Overview

The XJ-S had the impossible job of replacing the E-Type, and predictably, the world hated it at first. Where the E-Type was lithe and organic, the XJ-S was angular and heavy. Where the E-Type was a sports car, the XJ-S was a grand tourer. The motoring press was lukewarm. The public was confused. And slowly, over a 21-year production run from 1975 to 1996, the XJ-S proved everyone wrong.

Today the XJ-S is one of the great bargain classics. You get a V12 Jaguar coupe for the price of a used Mazda3. The catch, because there's always a catch with Jaguars, is that the cheap ones are cheap for a reason, and the expensive ones require expensive maintenance. The XJ-S is a car where the purchase price is the smallest part of the equation.

But get it right and you'll own one of the finest grand tourers ever built. A car that eats motorway miles with a quiet confidence that modern cars struggle to match. A car with presence, character, and a V12 engine note that makes grown men go weak at the knees.

The Variants

Pre-facelift V12 (1975-1981)

The original XJ-S with the 5.3-litre V12. Fuel-injected from the start (Lucas/Bosch injection), but thirsty, 20+ L/100km was standard. The early cars had build quality issues and were hampered by the malaise-era emissions equipment, particularly on US-spec cars. The styling, with its distinctive flying buttress C-pillars, divided opinion then and still does now.

These are the cheapest XJ-S models. Many have been poorly maintained, bodged, or partially stripped. A good one is increasingly hard to find.

Pre-facelift HE V12 (1981-1991)

The "High Efficiency" V12 arrived in 1981 with May fireball combustion chambers that transformed fuel economy from catastrophic to merely terrible (15-18 L/100km). This is a substantially better engine than the pre-HE unit, more torque, smoother, and less prone to running issues. The HE also brought improved interior trim and minor styling updates.

The HE coupe is the most common XJ-S and offers tremendous value. Decent examples can still be found for $15,000-25,000 AUD.

AJ6/AJ16 Straight-Six (1983-1996)

The six-cylinder XJ-S arrived in 1983 with the new AJ6 3.6-litre engine, later enlarged to 4.0 litres. From 1994, the AJ16 replaced the AJ6 with detail improvements. The six is a thoroughly modern engine (for its era), twin-cam, fuel-injected, and significantly more economical than the V12. It's also lighter, which improves handling.

The 4.0-litre is the pick, strong torque, reasonable economy (12-15 L/100km), and proven reliability. It's the sensible XJ-S, and for that reason, it's the one most people should buy.

Facelift (1991-1996)

Significant visual updates transformed the XJ-S's appearance. The bumpers were integrated into the body, the rear lights were redesigned, and various detail changes modernised the look considerably. Under the skin, the 6.0-litre V12 replaced the 5.3 (more power, slightly better economy), and the 4.0 AJ16 six continued.

The facelift cars are the best-built, best-looking, and most refined XJ-S models. They're also the most expensive to buy, but the gap between facelift and pre-facelift pricing is narrowing as the whole market rises.

Convertible (1988-1996)

The full convertible arrived in 1988, replacing the earlier Targa-style cabriolet conversion. Available with both V12 and six-cylinder engines. The convertible is increasingly the most desirable variant, they look magnificent with the top down, and there's something deeply satisfying about a V12 convertible on a warm Australian evening.

Convertible-specific issues include hood mechanism reliability, water leaks (check the carpets and boot), and body flex without the roof structure. They command a 30-50% premium over equivalent coupes.

What to Look For

Body and Rust

Less catastrophic than the E-Type, but still a serious concern on a car that's 30-50 years old.

Critical rust areas:

• Sills, the primary structural concern. Outer sills rot first (stone chips, blocked drain holes), but inner sills follow. Check thoroughly, poke them with a screwdriver. Rotten sills mean the car sags and the doors bind.
• Rear wheel arches, stone chip damage lets water in. Check the inner arches as well as the outer skins.
• Boot floor, water collects from blocked drains, failed boot seal, and the rear light clusters.
• Floor pans, less critical than on the E-Type (the XJ-S has a more conventional structure) but still a concern on neglected cars.
• Front wings, particularly around the headlights and indicator mounts.
• Door bottoms, drain holes block, water sits inside, doors rot from the inside out.
• Windscreen surround, failed rubbers let water in. Check the A-pillars.

Convertible-specific: Check the hood frame mounting points, the rear deck area, and anywhere the hood sits when folded. Water pooling under a folded hood accelerates rot.

Most XJ-S rust is repairable. Replacement panels are available for common areas. The question is whether the rust has been dealt with properly or hidden under filler and underseal.

Mechanical, V12 Cars

Cooling system: This is the single most important mechanical check on a V12 XJ-S. The engine runs hot, the cooling system is complex (twin electric fans, viscous coupling fan on some models, numerous hoses, a header tank), and any failure leads to overheating, which leads to head gasket failure.

• Check coolant condition, it should be clean, not brown or oily.
• Check the header tank for cracks (a known failure point).
• Verify that both electric fans operate.
• Check all hoses, there are a lot of them, and they perish from the inside out.
• Look for white residue around head gasket joints, this is coolant weeping.

Ignition system: The V12 uses either Lucas CEI or Marelli ignition systems. Lucas is the earlier system and less reliable. Marelli (from around 1989) is better. Either can cause misfiring, poor running, and hard starting when components fail.

