Jaguar XJ6

Fast Facts

• Best model: Series I 4.2 manual
• Worst model: Series II 3.4 auto
• Budget buy: Series II 3.4
• OK for unleaded?: Use superunleaded
• Will it fit in the garage? (mm): 4816 x 1772mm
• Spares situation: Ok except SI front parts
• DIY ease?: Generally good
• Club support: Excellent
• Appreciating asset?: Starting, especially coupés
• Good buy or good-bye?: Finally being appreciated for being the great car that it is

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Mould-breaking saloon that rewrote the rulebook and still impresses 50 years on. A superior car to Mk2/S-type yet values don’t reflect this – so far. Plenty around but many are shabby rather than top cats so take care when buying

Half a century ago, Jaguar introduced not only the last true world-beating saloon to roll out of Browns Lane but arguably Lyon’s greatest car ever because it’s not simply a replacement for the old Mk2 but landmark design that redefined standards of refinement and comfort that even Rolls couldn’t surpass. Yet for all that, XJ6s remain, as they were when new, astonishing value for money, typically selling for a third of a 3.8 Mk2 can fetch – surely it can’t stay this way for much longer?

Jaguar boss, Sir William Lyons, decreed in 1964, that his new saloon would not only be superior to the Mk2, S-type and the underrated 420 but would be so advanced that it would remain in production for “a minimum of seven years”. He got the first part right but was woefully incorrect on the second – for the XJ6 carried on for almost two decades, in revised S3 guise, and well into the 1990s in XJ12 form!

History

1968 Launched that September, the XJ6 was a no-compromise car that rewrote the handling and ride rule book while also taking refinement to new levels. The 4.2-litre XK was joined by a new downsized 2.8 (both now topped by Gold Port E-type cylinder heads), the latter mainly designed for certain European tax breaks and said to be a development of the proposed 3-litre for the E-type. The MkX IRS was adapted for an entirely new floorpan.

Power-assisted rack and pinion steering was standard on all bar base 2.8s, which cost a virtual giveaway at £1870 – small wonder that long waiting lists saw used models sell for a 50 per cent surcharge! 1969 “Ninety per cent of motorists want a Jaguar XJ6 – the other 10 per cent want a Daimler,” so said (Lord) Donald Stokes, head of BLMC, latterly British Leyland (read insider Stuart Bladon’s exposé in this issue-ed) so a Daimler Sovereign range duly joins the ranks with slightly higher trim levels to justify, on average, a £60-£80 price hike over the more common Jag.

1972 Long awaited arrival of the 5.3-litre V12, first seen in the E-type the previous year but as an auto only saloon which could be had in optional long-wheelbase form to counter criticisms of mediocre rear seat space. Costing £3726, the Daimler Double Six carried a price premium of £120 over the XJ12. A Rolls-beating Vanden Plas Double Six becomes the flagship at £5362. At the other end of the scale, there are also improved pistons with two valve recesses fitted to the iffy 2.8 to increase its reliability.

1973 Series II hits the showrooms differing little from the original, with chief changes at the front, where a revised bumper height (demanded by US federal legislation), shallower grille and indicator lights located below the bumper. Technically, the SII now boasted better side impact protection, four-pot callipers and vented discs up front, while the auto box was now the swankier, smoother Borg Warner Model 65. There were minor tweaks to the interior with illuminated switchgear and climate control making their début as does the XJC coupé although it did not go on sale until 1975.

1974 By the start of the year, the shortwheelbase chassis was phased with the troublesome, piston popping 2.8, to be replaced with the singleton short wheelbase 3.4 in early ’75, but this isn’t the old much liked Mk2 unit but rather a downsized 4.2 block, good for 167bhp.

1975 V12 models have their final drive ratio altered in 1975 for more refined top-end cruising, while fuel injection also made an appearance on these big-engined versions. XJC hits the showrooms. Just like the XJC, a vinyl adorns V12 saloons too.

1977 A GM three-speed automatic gearbox is employed in the V12 as it could better handle the massive amounts of torque from that 5.3-litre powerhouse. XJC coupé is dropped.

1979 Due to the troubled development of the XJ40 replacement a stopgap SIII is hurried, warmed over by Pininfarina. However, it’s believed to be best XJ6 and XJ12 of the whole litter.

