The first generation Jaguar XJ was produced for a total period of 24 years, with two major facelifts – in 1973 and in 1979, with a raised front bumper and less tall grilles. For four years, the 1968 introduced XJ (later known as the Series 1) was a four-door, straight-six saloon on a wheelbase. In 1972, a more spacious, longer wheelbase (LWB) option, and a 5.3 litre V12 engine were added. On the XJ series 2 (from 1973), the standard wheelbase (SWB) saloons were cancelled in 1974 – but a SWB two-door (series II only) coupé was sold from 1975–1978. The 1979 series 3 saloons received a redesigned
greenhouse (upper body) and bumpers. The 6-cylinder series 3 models were replaced by the second generation Jaguar XJ in 1987, but the V12 models were not replaced until 1992.
Series 1 (1968–1973) }} }} }}Manual 4 speed +OD available on I6 models }} }} }} The XJ6 replaced most of Jaguar's saloons – which, in the 1960s, had expanded to four separate ranges. It carried over the 2.8-litre () and 4.2-litre () cylinder versions of Jaguar's renowned
straight-six XK engine, and front and rear suspensions, from previous models: the widest version of
Jaguar's IRS unit from the
Mark X, and the subframe-mounted independent front suspension first seen in the 1955
Mark 1, with new anti-dive geometry. An upmarket version was marketed as the
Daimler Sovereign, continuing the name from the
Daimler version of the Jaguar 420. The car was introduced in September 1968. Power-assisted steering and leather upholstery were standard on the 2.8 L De Luxe and 4.2 L models. Air conditioning was offered as an optional extra on the 4.2 L Daimler versions, which were launched in October 1969 in a series of television advertisements featuring Sir William. In these advertisements, he referred to the car as "the finest Jaguar ever". An unusual feature inherited from the
Mark X and
S-Type saloons was the twin fuel tanks, positioned on each side of the boot, and filled using two separately lockable filler caps: one on the top of each wing above the rear wheel arches. Preliminary reviews of the car were favourable, noting the effective brakes and good ride quality. In March 1970, it was announced that the Borg-Warner Model 8 automatic transmission, which the XJ6 had featured since 1968, would be replaced on the 4.2-litre XJ6 with the Borg-Warner Model 12. The new transmission had three different forward positions accessed via the selector lever, which effectively enabled performance oriented drivers to hold lower ratios at higher revs to achieve better acceleration. Bonnet louvres such as those fitted on the 12-cylinder
E-Type were rejected and instead the XJ12 featured a complex "cross-flow" radiator divided into two separated horizontal sections supported with coolant feeder tanks at each end. The engine fan was geared to rotate at 1¼ times the speed of the engine, subject to a limiter which cut in at a fan speed of 1,700 rpm. reviving the
Daimler model name of 1926–1938.
Series 2 (1973–1979) }} }} }}Manual 4 speed+OD available on I6 models }} }} The XJ line received a facelift in Autumn 1973 for the 1974 model year, thereafter known as the Series II; retrospectively the earlier cars were referred to as the Series I. The 4.2 L XJ6 straight-6 engine (most popular in the United Kingdom) and the 5.3 L V12 XJ12 were continued with an addition of a version of the XK engine available from 1975. The Series II and Series II coupé were the last Jaguar models with direct input by Sir William Lyons before his retirement. Initially, the Series II was offered with two wheelbases, but at the 1974
London Motor Show Jaguar announced the withdrawal of the standard wheelbase version: subsequent saloons all featured the extra 4 inches (10 cm) of passenger cabin length hitherto featured only on the long-wheelbase model. By this time, the first customer deliveries of the two-door coupe, which retained the shorter standard-wheelbase (and which had already been formally launched more than a year earlier) were only months away. Series II cars are visually differentiated from their predecessors by raised front bumpers to meet US crash safety regulations, which necessitated a smaller grille, complemented by a discreet additional inlet directly below the bumper. The interior received a substantial update, including simplified heating and A/C systems to address criticisms of the complex and not very effective Series I systems. In April 1975, the North American models got a slightly revised set of front bumpers which had rubber over-riders covering the full length of the bumper with embedded turn signals at each end, and the Zenith-Stromberg carburettors of the V12-powered cars were replaced by Bosch-Lucas electronic fuel injection. In 1978 the carburettors were similarly replaced with EFI in the 4.2 L 6-cylinder XJ6L. In May 1977, it was announced that the 12-cylinder engine would receive the
General Motors' three-speed
Turbo-Hydramatic 400 automatic transmission in place of the British-built
Borg-Warner. The 1978 UK model range included the Jaguar XJ 3.4, XJ 4.2, XJ 5.3, Daimler Sovereign 4.2, Double-Six 5.3, Daimler Vanden Plas 4.2 and Double-Six Vanden Plas 5.3. In New Zealand,
knock-down kits of the Series II were assembled locally by the New Zealand Motor Corporation (NZMC) at their Nelson plant. In the last year of production in New Zealand (1978), a special 'SuperJag' (XJ6-SLE) model was produced which featured half leather, half dralon wide pleat seats, vinyl roof, chrome steel wheels and air conditioning as standard. New Zealand produced models featured speedometers in km/h, and the black vinyl mats sewn onto the carpets in the front footwells featured the
British Leyland L logo. Though worldwide production of the Series II ended in 1979, a number were produced in
Cape Town, South Africa until 1981. A total of 91,227 Series II models were produced, of which 14,226 were fitted with the V12 engine.
