Rear Suspension 381 Rear Swingarm Outer Pivot 388 Wheels and Tires 402 BRAKES 417 Master Cylinder/Reservoir/Booster 433 Front Brakes 434 Inboard Rear Brakes 437 Handbrake 448 TWR Rear Brakes 452 Outboard Rear Brakes 453 Handbrake 453 ABS Brakes 453 BODY 457 Water Leaks 459 INTERIOR 479 CLIMATE CONTROL 489 Common Features 490 Compressor & Freon Circuit 495 R-12 Substitutes 514 Delanair MkII (up to 1987) 527 Delanair MkIII (1987-On) 543 ELECTRICAL 549 Relays 561 Starting Circuit 564 Starter 568 Alternator 568 Installing a GM Alternator 572 Battery 580 Fuses and Fuse Blocks 584 Instrument Panel 586 Instruments and Gauges 587 Warning Lights 592 Trip Computer 596 Windows 597 Mirrors 608 Locks 610 Windshield Wipers 612 Lucas Solenoid-Park 617 Lucas Reverse-Park 620 Electrolux 625 Windshield and Headlight Washers 625 Light Bulbs 628 Headlights 636 Four Round Headlights -- US through 1991 647 Cibies with two H1 bulbs -- non-US through 1980 650 Cibies with one H4 bulb -- non-US 1981-91 651 DOT-approved Carello -- US 1992-on 652 E-code Carello -- non-US 1991-on 653 Fog/Driving Lights 659 Horn 661 Radio 661 Antenna 665 Miscellaneous Interior Stuff 668 Cruise Control 670 STORAGE 681 MODIFICATIONS 683 WEIGHT REDUCTION/RELOCATION 683 COLD WEATHER 684 LPG 685 WHERE TO FIND HELP, PARTS, ETC. 691 NEW PARTS 693 USED/REBUILT PARTS 699 SPECIALTIES 700 Interiors 700 Body 703 Restoration/Rebuilding 705 Exhaust 706 Electrical 707 Steering/Suspension/Final Drive 710 Wheels 711 Miscellaneous 712 PERFORMANCE/MODIFICATION 715 ACCESSORIES 724 PUBLICATIONS & PERIODICALS 724 MODELS 726 INTERNET SOURCE 727 CLUBS 733 HERITAGE CERTIFICATE 735 </typolist>
The door locks are electric, so they are discussed under Electrical. However, the handles themselves are discussed under Body.
Cover design: Glen MacDonald
<typolist> I live in the US. This book has been distributed worldwide, and upon rereading and editing I constantly notice comments I have made that have a distinctly US bias, like how such-and-such part can be found at the local WalMart. I have made the decision that I will leave the book this way, rather than trying to qualify each of these instances for all the people in various parts of the globe. Those in other countries will know better than I how the advice given will apply in their area. </typolist> DISCLAIMER
<typolist> My own car is a 1983 XJS H.E.. Understandably, this book is likely to be more complete and accurate for similar vintage cars than for the early (B-W tranny, non-H.E.) cars or the newer (ABS, revised bodywork, 6.0 liter) cars. It also cannot be expected to accurately cover the differences of cars sold in countries other than the US. While most of the information (both from my own experience and that sent in from others) has been verified on my car, obviously I cannot be responsible for the applicability to other XJS’s. I am not associated with Jaguar, and have no means for verifying configurations of other cars. Therefore, the XJS owner should take advice accordingly and determine for himself if it applies to his car and will serve his purposes. It should also be understood that an owner performing even minor work on his own car can affect his warranty. If there is any doubt whether or not the item in question is covered under warranty, the owner is advised to take it to his dealer prior to doing any work himself. If the owner is told by the dealer that the item is not covered, then the owner can make his own informed decision how to proceed. Finally, an owner making changes to his car is responsible for making sure he is not violating emissions laws or safety or other regulations applicable where he lives and drives. There have been a few comments made in this book about regulations in various areas, but they are to be taken as general info, not legal advice. </typolist>
IS THIS A REFERENCE BOOK?