Driving and press comments

The XJ6 was one of the rare cars that gained plaudits even before it was tested. Autocar, after a brief drive, weeks before announcement, said it handled better than the E-type and the ride and handling sets new standards. It also added that because the 2.8 sported some 180bhp, it was so close to the old 340 that it justified not to offer the 3.4… if only Jaguar had! The new Jag certainly impressed those at Car, who proclaimed “the Jaguar XJ6 impresses not just by what it is, but by the value for money it offers in its class – and this is a class which boasts some very worthy competition”. The monthly further added that thanks to supreme driving prowess “It renders superfluous all cars that cost more.”

In its June 1969 road test Autocar said that the XJ6 was the “smoothest and quietest car it had ever driven in” while the handling was “if anything, better than the E-type”. In its conclusion the weekly remarked that if the car were double its £2639 price tag it would still be value, but noted the car even then needed stricter quality control. With more expensive fittings the road test said it would wipe up the quality car market (if only Jaguar had heeded the advice as later on the failings came to haunt the Jag under British Leyland stewardship-ed).

A test of the SII (a Daimler) five years later saw a noted improvement in the heating and switchgear although the testers found – like others – automatic transmission models were too low geared for high speed cruising, with the rev counter’s needle far to close to its red line for comfort, and thought the ride of the lwb chassis not quite as good, which is strange as the longer wheelbase should enhance this.

Nevertheless “A most desirable car in any company” was the verdict.

Rival weekly Motor labelled the 1969 XJ6 4.2 “It comes closer to overall perfection than any other luxury car we have tested, regardless of price. However, a decade on – testing the SII 4.2 which had soared in price from £2365 to £9695 – noted that rivals had caught up fast and the XJ’s “…shortcomings (such as ropey heating and ventilation, muddled switchgear) become more apparent”.

`However, the XJ6 was still a trailblazer that was “wearing its age years well” and ranked its quietness “miraculous” but noted that the gap which was a gulf 10 years previously had shrunken, notably in the heating and ventilation department which (in a later long term test with a base 3.4) wasn’t as good as a Ford Escort Mk2 in their eyes. “Even by today’s standards, it still is a magnificent car, but Leyland had better not sit on their laurels for too long” was the slightly back-handed verdict.

And half a century on? The XJ still greatly impresses in the areas it always has done; ride, refinement, comfort and handling (although this was helped by the special Dunlop tyres that few run on now due to cost). The power steering, ranked good in its day, but still criticised for being too light and lacking feel – has anyone driven a 2.8 XJ6 without PAS? – and not a patch on the weightier set up used by Aston Martin although that’s how the Americans liked it to be.

A good XJ6 remains a dream drive and that sense of occasion is as strong now as it was ever back in 1968. Sadly a lot of them rarely receive the maintenance they deserved over the decades and so, consequently, the surviving majority won’t offer anywhere near the magical combination of a supple ride yet wellmannered cornering of original cars.

The most popular engine is the 245bhp 4.2 and the majority are autos which while good are thirsty due to inherent under-gearing although fuel economy rarely broke into the 20mpg bracket even on the 2.8 (are there many left?) or the superior 3.4, which Motor rated as the smoothest XK unit ever.

It’s certainly more refined than the riotous V12 which provides amazing performance that’s on par with the later supercharged XJRs. Fuel economy is even more dire as you might expect but as most road tests only posted around 15-17mpg for the 4.2 (with the smaller-engined alternatives not much better-ed) does it really matter – on a infrequently driven classic –for the pleasure and thrills this supercar saloon undoubtedly provides?

Road test reports are fine but sometimes it’s takes a layman to cut to the chase – like in a Motor appraisal where a passenger summed the Jag XJ6 up best; “The bloody thing freewheels up hills!”.

Values and the marketplace

Ken Jenkins has been working exclusively on the marque for over 50 years. With a workshop in Nottinghamshire, he maintains classic Jaguars (with a particular focus on engine rebuilds and upgrades), as well as selling new and used parts. A founder member of the Jaguar Enthusiasts’ Club, he’s also the Technical Director for the group. Find out more at http://www.ukjag.co.uk.

