Jaguar XJR

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Supercharged version of Jaguar’s silky XJ saloon offers astonishing performance and value, yet costs little more than a standard XJ to buy and run. As a modern take on the classic Mk2 Coombs, the XJR has it all A GT Jag is always something special, but none come close to the Coombs Mk2. That may be true, but the XJR is a brilliant modern alternative. Introduced in 1994, it proved that whatever Messrs BMW, Audi and Mercedes could do, then so could Browns Lane – but with more character and at less cost. Devoid of the classic status of that monster Mk2, XJRs sell for normal XJ money – which is pennies by comparison. But, mark our words, a good XJR will become a ‘Coventry cat’ to collect over the next few years. So, why not get one while they are so affordable?

HISTORY

1988 The first XJR was a makeover of the normal XJ40, with the aid of Jaguar racing specialist, the late Tom Walkinshaw. This limited edition of the XJR had been fitted with a 3.6-litre six-pot that was barely different from the one found in the standard XJ6 3.6, but the handling was improved, if not appearances, with its rather slab-like body kit.

1994 With the advent of the new X300 revised XJ, came a fuller blooded XJR. Equipped with a supercharger, the first time Jaguar had ever offered a ‘blower,’ it also formed the basis of the Aston DB7 powerplant, albeit 4-litres and not a more race-bred 3.2 for the DB7. Nevertheless, that straight-six which put out 321bhp, and 378lb ft of torque, care of an Eaton M90 supercharger set at 10psi boost, it was enough to take the car to a limited top speed of 155mph, covering 0-60mph along the way in just five seconds. To put it in context, the XJR was more powerful and faster than Jag’s hallowed V12, yet could manage over 20mpg fairly easily!

1997 The second take on the XJR theme was a masterpiece, thanks to the fitment of a mighty 370bhp V8, in place of a straight-six. It was even more luxuriously appointed and not even the established Germans could offer such a combination of power with prestige, plus that traditional feel a good Jaguar enjoys. Effectively, the XJR was a saloon version of the XK8R.

The ultimate edition of the X308 XJR was the 100 special edition, which arrived in August. Fitted as standard with a DVD-based navigation system, the Brembo brakes, nine-spoke BBS alloy wheels and black leather trim were also standard, along with metallic black paintwork. You’ll be doing well to find one on the used market. Don’t ignore the more dignified Daimler, mind (see pic). To all intents and purposes, the Super V8 is essentially the same scalded cat but with even more luxury and a more restrained appearance. Less than 4000 were made, mostly LWB models.

DRIVING AND PRESS COMMENTS

Whatever version you choose, the Jaguar XJR is a real cat with a hot tin roof. Capable of 170mph, Jaguar had to limit it to ‘only’ 155mph, and, thanks to a supercharger rather than turbocharger, power delivery comes instantly with a bang, at the stab of the throttle, without any of the usual lag.

What’s the best beastie? Well, the supercharged straight six is glorious, but you can’t beat that V8. With silky smooth power delivery, oodles of low-down torque and a delicious willingness to rev, Jag’s V8 is fabulously fl exible, with 387lbft of torque @ 3050 rpm. With numbers like these, it’s no surprise that there’s ample shove on offer at any speed and in any gear. There was never a manual version, but the standard Mercedes-sourced five-speed automatic is creamy smooth and works brilliantly. If you hate self-shifting, then go for an earlier ‘six’ as this had a stick shift.

The key thing, though, is that a wellsorted XJR is just so good to drive. Being more stiffl y suspended than the normal XJs, the XJR can suffer a bit too much from low speed harshness, more than you’d expect from a Jag, and while ride isn’t actually spine-jangling, it may not be to your taste if you like Jags to be comfy cruisers. The trade off, however, is a genuine sports saloon, thanks to a carefully uprated chassis featuring Jag’s famed CATs suspension.

However, that perennial Jaguar fl aw of a too-light (variable) rate power steering, that’s also a tad vague compared to say a BMW M5, remains. Despite its kerbweight of up to 1754kg, the XJR pulls-up without fuss, even on standard brakes; those who wanted to regularly exercise their scalded cat could opt for a Brembo option that’s even more accomplished.

XJRs naturally boast the level of ambience and comfort that you’d expect from a Jaguar – the Daimler is even more plush, although rear seat room is barely good enough for adults, and the boot space no more than acceptable. Again, the Daimler scores by being based on the longer wheelbase model.

There’s not too much written about the XJR, surprisingly, given its credentials; most road tests reported on the XJ range as a whole, but the general view was that the XJR appealed with its performance, thanks to an engine which CAR called “one of the great engines” although said as a whole the car was compromised elsewhere. If anything the monthly thought that the S-Type R was the better, cheaper car.

PRICES

Jaguars have always represented brilliant value for money and this is never so more apparent than with the XJR. High-mileage early cars sell for around £3000, but you need to take care here, as you can’t expect too much for that kind of money. Budget on around double this for a really nice example with a service history. Extraordinary XJRs can command up to £10,000, which is a pittance when you consider what you’re getting for TR6 money. Daimler models should be similarly priced. These were £50 grand cars when new, and need to be given the same cost considerations when running one second-hand, so don’t buy a shed just because it’s cheap. The wise buyer gets the best he, or she, can run to – even busting the budget if the car is deemed worthy because it will pay in the long run.

IMPROVEMENTS

Enhancements to the engine’s breathing are readily available, as are superior stainless exhausts, while a smaller pulley fitted to the engine will allow the ‘blower’ to spin faster and so give more boost, but speak to a specialist first – after all, a good car should still feel fast enough! Likewise, if in good order, the stock suspension and brakes should suffice, although some like to uprate the latter. The XJR was well developed from the factory, so don’t go and spoil yours; rather just some tlc from a Jag specialist may be all that’s needed to make it pounce.

Three Of A Kind

JAGUAR S-TYPE R

Jaguar learned its lesson with the XJR, and launched an equally potent performance saloon when it re-vamped the S-type in 2002, with the Type R as its fl agship. Again supercharged, but now 4.2-litres and 400bhp, it’s an even better bet than the XJR, although the cabin is more cramped and not quite so traditional – perhaps that’s a good thing? Monster performance and a devastatingly effective car that’s again dirt cheap for what it offers.

BMW M5

BMW’s seminal super-saloon is much easier to find than the Alpina alternative, and every bit as good to drive – although it’s also quite different too. It’s the E39 version that’s up against the XJR – expect to pay from £7000 for something not too ‘leggy’, although you’ll need at least £10,000 to buy something really nice. As with any of these cars, you need to check for non-functioning kit, poor crash repairs and thrashed mechanicals that will need replacing soon

LOTUS CARLTON

At first you wouldn’t put a Vauxhall in such company, but there again we’re talking about the Lotus fl agship. With twin turbos, it has about the same power as an XJR, and is as fast – the quickest production saloon ever back in 1992. Incredibly docile mind, with controllable rear wheel drive handling (sans driver aids!). Another bargain classic, although prices are rising, but spares are also becoming scarce. Thankfully club support is very good.