<typolist> Many XJS owners may consider this book reference material, and don’t bother to look at it until they need to work on something or spend some money on the car. Unfortunately, sometimes the money spent could have been saved if they had read about how to avoid problems in the first place! And, yes, sometimes the money saved can amount to thousands of dollars; both the Lucas and later Marelli ignition systems have faults that can cost you an engine or even the entire car in very short order. Hey, it’s up to you; it’s your car, your time, and your money. However, I highly recommend you read this book! Jaguars are not drive-it-and-forget-it cars; they demand a certain amount of awareness on the part of the owner, and reading this book cover-to-cover will go a long way toward making the owner aware of his car -- and possibly save him loads of $$$ in the future, as well as making Jaguar ownership a more pleasant experience. </typolist> If you cannot be convinced, at a minimum please read about the following topics: <typolist> Ordering manuals and catalogs starting on page 16. </typolist>
<typolist> S TYPE: From “Great Marques - Jaguar” by Chris Harvey: </typolist> The S type (no hyphen) and most other lines of Jaguar saloon were discontinued when the XJ6 was introduced in 1968. In a shameless attempt to capitalize on William Lyons’ glory of years past, Ford/Jaguar introduced a new Stype (with hyphen) in 1998. David Berman says, “The S-TYPE is related to the Lincoln LS6/8. This is known as the DEW98 platform.” So why is all this discussion in a book on the XJS? Because some people insist on referring to the XJS as an “S-type”. Makes sense; the rolling phallic symbol known as the E-type in Europe and elsewhere was marketed as the XKE or XK-E in the US, so it naturally follows that Jaguar’s marketing department must be similarly misguided regarding the XJS. Connoisseurs of the E-type sometimes get huffy if you are so base as to refer to their cars as XKE’s, so people may actually think they are using the more proper term for the XJS when they call it an Stype. So, how common is this error? Believe it or not, it spread to the marketing department at Jaguar again! The 1981 XJS sales brochure said: Jaguars have always been distinguished by a special grace of form and a rare poise in motion. Yet even among the legendary Jaguars of the past, this new S-type stands out. The XJS does what Jaguars have always done -- only better. It is quick and responsive, stable at speed, silent in motion and notably luxurious. Despite the disinformation tactics of those goobers, it’s really not proper to refer to an XJS as an Stype; the mid-60’s car was an upscale compact saloon, and even the 1998 knockoff appears to follow along that same theme. The XJS is clearly in an entirely different class.
VIN NUMBER DECODING: There are two different VIN numbering schemes for the Jaguar XJS. All cars have a VIN number stamped into the sheet metal dead center in front of the hood seal, and this VIN corresponds to the scheme described below, based on input from Richard Mansell, William Noorloos, and Paul Skilleter’s book. <typolist> Position 1-3 denotes manufacturer </typolist>
Andrew Stott says, “My car is UK spec, pre-HE, made in 1979, D-Jetronic. The VIN is JNAEW1AC101185. One confusing thing is that the character in the VIN that denotes the transmission and steering is a '1' and according to the books it should be a '7' as it is a manual RHD car. In Skilleter's XJ-S Collectors Guide, he gives details of the last production XJ-S manual. It was made in 1979 and had a VIN of JNAEW1AC1018xx; this would suggest that the '1' in the transmission character position is valid for a RHD manual car.” Now, if you have a US-spec car, there is a tag within the left edge of the windshield that carries a totally different VIN number. This VIN corresponds to the following scheme, from the “MOTOR import car crash estimating guide” for the US: <typolist> 1st-3rd Position - Manufacturers Code </typolist>
Alex Dorne had a US-spec car shipped to Sweden, and reports that the process included removing the VIN tag at the left side of the windshield -- possibly to avoid confusion between this VIN and the one under the hood. He was allowed to keep the windshield tag. Also, the VIN under the hood also appears on the aluminum panel inside the trunk, just to the right of the latch. He postulates that this may have been stamped as part of the Swedish import procedures as well.
ACTIVE SEAT BELTS? They don’t look very active. Peter Cohen clarifies: “It means that if you are not "active" and "actively" fasten your seat belt, it ain't gonna be fastened. As opposed to "Passive" seat belts that are motor mouse driven.”