Values have risen over the last couple of years, but you’ve got to be so careful when buying because there are so many misdescribed cars out there, according to Jenkins. The bottom line for any XJ now lies between £9000 and £15.000 but that pennies when compared to a Mk2 or MkX. The key thing is to buy something that’s genuinely good, and not just tarted up.

Genuinely superb examples come onto the market but only very rarely, and when they do you have to dig deep to secure one. The best Series II is worth around £15,000 – maybe slightly more if really kosher. But an equivalent Series I will easily fetch £20,000 – perhaps even £30,000 if it’s flawless. But even these figures are low compared with the XJC coupé, which was offered only in Series II form and for decades couldn’t command anymore than a S1 saloon. However, XJCs now sell for between £30,000-£50,000 if in showroom condition, particularly the V12s.

Daimlers are plusher and more dignified but the stuffy image can put buyers off when condition matters the most. With so few truly superb cars out there, it’s not a good idea to be too choosy about exactly what specification you want, he continues, adding while it’s the 2.8-litre and 3.4-litre models that have long since disappeared. What is in demand is the Vanden Plas, which came automatically in long-wheelbase form so it’s a proper limousine says Ken.

If anything, David Stewart of Peterborough-based Hamiltons Jaguar (01733 551000) feels these prices are somewhat optimistic. He has bought and sold them for three decades and reckons £12-£15,000 irrespective of model – apart from the XJC – point to the fact he sold a VDP a few years ago at auction for less than £13,000 and it recently was resold for roughly the same amount. Stewart is a particular fan of SII that he feels is vastly superior to the original although admits there’s a lot of poor XJs out there.

Improvements

Forty years ago the XJ12C competed in the prestigious Group 2 racing series and even now you see XJs on the club scene meaning there’s scope for tuning, although you may not want to spoil the car’s character, especially the handling and ride. In fact, simply by thoroughly overhauling the suspension and brakes to ‘as new’ standards – combined with good recommended modern radials – will bring a dramatic change that’s enough for many owners; worn suspension and rear subframe bushes are very common leading to most un Jag-like handling and ride, for example, but harder dampers and springs plus the obligatory ‘poly bushing’ will tighten the chassis which feel soft when compared to moderns. The XJ12 front anti-roll bar is also worth fitting. As the XJ uses superior three or four pot calipers (depending upon car), just better pads may suffice plus DOT 5.1 brake fluid as this reduces the risk of brake fade if used hard.

The XK engine is well known of course and the usual tuning methods naturally apply; bringing the 4.2 up to full fat E-type spec is a good start but there’s a lot more to be done, including taking the unit out to 4.5-litres. or fitting modern fuel injection with mapping but a cheaper route is to fit the S3 head and camshafts with SU HD8 carbs. The main silencers can be removed to increase power.

These cars should run on Shell V Power or similar, as they like 28-30 degrees BTDC at 3000rpm timing with the vacuum pipe disconnected says XJ expert Ken Jenkins. If you want, manual cars can be fitted with the Rover-sourced SD1 ’box although the overdrive can be as good. Autos can be usefully upgraded to the longer-legged fourspeed unit taken from the XJ40/X300.

XJ12 & XJC: Top cats?

Few cars could top the XJ6 when new – except another XJ, such as the XJ12 and the two-door XJC. The former takes all that’s good about the ‘six’; but gives it supercar pace care of that legendary 5.3-litre V12 engine. An auto only yet a wonderful performer that’s almost impossible to wear out, although the XJ6 is the quieter and more serene drive with that legendary burr of the XK engine in full flight. Many magazines continue to bang on about the V12’s understandable miserable economy but for the nominal miles most classics cover is that such a worry; specialist Dave Stewart of Hamilton Jaguar says he regularly sees 16mpg out of his, that’s just a few shy of what many out-of-sorts 4.2s achieve.

The XJC coupé is a bit of an acquired taste. Based on the original (Swb) platform this sportier two-door take offers no performance gains (not that you call the V12 model slow…) and handles the same but the price you pay for those unique looks is considerably more wind noise thanks to those ill fitting doors and frameless glass. Body parts aren’t so prevalent and you can pay double for the privilege of owning one compared to the more practical, roomier saloon. But we’d have one over the XJ-S.