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The Jaguar XJ-S
 

  Experience in a Book
The Jaguar XJ-S

WHAT'S IN A NAME?: First and foremost, it's high time to quit abusing the name "Jaguar". It does not rhyme with "quagmire"! According to Jim Isbell: "At a recent Jag Club meeting they showed a video of the history of Jaguar from the Swallow to the present. I was most interested to see how the owners and perpetrators of the Jaguar company pronounced it. There were several old voice interviews and I listened very carefully every time one of them spoke. The pronunciation I got from those interviews was: Jag-u-wer. I think the people who invented it must know how to pronounce it."

The name of the car that this book addresses is the "XJ-S" -- or, at least that was the name. Up until 1982, the dash actually had its own part number, since the four characters on the back end of the car were four separate pieces. Up until 1991, anyone referring to the car as an "XJS" was in error. This was a very common error, since XJ6 and XJ12 do not have dashes in the names and it was commonly assumed that this was normal Jaguar naming convention.

According to Paul Skilleter's book "Jaguar XJS: A Collector's Guide", when the bodywork was revised for the 1991 model year the name of the car was officially changed to "XJS" to emphasize the change.

I will also point out what a "Daimler" is. Daimler was a distinct automobile company that was bought out by Jaguar in 1960. However, Daimler also had a relationship with Mercedes-Benz at one time (there are cars called Daimler-Benz), and Mercedes has registered the name in the US, so Jaguar cannot use the name Daimler in the US even though it belongs to them. Apparently, Mercedes can't use it either, so it isn't used at all.

While Daimlers were originally distinct automobiles, eventually they became variations on Jaguars. Regarding the cars covered by this book, the Jaguar XJ12 was also sold as the Daimler Double Six in some countries, with detail differences including a distinctive grille.

 

VIN NUMBER DECODING: There are two different VIN numbering schemes for the Jaguar XJ-S. 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. 

Position 1-3 denotes manufacturer
SAJ = Jaguar

Position 4 denotes marque
J=Jaguar
D=Daimler

5th is model
N=XJ-S
S=XJR-S
T=Special edition

6th is class
A=baseline
J=Japan
K=Japan with airbag
L=Canada
M=Canada with airbag
V=USA spec with manual belts
W=USA spec with driver airbag
Y=USA spec with passive belts. 

7th is body type
C=Cabriolet
D=Convertible
E=Coupe
F=2+2 Convertible

8th is engine type
B=3.6 4VB
C=3.6 4VC or 3.6 4Y
D=3.6 4VD or 4.0 4Y
E=3.6 4VE
K=5.3 F
S=6.0
V=5.3 A
W=5.3 B
X=5.3 C
Y=5.3 D
Z=5.3 E

9th is Transmission and steering
3=Auto RHD
4=Auto LHD
7=manual RHD
8=manual LHD

10th is model or year change
A=XJ-S original spec
B=HE coupe
C=AJ6 coupe and convertible
D=V12 convertible
E=facelift (1992-)
except for USA, Canada and Korea where from 1981 the 10th letter indicates year of build starting with B=1981

11th is emission control equipment
(up to 1987: manufacturing plant, C=Browns Lane)

12th-17th are the vehicle's unique number.

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:

1st-3rd Position -- Manufacturers Code
SAJ=Jaguar, United Kingdom

4th Position -- Model Line
A=XJ6
A=Vanden Plas
C=Sovereign
F=XJ6
H=XJ6, Sovereign
K=Vanden Plas
M=Majestic
M=XJ12
N=XJ-S/XJSC
P=XJR/Sport
S=Jagsport
T=Rouge/Classic

5th Position -- Class/Restraint
A=Passive Seat Belt (87-89)
T=Driver Air Bag w/Passive belt
V=Active Seat Belt
W=Driver Air Bag (90-95)
X=Driver & Pass Airbag
Y=North American Spec (83-87)
Y=Passive Seat Belt (89-93)

6th Position -- Body Style
1=4 door sedan
2=2+2 Convertible
3=2 door Cabriolet
4=Convertible
5=2 door coupe

7th Position -- Engine Code
0=5.3l 12 cyl, Calif.
1=4.0l 6 cyl, Supercharged
2=4.2l 6 cyl, Calif.
3=4.2l 6 cyl
3=6.0l
5=3.6l 6 cyl low compression
6=3.6l 6 cyl high compression
7=4.0l 6 cyl
8=5.3l 12 cyl
9=4.0l 6 cyl

8th Position - Transmission & Steering
4=Automatic (LHS)
8=Manual (LHS)

9th Position - Check Digit

10th Position - MODEL YEAR
D=1983
E=1984
F=1985
G=1986
H=1987
J=1988
K=1989
L=1990
M=1991
N=1992
P=1993
R=1994
S=1995

11th Position - Assembly Plant
C=Browns Lane, England

12th-17th Position - Production Sequence Number

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.

 

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.

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

"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."

Jim Scannell adds: "Jaguar introduced the "1994" model XJ12 in about April-May of 1993 in the US. This model had driver side airbag, glovebox, with XJ-S style lattice wheels as standard. In late 1993, the updated "1994" model XJ12 was issued. This model had both front airbags, no glovebox, wood gearshift knob, CD player as standard, and a different type of wheel. The grille vanes are black on both models and the grille insignia (growler) is gold plated on the XJ12. In addition the badge on the rear is an XJ12 instead of XJ-6. These are the only exterior details which differentiate the car from an XJ-6. On the interior, the upholstery is like a VDP, piped autolux leather with picnic tables in the rear and lambswool throw rugs. I also believe Jaguar used exclusive interior colour combinations for the XJ12's."

 

CABRIOLET: David L. French, a US owner, describes the Cabriolet: "The Jag XJ-S cabriolets were only sold here in '86 and '87 and there are probably only a few hundred V-12's. 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. They are pretty rare here but were sold in Europe longer."

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."

 

HESS & EISENHARDT CONVERTIBLE: The XJ-S 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 XJ-S 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 XJ-S 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:

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 <grin> 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.

"There are many other differences, but those are some of the most obvious."

Dave 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.

 

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 XJ-S. Peter Cohen describes a 1988 Lister XJ-S 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 XJ-S, 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' XJ-S'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 XJ-S'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."

 

XJR-S: 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."

 

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 XJ-S'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 XJ-S 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 XJ-S'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 XJ-S's all over, just not in California."

 

INSIGNIA EDITION: Brian Schreurs says, "Insignia was a limited edition special order. The differences were:

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."

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 ë60 Years of Jaguar - A Celebration'."

 

XJ12

1972-73

3228

XJ12 SII

1973-79

16,010

XJ Coupe (5.3)

1975-77

1855

XJ-S

1975-81

14,890

XJ12 SIII

1979-92

15,918

XJ-S H.E.

1981-91

46,895

XJ-S Cabriolet

1983-88

1143 (3.6)

3864 (5.3)

XJ-S 3.6 coupe

1983-91

9979

XJ-S 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

 

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

 

 

On to Shopping for a Used XJ-S

 

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