WHAT’S IN A YEAR?: Now that you have deciphered your VIN and know for sure what year your XJS is, do you really know what year your XJS is? If you live in the US, perhaps you’ve noticed that each model year seems to appear several months before the year itself, which certainly makes it doubtful that the car was actually built in the year it’s purported to be. Apparently, the “model year” is a term that varies from country to country, and -- of course -- the US has the least rational definition. Peter Cohen says, “For those interested in trivia, here's how it works: In the US a given model year can only be manufactured to be offered for sale on a single January 1st. That's the only rule. This can result in the following (more or less true) example: A certain 1996 model of vehicle began manufacture in December 1994, was put on sale 2 January 1995 and continued to be sold as a 1996 model until September 1996 (although legally they could have been sold until 31 December 1996). This is not to say that one that remained unsold on 1 January 1997 would have become a 1997. It is the date that it is intended to be sold as a "current" model that the regulation applies to. So, that's what happens when marketing types run amok. “I find it particularly galling when you go to buy a used car. You will be asked the same price for a 4 year old car as for a 5 year old car. You don't know what you are buying unless and until you remember to check the manufacture date, and even then it probably won't help your bargaining position. “On US spec vehicles, the certification label should say something like "This vehicle meets all US specifications...in effect for model year 19xx." IMHO, that is what year a US spec car is, regardless of the manufacture date or what's on the title. “When you get outside of the US, "year" becomes too simplified of a question. I don't think that non- North American spec cars come labelled with month/year of manufacture. In England, cars are referred to by their registration letter, which changes on 1 August each year. So a leftover model becomes next years' car by virtue or having the newer registration letter.” John Littler adds, “In Oz, date of manufacture is required on the ADR compliance plate. We have a nice simple system where a car made in ’88 is an ’88 model.” Unfortunately, this MY hogwash can’t help but cause some inconsistencies in this book. For example, one person’s quote might describe a fix on his ’88 when somewhere else it’s made clear that the problem shouldn’t even exist past 1987. There is simply no way to correct such things in everyone’s direct quotes, although whereever possible attempts are made to clarify which configuration a quote is intended to reflect. In general, if this book states that something applied to a particular range of model years, please allow about one year of leeway before deciding whether or not it applies to your car.
XJ12 STYLES: For the benefit of those XJ12 owners who read this book, I am including some info on the various different cars that have all been called an XJ12. The following is courtesy of B.J. Kroppe: “XJ12s were made in Series III body style until 1992 (yes, alongside XJ40 6-cylinder models). XJ12s in XJ40 body style were made for one year. Whether it was only one-half of a year or a full year, it was 1994. XJ12s in X300 body style were made from 1995 1997, when the V12 engine was retired from production.
<typolist> Series I XJ12 5.3l 1972 - 1974 Series II XJ12 5.3l 1974 - 1979 Series III XJ12 5.3l 1979 - 1992 XJ40 XJ12 6.0l 1993.25 - 1995 X300 XJ12 6.0l 1995 - 1997 XJ-S 6.0l 1993.5 - 1997 </typolist> “Note there were no XJ40 5.3l cars produced.” Steve Lipscombe explains why the Series III XJ12 continued long after the XJ40 was introduced: “The first XJ40 was certainly designed with a narrow engine bay to prevent the British Leyland management forcing the Rover V8 unit on them. Later, when privately owned, they redesigned the bay to take the V12. This was before the Ford takeover and the X300.”
CABRIOLET: David L. French, a US owner, describes the Cabriolet: “It has the body profile of the convertible that was made later but has a 3-piece removable hardtop. T-tops up front and a fully removable hardtop on the rear. Totally factory made.” Since the Cabriolet lacks the buttresses of the coupe, it stands to reason that the body isn’t as stiff in that area. Jaguar apparently addressed that problem by adding “ladders” underneath the rear suspension. Julian Mullaney reports: “The ladder brace was fitted to Cabrios from the factory. Quite crude looking. You can easily spot it on a cabrio just looking from the side. I think it connects the chassis with steel bars fore and aft of the diff. It passes under the diff. The ladder frame does not connect to the subframe, it is definitely a chassis stiffener.” The Cabriolet was apparently offered in 1986-87-88 model years. David King says, “There were at least 1900 Cabriolets shipped to the US and all were V12s even though it looks as if in the rest of the world the AJ6 was the more common engine for the Cabrio. There were a total of 5014 Cabriolets built during their production run: 5013 Jaguars and a one-off Daimler.”