Fuel injection: The Lucas/Bosch system works well when everything is functioning. Common issues include air leaks in the inlet manifold, faulty coolant temperature sensors sending incorrect signals, and injector fouling. Vacuum lines perish and cause rough running.

Head gasket weeping: The V12's head gaskets weep externally over time. Minor weeping (a slight dampness around the gasket line) is common and can be lived with. Active leaking (coolant in the oil, white exhaust smoke) requires immediate attention, both heads off, gaskets replaced, heads skimmed. It's a $8,000-12,000 AUD job.

Mechanical, Six-Cylinder Cars

The AJ6/AJ16 is a far more manageable engine.

• Check for head gasket issues, less common than the V12 but still possible.
• Timing chain tensioner, listen for rattle on cold start. A worn tensioner needs replacing before the chain jumps.
• Oil leaks from cam covers and sump gasket, typical for the age.
• The 3.6 can suffer from liner problems, the 4.0 is the better engine.

Transmission

Automatic (most common): The GM TH400 three-speed automatic is virtually indestructible. It's the same unit used in American trucks and will outlast the car. Smooth, strong, and reliable. This is the automatic you want.

The Borg-Warner Model 66 (BW66) was used on early cars and is less robust. It's adequate but not as strong as the GM unit. If the car has a BW66, factor in a potential replacement.

Later cars received the GM 4L80-E four-speed electronic automatic. Also reliable.

Manual: A five-speed manual (Getrag) was offered on six-cylinder cars. It's a decent gearbox but rare. Manual XJ-S cars are uncommon and command a slight premium from enthusiasts.

Electrical

The XJ-S has a complex electrical system with multiple ECUs, relays, and vacuum-operated systems.

• Check all electrical functions methodically, windows, mirrors, central locking, air conditioning, cruise control, heated seats (where fitted).
• The A/C system is complex and expensive to repair. Check that it blows cold. A non-functioning A/C system on an XJ-S is a $2,000-5,000 AUD repair.
• Door mirror motors fail. Window regulators fail. Central locking actuators fail. All are fixable but annoying.

Price Guide (Australia)

V12 Coupe

• Project / rough runner: $8,000-15,000 AUD
• Decent driver, some issues: $15,000-25,000 AUD
• Good condition, well-maintained: $25,000-40,000 AUD
• Excellent / facelift: $35,000-55,000 AUD

4.0 Six-Cylinder Coupe

• Project / rough: $6,000-12,000 AUD
• Decent driver: $10,000-20,000 AUD
• Good condition: $18,000-30,000 AUD
• Excellent / late facelift: $25,000-40,000 AUD

Convertible (any engine)

Add 30-50% to the coupe prices. A good V12 convertible runs $30,000-60,000 AUD. Facelift 6.0 V12 convertibles at the top end push past $70,000 AUD.

Running Costs

V12 fuel consumption: 15-20 L/100km on 98 RON. Budget accordingly, a V12 XJ-S doing 5,000 km per year will burn roughly $2,000-3,000 in fuel alone.

Six-cylinder fuel consumption: 12-15 L/100km. More civilised.

Servicing: The V12 needs oil and filter changes every 5,000-8,000 km (it holds nearly 12 litres of oil). Spark plugs, leads, distributor caps and rotors (12 of each ignition component) add up. Budget $2,000-4,000 AUD per year for regular V12 maintenance.

The six-cylinder is substantially cheaper, $1,500-2,500 AUD per year for routine servicing.

Parts availability: Good. The XJ-S was built in large numbers (over 115,000 total) and parts are readily available from UK specialists (SNG Barratt, David Manners) and local Jaguar specialists. Mechanical parts are affordable. Body panels and trim are more expensive but obtainable.

Which One Should You Buy?

The smart buy: 4.0-litre AJ16 facelift coupe. Reliable engine, reasonable fuel economy, best build quality, modern enough to live with. This is the XJ-S for someone who wants to enjoy the car, not wrestle with it.

The dream: V12 convertible, facelift 6.0 if budget allows, HE 5.3 if not. Nothing else sounds or feels like a V12 Jaguar with the roof down. Accept the fuel bills and maintenance costs. Life is short.

The bargain: Pre-HE V12 coupe. These can be found for under $15,000 AUD, but be prepared for higher fuel consumption and more maintenance demands. Only buy one if you're mechanically capable or have a good specialist on speed dial.

Avoid: Any XJ-S where the cooling system hasn't been comprehensively serviced, where the electrics are full of gremlins, or where rust has been hidden rather than fixed. A $5,000 XJ-S with $15,000 of deferred maintenance is not a bargain.

The Verdict

The XJ-S is an absurdly good car for the money. Where else do you get a V12-powered GT from one of the world's great marques for the price of a used hatchback? Nowhere. That's where.

The trick is buying well and maintaining properly. A sorted XJ-S is a magnificent touring car, quiet, fast, comfortable, and with a presence that turns heads wherever it goes. A neglected one is a rolling money pit that will drain your bank account and your enthusiasm.

Buy the best example you can find, join the JDCA, find a good specialist, and budget for maintenance. The XJ-S will reward you with a driving experience that very few modern cars can match, and all for a fraction of what they cost new. That flying buttress coupe on a winding Australian back road, with the V12 singing, there's nothing else quite like it.