Engines Note that HP varies depending on emission standards imposed on particular vehicles
Production count XJ Coupé }} }} A 9,378 car production run of two-door XJ
coupés with a pillarless
hardtop body called the XJ-C was built between 1975 and November 1977, in addition to about 2,000 Daimler-badged examples. The car was originally shown at the
London Motor Show in October 1973, but it subsequently became clear that it was not ready for production. The economic troubles resulting from the
1973 oil crisis unfolding in the Western world at that time seemed to have reduced any sense of urgency about producing and selling the cars. Amongst other productionisation problems, sealing the frameless windows caused delays. This lifted the front indicators from under the bumper and provided built in rear fog lights. A small number of
Daimler versions of the XJ-C were made. One prototype of the Daimler Vanden Plas XJ-C was also made; however, this version never went into production. The XJC was also raced, although the results were less than satisfying - memories of the failed effort made British Leyland decline to provide factory backing for the
TWR-prepared XJS five years later. The XJ12C racing car was developed for the
European Touring Car Championship by Ralph Broad of
Broadspeed. With
Derek Bell at the wheel, it briefly led its debut race, the
RAC Tourist Trophy at Silverstone in September 1976, but failed to finish. This became the modus operandi for the XJC racing effort: Overweight and unreliable, the best result was a second place at Nürburgring in 1977 and British Leyland cancelled the program before completing the season.
Production count Series 3 (1979–1992) }} }} The car was significantly facelifted again in April 1979, known as the Series III, incorporating a subtle exterior redesign by
Pininfarina. Changes from the Series II included thicker and more incorporated rubber bumpers with decorative chrome only on the top edge, flush door handles, one-piece front door glass without a separate
quarter light, a grille with only vertical vanes, reverse lights moved from the boot plinth to the larger rear light clusters, and a revised roofline with narrower door frames and increased glass area. The C-pillar was also subtly modified with a more prominent "
Hofmeister kink" at its base. The option of a sunroof and cruise control were also offered for the first time. Also For the series 3 Jaguar asked Pirelli to develop a new tyre the Cinturato P5 to improve the handling and performance of these luxury cars in 205/70R15 Cinturato P5 for the 6 cylinder cars and 215/70R15 Cinturato P5 for the V12. The 5.3 L
V12, 4.2 L and 3.4 L straight-six engines carried over from the Series II, with minor changes. The larger six-cylinder and V12 models incorporated
Bosch fuel injection (made under licence by
Lucas) while the smaller six-cylinder remained carburetted. The smaller six-cylinder engine was never offered in the US, and the V12 was no longer offered there after 1980. The 1979 UK model range included the Jaguar XJ6 3.4 and 4.2, XJ12 5.3, Daimler Sovereign 4.2 and Double-Six 5.3, and Daimler Vanden Plas 4.2 and Double-Six Vanden Plas 5.3. In 1981, the cylinder heads of the V12 engine were replaced by the new Fireball high-compression design by Swiss racing driver
Michael May, and were badged from this time onwards to 1985 as "HE" (High Efficiency) models. In late 1981, the Daimler Sovereign and Double Six models received a minor interior upgrade for the 1982 model year with features similar to Vanden Plas models. Also for the 1982 model year, a top spec Jaguar Vanden Plas model was introduced in the US market. In late 1982, the interior of all Series III models underwent a minor update for the 1983 model year. A trip computer appeared for the first time and was fitted as standard on V12 models. A new and much sought-after alloy wheel featuring numerous distinctive circular holes was also introduced, commonly known as the "pepperpot" wheel. Pirelli tyres were also fitted as standard equipment. For the 1984 model year, the Sovereign name was transferred from the Daimler marque to a new top-specification Jaguar model, the Jaguar Sovereign. A base Jaguar XJ12 was no longer available, with the V12 engine only being offered as a Jaguar Sovereign HE or Daimler Double Six. The Vanden Plas name was also dropped at the time in the UK market, due to Jaguar being split from British Leyland and privatised; the name was used on top-of-the-range
Rover-branded cars. Daimler models became the Daimler 4.2 and Double Six and were the most luxurious XJ Series III models, being fully optioned with Vanden Plas spec interiors. The Vanden Plas trademark was retained by Jaguar in North America, and top-of-the-line XJs were still sold there with the Vanden Plas name. The 1984 UK model range included the Jaguar XJ6 3.4 and 4.2, Sovereign 4.2 and 5.3, and Daimler 4.2 and Double Six 5.3. Production of the six-cylinder Series III XJs continued until early 1987, after which it was replaced by the all-new
XJ40. Due to the XJ40 being allegedly designed so that a V-angle engine would not fit in the engine bay, it needed extensive redesigning before a V12 version would be possible. As a result, to stay competitive, Jaguar continued production of the 12-cylinder Series III XJs until 1992, by which time an XJ40 based XJ12 would release the following year. The last 100 cars built were numbered and sold in Canada as part of a special series commemorating the end of production. These 100 cars featured the option of having a brass plaque located in the cabin. It was the original purchaser's option to have this plaque, which also gave a number to the car, such as No. 5 of 100, fitted to the glove box, to the console woodwork or not fitted at all. This brass plaque initiative did not come from Jaguar in Coventry: it was a local effort by Jaguar Canada staff and the brass plaques were engraved locally. 132,952 Series III cars were built, 10,500 with the V12 engine. In total between 1968 and 1992 approximately 318,000 XJ6 and XJ12 cars were produced.
Technical specifications ==XJ40, X300, and X308 (1986–2003)==