HESS & EISENHARDT CONVERTIBLE: The XJS was designed in an era that never expected to see a convertible again; they were expected to be outlawed for safety reasons. For many years, the only way to get an XJS convertible was to hire one of many aftermarket customizing outfits to cut the roof off your coupe. By the mid-80’s the expected ban on convertibles had failed to materialize and convertibles were making a comeback, so Jaguar responded by contracting with Hess & Eisenhardt in Cincinnati, Ohio to make convertibles from coupes to be sold as new cars at the Jaguar dealerships. After two years, the response had been so good that Jaguar began making its own convertibles at the factory, and continued until the end of XJS production. Mike Cogswell elaborates: “The H&E's were built in '87 and '88 (my '88 is one of the last, possibly the last). The H&E is easily spotted by:
<typolist> 1. The small oval Hess & Eisenhardt badge on each side behind the front wheel well. 2. The top folds down flat, the later factory convertible tops are pretty high when folded. 3. The H&E has four window rocker switches. Early ones are separate, later ones in a single gang of four. 4. The factory convertible has a small, ugly hump in the sheet metal on the side right behind the doors. This covers the tops of the rear quarter windows, which don't fully retract. </typolist> “There are many other differences, but those are some of the most obvious.” David Johnson adds, “The top also looks better than the regular convertible because it is fabric, not a plastic.” This may be true for only some of the H&E tops, though. Another ownerMGBfan@aol.com says, “I figure they had the tops made in California by Robbins.” Supposedly the building the H&E’s were made in burned down, but H&E is still in business making limousines and other things. Of course, the nickname H&E is only too likely to cause confusion with the H.E. used to describe the V12 engine with the Michael May-designed heads. If you own an H&E or would like to know more about them, Johnson is the guy to talk to. He operates an e-mail discussion list dedicated to the H&E and serves as a clearinghouse for available information. His phone number is +1 303-708-1850, you can send him e-mail at david@davemjohnson.com, or you can visit his web site at www.davemjohnson.com/jaguar1/jaguar.htm.
LISTER: Lister is the name of an outfit that became famous for building racing “specials” powered by Jaguar XK engines in the late 50’s. Brian Lister withdrew from the racing scene in 1959 when one of his drivers was killed in a Formula 2 race, but the Lister name reappeared in the mid 80’s in a modified form of the XJS. Peter Cohen describes a 1988 Lister XJS he looked at: “The car had a V12 with a 5 speed manual gearbox, as well as all trim in body color (no chrome, no stainless, no black rubber or vinyl), as well as suspension modifications. The car also has some "ground effects" type body cladding.” Brian Schreurs refers to a Road & Track article on the Lister: “It states that US versions got no engine upgrades, but outside-US versions were tweaked considerably. It received a 5-speed from Getrag, the same used in BMW's 7-series at that time, and also significant improvements to handling at no cost in ride.” Of course, when Jaguar started offering its own JaguarSport models, the market for such aftermarket modifications dropped. For the 90’s, Lister was building a fire-breathing monster called the Storm powered by a highly souped up 7+ litre Jaguar V12, and was competing in the major endurance races against Vipers and the like.
TWR: Stands for Tom Walkinshaw Racing, an organization with considerable success racing Jaguars in Europe. Walkinshaw’s team won the James Hardie 1000 in Australia (better known as the Bathurst 1000) in 1985 in an XJS, after an ignominious effort in 1984 in which the engine stalled on the starting grid and the car was creamed by a Camaro coming from behind. TWR modified customers’ XJS’s for street use until the formation of JaguarSport -- see below.
1988 LE MANS: Jaguar won the 24 hours of Le Mans! Brian Schreurs says, “The original XJR-S of 1988 was considered the 'Le Mans Celebration' model. The first 100 were grey in color, had special badging, and a build number plate. Otherwise they were built to the same specs as any other XJR-S.” John Goodman elaborates: “Early '88, all tungsten grey, 15" speedline "bottletop" alloys and body spoiler kit, slight suspension upgrade. A limited edition to commemorate Le Mans races.”
JAGUARSPORT: John Goodman: “It was set up in the late eighties, a joint venture between Jaguar and TWR Group, sadly disbanded in '93-'94, all the tech people now work for Aston Martin. Remember, in the late eighties Jaguar was on a high, winning race cars and everyone hyped up over the XJ220 (till they found out it had a poxy V6!). Obviously Jaguar wanted to promote their racing pedigree... Enter Tom Walkinshaw who had been modifying Jaguars to special order. “Standard XJS's and XJ40's were taken from the Coventry production line and modified at the new JaguarSport plant in Bloxham (near Banbury in the Cotswold hills England). This is the same plant that assembled the XJ220 and race cars. This plant now makes the Aston Martin DB7. “The very low volume production run of JaguarSport 6.0L engines were expensive to produce. Jaguar upped the cc of the last of the standard Jaguar XJ-S's and XJ12's with a different uprated 6.0L engine and 4 speed autos, this is reportedly not the same 6.0L as the JaguarSport unit; I do not know the difference, output is similar at 335 bhp, but retains Marelli ign. “The JaguarSport XJ40's '88-'92 (both 3.6 and 4.0L models were made, no US versions) were more heavily modified, special cams and cyl heads.” Richard Mansell adds: “The first JaguarSport cars were modified at Kidlington, the home of the TWR Jaguar racing team. JaguarSport moved to Bloxham a year or two later. Cars to be modified were delivered there minus bumpers but trimmed to JaguarSport spec. “Owners with standard cars could have them modified to JaguarSport spec under the FAB scheme (Fitted At Bloxham).” Nathaniel Musselman says, “I tried to call JagSport in UK, but the number is answered as Aston Martin.”
XJRS: Richard Mansell: “Some of the many mods included on the original XJR-S's were: 11% stiffer front springs, 20% less compliant rear radius arm bushes, specially valved Bilstein shocks. They were shod with 15" x 7.5" Speedline wheels. Later on the wheels were widened by 0.5" and different tyres specified. Various suspension mods were made along the way too. The original paint colours available were - Signal Red, Regency Red, Black, Solent Blue, Silver Frost and Brooklands Green. The only other colour mentioned for the early cars is Tungsten Grey which was used on the first 100 XJR-S's sold as Le Mans specials. “In theory a real XJR-S will have the letter S as the 6th character of the VIN.” John Goodman: “The Le Mans model changed or rebadged to the XJR-S in '88 until October '89 when the XJR-S was more heavily modified with uprated engine (6.0L), autobox, all new uprated suspension, and similar "bottletop" wheels but 8" wide and 16" diameter. Except for the spare which is still 15" with a temporary speed limited tyre!! Could be because the 245/55 tyres don't fit the wheel well in the trunk; more likely it is because the wheels have different offsets and different size tyres (225/50 front), so you would need two spares! Or risk mismatched wheels; at least with this it has a bright orange label on it clearly showing the speed restriction and a warning to change as soon as possible. “Surprisingly there is no rear anti-roll bar fitted, do not know about the '92's. I do know that TWR spent a lot of time perfecting the setup for its intended market, i.e. it must retain its Jaguar qualities and handle better, it was never meant to be a track car. The Lister modified cars were more for the race track feel. Similarly the Sportspack equipped 3.6 manual was designed for another market, it had to feel like it was sporty even if the ride was uncharacteristic for a Jag. “The XJR-S continued in the new body shape with even more revisions until the introduction of the last of the "standard" XJS's with the 6.0L/4 speed auto. A dark blue was introduced for the '92 cars and a nice metallic silver/pink, but you could probably have any Jaguar colour off the production line. “The genuine JaguarSport XJR-S 6.0 may be identified by the red "JaguarSport V12" badge on the inlet manifolds at a quick glance. Officially these came out in Sept '89. I think all 6.0L engine numbers must start with 8W01****** (mine does anyway) “The '88 XJR-S and Sept '88 limited edition Celebration model XJR-S were all standard 5.3. However, TWR converted a few cars to special order before it changed over to JaguarSport. Some were just cosmetic with standard engines and some had various engine mods up to 7.2L but the most common was 6.1L and apparently more V12 saloons were converted than XJ-S's. “As TWR rebuilt customers' own cars/engines (not necessarily new ones either) then I would guess that the engine no. relates to the original 5.3 that the car started with. But, I believe there should be a bronze identification plate somewhere on the engine indicating a genuine TWR engine. “Should you be lucky enough to actually have an early pre production XJR-S 6.0 it could be some sort of hybrid, may not have all the mods. “First look in the boot, the ECU is very obviously different, for a start it's mounted on the left of the fuel tank. There are two injector power resistors on the L/H inner front wing instead of the usual one of the standard V12 and the air boxes are also totally different from the standard car, everything else looks the same. “On the road they are magic! Not harsh, but very good handling. The GM 400 auto box has modified shift speeds and are quicker in changing, and less reluctant to kick-down into 1st. The steering racks have reduced assistance and appear to turn faster. The suspension/spring set up is unique to the 6.0L, not the same as the sport spec. option. “The '92 cars had more power than the pre-facelifted version, went from 318 to 338 BHP with cat exhausts. The BHP increase is quite small but the engine has a lot more torque. “US spec: Only 50 coupes and 50 convertibles imported '93 -'94, all were red or black.... So are very rare. Easily identified by special steering wheel and JaguarSport logo on the seat headrests. Special 6.0L engine (338 bhp) with Zytek ignition/injection and sequential injection, special reprogrammed GM400 shift speeds, special springs/ bilsteins (not the same as the sport spec option on the standard cars), 8" wide special alloys with different offsets for front and rear and an odd mix of rubber, 245/55 rear 225/50, front revalved power steering rack 30% stiffer, twin in tank fuel pumps. Also, revised more efficient electric cooling fan, revised ducted cold air intakes for the manifolds and a few other bits! It's not just plastic body mouldings and badges as you thought!!! “You can order the XJR-S product support manual publication no S-80, unfortunately only available in the USA. Around $25, but it looks like a dealer service manual. “The only downside to these cars are the special ECU and distributor. Very expensive and the average Jag dealer knows little about them! They can be repaired however if sent to the Zytek factory here in the UK. All the other engine sensors are std. XJS. JaguarSport parts are easily available, I have had no difficulty.” “Any Jag dealer should be able to give you a print out of all the JaguarSport parts (a few hundred). Apart from the engines, revised GM400 shift settings, injection/ignition, suspension, bodykit and minor interior changes the rest of the parts are the same. “JaguarSport has been disbanded, I have horrendous trouble trying to get technical information for my F.I. problem (minor problem). However, I have had no trouble in the availability of "JaguarSport" parts. “US dealers did have, may still have, a technical help hotline to Jaguar UK for all XJR-S queries.” Goodman adds that “There are full parts lists for all JaguarSport bits on the XJR-S web pages.” http://www.jag-lovers.org/xj-s/xjrs/index.htm
SPORTSPACK: John Goodman: “The SportsPack has nothing to do with JaguarSport. In fact I believe it is standard on most of the 3.6L coupe XJS's (not sure on US cars) and an option on the V12 and 3.6 convertible. Jaguar assumed the 3.6 5 speed would appeal to the sporty driver! Basically it is harsher springs and dampers, rack bushes and a sporty steering wheel; I think the cross spoke alloys with 235/60 tyres were part of the package at first but were later offered separately. Ride is quite knobbly; it does not include the re-valved steering rack of the XJR-S 6.0L, which has yet again different springs/ bilsteins (which also appears lower) and has a far smoother ride than a V12 with the SportsPack option.” Richard Mansell: “It was introduced by Jaguar as standard on the 3.6 in Sep 1987 and comprised of 43% uprated front springs, 3% uprated rear springs, uprated Boge shocks all round, increased diameter front anti-roll bar, rear anti-roll bar re-introduced, reduced assistance power steering, stiffer rack bushes and Pirelli P600 235/60 VR tyres on the lattice wheels. “The SportsPack, a variation of the one on the 3.6, was introduced on the V12 in Dec 1989. Judging by the parts manual the front suspension is different, I guess because of the extra weight of the V12. The rear springs and shocks are the same as the 3.6. The rear radius arm and anti roll bar is from the 3.6. “The sports suspension became available in the US in Feb 1993. “The later 5 volume workshop manual has a table of shift points for the standard gearbox and one for the SportsPack gearbox.” “The twin coachlines along the side of the car were two tone as part of the SportsPack although from VIN 144700 (3.6) and VIN 148782 (V12) this became standard. “The sports seats were originally only available as part of the SportsPack.”
1990 LE MANS: Jaguar won again! Mansell: “The second Le Mans Special Edition was introduced at the Birmingham (UK) Motor show in September 1990 to celebrate the TWR XJR-12 win. Based on a standard car, the 280 models built had quad headlights, 16" lattice wheels, sports suspension, full Autolux leather interior, high-contrast walnut veneer, a four spoke leather steering wheel and Wilton carpets. The stainless steel sill plates had a 'Le Mans V12' motif along with the limited edition serial number. North America did not receive the Le Mans but had their own Classic Collection instead. Along with unique paint colours, magnolia leather with contrasting piping, leather gearshift knob, charcoal toned leather steering wheel they also had gold boot and bonnet badges.” Goodman: “Just a standard XJS with SportsPack and spoilers.” Brian Schreurs says, “There were 280 built for the world. No breakdown on Federal vs. ROW.”
1990 ROUGE EDITION: Brian Schreurs says, “It is a special trim package; no structural changes.”
CALIFORNIA, 1991: Peter Cohen says, “Here in California, there were no 1991 XJS’s. The dealers sold 1990 models all through 1991, until the 1992 model came out. I thought that was just the way it was until 1994 when I came across an actual 1991 Federal model. Now I realize that there are 1991 XJS’s all over, just not in California.”
INSIGNIA EDITION: Brian Schreurs says, “Insignia was a limited edition special order. The differences were:
<typolist> The wood veneer in any colour. The leather colour any which you wanted. Piping on the seats. Insignia Alloy wheels. Boot fabric was different, thick flannel.” </typolist> John Goodman adds, “Not sure about the numbers produced but certainly not more than 100-200, documented information is very scarce. Mechanically a standard XJS, but with the option at the time to choose a wide range of wild pearlescent non-standard body colours and customised interior colours/fabrics, including I believe the option of different wood veneers or grey stained (like the XJ sports sedans). UK market had the quad headlights as well. “Basically, whatever the customer wanted Jaguar would try to do it! Some colours were quite tame, some wild! All the mechanical bits are standard so no maintenance worries. May have the option of the sports suspension kit as well; depends, I think, on country.” Richard Mansell: “The Insignia options were available by special order from October 1992 and it basically allowed you to personalise your car with a range of different finishes. The Jaguar sales catalogue from around that period says: "Like all Jaguars, the latest XJ-S models provide a comprehensive wealth of equipment and appointments as part of their standard specification; there is no question of providing just a basic car and then charging extra for virtually every desirable refinement. As a result, the list of items shown here as being optional at extra cost is quite small. Nevertheless, there is one important development which must be mentioned. This is 'Insignia', a service carried out by the craftsman of Jaguar Special Vehicle Operations. Under this service they offer: Stunning, exclusive paint colours Soft, semi-aniline all-leather interiors, uniquely styled and trimmed in a range of special colours A choice of natural or tinted wood veneers to compliment and enhance the chosen paint and trim colours" Mansell mentions that Jaguar Special Vehicle Operations “built the Daimler DS420 Limousine and other specials.”
WEIRD CONVERSIONS: Lots of Jaguars end up converted or modified, especially in the early years when convertibles weren’t available from the factory. If you have something you can’t identify, Peter Cohen suggests: “The answer should lie on your doorpost. US federal law requires that a company that modifies a vehicle (such as a motorhome or convertible conversion) affix a label to the vehicle that says something to the effect of: "Modified by:___________ Date:_____________ This vehicle conforms to all applicable motor vehicle safety standards in effect on date of manufacture shown above" or something like that. “This should tell you who did the conversion, and, if you are lucky, it will tell you where they are located.”
PRODUCTION NUMBERS: John Ratcliff provided these numbers from “a 60-page supplement to the June 95 edition of Classic and Sports Car, called ‘60 Years of Jaguar - A Celebration’.”
<typolist> XJ12 1972-73 3228 XJ12 SII 1973-79 16,010 XJ Coupe (5.3) 1975-77 1855 XJS 1975-81 14,890 XJ12 SIII 1979-92 15,918 XJS H.E. 1981-91 46,895 XJS Cabriolet 1983-88 1143 (3.6) 3864 (5.3) XJS 3.6 coupe 1983-91 9979 XJS V12 convertible 1987-91 12,771 XJR-S 1988-93 n/a XJS (4.0, 5.3, 6.0) 1991- n/a V12 saloon (XJ40) 1993-94 n/a XJ6/XJ12 (facelift) 1994- n/a </typolist>
HORSEPOWER: Brian Schreurs: “According to my library, these are the various horsepower/torque ratings: British-spec pre-HE 5.3L V12: 285@5500/294@3500 Federal-spec pre-HE 5.3L V12: 244@5250/269@4500
British-spec 5.3L V12 HE: 299@5500/318@3000 Federal-spec 5.3L V12 HE: 262@5000/290@3000
British-spec 3.6L 6-cyl: 225@5300/240@4000
British-spec AJ6 4.0L 6-cl: 223@4750/277@3650 (to summer 1994) Federal-spec AJ6 4.0L 6-cyl: 219@4750/273@3650 (to summer 1994)
British-spec AJ16 4.0L 6-cyl: 241@4700/282@4000 (to present) Federal-spec AJ16 4.0L 6-cyl: 237@4700/282@4000 (to present)
(no difference in market noted) 6.0L V12: 308@5350/355@2850
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